Shipping and Marine Issue 104 Final Edition

ISSUE 104 final

Shipping &MARINE

The magazine for maritime management

Remain

cautious Future power

Are battery and hybrid propulsion solutions viable propositions for ships?

The virtual port of Europe The e-Compliance project aims to reduce the burden of multiple regulatory sources

Ship operators and yacht owners must not dismiss piracy risk - it needs to be a paramount consideration

A matter of survival

Improved technology leads the way in the development of personal safety in marine operations

Health and SafetyIf you don’t have the time to read it all, read what you need Health and Safety Monitor is the newsletter of choice for professionals across all industries because it is: Clear, succinct and brief: With case summaries, indexes and bullet points so you can easily pick out what’s relevant to you Practical, informative and comprehensive: Health and safety news reported and analysed, with full references supplied for your ease of use Unbiased, trusted and critical: Gives you the facts

Request the latest issue free of charge

Subscriptions: £195 for 12 issues Contact: Maxine Quinton t: 01603 274280 e: mquinton@schof ieldpublishing.co.uk w: www.healthandsafetymonitor.com

Editor

ISSUE 104 EARLY

www.shippingandmarine.co.uk

Tough decisions N

Shipping &MARinE

ThE mAgAzInE foR mARITImE mAnAgEmEnT

Remain

cautious

Ship operators and yacht owners must not dismiss piracy risk - it needs to be a paramount consideration

ovember started with some disturbing news for the UK

shipbuilding sector, when BAE Systems announced the

Future power

Are battery and hybrid propulsion solutions viable propositions for ships?

the virtuAl port of europe the e-Compliance project aims to reduce the burden of multiple regulatory sources

loss of a large number of jobs at its yards in Scotland

A mAtter of survivAl

Improved technology leads the way in the development of personal safety in marine operations

and England and ended shipbuilding altogether at Portsmouth. It’s a decision that will have a multitude of long-term effects and I’d be

These problems are not going away, and need to remain high on the agenda for ship owners and operators

keen to hear how it has affected your business.

There was a little bright light announced at the same time, in that the MoD plans to commission three new ocean-going Offshore Patrol Vessels for the Royal Navy, which will be built by BAE Systems at their shipyards on the Clyde.

These vessels will play a key role in counter-terrorism, counterpiracy and anti smuggling operations and as the article on page 16 highlights, these problems are not going away, and need to remain high on the agenda for ship owners and operators.

libbie@schofieldpublishing.co.uk

Schofield Publishing

Cringleford Business Centre, 10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K. Tel: +44 (0)1603 274130 Fax: +44 (0)1603 274131

www.shippingandmarine.co.uk. © 2013 Schofield Publishing Ltd

Chairman

Production Manager

BUSINESS DEVELOPMENT MANAGER

Andrew Schofield

Fleur Conway

Mark Cawston

Group Managing Director

ART EDITOR

Editorial Researchers

Mike Tulloch

David Howard

Sales director

DESIGN

David Garner

Jenni Newman Jamie Elvin

Editor Libbie Hammond

Please note: The opinions expressed by contributors and advertisers within this publication do not necessarily coincide with those of the editor and publisher. Every reasonable effort is made to ensure that the information published is accurate, but no legal responsibility for loss occasioned by the use of such information can be accepted by the publisher. All rights reserved. The contents of the magazine are strictly copyright, the property of Schofield Publishing, and may not be copied, stored in a retrieval system, or reproduced without the prior written permission of the publisher.

STAFF WRITERS Matthew High Jo Cooper Drew Dann Steve Nash

EDITORIAL AdminISTRATOR Emma Harris

Production studio@schofieldpublishing.co.uk

Office Manager Tracy Chynoweth

Head of Research Philip Monument

Laura Thompson Natalie Martin Gavin Watson Mark Cowles Joe Wright

Advertising Sales Joe Woolsgrove Dave King Darren Jolliffe Finlay Johnson Nick Davies Tim Eakins

subscriptions ikidd@schofieldpublishing.co.uk

www.shippingandmarine.co.uk - 1

2 - www.shippingandmarine.co.uk

Contents FEATURES

PROFILES

3 News

23

UK dredging

Updates and announcements from the shipping and maritime arena

29

FALMOUTH HABOUR COMMISSIONERS

8 Future power Are battery or hybrid propulsion systems really the future for ships?

33 ELBOIL 36 SUNSEEKER 41

DORIAN LPG

45 SYNERGY GROUP 49

PENDENNIS

52 SOLENT STEVEDORES 55 OILTANKING STOLTHAVEN antwerp 59

BUFFALO MARINE SERVICE

62 GREEN MANAGEMENT 65

VEKA GROUP

69

MEC SHIPYARDS

71

A&P FALMOUTH

76

Bibby Ship Management

78

PORT OF AVEIRO

81

MARINER

84

INTERMARINE

86

MORAN TOWING CORPORATION

88

SUBSEA PETROLEUM SERVICES

90

GUIDANCE NAVIGATION

12 An alternative model

92

ASSENS AHIPYARDS

A breakthrough asset tracking solution is transforming productivity in the container market

95

ABEKO

98

ECHOSHIP

8 10 The virtual port of Europe e-Compliance, a project launched by the EC, aims to unify regulatory information

14 A matter of survival Improved technology is leading the way in personal safety at sea with the use of AIS

100 KNRM

16 Remain cautious

104 PORT OF VIGO

Phillip Cable takes a look at the current risks of piracy across the world

102 MAINPORT

106 SAFE BULKERS

18 Smooth running

108 SANMAR

Paint manufacturers are feeling the pressure to help ship owners reduce fuel consumption

110 TTS PORT EQUIPMENT

20 Foreword The UKMPG represents the interests and concerns of its members to policy makers and opinion formers

112 LINGENHรถLE TECHNOLOGIE 114 POST WORKBOATS 117 COMBI NOORD

www.shippingandmarine.co.uk - 3

Cutting edge technology Peel Ports, the second largest Port group in the UK, has announced the introduction of the latest Navis N4 terminal operation system (TOS) which will allow it to streamline operations and align customer experience across eight terminal sites in the UK and Ireland.

Navis is the global technology standard for managing the movement of cargo through terminals and the N4 technology will be used by Peel Ports to integrate all of its container terminals enabling it to standardise operations and enhance customer service.

The driving force behind the investment is the £300 million development of Liverpool2, which will serve as the enabling platform from which the group will standardise and centralise its

TOS. Starting with Liverpool2 and the Royal Seaforth Container Terminal at Port of Liverpool, the N4 technology will be rolled out across all terminals, over the next three to four years.

David Huck, port director at Peel Ports, said: “We were ready as a group for this performance enhancing technology as we are committed to delivering a world-class customer service.

“We operate in an increasingly competitive market and understand that in order to continue growing our business, we need to continue to invest in our customers. Full integration of the terminal operating technology is an essential part of this process.

“Using N4 will have a genuinely transformative effect on customer experience and will undoubtedly deliver logistics solutions of real value.”

Open for business On 7th November 2013, Britain’s brand new global shipping port welcomed its first scheduled vessel, the ‘MOL Caledon’ from South Africa. After more than a decade of planning and construction across three square miles of development, DP World London Gateway deep-sea port is now open, providing British exporters and importers with a more efficient way to ship globally, at less cost.

The first scheduled ship to dock at the port, operated by MOL Liner, received exports and delivered containers carrying a variety of cargo, including fruit and automotive parts, which will be distributed across the country. The MOL Caledon is part of the South African Europe Container Service (SAECS) which is made up of a consortium of shipping lines including MOL, Maersk, DAL and Safmarine.

4 - www.shippingandmarine.co.uk

Simon Moore, CEO London Gateway, commented on the day: “We are pleased to be able to start our first scheduled services today. It’s taken many years of hard work to achieve this milestone, delivered on time and on budget. It’s a huge day for the team here, but we remain focused on delivering what we set out to achieve, reduced supply chain costs and more reliability for importers and exporters.”

The port is now operating with its first berth open. When fully developed, London Gateway will operate six berths, with a total of 24 quay cranes and will be able to handle 3.5 million TEU a year.

Thousands of new jobs have been created in the construction sector during the past ten years at the site. According to a study

by Oxford Economics, once fully operational, London Gateway will create 36,000 jobs and contribute £3.2bn to UK GDP annually.

News Eileen McLoughlin launched The latest general-purpose harbour tug built by Macduff Shipyards has been launched, powered by WaterMota supplied engines.

Eileen McLoughlin, owned and operated by John McLoughlin and Son (Shipping) Ltd of Larne and Belfast, is the sister ship to Sally McLoughlin which was built in 2009. Both tugs are powered by twin Doosan 4V222TIH engines, each 588KW @ 1800RPM continuous output driving twin screws - four blade 1850mm diameter propellers in fixed nozzles.

With a breadth of 6.2m and depth of 2.9m, Eileen McLoughlin has a transom stern and raked stem, with a centre skeg aft. She has been designed for towing, pushing, pilotage, plough dredging, surveying and lifting.

“Sally McLoughlin has proved to be very reliable as a general purpose tug boat and I’m confident Eileen McLoughlin will prove just as successful,” said WaterMota sales manager, Tony Fryer.

“Doosan engines are a popular choice for workboats due to their non-sophistication and lack of electronic controls. The engines are very dependable and fuel efficient - ideal for this market.”

Exciting project The first US flag vessel to be operated on liquefied natural gas (LNG) has had valves supplied by Sheffield-based Bestobell Valves, part of the President Engineering Group (PEGL).

Bestobell Valves supplied globe and check valves, as the company is a preferred supplier to Wärtsilä Gas Power Systems (GPS) that produced its LNGPac fuel system for the ship known as Harvey Energy. Bestobell has supplied cryogenic valves for five Harvey Gulf vessels, as part of Harvey Gulf International Marine’s ‘going green’ initiative.

Mark Henley, managing director of President Engineering Group, said: “It is very exciting to have supplied the first US flag vessel that will run primarily on LNG. Ship builders and owners are increasingly opting for fuel efficient LNG and this kind of vessel is a blueprint for the future of marine engineering.”

Bestobell’s LNG cryogenic valves are specifically designed for marine applications which includes the very important requirement for the valves to have firesafe properties, whereby all components must be able to withstand a minimum temperature of 925oC (as per the interim IGF code).

Tide power Alstom’s full-scale tidal device installed at the European Marine Energy Centre (EMEC) in Orkney, Scotland, has now injected over 100MWh of electricity into the grid. This is a major milestone in the development of Alstom’s tidal stream device, which follows the earlier connection of the turbine to the grid and the progressive ramp up to full nominal power of 1MW over the past months.

“These successful milestones with Alstom’s tidal turbine are reinforcing our customer’s confidence in our technology and in our ability to propose a reliable machine to the market. With these tests Alstom is becoming one of the key stakeholders of the tidal stream market,” stated Alstom New Energies senior vicepresident Jacques Jamart.

The latest technical milestone is part of the ReDAPT testing programme, which aims at demonstrating the performance of the machine in different operational conditions. Thanks to the generation of 100MWh of electricity, it is building confidence in the endurance of the machine, and in its reliability. In addition, with autonomous runs without interruption, the machine has demonstrated its ability to efficiently operate independently.

Alstom’s tidal technology has unique technical characteristics, which minimise installation and maintenance costs: the buoyancy of the turbine enables the nacelle to be easily towed to and from the point of operation and attached to its pre-installed foundation. This reduces the time and costs needed to install or retrieve the turbine and avoids the need for specialist vessels and divers.

Massive savings possible The Switch, a Finnish manufacturer of permanent magnet generators and converters, has entered the marine and shipbuilding sector with the launch of its next-generation drive trains for energy efficient power generation and propulsion of merchant vessels.

Combining The Switch’s permanent magnet and frequency converter technology, this opens up allnew opportunities for hybrid propulsion systems in the shipping sector.

“Soaring fuel prices, global overcapacity and lower profit margins are forcing shipbuilders to rethink conventional power configurations. This has opened the way for advanced technologies that are revolutionising the way ships generate and use energy for the good of the environment. Our drive train technology is a game changing opportunity for hybrid propulsion systems, namely in the large merchant shipping sector, where two-stroke main engines are the preferred type of prime mover. It will enable ship owners to save up to €50,000 per month in fuel costs, which may add up to seven per cent more profit per year,” says president and CEO of The Switch Jukka-Pekka Mäkinen. www.shippingandmarine.co.uk - 5

Successful certification Solace Global, the world’s most trusted provider of security in maritime, offshore and land-based environments, has announced its successful certification to ISO PAS 28007, Guidelines for Private Maritime Security Companies (PMSCs). Following its position on the working group, the company is one of the first to achieve the certification, which was developed in response to the demand for increased regulation of the security sector.

John Simmons, QSHE manager at Solace Global, comments: “Solace Global has long subscribed to the ISO system of certification which gives certain specific assurances to our clients, but also implies a wider ethos of commitment, maturity and responsibility.

“It takes time, money and resources to put effective quality, health & safety and environmental management systems in place that continually strive to improve a business. The introduction of ISO PAS 28007 specifies the requirements for a security management system and will in turn raise the bar for PMSCs and potentially make the selection process less time-consuming for clients.”

CEO, David Peach, added: “We are proud to have been instrumental in developing this standard and in helping to support our industry. Our reputation and that of our customers is paramount and our clients can feel confident and reassured in the knowledge that we are at the top of our game. Solace will continue to invest heavily in compliance systems and processes.”

Three awards for excellence

Marine Data Systems has won three Awards for Excellence at the annual Isle of Wight Chamber of Commerce Business Awards Event.

These were in the Small Business, Manufacturing and New Technology and Business Of The Year categories.

On being declared overall Business of the Year 2013, Marine Data’s managing director, Tim Ingram, said: “We are so honoured to win this Award, considering the number of other high-tech companies which are also based here on the Island.

“This Award reflects the steady growth of our navigation equipment sales overseas - and especially to southeast Asia. We opened offices in Hong Kong and Singapore in 2011 and we plan to open offices in Shanghai and South Korea, possibly Indonesia. Our sales growth means that we are seeking to expand our premises to accommodate extra capacity for design, environmental testing and manufacturing.

“2013 has brought us great respect from the people and the industry of the Isle of Wight. Other companies have done extremely well; there’s some great technology here on the Island, and we’re so proud that we can actually be at the forefront of technology and prove that the Isle of Wight is a great place for innovation.”

Dynamic solution Paramarine software has been selected by Mojo Maritime Ltd. to support the design of a new dynamic positioning (DP) offshore construction vessel, the HF4, which will have applications for the tidal energy industry. Mojo Maritime Ltd specialise in marine operations, technical consultancy and project management for the offshore renewable energy sector.

The purpose of the HF4 is to reduce the installed cost of marine renewable energy devices to initiate industrialisation.

The vessel is designed to operate using dynamic positioning in currents up to ten knots, allowing a high degree of accessibility and improved productivity during the construction phases of tidal energy farms. It is capable of installing foundations, cables, subsea connectors and turbines in a wide range of conditions. The development of the vessel is being assisted by the Technology Strategy Board and the Mojo lead consortium involving Voith, DNV, Bauer and the University of Exeter.

Construction is planned to begin in 2014.

“We selected Paramarine because of its extensive functionality and track record in the offshore renewables industry. The parametric nature of Paramarine and its ability to handle novel shaped offshore structures means it is very useful for concept design. In addition the probabilistic damage stability analysis is necessary for the design of special purpose ships as employed in offshore construction where technical construction teams are working on vessels,” said Simon Hindley, naval architect, Mojo Maritime Ltd.

6 - www.shippingandmarine.co.uk

L-R: Engineer Phil Yearby; Managing Director Tim Ingram; Production Manager John Print Picture credit: Isle of Wight County Press 2013

Date for the diary The third SMM Istanbul 2014 (26-27 February 2014) will be an opportunity for Europe, the Middle East, the Black and Caspian Sea regions to converge and unify in the historical and geographically important city of Istanbul. Turkey’s growth and rising importance as a global player in the maritime industry makes SMM Istanbul the ideal venue for boosting your network of international contacts with highranking representatives from the global and national maritime industry as well as regional shipyards.

The distinguished event has a new venue, which is situated at the five-star Green Park Pendik Hotel and Convention Centre. The close proximity to Tuzla shipyards, airports, and the ferry terminal means that SMM Istanbul 2014 will be perfectly situated to conduct business.

SMM Istanbul is aiming to be the maritime event of the year and the place to discuss promising new horizons, projects, industry news and developments and also offers the chance to present your products and services to companies and target groups from key maritime industries.

As part of SMM Istanbul 2014, the high-calibre conference features highly respected national and international speakers providing insights into the most important maritime topics affecting the industry today.

For more details visit: http://smm-istanbul.com.

News Excellence award

Maximum results

Fugro Seacore has collected the New Mechanical Product of the Year award for the WaveWalker 1 walking jack-up at this year’s British Engineering Excellence Awards (BEEAs).

WaveWalker is an innovative, eight-legged ‘walking’ jack-up barge (self-elevating work platform - SEWP) that was designed especially for marine operations in rough seas, surf zones, beaches and other intertidal locations where operation of traditional SEWPs is uneconomic. As well as operating safely whilst elevated, its bi-directional movement allows it to move and relocate without floating. Because the impact of sea conditions on operations is reduced, WaveWalker can considerably boost productivity in tasks such as geotechnical site investigations, drilling, trenching, pipeline and cable-laying, blasting and other marine and underwater work.

Fugro Seacore provided design and engineering expertise to create the jackup barge, which is owned and operated by WaveWalker BV, a joint venture between Fugro Seacore and Van Oord. In January this year WaveWalker 1 commenced its first project, where it undertook drilling and rock blasting works in the outer channel to the port of Suape in Brazil.

Dow Water & Process Solutions, a business unit of The Dow Chemical Company, is helping power plants, municipalities and manufacturers put the ocean to work with the new SEAMAXX Reverse Osmosis Elements, which help reduce the high amount of energy typically needed to create freshwater from saltwater.

While reverse osmosis is the most widely practiced desalination technology, The Pacific Institute estimates that seawater desalination averages about 15,000 kilowatts per hour per million gallons (3.96 kWh/m3) of water produced, making it one of the most energy-intensive, and therefore one of the most cost-intensive, water treatment processes available.

The enhanced membrane chemistry of SEAMAXX helps minimise pressure and energy consumption below any other existing seawater reverse osmosis product, and provides reliable, long-term permeate quality for single, double pass and interstaged desalination systems.

“Compared to generic low energy elements, SEAMAXX consumes up to ten per cent less energy and has less fouling at high operating flux,” said Veronica Garcia Molina, global desalination application development leader for Dow Water & Process Solutions. “SEAMAXX has typically demonstrated success in producing 99.7 per cent water purity, and is an excellent choice for applications treating medium to high total dissolved solids, brine treatment and high salinity brackish water.”

Fleet addition Stork Technical Services (Stork), the leading global provider of knowledge-based asset integrity management services for the oil and gas, chemical and power sectors is delighted to announce a further £2 million investment in its new daughter craft The Edradour.

The Edradour was delivered to the Subsea division in late November and will provide additional operational support to meet the expanding needs of Stork’s diving operations as well as complementing its existing fleet; daughter craft, the Aberlour, a mother vessel, the SIEM Stork, and three dive intervention craft.

Roddy James, SVP of Stork Technical Subsea, said: “We are very pleased to welcome The Edradour to our fleet. The shared design specification allows compatibility with our existing launch and recovery system and will bring familiarisation to all our crews resulting in a greater safety recovery and efficiency in our diving operations.”

In addition, The Edradour has additional lifting capability for four point lifting, providing vessel crane launch and recovery capabilities and increased generator capacity - resulting in greater ROV and electrical equipment capacity.

Built in Brazil DNV GL is to class two pipe laying vessels at the new Vard Promar yard in Brazil. The two pipe laying vessels (PLSVs) are to be built at the brand new Vard Promar yard in Recife, in the north east of Brazil. The order is part of four OSVs by DOF/ Norskan and Technip, important customers for Vard. The other two of these vessels are to be built in Norway, also to DNV class.

The new Vard Promar yard represents a significant expansion of Brazil’s shipbuilding capability, as more yards will be built outside of Rio de Janeiro. At 340 tons, the Brazilian built vessels will be among the most complex vessels ever constructed in Brazil.

Competence, capacity and speed are crucial elements for Brazilian yards’ ability to deliver quality ships faster: “Building these specialised ships represents a great challenge: develop a design, build, test and deliver these two pipe layers in Brazil. When we combine DNV GL’s experience, systematic approach and people with the pioneering spirit of Vard Promar, we can deal with this challenge,” says A. S. David, VARD Promar’s project manager for the pipe layers project.

The new designs have been developed in close co-operation with DOF and Technip. The Norwegian built vessels will carry pipe lay towers rated at 650 tons, among the largest ever in the industry.

www.shippingandmarine.co.uk - 7

BATTERY POWER

Future power Battery and hybrid propulsion - Bjørn-Johan Vartdal & Martin Crawford-Brunt ask if this is a viable future for ships?

T

he advances in battery technologies and the commercialisation of electric and hybrid cars, has led the maritime industry to question whether these propulsion solutions make sense for ships.

Performance benefits, fuel savings and emissions reduction is being weighed against capital investments, practicality and limitations in range and safety. Given an ageing ferry fleet and a large group of specialised vessels serving both the oil and gas and offshore renewables industry DNV expects hybrid/battery power will be selected by more operators in the UK to reduce emissions, aid compliance and lower the cost of operation.

supply vessel can have a payback period of less than two years.

In addition, one pure battery or hybrid ship may contribute to reductions in emissions similar to emissions from thousands of cars. Pure battery or hybrid systems for relevant ship types therefore clearly make sense.

International shipping is facing challenges with escalating fuel prices, stricter environmental regulations and very low day rates caused by overcapacity in most segments. It’s during tough times that innovation is most important and also more efficient, as the purpose and goals become so much clearer.

Cost benefit

A pure battery ship will be subject to the same range constraints as an electric car, even if space and weight constraints are not as strict. The distance it can travel before the battery needs recharging will therefore be limited, making the availability of charging infrastructure a key factor. Battery technologies restricted the application to ships operating over short distances between fixed locations. In such conditions, however, it is now becoming a reality.

The capital costs related to pure battery or hybrid systems for cars is naturally significantly less than for ships, however in spite of higher capital cost for ships the payback time may be considerably less for a ship due to the much higher energy requirement.

Estimates show that whereas a hybrid car may not pay back the additional investment within its lifetime, a hybrid offshore

8 - www.shippingandmarine.co.uk

Battery propulsion

As a result of a contest between various technical solutions, organised by the Norwegian Ministry of Transport and Communications and facilitated by DNV, the first pure batterydriven ship, a ferry, will go into operation on the route between

power system depends on the optimisation of its energy production efficiency. For internal combustion engines, energy efficiencies are normally significantly decreased and the specific emissions increased at low and varying loads.

Hybrid power systems avoid operation at these loads by using the battery as an energy buffer that absorbs the load variations. The benefit of hybrid power systems is therefore closely associated with the operational profile.

A car driving in urban areas at low and varying engine loads will have a significantly higher benefit from a hybrid power system than one driving on the highway. Similarly, these systems will be beneficial on ships when the requirements for power variations are high, while the average power requirements are low.

This operating profile is relevant for both tugs and offshore supply vessels. Foss Maritime Company was the first to commission a hybrid tug in 2009.

Importance of innovation

Lavik and Oppedal in Sognefjorden, western Norway, in 2015.

The ferry will have access to cheap and renewable electricity at both ports.

Safety DNV plays a key role in enabling the safe introduction of large battery packs in ships. Through participation in developing the first hybrid offshore supply vessel, DNV produced the world’s first class rules for ship propulsion batteries. As demonstrated by the safety issues experienced by the Boeing Dreamliners, a battery pack can represent a hazardous component unless all safety aspects are properly handled.

The Norwegian authorities are taking an active role, as they did when gas was being developed as an alternative fuel, and are pushing the maritime industry by setting strict requirements to reduce emissions, as well as offering incentives.

Hybrid systems The actual fuel and emissions reduction gained from a hybrid

Innovation is not only something industry wants, it is necessary for survival. The Viking Lady owned by Eidesvik Offshore, is in the process of having a hybrid battery package installed as a research project to improve hybrid technology and how this relates to the power management system.

This project will also be used to improve the first class standard for hybrid ships developed by DNV. Norwegian company, Norled, is due to install a battery package on board an existing dieselelectric ferry. Norled intends to use this experience in building and operating their fully electric ferry. This will cross the Sognefjord 34 times a day, seven days a week, transporting at a maximum 120 cars and 360 passengers - starting in 2015. The Edda Ferd, owned by Østensjø, is another hybrid vessel with battery and dieselelectric propulsion that will start to sail this autumn.

The hybrid system will considerably reduce the energy consumption. When operating, for example, on dynamic positioning, there will be a major fuel saving potential. When in harbour, too, the ship should be able to operate on the fuel cell and its battery power alone, which will reduce emissions significantly.

For environmentally sensitive areas, this will be an essential benefit, along with reductions in machinery maintenance costs, noise and vibrations. v

Bjørn-Johan Vartdal & Martin Crawford-Brunt

Bjørn-Johan Vartdal is head of research, Maritime Transport, DNV GL; and Martin Crawford-Brunt is maritime manager - UK & Ireland, DNV GL. As of 12 September 2013, DNV and GL have merged to form DNV GL. Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organisations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil & gas and energy industries. We also provide certification services to customers across a wide range of industries. With our origins stretching back to 1864, our reach today is global. Operating in more than 100 countries, our 16,000 professionals are dedicated to helping our customers make the world safer, smarter and greener. For further information, visit: www.dnv.com.

www.shippingandmarine.co.uk - 9

Maritime legislation

Revolutionising the efficiency of compliance for maritime regulations.

By Philipp Lohrmann

The virtual port of

Europe C

ommercial seaborne shipping is regulated by international, EU and national authorities and is subject to a number of commercially oriented constraints. The long history and large number of organisations associated with regulation has led to a high level of complexity in managing the development of regulations, their implementation by transport operators, and their enforcement by authorities. The complexity of the situation is further aggravated by the long lifetime of ships, the different phases of ship operations, the number of parties in the operation and the interests of other stakeholders.

From a business perspective, shipping companies spend a large amount of resources collecting new and updated regulations each year. In addition to the cost, they often remain unsure that their system is up-to-date and that authorities in different ports agree with their interpretation of the regulations. e-Compliance, a project launched recently by the European Commission, aims to unify regulatory information available to stakeholders, co-ordinate regulatory actions and as a consequence, reduce the burden of multiple regulatory sources. For this purpose, it will utilise semantic technologies to produce machinereadable regulations within an electronically accessible Maritime Regulations Digital Library. It will incorporate over 10,000

10 - www.shippingandmarine.co.uk

Regulations, covering at least five different areas, including safety, environment, piloting, waste etc. This will cover regulations from at least five different sources including Europe, Ports, Classification, Maritime Authorities and the IMO. e-Compliance will build on a number of previous European Research projects and private initiatives. The FLAGSHIP project1 demonstrated a considerable simplification in the management of maritime regulations on board a ship, which was based on an advanced semantic search mechanism, applied on selected sets of rules and regulations. Furthermore, the MARNIS2 project specified all EU directives and interrelations/information flows, the SKEMA project3 investigated the eMaritime application to regulations management and the e-Freight project has developed a prototype Next Generation Single Window dealing specifically with the new Ship Formalities directive.

The e-Compliance project will also seek to integrate other private initiatives into the framework. This includes voluntary systems such as Tanker Management and Self-Assessment (TMSA) and Shipping KPI (SKPI), as well as vetting systems and ship classification regimes. All developments will complement and be kept closely aligned with the e-Maritime programme and particularly the eMAR project.

Specific activities within the project will include the

Current regulation complexity

establishment of a co-operation model between regulation setting and enforcement authorities, both for port state control and IMO regulations, for modelling and interpreting regulations and ensuring harmonisation across national and organisational boundaries. The resulting seamless co-operation between the different stakeholder groups will improve the effectiveness of regulations and reduce the burden on practitioners who work with maritime regulations on a daily basis.

Demonstration of automated compliance management will be possible through the modelling and delivery of regulations in electronic format, as well as harmonised e-Services for more effective and co-ordinated enforcement controls and inspections. In addition, e-Services in support of class requirements, particularly on surveys and for ship risk management in upgraded e-Maritime applications, will be used. An evaluation of the practical implementation of the above in representative networks and the provision of recommendations for e-Maritime policies will also be undertaken.

To this end, the project will create virtual systems, which address the specific needs of stakeholders. For the port community a feasibility study and business case analysis will be carried out to look at the possible integration of Port Community Systems (PCS) and National Single Windows. The vision is to create one virtual port of Europe for the sharing of compliance data and logistics information. This activity will consider the different stakeholder requirements, identify potential barriers and demonstrate the benefits of sharing compliance data via PCS. The analysis will also take into account the role of smaller ports that do not currently have a PCS and advise on how these ports can be integrated into a wider European virtual port system. Consultation with the European Port Community Systems Association will play a key role in supporting this activity. Once developed, the system will be tested in more detail for the ports of Barcelona and Marseille in particular, using the port of Rotterdam for validation. The main stakeholders that will benefit from such a system will be the declaring parties and the enforcers. The principal advantage for the declaring parties is the fact that the information required to enter EU ports will only need to be submitted once. Enforcers on the other hand will benefit because sharing information on inspection and checks between ports will lead to fewer checks being needed in subsequent ports.

Furthermore, to address the needs of the ship owners and operators who must comply with regulations, a virtual ship system will be created. This will include the development of automated

compliance checking using real ship and freight data to inform the crew of any issues of non-compliance, as well as tasks which must be undertaken in order to comply with regulations. A forms system will be developed to aid ship operators with the completion of required documentation. This information will then be sent to the port system where it can be validated and the ship operator can be kept up to date about the current status of the form.

Finally, the virtual class system will be a tool for class, port state control and (potentially) private parties to assess the state of the ship’s systems, including management, to link actual performance with relevant rules and legislation. This system will be further integrated with the virtual ship and port systems to provide the following services: l Identify the KPIs and measurements that are linked to selected regulations or specific (safety or security) objectives and who is responsible for collection and quality control. l Collect available data for a specific ship for these objectives and rules. The data will be collated into a scorecard that will also include reliability measures to highlight the relevance of the scorecard.

By integrating information that is already collected by Shipping KPIs, the Oil Companies International Marine Forum and other organisations that are willing to provide such data on the ship owner or manager’s behalf, this system will provide an innovative and efficient approach to documenting good quality management procedures, resulting in higher quality technical and operational systems. This in turn could make enforcement more efficient and reduce interruptions for ships when complying with regulations and other voluntary reporting. v e-Compliance is a three year research project and is co-funded

by EC’s DG MOVE and maritime regulatory stakeholders. The project’s consortium comprises representatives of the three main stakeholder groups involved: classification societies (who create class rules), port state control (who enforce regulations) and ships (who need to comply with regulations).

It consists of ten partners, all of which bring their own areas of knowledge and experience of working in the maritime space. They include: BMT Group Ltd, Det Norske Veritas (DNV), Danaos Shipping Co Ltd, INLECOM Systems, The Netherlands Organisation for Applied Scientific Research (TNO), TEMIS, Acciona Infraestructuras, PORTIC Barcelona, Norsk Marinteknisk Forskningsinstitutt AS (MARINTEK) and the Maritime Administration of Latvia.

References 1 See http://www.flagship.be/lexicon/ for one part of the results from this project 2 See MARNIS report DGTREN data modelling study SSN 3 http://www.eskema.eu/defaultinfo.aspx?areaid=26&index=1 - Regulatory Framework for Maritime and Intermodal Transport

Philipp Lohrmann

Philipp Lohrmann is project co-ordinator for e-Compliance and research scientist at BMT Group.

For further information, visit: www.e-compliance-project.eu

www.shippingandmarine.co.uk - 11

remote monitoring

An alternative

model G lobe Tracker has spent the last five years developing and testing its core technologies ahead of the commercial product launch in 2013. For the last two years, its tracking solutions have been in active trials with a selection of Scandinavian shipping companies.

These trials, in conjunction with Vodafone, have showcased the potential to transform productivity in the container market, while delivering end-to-end traceability for global trade.

Vodafone and Globe Tracker transform global trade with a breakthrough asset tracking solution

Business need The ability to track shipping containers, of which there are an estimated three million in transit at any one time, has been around for 20 years. Currently, the best option is to attach mobile devices to individual containers, which are subsequently removed after each journey and reattached to another container. There are multiple problems with this method: the mobile devices can be lost or stolen, and there is cost to installing, charging and maintaining the device.

Until now, there has been no viable commercial or communications model for the ocean carriers, who previously had little incentive to assist. Compounding this was a limited ability to share data between clients, carriers and customs authorities.

The Globe Tracker solution, powered by Vodafone, is a real game changer and able to address all of these restrictions.

The solution The Globe Tracker Communications unit (GTI Comm Unit) uses four communications radios, comes with a pre-installed VodafoneM2M SIM, has a five-year battery life

12 - www.shippingandmarine.co.uk

(the industry standard is two), and can be fully managed remotely by clients. Combined with Globe Tracker’s cloud based data exchange network, clients and business partners are able to access business critical, real-time data. Globe Tracker needed a global communications partner, capable of providing the necessary scale, network coverage and price consistency. “Vodafone was the only serious global option,” says Don Miller, global sales and marketing director for Globe Tracker.

The benefits The GTI Comm Unit sends business-critical status reports at userdefined intervals, usually every hour. It not only tracks location but also can send updates on temperature, humidity, tampering and motion, turning the container into a ‘smart container’. “It means we’ll be able to do food audit trails from factory to supermarket shelf – and there are a lot of concerns around food traceability right now,” says Don. “A fish buyer, say, will be able to determine whether the container has been kept at the optimum temperature, affecting the quality – and price – of the fish.” While these are significant attractions for the sellers of goods, the broader benefit is the improved productivity this offers shipping firms. Don says realtime tracking will lead to better asset management. He estimates around 30 per cent of refrigeration containers (reefers) should be able to make one extra journey per year. Greater automation means containers will be turned around faster. “The productivity savings on that 30 per cent would cover the costs for the entire fleet,” he points out. “Better utilisation of assets is their number one issue.”

Globe Tracker is also developing alternative commercial models for its customers, including the ability to commoditise ocean tracking. “Customers would just log on, and book the appropriate container. Some may want temperature reports, some want tamper proofing. This option has been wanted for a long, long time.” v

Vodafone

With a standardised platform across the largest global 3G network, Vodafone Global M2M enables company systems to communicate across borders and empowers organisations to transform their operations and business potential. http://m2m.vodafone.com/home/

Globe Tracker International

Globe Tracker International (GTI) defines itself as ‘a leading provider of data sharing, data analytics, global asset tracking, monitoring services and equipment’. It develops and delivers solutions to help clients track their goods, particularly in the container-shipping sector. http://www.globetracker.com/

www.shippingandmarine.co.uk - 13

safety products

A matter of

survival

W

Marina Johnson takes a look at the areas of AIS and personal safety

hile minimum shipboard standards are dictated largely by international standards there is no doubt that there is a growing awareness amongst individuals and operators of the options available to improve personal safety. This is leading to an increasing number of marine operation companies to take steps to equip their crews with an greater array of products to assist with survival in a variety of situations and to ensure that personnel can be located in situations such as a man overboard incident or where a support vessel is in difficulty.

Improved technology leads the way on the development of personal safety and one medium in particular - AIS - has come to the fore. It is the Automatic Identification System, designed to provide information about a ship to other ships and to coastal authorities automatically. AIS data transmission provides information, including the ship’s identity, type, position, course, speed, navigational status and other safetyrelated information, to appropriately equipped shore stations, other ships and aircraft.

14 - www.shippingandmarine.co.uk

An AIS receiver will receive the information automatically from similarly fitted ships.

Off the back of this capability, a number of companies have developed personal AIS transmitters or AIS Survivor Recovery Systems, such as the SafeLink R10 AIS SRS. These AIS SRSs are handheld units designed to be worn in the pocket or custom holder of lifejackets and protective clothing worn by individual crewmembers. They can also be professionally fitted to lifejackets, man overboard recovery systems and life rafts. The unit sends structured alert messages, GPS position and a special identity code directly to AIS receivers within (approximately) a four-mile radius.

Importantly, that includes sending the data to the AIS receiver of the crew member’s own vessel which means, in the case of a man overboard incident, fellow crew can locate the victim quickly and accurately, using the given precise location, bearing and range data. This is particularly important on small support vessels with a limited number of crewmembers on board.

The accuracy of the AIS SRS’s data is guaranteed thanks to the unique inbuilt high precision GPS receiver which updates every 60 seconds. In the case of the Ocean Safety supplied Kannad Marine R10, a flashing LED

Left: Iceland training and right, activating the R10

light aids location at night and the unit is guaranteed to transmit continuously for 24 hours and has a seven-year battery storage life.

It is made of ultra durable ABS and is waterproof to five metres.

The IMO (International Maritime Organization) lays out the regulations for carrying AIS equipment. Regulation 19 of SOLAS Chapter V - Carriage requirements for ship borne navigational systems and equipment - sets out navigational equipment to be carried on board ships, according to ship type.

In 2000, IMO adopted a new requirement for ships to carry automatic identification systems (AISs) capable of providing information about the ship to other ships and to coastal authorities automatically.

The regulation requires AIS to be fitted aboard all ships of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages and all passenger ships irrespective of size.

The requirement became effective for all ships by 31 December 2004. Further information on how the regulations apply according to the date of vessel build and periods of operation is available from the IMO’s website.

AIS is also carried by an increasing number of vessels outside this jurisdiction including pleasure craft and fishing vessels. IMO further states that ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information.

This means that emergency information transmitting from a personal SRS or other vessel is quickly observed and acted on.

The growth in sales of the personal SRS units has been significant over the past two years. “We are seeing a tremendous increase in the number of corporate orders for the Kannad Safelink R10,” comments Mark Hart of Ocean Safety, the company responsible for distributing the product. “Sales of satellite operated EPIRB Personal Locator Beacons have levelled, and there is no doubt that the AIS SRS is taking their place.”

The progress of the AIS SRS’s popularity has been further accelerated bythe 121.5HZ satellite frequency for EPIRBs, no longer being monitored. The more reliable 406MHz operated by the international COSPAS SARSAT satellite system remains in place however.

“The fact that we are supplying the Kannad R10s in bulk to a number of ship operators and maritime organisations demonstrates the heightened awareness of corporate responsibility towards personal safety,” says Mark. “In particular support vessels for offshore operations such as wind farms are realising the importance of minimising risk during crew transfers at sea. That’s in addition to the heightened risks crews face on these smaller and more exposed vessels.”

Ocean Safety has illustrated this with supply and training sessions given to the company’s Iceland service agent Sónar EHF, to demonstrate the capabilities of AIS SRS to service technicians.

They were joined by senior personnel from ICE-SAR (full name Slysavarnafélagið Landsbjörg), the Icelandic sea survival and safety authority and 25 members of the Icelandic Fishing and Rescue departments. The demonstration took place on board the Saebjorg training vessel in Reykjavík harbour in very difficult weather conditions. An actual in-water scenario was carried out in the icy waters when Sónar’s Gudmunder Bragason, in survival suit and lifejacket fitted with the AIS SRS, jumped in. His lifejacket inflated, activating the AIS SRS. The alarm signal, both audio and visual appeared on the AIS screen within five seconds of activation giving precise target survivor information.

Towage, salvage and emergency response fleet Svitzer UK have also supplied Ocean Safety’s Kannad SafeLink R10 AIS SRS to crew members of the company’s UK fleet of just under 100 vessels, who are considered most at risk. The R10 AIS SRS, which measures 27 x 47 x 124mm and weighs only 120g, will be professionally fitted to the Svitzer crews’ protective clothing. v

Ocean Safety

Ocean Safety specialises in the worldwide supply, distribution, service & hire of marine safety equipment including liferafts, lifejackets & EPIRBs. The company has grown rapidly and today boasts a diverse range of customers including ship and superyacht builders, round the world racing, cruising yachts and the MOD. For further information, visit: www.oceansafety.com.

www.shippingandmarine.co.uk - 15

piracy

Remain

cautious

P

iracy is an on-going and ever-present risk in global waters. Incidents of pirate attacks are threatening crew safety and costing shipping companies vast sums of money; maritime piracy cost the global economy between $5.7 billion and $6.1 billion in 2012. This sum includes ransom and recovery costs of $63.5 million, $290.5 million for re-routing along the Arabian Peninsula and Indian coast, as opposed to taking a direct route through the HRA, and $1.53 billion on extra fuel for steaming at faster than optimal speeds in order to prevent attack.

The serious risks that ships are exposed to on the seas has its impact on insurance costs too, but it’s evident that with the increased use of private maritime security companies (PMSCs) premiums have fallen: the cost of insurance fell by 13.3 per cent, from $634.9 million spent in 2011 to $550.7 million spent in 2012.

Risk areas are also evolving, with the Gulf of Guinea of the West Coast of Africa currently the worst affected and the perceived safety of the Mediterranean is now under threat. The Gulf of Guinea presents a very different challenge to PMSCs than the one they’ve faced around the Indian Ocean and the coast of Somalia.

Pirate’s aims and motives are different (typically they’re engaged in cargo theft as well as the kidnap of crews who are taken ashore), and there are also complex regulatory factors at play, which some PMSCs remain ignorant of and others are too cavalier towards.

For example, PMSCs are prohibited from operating in West African sovereign waters (including Nigeria, Benin, Togo and neighbouring countries) and yet there are some who already claim

16 - www.shippingandmarine.co.uk

Phillip Cable takes a look at the current risks of piracy across the world

to offer ‘a way around this’. To my mind looking for loopholes rather than working with the proper authorities potentially puts ships and the lives of their crew in greater danger.

Globally, the legislative landscape governing the private maritime security industry is unclear. But it is particularly so in Nigeria where there are various government bodies with responsibility for maritime security. Confusion coupled with some unscrupulous ship agents, who proffer support from supposed legitimately hired government military forces, presents a dilemma: go with local security engaged via the agent or go without security.

Despite the challenges the answers are there for the diligent security business.

In terms of who is at risk, it is not just large cargo vessels like the Maersk Alabama in Tom Hank’s latest film Captain Phillips that are exposed to piracy. Smaller yachts are able to travel further than ever before, allowing owners to explore or berth in more remote territories. In Asia, for instance, exploration around the Tropics is no longer restricted by the lack of fuel away from the traditional cruising grounds and the popularity of longer range vessels (under 40m) is now opening up areas such as Myanmar, Borneo and Cambodia – to date, relatively unexplored territories for the smaller luxury yachts.

Regardless of size, yachts naturally attract unwanted attention.

If anything, yachts under 40m can actually be at greater risk as smaller crew numbers creates opportunity for intrusion and petty theft, while less experienced or locally trained crews can have widely differing approaches to securing yachts and their owners.

As a result of this there is increasing demand for sophisticated security solutions from the yachting community.

There are a wide variety of solutions available to suit the particular vessel and its owner or operating company. Security technology plays a central role in the fight against piracy and with superyachts, marine security has shifted from being an afterthought to an essential part of its design. Indeed developing security systems for superyachts is a technical and highly specialist service that needs to cover multiple aspects and risks and is most effective when it is incorporated at the build stage.

However technology cannot protect effectively without the proper implementation; training of both the security officers and the crew is a critical element in ensuring the safest passage possible. If no qualified security personnel are on board a yacht or ship, the crew need to know how to identify piracy risks and in the worst case scenario, what to do during an attack.

Currently, anyone looking for a security provider may find the marketplace somewhat confusing, in terms of identifying quality providers, as different standards are applied in different countries and regions. To effectively combat piracy and protect ships, the industry needs strong international bodies to safeguard professional standards in the private maritime security industry.

Fortunately international co-operation is improving, but there is still more to be done.

The International Code of Conduct for Private Security Service Providers Association (ICoCA), a multi-stakeholder body composed of private security companies, was recently set up to oversee the implementation of the International Code of Conduct for Private Security Service Providers, and to promote the responsible provision of private security services.

The Maltese Government and Fenech & Fenech Advocates have also worked with security providers like us to help develop The General Authorisation Regulations (Protective Security Measures on Board Ships), the only licensing regime of its kind in Europe for PMSCs. In time, I hope that security providers will have a clear set of international standards and that the industry can co-operate to

allow clients to identify providers that meet best practice standards.

Ultimately, any ship operator or yacht owner must not dismiss piracy risk and it needs to be a paramount consideration. As smaller vessels have the capability to travel further, owners immediately open themselves up to new risks and pirates are constantly on the lookout for new opportunities. Through industry and international co-operation the threat can be mitigated against, but caution must always remain. v

Phillip Cable

Phillip Cable is CEO at MAST. Maritime Asset Security and Training (MAST) Ltd is a market leading security organisation that provides specialist global security services for the maritime and oil and gas communities.

Holding membership of leading professional bodies, MAST is also ISO 9001:2008 accredited for the provision of global maritime security services for the shipping and yachting industry and holds the ISO 14001:2004, the criteria for an environmental management system. For further information, visit: www.mast-commercial.com.

www.shippingandmarine.co.uk - 17

hull coatings

Smooth

running Mike Garside discusses how an increasing pressure to reduce marine fuel consumption is putting pressure on paint manufacturers

A

s fuel prices continue to squeeze ship operators margins, the spotlight is falling on hull coatings, which claim to bring down costs by providing smoother hulls. But the paint manufacturers are struggling to satisfy industry demands.

The issue is the added friction caused by marine growth.

Fouling, from light slime to heavy barnacle encrustation, costs the shipping industry millions, perhaps billions, in added fuel. A fouled hull can increase fuel consumption anywhere from five per cent to 40 per cent - in fact one US Navy study put the figure as high as 85 per cent. A ship burning 300 tons of fuel a day can face a cost increase of $20,000 to $80,000 for every day at sea.

Manufacturers at a crossroads The previous go-to solution, tin-based anti-fouling paint, was banned in 2008 on environmental grounds, and no alternative solution has yet gained broad acceptance from operators.

Tributyltin (TBT) was found to be the cause of genetic malfunction in species such as whelks, and its long chemical half-life meant that thousands of tons of active biocides were accumulating in sediment outside harbours. Since TBT coatings were ‘self-polishing’ (meaning that top layers of paint were intended to wear away, to reveal fresh biocides) as much 100,000 tons of biocides were estimated to be entering the worlds oceans annually.

TBT came into use in the 60’s and for over 40 years was the standard. It was tough, and it had a potent biocide, which would

18 - www.shippingandmarine.co.uk

last five years or more. But the ban, coupled with worldwide recession and spiralling fuel prices, has hit the shipping industry hard.

Since TBT has now been gone for five years, operators have had the chance to look properly at the hulls of most ships in drydock, and to assess the efficiency of replacements. Few of them seem to be impressed with the results.

Operators dissatisfied A recent poll of ship operators by one market research company found that 80 per cent of operators wanted coatings that would last for more than a few years without needing replacement, and 75 per cent wanted coatings to be strong enough to resist normal wear and tear. By far the most important factor though, was a coating, which would reduce fuel consumption, with 92 per cent listing it as ‘very important’. Less than 15 per cent were happy that their current anti-fouling or silicone coatings.

Anti-fouling replacements Most paint manufacturers currently rely on copper-based antifouling paints, while alternative silicone-based ‘foul-release’ coatings have also gained a significant market share. Copper is a less effective biocide than tin, and the coatings lose effectiveness more quickly than tin. Copper-based coatings are also less durable than those with tin, and surface degradation occurs over time. It is nevertheless still the most common form of hull coating.

paint degradation however, regardless of fouling, also pushes up resistance to water and after five years most anti-fouling coatings are very rough indeed.

Silicone/hydrogel

Hard coatings require regular cleaning but are now more popular because they last the lifetime of the vessel

Alternative silicone-based coatings are designed to shed fouling by being ‘non-stick’. They initially looked like being the future – but problems with durability, and difficulties in application have dented the image.

Additionally, since slow steaming has been widely adopted, silicone paints are less effective at shedding fouling as the slower speeds produce insufficient water flow. Some new hybrid solutions have been introduced, such as embedding cuprous biocides into silicone coatings, as contained in a new range by Hempel.

Silicone, however, is much softer than other coatings and generally easily suffers from mechanical damage. ‘Touching up’ a silicone coating can be tricky - non-stick paint doesn’t like to stick to anything, even itself. Maersk trialed silicone coatings but dropped them and returned to copper-based anti-fouling – although no reason has been publicly given, the fragility of silicone seems to have been the problem.

Although both copper-based anti-fouling and silicone have proponents, it is hard to find ship operators who express any real satisfaction with the products on the market.

Durable alternatives

Degradation of anti-fouling coatings can add to frictional resistance and fuel bills

Fouling prevents smooth passage through the water and increases fuel bills by as much as 40 per cent

Long-term paint degradation (including blistering, delaminating, cracking and roughness from partial reapplication) afflicts most current coatings and the need to re-coat is common after five or even 2.5 years.

While the cost of re-coating a ship is far from small, it is dwarfed by the cost of extra fuel needed to propel a fouled hull. The effect of

Hard coatings, the third main alternative, have the advantage of lasting for the lifetime of the ship, are gaining converts particularly in colder or icy waters. Fouling accumulates less quickly in cold waters, and durability is more of an issue. Hard coatings don’t prevent fouling, but are designed to be rapidly cleaned underwater as needed. Some operators have been put off by the cleaning requirements, but others see it as an advantage since each cleaning effectively restores the hull to shipyard condition, and peak performance.

Ecospeed by Hydrex leads the field in hard coatings, with ships operating in both cold and warm climates. If resistance to the idea of regular cleaning is overcome, the concept of a hard lifetime coating could become very attractive to operators.

Other concepts, such as bio-mimetic sharkskin coatings, or even compressed air streams released beneath the hull, have their proponents but have yet to enter the mainstream, but remain exciting future possibilities.

CO2 emission targets and environmental legislation limiting the use of biocides may force the issue in the end. Most ports have banned underwater hull cleaning (with the exception of hard coatings), and the forthcoming Polar Code is unlikely to allow strong biocides on ships entering the area.

In the meantime operators have to crunch the numbers as best they can. v

Mike Garside

Mike Garside is a writer on hull coatings. For any further information, email Mike: mike@goodreputations.co.uk.

www.shippingandmarine.co.uk - 19

foreword: The United Kingdom Major Ports Group Limited

T

he United Kingdom Major Ports Group Limited (UKMPG) is the trade association representing most of the larger commercial ports in the United Kingdom. It has nine members who, between them, own and operate 42 ports, which account for over 70 per cent of the tonnage handled in UK ports.

Richard Bird, executive director at UKMPG, introduced the organisation by giving some further details about how it works: “Essentially we represent the collective interests and concerns of our members to strategists and decision takers in the UK and Europe, on those areas of government or European Union (EU) policy that affect the industry,” he began. “Members do have their own individual relationships with government on projects and areas which may be of particular concern to them, but our job is to handle the areas of communal relevance.”

The voice of

supermarket shelves, and so their work is a critical contribution to the country and to Europe.”

To maintain this level of success the ports industry has had to invest significantly and be prepared to innovate. Ports themselves are increasingly diversifying their activities into logistics and other value-added services, including aspects of landward distribution, as well as ensuring their facilities are up-to-date. As Richard noted: “We now have three ports that are able or will shortly be able to handle the very largest container ships, and it’s fantastic that the UK has got this capability, as it ensures we are on the main international trade routes from the Far East and that offers considerable benefits to British consumers.

“It not only reduces handling and transhipment costs on imports, it also gives our exporters a faster route to market.

That is a very considerable achievement in the face of significant economic difficulties over the last five years, when not only have ports been successful in reducing their costs but also enhancing their productivity. Obviously productivity comparisons are challenging, but a recent independent study by Oxford Economics showed that labour productivity in UK ports was 40 per cent above the national average.”

Richard also noted that ports’ attitudes to the wider community have had an important impact on their success: “Ports put a lot of work into building links with the local community,” he said. “And I think this is reflected in how generally port development schemes are rather more supported locally than airport schemes for example, there is much less opposition to them. In fact some of the most recent big

ports The UKMPG represents the interests and concerns of its members to policy makers and opinion formers in the UK and Europe

He continued: “This is a two way service, so we represent our members’ interests when speaking to government and the EU but we also we advise members on what the Government is doing and act as a link for government with the industry on some issues where that is necessary. We also have a joint safety subsidiary with the British Ports Association called Port Skills and Safety, where we offer specific safety and skills services as well.”

When you consider that 95 per cent of the UK’s international trade is handled through seaports, their importance to the country’s economy is apparent. Although they do not often feature prominently in the national media, they are significant drivers of, and a key component in, the success of UK plc. As Richard confirmed: “Ports are quietly going about their business but are making a very significant contribution to the UK. In a sense they should get more publicity for the fantastic work they do. If they were to shut for any reason the economy would pretty much grind to a halt very quickly, and goods will start disappearing off

20 - www.shippingandmarine.co.uk

www.ukmajorports.org.uk

developments were met with no objections, ensuring the planning process went through smoothly without a public enquiry, and this does illustrate the significant positions ports hold in their locations, not only as direct employers but also as centres of local economic activity.”

Another reason Richard highlighted as important when considering ports and planning revolves around their approach to handling environmental concerns. “Obviously ports do have an impact on the environment,” he said. “On the positive side they do have a good record for moving traffic on by rail and have invested heavily in rail facilities, and they are very involved in facilitating the development of renewable energy in the form of offshore wind and biomass.

“However, when ports do expand, and particularly when increasing land take there is an impact on the environment, and this is a heavily regulated area. As a result ports have developed strong working relationships with environmental non-government organisations (NGOs) like the RSPB so that when for example, new bird habitats are being created, the end result is achieved in a way that is fully understood and approved by the NGO and regulators like Natural England. This sort of approach means that there is a good overall result for the environment and this again resounds well with the community.”

However, the environment and legislation protecting it is very high on the agenda at both a national and EU level, and for UK ports the proposed Marine Conservation Zones (MCZ) are a current hot topic. “UK ports have not objected in any way to the MCZ concept, but they are obviously anxious where MCZ will be designated, as these shouldn’t be at the expense of current or future movements into or out of ports,” highlighted Richard.

“Therefore we have raised concerns about the designation process, which we don’t think has always taken sufficient account

of ports aspects and we have been presenting our case strongly to the Government as part of the consultation process. We have been pressing for clarity about what sort of management measures are going to be needed and we haven’t had the degree of precision we really need and therefore have had to assume worst-case scenarios.

It is ongoing dialogue and has been a long, drawn out process – however, we are hoping period of delay means our concerns are being taken seriously and evaluated.”

In addition to this national environmental legislation, on the European stage there are the EU Port Services Regulations to consider, which as Richard noted, have already been proposed and rejected twice before. “The EU Commission is claiming that access to services that ports provide, such as pilotage, towage and dredging, needs to be opened up to more competition and needs more financial transparency. They also think that ports would benefit from having some sort of supervisory body, not necessarily at EU level, at national level.

“The UK and several other large port countries are pretty concerned about these proposals. Of course we support the principles of competition and market access and so on, but the way the Commission is going about this would add significantly to the regulatory burden as far as we are concerned.

“We are pressing strongly for the regulation to be withdrawn, and there is quite a lot of support for that position as things stand.

Whether we will achieve the same outcome as previously when the European Parliament threw out the Commission’s proposals, that remains to be seen, but in the view of UK ports these areas should be left to the commercial judgement of the port authority.”

Richard concluded: “We do believe the success we have had is largely due to the stable policy environment in which we operate.

Government has taken a ‘hands-off’ view of ports and in the UK certainly has been careful not to over regulate, although we do face challenges with the EU, in that respect.

“The sharpness of the private sector, with private finance bearing down on productivity, the ability to invest, and a stable policy environment have given our ports a strong position.” v

www.shippingandmarine.co.uk - 21

Profile: UK Dredging

Judge

dredge

U

K 1996 A.D. Huge ships travel from far away to trade on the shores of Britain.

Sediment is depositing and threatening the clear path.

Charged with the task of keeping the waterways navigable, UK Dredging (UKD) is established as a division of Associated British Ports (ABP), which owns and operates 21 ports around the UK. The ports alone claim around 40 per cent of the UK’s total maintenance dredging activity and the UKD vessels undertake the operation.

UKD has developed a fleet of dredgers specifically designed to work within busy port environments.

The line consists of a variety of vessel types and sizes, each able to satisfy elements of the varied need of the ABP group of ports. When the fleet is not operating in the ports it is employed within the commercial dredging market where its main customers are port authorities and port operators in the UK and Ireland. It is involved in subcontract work to other dredging contractors, supporting their commitments in the UK and Europe. It also serves civil contractors, local authorities and the MoD. “UKD specialises in maintenance dredging and our management and dredger crews are highly experienced at working within the port

UKD Orca at the Orwell bridge, Ipswich

www.shippingandmarine.co.uk - 23

24 - www.shippingandmarine.co.uk

Profile: UK Dredging ABB Turbocharging UKD Bluefin Foynes on the river Shannon

ABB Turbocharging is at the helm of the global industry in the manufacture and servicing of turbochargers for 500kW to 80+ MW diesel and gas engines.

Its service network offers fastest, most reliable support available. It has highly qualified technicians and customer support staff in its network, and it is ready to help you 24/7, 365 days a year at over 100 certified service stations in over 50 countries worldwide.

CLYDE MARINE RECRUITMENT Clyde Marine Recruitment is Europe’s leading provider of marine recruitment and bespoke crew management services. It has been supplying marine personnel to UK Dredging and their predecessors for over 25 years. Working in partnership with its clients, Clyde Marine Recruitment helps develop new ideas and improve efficiencies within their crew operations, as well as to provide excellent career opportunities for marine candidates across the globe.

Jeff Neale, general manager

environment,” begins Jeff Neale, general manager of UK Dredging. “Ports want their dredging completed with minimum fuss and no disruption to shipping. This is the discipline that we employ for all our customers. UKD’s commitment to the UK ports industry means that our fleet is deployed all around the UK coast, minimising mobilisation costs to our customers and providing a flexible and responsive service.”

With the backing of ABP as its mother ship, UKD has the benefit of the financial stability of the group. ABP resources are available to the UKD management to support the business and achieve its aim of providing an efficient and cost effective service to all its customers.

“We are operating three trailing suction hopper dredgers (TSHD), the UKD Marlin, Bluefin and Orca. These vessels are currently working in Dundee, Boulogne and Grimsby respectively.

We have a grab hopper dredger, Cherry Sand, that has just completed a major refit and is now operating at Hull, and our plough vessels UKD Seahorse and Sealion are supporting the TSHDs at Boulogne and on the Humber Estuary,” he notes.

“From its creation UKD immediately embarked on a programme of modernisation of its dredging resources. Several older dredgers were disposed of and replaced with a new TSHD, UKD Bluefin.

Previously ABP had relied heavily upon locally stationed grab dredgers in many of its ports.

This strategy was replaced with a combination of mobile TSHDs and plough dredgers, visiting each port in turn. UKD Seahorse was built in 2000 and this was followed by the construction of a second plough dredger, UKD Sealion in 2003. In 2010 UKD Orca was commissioned to replace the older UKD Dolphin. The use of a mobile fleet of TSHDs has greatly improved the cost

effectiveness of dredging in ABP’s ports because of their ability to remove large volumes of material in a relatively short time. The benefit is also now enjoyed by our commercial customers, a number of who dispensed with their own dredging resources in favour of contracting in UKD’s plant on a campaign basis. UKD has retained one grab hopper dredger in order to service some of the smaller ports and other niche requirements,” he continues.

The department operates its fully mobile fleet from its Cardiff office and has the capacity to work in Northern Europe, although with business as it is has not needed to stretch too far. Jeff explains: “Demand in our home market of the UK and Ireland has been very strong in 2013.

Consequently we have not needed to look further afield to fully occupy the fleet. We currently have plant on charter to another dredging contractor for works in France but primarily all of our commitments have been in the UK and Ireland.”

Above meeting the requirements of dredging in its common form, UKD also has been responding to demands for more specialist work. Jeff says: “UKD specialises in bulk removal of sediment from ports and estuaries, however where this skill can be employed in non-routine projects we are happy to do so. For example, we have previously uncovered a submerged oil pipeline so that repairs could be carried out. Our grab dredger removed a number of obstructions from the Thames Estuary ahead of the dredging for the London Gateway project. We have also engaged in beach replenishment both in the UK and Holland. Capital dredging projects sometimes require the removal of an overburden of soft material before the heavy mechanical plant takes over. This was the case on recent capital projects at the ABP ports of Southampton and Grimsby.”

www.shippingandmarine.co.uk - 25

UKD Orca at Cardiff

IHC Parts & Services IHC Parts & Services, as part of the IHC Merwede group, is the industry’s leading OEM supplier of dredging systems. IHC Parts & Services has a continuous innovation programme to make the best dredging equipment in the world. It is also committed to keep these systems best in class over their life cycle by offering life cycle support services around the globe and supplying spare parts for any vessel with an IHC Parts & Services dredging system.

26 - www.shippingandmarine.co.uk

UKD continues to invest into its fleet in a drive to improve its capabilities with the strategy of reaching 100 per cent exploitation of its vessels.

Jeff points out: “This year we have spent one million pounds refitting and upgrading our grab dredger. This investment will significantly extend the operating life of the vessel. The UKD fleet is structured to undertake ABP’s dredging requirements and to provide services to commercial customers who have similar dredging

requirements. Up to now our growth has come from increased utilisation of all elements of the fleet. In order to achieve this we have grown the number of longer-term contracts with commercial customers. The balance comes from one off contracts won at tender. 2013 has seen UKD largely achieve full utilisation of the current fleet.

At this level of utilisation UKD is carrying out around 65 per cent of the total UK and Irish annual maintenance-dredging requirement.

Our continuing investment is planned so as to maintain the highest level of plant efficiency and reliability.”

Recognising the need for modern equipment, the business has a mobile survey department and has equipped its vessels with the latest satellite positioning and dredging monitoring equipment ready to deal with what lays ahead. “Challenges and opportunities go hand in hand, certainly opportunities bring new hurdles. In recent years UKD has successfully grown our core market share and I see this growth being further secured in future years as more customers engage UKD to undertake their maintenance dredging on a

Profile: UK Dredging UKD Sealion and UKD Seahorse

term contract basis. Reliable and timely supply of dredging resources is crucial to the ports industry and UKD is well placed to provide this security to its customers,” says Jeff.

Looking towards the future Jeff concludes: “2014 will see some change in the balance of work load as new ABP projects requiring maintenance dredging come on stream such as the Grimsby River Terminal. The Sunk Dredged Channel on the Humber is also moving into a high accretion phase and this means increased maintenance dredging through 2014 and

perhaps beyond. We start the year with a healthy order book but still some way to go before all plant is fully occupied.

“I see UKD continuing to secure more long term agreements with UK and Irish based customers. We have also identified a number of locations in North West Europe where the dredging requirement complements our programme of work around the UK. Ultimately, our aim is to start the year with a full programme that satisfies the needs of both ABP and our commercial customers alike.

Once we reach that point we will be set to continue growth through expansion of the fleet and entering markets further afield to fully occupy the plant.” v

UK Dredging www.ukdredging.co.uk • Undertakes maintenance dredging activity • Fleet ready to deploy on specialist tasks • Capacity to operate in Europe

www.shippingandmarine.co.uk - 27

Profile: Falmouth Harbour Commissioners

Preparing for the

future

F Falmouth Harbour front

Falmouth Harbour

almouth Harbour, including the Carrick Roads, is renowned as the third largest natural harbour in the world. Dedicated to the ongoing viability and prosperity of the harbour, Falmouth Harbour Commissioners (FHC) is responsible for the inner harbour at Falmouth, the southern part of the Carrick Roads, the Penryn River up to Boyers Cellars and a large part of Falmouth Bay. The organisation also provides small craft facilities for residents and visitors and 24-hour pilotage service to control the navigation of large vessels within the port.

“We are responsible for the safety and navigation of operations in the inner Falmouth Harbour area. We encourage stakeholders to respect Falmouth’s natural environment, provide 24-hour pilotage services and operate a number of leisure facilities to the small craft and leisure market. On top of this, we have a mooring buoy in the Carrick Roads, which has been used for some high profile casualty reception in the past,” begins Mark Sansom, harbour master and CEO of the FHC. Located in close proximity to the sea-lanes for the Atlantic and the Irish Sea, Falmouth has

become the port of choice for vessels that are facing dangerous situations. “It has become a role of Falmouth over the years to deal with some high profile casualty reception for ships coming in with various problems,” says Mark.

“In preparation for these situations, we have developed a close working relationship with a number of partners, including the secretary of state representative and the maritime coast guard agency (MCA), and have worked with both organisations on more recent issues that have come up.”

To ensure full preparedness of potential emergencies, FHC and MCA worked together on a live deployment exercise for a European Research Project into the best practice of oil spill recovery in October 2013. “The MCA had some equipment they wanted to deploy within our port environment and we were only too happy to facilitate that as it gave us the chance to work alongside the organisation and for our staff to see how the equipment works. This exercise gave us the opportunity to know how to deploy this equipment in any real emergency in the future,” says Mark.

www.shippingandmarine.co.uk - 29

Left: Trial dredge Right: FaB test device with operations manager Alex Whatley Responsible for managing the harbour in the best possible interests of its shareholders, FHC is involved in a diverse range of projects such

depths of 20 metres to 50 metres. “Through our stakeholder groups we became aware that there was considerable potential in the port for

as the Falmouth Bay Test Site (FaB Test); this is a pre-consented two square kilometre area located within Falmouth harbour, approximately five kilometres offshore Falmouth bay in water

developments regarding renewable energy; we realised if we allowed testing in Falmouth bay this would substantially enhance the amount of business coming to the area and also be

30 - www.shippingandmarine.co.uk

advantageous to the local supply chain,� highlights Mark.

Leased from Crown Estates, the FaB Test nursery facility offers wave energy device developers the opportunity to test components, concepts and even full scale devices in neutral wave climates alongside easy access to the

Profile: Falmouth Harbour Commissioners

Pilot boat Arrow at work

MARINE DATA SYSTEMS nearby port infrastructure. Up to three devices can be deployed on the site, which aims to provide a flexible, cost efficient solution to the testing of wave energy technologies, moorings, components and deployment procedures.

The pioneering project resulted in FHC winning a coveted South West Green Energy Award in November 2012, as Mark enthuses: “We are delighted to be recognised for this award and hope it will further promote Falmouth’s potential as a development hub for marine energy. We have had the first wave device, Fred Olsen’s BOLT ‘Lifesaver’ wave energy converter, deployed for over 12 months now and are benefiting from a number of enquiries for other devices to be installed at the test site. FaB Test is showing every sign of becoming a useful facility in the market, so it is fully meeting our objectives of boosting the local supply chain and local economy.”

Focused on the conservation and optimisation of the harbour, FHC is keen to develop partnerships that will ensure a prosperous and sustainable future. For example, it recently completed a project with Plymouth University to assess and manage the environmental impacts of operations undertaken within the harbour.

The 30-month Knowledge Transfer Partnership was launched in 2008 and involved science graduate Harriet Knowles taking on the role as a maritime sustainable development officer. Part funded by the government, the partnership was recognised with an award from the Economic and Social Research Council and resulted in a tailored management system that enabled FHC to become more environmentally proactive.

“The Knowledge Transfer Partnership with Plymouth University looked at the challenges that ports face in terms of expectation on managing

the environment in an area that has a number of environmental designations. The project was very successful and received an award; it was also encouraging for us to interact with our stakeholders and to look at how to ensure management measures are appropriate. We have

We at Marine Data manufacture and rigorously test our products on-site before they are installed into Defence and Commercial maritime shipping around the globe. In this way, we exert a significant global reach from our base on the Isle of Wight. Our research, innovation and manufacturing, is founded on building good relationships with our customers. Our recent defence install on HMS Enterprise at the Falmouth Harbour facility in November 2013 was a great success for our field operations team. Despite the weather, the installation of a number of our MD69BR Bearing Repeaters was completed in time and to the satisfaction of both BAE Systems and the Royal Navy.

www.shippingandmarine.co.uk - 31

Profile: Falmouth Harbour Commissioners

Current FHC board

CHEETAH MARINE Three more Cheetah catamarans have joined the two 7.9m Survey Cheetahs which arrived in Ukraine earlier this year. Following a successful commissioning, the Ukrainian Hydrographic office immediately ordered another three identical survey catamarans.

The Cheetahs will be based in the Black Sea and on the River Dnieper where annual temperature extremes range from -30 degrees to + 30 degrees.

Sean Strevens Cheetah designer comments: “The Ukraine twins were a first for Cheetah Marine as it is the only time we have built two identical boats out of our 340 delivered.

To receive an additional order for three really validates the success of the 7.9m as a towable survey vessel.”

In addition to the standard road towable option available with the 7.9m, the Hydrographic Office also required the ability to crane the boats from the water onboard a mothership. Three stainless steel lifting points have been incorporated into the central wavebreak and transom to enable a single point lift with ease.

32 - www.shippingandmarine.co.uk

quite a lot of programmes and major exercises coming up; in 2014, we are looking to join forces with European partners to demonstrate boom deployment and other types of response to set the model of European best practice,” says Mark.

Other projects include the specification, tender and management of a trial dredge in 2012, with FHC reiterating the need to dredge a deep water channel into Falmouth port at a public meeting in October 2013. Viewing the port’s expansion as an opportunity for more ships to come into Falmouth, including giant cruise liners, FHC anticipates a boost in economy through hundreds more available jobs and an increase of tourists into the area.

With commercial activities fairly low throughout 2012 and 2013 from a slow down in bunkering activities, FHC is focusing on developing and maximising the port’s abilities through the exploitation of new markets. “Bunkering activity is trailing off from the peak of the SECA regulations as low sulphur fuel becomes more common,” explains Mark. “The issues surrounding SECA, fuel quality and the policies surrounding that are regularly revised at the EU and further limit

changes will come into effect in 2015. We don’t know how this will affect our business, which is why we are looking at partnerships to develop the port and to diversify it as much as possible to ensure a prosperous and sustainable future.” v

Falmouth Harbour Commissioners

www.falmouthport.co.uk • Responsible for the inner harbour at Falmouth • Won a South West Green Energy award for its FaB Test • Works towards achieving port sustainability

Profile: ElbOil

An effective

Harro Booth

player

S

ince it was last featured in Shipping and Marine during February 2013 ElbOil GmbH has continued to develop its reputation as a trusted partner in the supply of bunker fuel to the marine sector. Despite tough market conditions the company enjoyed 35 per cent growth between 2012 and 2013 and it continues to endeavor to increase its market share. Established in March 2011, ElbOil is a relatively young company but with rising volume sales of up to 300,000 tonnes and a 2012 turnover of $130 million it has a proven reputation as an effective player within the marine bunker fuel supply chain.

“The last year remained very positive for ElbOil and we were pleased to see continuous growth in terms of client volumes and profit,” describes Harro Booth, managing director and founder of ElbOil. “Nevertheless the market remains challenging. You just need consider the freight

rates and oil cost prices to know that it is difficult to operate a vessel profitably at the moment and this creates problems for counter party risk. Our clients are in shipping and we try to support them as much as possible. Further, the volume in total for marine fuel has decreased because of slower steaming for example and the number of vessels has decreased so competition between bunker traders and suppliers has been very tough.”

ElbOil has a number of advantages that have allowed it to survive and prosper within the marine bunkering sector despite the challenging conditions that exist with the industry. As a small, privately owned company ElbOil is able to operate in a cost-efficient and dynamic way compared to its competitors as Harro elaborates: “I am a big believer in operating as a smaller private company, as I originally came from a larger group. Of course our cost structure is smaller and so our breakeven margin is also smaller. This means we can offer competitive prices to our

customers that are still profitable for us. Our trim company allows us to act flexibly and quickly, which is vital in the shipping market. However, being small does mean we don’t have credit with all of the suppliers around the world – it is the opposite and we maintain good credit with the banks, which allows us to supply even large operators with large volumes. I think this is a very good fit for our company.”

While the company remains profitable in a challenging market, ElbOil is still keen to expand on its success and expand its market share.

“Since February 2013 we have invested a lot to add some blue-chip accounts to our portfolio, which has made us very happy. It has increased our growth to 35 per cent between 2012 and 2013 and we have increased our volume to 300,000 tonnes, which was the target, so this

www.shippingandmarine.co.uk - 33

Profile: ElbOil

has been very good,” Harro says. “However, we want to do this conservatively because we are still in a high risk sector, even though rates and volumes are getting a little better it is still tough.” To this end ElbOil will continue to work with its current clients to increase the volumes of bunkering it delivers as well as seeking out new customers. However, with a number of businesses going bankrupt in Germany and throughout the sector during the economic downturn it is important for ElbOil to ensure that it trades carefully. “We are currently only working with insured companies to a certain degree,” Harro explains. “We ask for a credit line for the client and if the insurance company accepts, it gives us a certain amount of risk management.”

A second strand to ElbOil’s growth strategy

is that it plans to diversify into new market areas over the coming years. With stricter regulation of sulphur emissions is scheduled for 2015, the company sees an opportunity to supply the adapting market.

“New sulphur regulation will mean the shipping industry needs to burn a distillate like gas oil, or some other alternative fuels. In the down stream this will generate some opportunities and this is something we are looking to take advantage of,” Harro says. “Also, with LNG we continue to see a paradigm shift approaching, it may not be right away or a full change like from coal to bunker fuel during the 1930’s but the infrastructure investment is going on and we are dealing with potential partners regarding the move into this market. It’s an interesting area for us.”

ElbOil has earned a proven reputation and ability to succeed in a highly competitive segment in the face of challenging market conditions.

Its ability to respond dynamically and identify industry trends has made it an effective and streamlined player within the marine bunkering market and as it prepares to address the changes

of a increasingly volatile market, the company is well placed to become a key link in the marine industry supply chain for many years to come. v

ElbOil GmbH www.elboil.com • Bunker fuel traders • 35 per cent growth • LNG knowledge base

www.shippingandmarine.co.uk - 35

Star

appeal F rom its world-renowned base in Poole on the south coast of England to the silver screens of Hollywood and beyond, Sunseeker is a globally recognised icon in luxury yachting.

The Sunseeker brand’s premier appeal has even earned the firm’s motoryachts regular appearances in the sophisticated world of James Bond, delivering iconic scenes in the famed The World Is Not Enough. More recently the stunning Sunseeker Predator 108 and XS2000 designs appeared in 2006’s Casino Royale while 2008’s Quantum of Solace featured a Sunseeker Superhawk 43, Sunseeker 37 Metre Yacht M4 and a vintage Sovereign 17 motorboat. The

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 36

Sovereign 17 was originally built in 1970 and was fully restored during 2005 to celebrate Sunseeker’s early years and continued reputation as the defining name in exclusive luxury yacht design and manufacture.

Beginning life as Poole Power Boats, Sunseeker’s journey to become one of the world’s most coveted marine names began in 1968, when Robert Braithwaite founded the company as an importer and distributor of boats from the United States and Scandinavia. During the early 1970’s Poole Power Boats took its first tentative steps into moulding and fitting its own range of 17 and 23 foot designs from a small production facility. Shortly thereafter following a chance meeting with a dealer selling boats in

the South of France, Sunseeker hit upon one of the first of many defining moments in its history.

It was suggested that by adding full-length sun beds across the stern of the company’s vessels and producing them all in white that the dealer would be able to market the vessels for Mediterranean waters. The firm’s engineers wasted no time in making the modifications and within only a few short years Poole Power Boat’s range of 17 and 23 foot boats were being sold all over the world, propelling the company into the spotlight across the globe; which would be a position it would never leave.

In June 2013 the Chinese firm Dalian Wanda finalised a deal to acquire Sunseeker. The purchase was completed at a value of

Profile: Sunseeker £20 million and resulted in the firm obtaining 91.81 per cent of the company, while Sunseeker management retained the remaining 8.19 per cent. Dalian Wanda was founded in 1988 and is China’s largest premier commercial property and entertainment conglomerate. Soon after the deal to acquire Sunseeker was completed, Dalian Wanda was quick to confirm that the production of luxury yachts would continue at its current Poole manufacturing plant and that the company’s management and workforce would remain in place. In market terms, the deal comes at a time where China is experiencing a significant boost in private boat ownership. If current predictions hold true, the number of privately owned yachts owned in China could leap from the current number of 3000 to 100,000 by 2020.

By this time it is expected that the Chinese yacht market could be worth anywhere between 35 billion Yuan (£3.57 billion) and 50 billion Yuan (£5.1 billon), with the most popular designs valued at between 300,000 Yuan (£30,607 approx) and 800,000 Yuan (£81,619 approx).

Having the combined resources of Dalian Wanda behind the company will provide Sunseeker with the impetus for major global expansion, particularly across the Asian marketplace.

Today, the Sunseeker name is synonymous with world-class design and exceptional style.

New designs are regularly introduced, which build on the distinctive race-derived deep-V hull developed in collaboration with Don Shead early in the company’s history. Through the assistance of computer aided design (CAD/CAM) and computational fluid dynamics (CFD), Sunseeker designers are able to marry the curvaceous interior style pioneered by Ken Freivoch during the 1980s and world-class performance in its range of luxury leisure craft. During the 54th Fort Lauderdale International Boat Show, which was held between 31st October and 4th November 2013 the Sunseeker Predator 68 and 28 Metre Yacht were debuted in the United States. The Predator range offers sleek, chic design as well as expansive options from top-end sports performance to long distance crusing. The range first made an appearance during the mid-1990s when the perception of larger boats was one of reduced performance encompassing the need of a permanent crew. With the introduction of the Predator 80, Sunseeker challenged and shattered these perceptions by delivering a high-performance motoryacht with an enclosed cockpit and efficient hydrodynamics that allowed the 50-ton design to be powered to staggering speeds in excess of 46 knots. The Predator 68 is closely modelled on the Predator 80, but places an even stronger emphasis on the range’s

aggressive styling. The yacht is designed to embody a true feeling of opulence, with natural light flooding into all of the boat’s living and cabin areas via intelligently designed windows and exquisite interior fittings that complete the effect.

The most eagerly anticipated arrival at the Lauderdale show was the Sunseeker 28 Metre Yacht, which was recently awarded the ‘Best Custom Yacht’ accolade in the ‘Motorboat of the Year’ awards, which were announced in January 2013. The yacht embodies new heights of design and engineering excellence. Its design features include wrap-around glazing to create a stunning effect in addition to full-height windows offering undisrupted views and an optional drop down saloon balcony. Commenting on the unveiling of the new designs in the US, Robert Braithwaite, group president of Sunseeker International said: “We are always thrilled to unveil our

CITYOWN Cityown Ltd are specialists in custom designed hydraulic solutions. We supply equipment for a variety of applications in marine and offshore environments for commercial and military usage producing several unique motions systems.

Cityown Ltd have been working with Sunseeker International Ltd for 13 years. We continue to develop high quality, compact solutions to suit the demanding requirements set by Sunseeker’s design team in order to satisfy the performance heritage of their motor yachts

www.shippingandmarine.co.uk - 37

38 - www.shippingandmarine.co.uk

Profile: Sunseeker latest additions to the Sunseeker range at Fort Lauderdale and this year is particularly exciting.

The 28 Metre Yacht is seriously impressive and is already drawing critical acclaim from the industry and customers alike. And if that wasn’t enough, the awe-inspiring Predator 68 is sure to impress from all angles.”

Also in attendance was the all-new Manhattan 55, which boasts a three-cabin design that is able to accommodate up to six guests and includes spacious living areas. The new boats were accompanied by an impressive flotilla of yachts including the Predator 60, Predator 80, 34 Metre Yacht and Portofino 40. The Manhattan range of yacht is designed to act as long-range cruisers that provide impeccable styling without sacrificing performance. Whether on a short stay or a long break the Manhattan range provides relaxation in spacious style. In contrast the Portofino 40 is designed to redefine weekend breaks aboard luxury pleasure craft. In typical Sunseeker fashion the Portofino 40 combines generous space, sleek design and breathtaking performance.

When it was last featured in Shipping and Marine in 2011, Sunseeker had completed an investment worth £50 million in its production

facilities and design portfolio. Today with an impressive product range and distributors located across the globe, Sunseeker is well positioned to continue to deliver its world-renowned luxury yachts to clients in an increasingly buoyant market. The acquisition of the company by Dalian Wanda has given Sunseeker a launch pad into the wider Asian market and the financial support of China’s largest entertainment and commercial property developer as well as access to the country’s growing luxury yacht market. It is an

exciting time for Sunseeker as it prepares to move into 2014 and beyond as the final word in luxury yachts. v

Sunseeker www.sunseeker.com • Globally recognised and high-end brand • Exceptional new Predator 68 design • Global distribution partners

FINNING As the sole Cat dealer in the UK & Ireland, Finning is proud of its long-standing association with Sunseeker International - supplying a range of Cat marine engines to power yachts including the Manhattan 55, Predator 80 and 28 Metre Yacht.

Products supplied by Finning are packaged by a highly experienced, specialist engineering team and all engines are fully supported by service excellence with a nationwide network of branches, and the backup of 1800 Cat dealers worldwide.

KIROLITE Luxury wood machinist/joiner Kirolite has won a special award for ‘outstanding’ work on Sunseeker’s Sea Raider V craft – for concept to fitting of bespoke furniture.

The Dorset company produced one-off interior furniture for the 40 metre yacht – including a bar, television cabinets, air conditioning units, chest of drawers and bedside cupboards.

Kirolite specialises in customised and production components in solid hardwoods and laminate, and is a long-standing supplier to Sunseeker.

DIAB GROUP DIAB Group Ltd is a world-leading supplier of sandwich composite solutions that make products stronger, lighter and more competitive. DIAB’s solutions include a wide range of core materials, cost effective core kits, a wide range of finishing options and a comprehensive set of composite know-how.

DIAB also provides a series of consulting services within composite technology through the Composites Consulting Group. DIAB is a global company providing local service within wind energy, marine, transportation, aerospace and industry.

www.shippingandmarine.co.uk - 39

Profile: Dorian LPG

NAVARINO TELECOM The Clean Marine Exhaust Gas Cleaning System (EGCS) is a hybrid solution allowing vessels to operate in open/closed loop in all waters and ports without loss of efficiency and well within the IMO regulations for emissions to air and sea. It is the only genuine multistream system currently on the market.

All exhaust sources (boilers included) are served by one common EGC unit without any back pressure.

A certified system is in operation onboard the Bulkcarrier Balder and Clean Marine are delivering EGCS for two AET owned tankers at Samsung Heavy Industries and for a Dorian LPG owned VLGC built at Hyundai Heavy Industries.

Steady

relationships

I

n 1973 Dorian (Hellas) S.A. was formed as an independent ship management company and in 2002 the company entered the LPG market with two pressurized vessels and in 2006 extended its LPG presence by building three new fully-refrigerated VLGC’s in Korea. In 2013, Dorian (Hellas) S.A.’s LPG activities were transferred to Dorian LPG Ltd., alongside a newbuilding program entered into with Seacor Holdings Inc. and a number of reputable investors who were keen to see the company

grow. Throughout its history and transformation, Dorian’s principles have always stuck to their fundamental goal; to build and operate the best vessels possible, and to meet the requests of the most demanding customers in the industry.

Having entered the pressure market, Dorian expanded in the LPG business. Shipping and Marine magazine talked to company director, Nigel Widdowson about the latest VLGC acquisitions and the LPG market: “With our operational experience, we saw an opportunity to progress into the VLGC sector in 2005

www.shippingandmarine.co.uk - 41

124 42 - www.shippingandmarine.co.uk

Profile: Dorian LPG

Over the last 11 years Dorian LPG has worked closely in the pressurised and VLGC Sectors with Statoil, in addition it has time chartered vessels to Vitol, Shell and Petredec

clean marine The Clean Marine Exhaust Gas Cleaning System (EGCS) is a hybrid solution allowing vessels to operate in open/closed loop in all waters and ports without loss of efficiency and well within the IMO regulations for emissions to air and sea. It is the only genuine multistream system currently on the market. All exhaust sources (boilers included) are served by one common EGC unit without any back pressure. A certified system is in operation onboard the Bulkcarrier Balder and Clean Marine are delivering EGCS for two AET owned tankers at Samsung Heavy Industries and for a Dorian LPG owned VLGC built at Hyundai Heavy Industries.

John Hadjipateras Chairman Dorian LPG

and entered with a series of newbuildings at Hyundai Heavy Industries.” At present, it owns and operates three modern VLGCs and one pressurised LPG vessel. As a result of steady expansion Dorian LPG ordered three new VLGC vessels that are being constructed by Hyundai Heavy Industries Co Ltd. for delivery in 2014 and early 2015.

Today, Dorian LPG is on track to become the second largest player in the VLGC market with the most modern fleet. The company first secured a contract with Hyundai Heavy Industries to construct three VLGCs with fixed price options for an additional three VLGCs and in the past few months, Dorian LPG has raised nearly $400 million from investors and acquired an additional 13 firm newbuilding contracts from Scorpio Tankers. With 16 firm newbuildings now on order. With offices in the US, the UK and Greece, the company is well positioned for commercial growth. Focused on maintaining the company values for health, safety, environment and quality, all the VLGCs on order are ECO

class, modern, fuel efficient vessels.

“The customer, as far as we are concerned, is the driving force of our industry. We always try to adapt to their requirements and provide first class vessels and service,” explains Mr. Widdowson. Over the last 11 years Dorian LPG has worked closely in the pressurised and VLGC Sectors with Statoil, in addition is has time chartered vessels to Vitol, Shell and Petredec.

The US at the moment is experiencing an increase in production of shale oil and gas, which is turning the country from being a large energy importer into an oil and gas exporter.

Dorian has experienced a change in its trading pattern, and the developments indicate that this class of vessel will have a significant increase in ton miles. In 2014 production of LPG is expected to average around two million barrels a day, establishing the US as one of the top LPG exporting nations. Absorbing the shift in direction Mr. Widdowson adds: “We anticipate future growth of exports from the US and forecast being heavily involved in that sector.”

Dorian’s strategy had previously been focused on period employment of vessels until this year when it witnessed consolidation in the VLGC sector. With exports of LPG from the US increasing, the company has had to adapt its original vision from operating vessels focused mainly on cargos loading in the Middle East destined for Europe and the US Gulf to operating vessels loading out of the US Gulf and the Middle East and discharging in South America and the Far East. Describing the adaptability of the business Mr. Widdowson says: “Our in house technical and commercial department is a key element of our business and allows us to respond quickly to the requests of our charterers. Our operations department is always available to respond to any questions.”

www.shippingandmarine.co.uk - 43

Profile: Dorian LPG

Over the last 30 years we have provided safe, reliable, trouble free transportation, which is our mission statement and has been fundamental to our success and we continue to strive for that as we move forward into the next period

As a result of these changes in the market, the company sought finance under a private share placement on the Norwegian OTC of approximately $250 million, which allowed it to secure the original 3+3 VLGC newbuildings at prices that were at a cyclical low and have

to secure period employment with first class charterers. The new vessels have been designed to comply with the new regulations, and two of the buildings are to be equipped with scrubbers utilising seawater to neutralise the sulphur oxide contained in the exhaust gas. The ECO design

already begun to rise. With the new vessels due for delivery between 2014 and 2015 Dorian aims

of the vessels is aimed at reducing air pollution and, through a modified hull form and enginesave bunker consumption.

Prior to the closing of the private share placement in October 2013 Dorian LPG announced its agreement to take over a fleet of 11 VLGC newbuildings and two VLGC options from the US publically listed company Scorpio Tankers. “As we move into 2014 we plan to work on the integration of the newly acquired VLGCs into our highly experienced commercial and technical management team,” Mr. Widdowson confirms.

In 2011 Dorian (Hellas) S.A. received the ‘Working Safely with Suppliers’ Award from Statoil in recognition of its commitment to health, safety and the environment. As it charts its way into the new year it remains mindful of its responsibility, as Mr. Widdowson states: “We aim to provide the best possible service to our clients with environmentally friendly ships and operations, maintaining safe working environments and realising a sound return for our shareholders on their investment. Over the last 30 years we have provided safe, reliable, trouble free transportation, which is our mission statement and has been fundamental to our success and we continue to strive for that as we move forward into the next period.” v

Dorian LPG www.dorianlpg.com • LPG shipping company • Operating VLGC fleet • Worldwide presence

44- www.shippingandmarine.co.uk

Profile: Synergy Group

W

ith a fleet of 80 ships made up of 24 tankers, 21 container ships and 35 bulk carriers under management and trading across the globe, Synergy Group has quickly earned a reputation as a leader in maritime management. The company was founded during 2006 and has grown to include offices in Singapore, Manila and India. Today Synergy employs 250 members of staff across its offices and 2500 seafarers worldwide. The company’s vision is to provide benchmark ship management services in a way that is positive to the environment and global community. Safety and responsible operation are priority considerations for the group and it constantly strives to towards zero injuries, damages and pollution. To this end, Synergy’s mission is to cater to its clients needs

through its understanding and market expertise.

The group is keen to form long-term relationships with its customers through mutually beneficial partnerships and by providing a conducive and progressive work culture. The company is centred around six core values that define and differentiate it from other operators in the market; these include integrity, transparency, safety, respect, empowerment and synergy. Taking the adage that ‘the whole is greater than the sum of its parts’ the company is based on mutual trust and confidence, which are both its values and its key strengths. Commenting on the relationship between the company’s beliefs and its customers CEO Rajesh Unni states: “Ship owners around the world are looking for managers they can trust their assets with. I believe that our customers are the ones who closely share our values and feel that we add value to their business. Our

Working together

www.shippingandmarine.co.uk - 45

46 - www.shippingandmarine.co.uk

Profile: Synergy Group

Marine Guide We, at Marine Guide value the chance of working with and providing our valuable service to Synergy. It is a pleasure to work with Synergy and we are looking forward to many more years of such successful collaboration.

Maritec Maritec provides a competitively priced, worldwide fuel and lubricant testing programme at Maritec’s own ISO-Accredited laboratory (ISO17025) in Singapore and a partner lab in Shanghai and UAE. A bunker quantity survey inspection service is offered in major bunkering ports including Singapore and China is ISOAccredited (ISO17020) for independent and impartial reporting.

Maritec’s GL-Approved Custody Transfer sampler with ‘cubitainers’, purpose-designed sampling bottles and comprehensive documentation assist shipowners to comply with MARPOL Annex VI sampling requirements.

Maritec also conducts potable water shore testing for compliance with MLC2006.

main strength is our ability to provide these in a consistent manner.”

Synergy Group currently operates within three main areas, which include vessels of all sizes in oil, chemical and gas tankers, bulk carriers and container ships. Traditionally the group has focused on technical management of vessels in these sectors, however more recently it has diversified into the commercial management of vessels and the company expects to further expand the size of the fleet it manages over the coming years. Within its commercial management service Synergy Group offers a wide range of solutions including but not limited to advice on chartering strategies, sourcing optimal employment opportunities for vessels, charter contract negotiation, liaison with port agents and the supply of marine fuels, bunker supplier evaluation and the handling of invoices and payments. The company’s diverse service portfolio also includes technical management, crew management, training, organisation of marine travel, marine information technology and liaison with port agencies and shipbuilders to

ensure that ship owners needs are addressed in full during construction and operation.

The global economic crisis has made markets challenging in all sectors within the shipping industry. However, despite the challenges of an increasingly volatile market Synergy Group has not only weathered the storm but prospered as Rajesh elaborates: “Shipping in general went through a low phase over the past three years, however I believe things have started looking up. I believe that the industry is just rounding the corner. Synergy has been growing over the past four years, even when the market was looking bad and we expect to continue this growth.”

Core to the company’s continued success has been an unwavering commitment to its workforce and training. Cultivation of its workforce and the groups commitment to ‘zero injury, zero damage and zero pollution’ has also earned Synergy Group the prestigious partner of the year award at BP Shipping CEO’s Health, Safety, Security and Environment (HSSE) awards. “Ship management is highly people orientated and it is important we add the right talent to our team

www.shippingandmarine.co.uk - 47

Profile: Synergy Group

works and hazards. Any award is a motivating factor; however when it happens to come from BP with whom we share common values and hold in high esteem, it is highly satisfying and makes us set even higher targets. We are extremely happy to be recognised in such a forum, this has been a great motivation for everyone in our team especially the seafarers and has also helped greatly in reinforcing our commitment towards safety. Our customers are happy to see this and feel that their decisions to leave their assets in our hands was wise.”

While the market slowly begins to recover Synergy Group is positioned to take advantage of the more robust trading conditions that it predicts over the coming years. Despite the challenges that have manifested throughout the shipping sector in recent years, the group has grown and maintained a fleet of over 80 managed vessels. Furthermore this has been achieved through new business and expansion rather than through acquisitions. The company’s award winning reputation with major operators like BP means that it is well represented as an

48 - www.shippingandmarine.co.uk

obvious choice when it comes to technical, crew and commercial ship management. Synergy Group is keen to further expand on its growth over the coming years and continue to ensure that it provides a world-class service to its customers. “This business is all about people,” Rajesh concludes. “More than strategy it is about ensuring that you win everyone’s trust in everything you do. Our focus in the coming years will be on continuing to improve our quality of service. One of the main things to achieve is a high level of competency and that is something we look to improve on every day.” v

Synergy Group www.synergymarinegroup.com • Technical and commercial ship management • 80 managed vessels • Vessels operating worldwide

STATION SATCOM “Station Satcom express our deepest gratitude to the Synergy family for trusting us as a partner in their continued success story,” said Mr. Anshul Khanna, Director, Station Satcom.

Profile: Pendennis SY Rebecca: Photo courtesy of Cory Silken

Pendennis Development Plan

Defining

S

class

ince it was last featured in Shipping and Marine during May 2011, Pendennis has continued to deliver world-class custom luxury sailing yachts and globally renowned refit services. While delivering the highest quality, the company has maintained an impressive turnaround and has launched three custom-built yachts since 2011, including the 44 metre award-winning catamaran Hemisphere, which earned two ‘Golden Neptunes’ at the 2012 ShowBoats Design Awards.

Winning awards is nothing new for Pendennis however, founded in 1988 the company received its first new build contract during the same year and this was soon followed by its first refit order.

The construction of the new build 125-foot ketch Taramber and the refit of the 288-foot, threemasted schooner Adix were both completed in 1991. Each vessel won ShowBoat Magazine’s 1991 ‘Best Sailing Yacht over 35 metres’ and ‘Best Refit’ respectively. Riding the wave of this early success, the company has continued to grow and has seen a number of developments that have further strengthened Pendennis as a globally recognised name in luxury yacht design, manufacture and refit. Along with the stunning success of the Hemisphere, other significant recent milestones include the acquisition of Devonport Yachts in 2010, the 2011 opening of its Palma refit office and the opening of a support office in New Zealand in 2013.

Operating from the Spanish island of Majorca, the Palma refit office has already been a huge success for Pendennis.

Pendennis Palma is fully booked for refits over the 2013-2014 season and enquiries are strong for winter 2014. Such brisk business is the result of the company’s stellar reputation and while the Palma facility has extended the reach of Pendennis to the seas of the Mediterranean it has also made its mark on the company’s home facility in Falmouth, UK as sales and marketing director Toby Allies elaborates: “The Palma facility has provided invaluable localised support to the Pendennis fleet whilst cruising the Mediterranean. Pendennis Palma is supported by the knowledge and expertise of the Falmouth team and focuses on shorter annual refit projects, while the Falmouth facility continues to be the main centre for more substantial refits, including five year survey works and new build projects. Palma is a convenient facility providing high quality workmanship and world-class expertise for short-term works and the close relationship between the two facilities has led to new customer enquiries for more

detailed works at the main Falmouth facility.”

Pendennis has become famous for the quality of both its refit and new build facilities. The acquisition of Devonport Yachts (now rebranded as Pendennis Plus) enabled the company to extend its capabilities to include yachts of over 60 metres and over the past 25 years the company has undertaken over 200 refit projects and built 30 custom yachts. Its construction and refit capabilities have been further enhanced through continual investment and improvement. Thanks to ongoing recent development the company’s facilities are flexible and able to undertake a range of projects. Once development is complete the Falmouth facility will have two 95 metre construction halls and a further 45 metre double width hall. The facility also boasts a 150-metre dry dock facility, which can be divided into two

www.shippingandmarine.co.uk - 49

Top: Adela: Photo courtesy of Cory Silken Below: Hemisphere: Photo courtesy of Jeff Brown

50 - www.shippingandmarine.co.uk

75 metre independent docks. Pendennis is able to deliver a complete range of in-house trades supported by its substantial stores, workshops, crew facilities and project offices. During 2014 the Falmouth base will be further enhanced by the development of an adjustable depth wet basin, which will be adjacent to its construction halls and serviced by a 600 tonne travel hoist. Such aggressive expansion of the company’s capabilities is in response to market trends as well as to the success Pendennis has enjoyed throughout its history, as Toby explains: “The general trend in the super yacht industry is towards larger vessels, as well as more substantial remodeling projects. Due to these market trends and the growing international reputation of Pendennis, the company is expanding the facilities in Falmouth to cater to more yachts annually as well as to increase our capacity for yachts over 65 metres.”

The company’s continued investment and renowned standing have ensured that its order book remains busy and new build and major refit projects continue to flow into the business. Recently Pendennis announced that it would be again working with the esteemed design studio Dubois Naval Architects on a 31-metre aluminium sloop. This will be the ninth collaboration between the two firms, which began in 1991 with the Taramber followed by the construction of the Beagle Star II, Mamamouchi, Nadia Beagle V, Margaret Ann, Nostromo and Ilona, which was the first motor yacht built by Pendennis in 1999. During 1999 the company also launched the iconic sailing yacht Rebecca. The vessel was designed by German Frers and is the first yacht to enter into the company’s new facilities. This will be the vessel’s third return to the yard and the most significant project relating to the yacht since its construction as Toby observes: “Rebecca will be in the yard until April 2014 for her 15 year ABS survey alongside substantial engineering and technical works including an upgrade to the hydraulics, electronic alarms and monitoring systems; the installation of

Profile: Pendennis new generators; a full overhaul of her original main engine and the addition of a sewage treatment plant on-board. Layout modifications to the library area will be carried out to add more books along with a general upgrade and overhaul of her interiors. Her exterior will be substantially improved with a new teak deck. This in itself is quite a task as her original deck was constructed from specially scarfed 60-80ft lengths of teak rather than shorter lengths. The work list will be completed with an overhaul of all her deck hardware complimented by a full repaint.”

Commenting on the vessel’s long association with the company, the owner’s representative, Jon Barrett commented: “It is great to be back at Pendennis amongst so many familiar faces. Fourteen years may have passed since we built Rebecca but the commitment to her by the Pendennis team is felt by all involved. We are looking forward to a very successful winter refit!”

The year 2013 was a landmark one for Pendennis as the company celebrated its 25th anniversary. The momentous event was celebrated by the company’s 350 plus staff and their families at an event enriched by a gig race between Pendennis apprentices and another local company, Blue Flame, which was also celebrating its silver anniversary. The commencement of further development works was a cause for celebration in its own right and marked by the placing of gold sovereigns underneath the first column to be placed, a tradition normally observed when stepping the mast into a new yacht. These events plus a strong presence at the Monaco boat show, featuring a Pendennis sponsored Red Arrows display and a ‘meet the Red Arrows’ party, alongside numerous awards for the A2 yacht and regatta wins for the classic 55 metre yacht, Adela restored by Pendennis in 1995, have made 2013 a defining year.

As 2014 approaches the company is well placed to make strong headway well into the future. Pendennis’ order book is strong and its staff benefits from comprehensive general apprenticeship and surface finishing apprenticeship courses, which have trained over 120 young people with several graduates now working at manager and supervisor levels within the company. Concluding on the company’s future Toby comments: “Work will commence on the new build Dubois sailing yacht next year and several of the current refit projects are substantial, ensuring a productive year in 2014 is assured. Over the past few years we have developed a more formal approach in creating a global support network, Pendennis Palma provides support in the Mediterranean and our New Zealand support office assists Pacific based yachts. We our also planning a Caribbean base to assist yachts cruising the island, United States and South America. Our policy is to provide support throughout the complete lifecycle of any yacht, whether built in Falmouth or a refit customer.” v

SY Christopher: Photo courtesy of Cory Silken

Apprentices working at Pendennis: Photo courtesy of Pendennis

Pendennis www.pendennis.com • Award-winning new build and refit services • 25 years of industry experience • Extensive investment in facilities and personnel

VPLP VPLP is a world-renowned young international team of French-based naval architects and designers working worldwide in sail and motor craft.

VPLP collaborated with Pendennis to build Hemisphere the world’s largest sailing catamaran and ultimate Pacific cruising and diving yacht.

The project was complex with many ‘firsts’. “We found that although culturally different, the two teams had the same professionalism and intelligent curiosity, making for a winning collaboration; we remain great friends,” said Marc van Peteghem Co-MD of VPLP.

www.shippingandmarine.co.uk - 51

Continued

commitment

O

ffering stevedoring, storage and re-handling of bulk & general cargoes at the Port of Southampton in the UK, Solent Stevedores has experienced rapid development and impressive growth over the past 13 years.

Last appearing in Shipping and Marine in February 2013, the ensuing eight months have been spent focusing on the integration of the Jersey operation into the group, as Ian Jacobs, managing director, explained: “We actually tendered for the Port of Jersey Stevedoring License in August 2012, and this involves the responsibility for the handling of 98 per cent

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 52

of goods coming in and out of the island. The licence runs for a period of nine years, and gives us exclusivity to operate on the New North Quay where most of the general cargo and lift on lift off services operate from, together with the West of Albert berth which is where the passenger ferry services are based.

“We have two lift on lift off services, Channel Island Lines and Channel Seaways that we service and we have three cranes at our disposal (two Stothert & Pitt and a Liebherr.) We have also handled some dry bulk products at the New North Quay, namely recycled metal, fertiliser and lime.”

He continued: “Particular emphasis has been

placed upon up-skilling the Jersey stevedoring team, as a great deal of refresher training was necessary, together with imprinting the Solent way on our team of how we do business,” he said.

Solent Stevedores has invested more than £500,000 on its Jersey operations, mainly for the Condor Ferries Freighter operation, as Ian elaborated: “On the West of Albert berth, we provide stevedoring services for the Condor freighter ferries and also their Fast Cat passenger vessels too. Our relationship with Condor Ferries has expanded and our staff and now assist in other roles such as baggage handling and vehicle marshalling too.

“In terms of financial investments, it was very

Profile: Solent Stevedores

clear to us that the ageing fleet of RO/RO tugs used on a daily basis to service the requirements of Condor Ferries needed replacing. So we placed an order for five replacement RO/RO Tugs, which have cost £500K, and arrived with us in August. They are being used to tow lorry trailers on and off the Condor Freighter vessels, which is a daily task with very tight timeframes to meet the needs of scheduling and to work around the weather conditions that have a big impact on island life.”

Aside from its Jersey operations the last year has very much been focused on consolidation, and after what Ian described as an ‘extremely poor harvest in 2012’, the tonnages of grain and animal feed handled in the first six months of this year were significantly reduced.

Over the last year Solent Stevedores has worked to develop its management team, with a number of staff taking on different roles in line with business expansion. “In the latter part of 2012 we took the view that the business needed slightly restructuring to take account of the ever increasing legislation affecting primarily the Dry Bulks division. However, the other divisions have not been immune to increased regulation either.

To enable us to stay one step ahead of the game, we created the new role of Compliance and Standards Manager, whose brief is to ensure that we have a level of consistency throughout all Group operations. We now have greater strength in depth by having dedicated operational management responsible for the Southampton Dry Bulks, Jersey and London and the Cruise divisions.”

In addition, the stevedoring team in Southampton Dry Bulks team have been exposed to further training in 2013 and Ian has no doubt that this continual commitment to staff is giving Solent Stevedores increased operational options across all terminals that it manages. He added: “We are now planning the next step which is looking at ways in which we can develop the management and supervisor teams in the business.”

Such investment in growing and improving both its employees and its business has benefitted Solent Stevedores considerably across its service range. “Our Cruise division has once again performed very well this year with approximately 300 cruise vessels being handled in 2013,” said Ian. “The real practical advantage that we have in servicing the needs of Carnival, is that their cruise vessel schedule is know a long time in advance, which means that we can plan our labour requirement accordingly. We have a small

team of full time employees that look after the operations at the Mayflower, Ocean and Queen Elizabeth cruise passenger terminals in the Port of Southampton, then, when a vessel is calling at Southampton we will secure additional manning from our dedicated labour agency partner. The dedicated skills of our team really do make a difference to both the way we operate and how we are seen by our clients.”

For Solent Stevedores, the skill and experience of its personnel is key to current and future

www.shippingandmarine.co.uk - 53

Profile: Solent Stevedores

KALMAR The perfect move for everything cargo – at any time, for any mode. Kalmar is the industry forerunner in terminal automation and energy-efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Kalmar offers the widest range of cargo handling solutions and services to ports, terminals and heavy industry – and with the emergence of more intermodal terminals can provide the perfect solution for transferring traffic between road and rail, inland waterways, seagoing and other modes of transport. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move. Kalmar customers benefit from the strength of a global company – but with the reassurance of a local presence. Experienced professionals are always on hand to provide solutions exactly when and where they are needed. And Kalmar’s involvement doesn’t end with the order! Kalmar’s dedication accompanies its equipment throughout its working life. With the industry’s largest service network, Kalmar offers everything from parts and ad-hoc services to full maintenance contracts, rental solutions and training. It also provides bespoke engineering solutions for structural or design related modification, repairs, transportation and revamping projects for all brands of terminal equipment.

Kalmar – complete solutions for every move.

54 - www.shippingandmarine.co.uk

success, and it is this area that Ian highlights as being important over the coming years. “The main focus looking forward to 2014 is to continue developing our management team further and to give greater exposure to other staff that we identify as being potential managers of the future too.

Therefore we will be spending time succession planning and executing a strategy that helps the staff flex to the growing needs of our clients and the business as a whole and which will provide a foundation from which we can confidently expand into other stevedoring activities over the coming years.” v

Solent Stevedores www.solentstevedores.com • Growing activities • Developing management team • Focusing on consolidation

Profile: Oiltanking Stolthaven Antwerp

Planned growth

O

iltanking Stolthaven Antwerp NV is a 50/50 joint venture between Oiltanking GmbH and Stolthaven Terminals BV that offers customers the logistic support required for importing, exporting, distributing or holding products. Located at the Port of Antwerp, one of the world’s most extensive petrochemical and refining complexes, the terminal provides exceptional accessibility to national and international markets by either water or land transport. With more than 30 years of experience in handling chemicals, Oiltanking Stolthaven Antwerp guarantees customers product integrity through dedicated storage systems and highly skilled personnel as well as highly sophisticated storage and handling infrastructure for oil products, chemicals and gases.

“We have a very large customer portfolio at Antwerp due to the fact we have the capabilities

to handle a very wide range of gas, chemical and oil products. You will not find such a complex, unique terminal such as Oiltanking Stolthaven Antwerp in the world as our two shareholders are very aware of the importance of safety processing and are focused on having a high level of technical design. Both companies are committed to ensuring the highest standards at this terminal,” explains Yvan Tavernier, managing director at Oiltanking Stolthaven Antwerp.

Oiltanking Stolthaven Antwerp is one of the most important terminals in the group as it offers a gateway to Europe via the Rhine and thus provides significant flexibility in transportation services. “Our location is definitely one of our key strengths as the Port of Antwerp has a draft of up to 15 metres, which allows us to take in the biggest vessels in the world,” highlights Yvan.

“Furthermore, our synergy with Stolt Nielsen has stabilised in some cases our customer portfolio and given us more commercial opportunities

at the terminal, such as our recent contract with LyondellBasell, a major customer of Stolt Nielsen.”

On October 3rd 2013, LyondellBasell and Oiltanking Stolthaven announced that Lyondell Chemie Nederland BV and Oiltanking Stolthaven Antwerp NV had signed a ten-year agreement for the storage and handling of Vinyl Acetate Monomer (VAM) and Glacial Acetic Acid (GAA) in Antwerp. “GAA and VAM are industrial chemicals that are in high demand. Europe has an increased need for these imports and this agreement allows us to solidify our commitment to the European acetyls market and continue to serve our customers needs far into the future,” explains Yvan. “As part of the agreement we will invest in new 13,000 cubic metres of stainless steel storage capacity and rail loading infrastructure at Antwerp.”

Able to guarantee long-term storage in an advantageous location, the terminal regularly

www.shippingandmarine.co.uk - 55

56 - www.shippingandmarine.co.uk

Profile: Oiltanking Stolthaven Antwerp Egemin Automation Automation makes the difference!

The Oiltanking-Stolthaven terminal is one of the largest and most diverse terminals in Belgium. Over the last years this Antwerp based terminal has realised a significant extension in size and complexity.

Egemin Automation was selected for the design and detail engineering of the electrical & instrumentation works as well as the design, engineering and implementation of the process and safety automation works. Early involvement and close co-operation combined with know-how and experience in terminal solutions have resulted in reliable & safe storage and loading processes. Egemin’s contribution is only a small factor in the cost of the investments made, but means a major contribution towards the site’s safe, efficient and still flexible operations.

signs long-standing contracts with major oil and gas firms; its recent contract with Evonik Industries is no exception, reaffirming the two companies ongoing positive collaboration as well as Oiltanking Stolthaven Antwerp’s position as a competent and reliable service provider for petrochemical storage in Belgium.

“In order to accommodate the impending expansion of Evonik’s C4 production installations, Oiltanking Stolthaven Antwerp will take over both the handling and warehousing of these additional volumes of raw materials. Firstly, the existing tank infrastructure will be modified to adjust to the increased production of 1-butene, butadiene, and methyl tert-butyl ether (MTBE). Secondly, five new bullet tanks, each with a nominal capacity of 3500 cbm, will be built as well as a new finger pier with two berths,” explains Yvan. Currently busy with the construction work for the bullets and jetty, Oiltanking Stolthaven Antwerp is confident it will meet Evonik’s required schedule and have the new facility fully operational by the first quarter of 2015.

Having doubled in capacity over the last couple of years, recent investments have increased the terminal’s capacity by 30,000 cubic metres to 50,000 cubic metres; a number that is only going to increase in the future. “Over the next few years we will be exploring a lot of projects, therefore investments will be ongoing to increase capacity,” says Yvan. “We have plans in the future as this is a very capital intensive business and our shareholders are happily supporting this terminal’s development with investment.”

On top of investment, Oiltanking GmbH and Stolthaven Terminals are focused on the development of its employees, increasing leadership, process and safety training over recent years. With safety a top priority at Oiltanking Stolthaven Antwerp, its two shareholders are keen to continue growth through high quality customer service and

excellent safety standards. “Over the last five years we have increased growth by 50 per cent, so our strategic plan for the future is to maintain this by catching the benefits of this very large and complex terminal through optimisation,high safety standards and training,” concludes Yvan. v

Oiltanking Stolthaven Antwerp www.oiltanking.com • Part of Stolt Nielsen group • One of the most important terminals in group • Doubled in capacity over recent years

www.shippingandmarine.co.uk - 57

Profile: Buffalo Marine Service

Pushing bunkering

F

standards

ounded in 1935 and based in Houston, Texas, Buffalo Marine Service Inc. has developed a reputation for delivering exceptional service. It operates as one of America’s most prestigious barge and bunkering companies and has grown to incorporate a young, modern fleet of over 40 vessels. The company services a number of waterways throughout the US including Texas, where it navigates the Houston Ship Channel, Bolivar Roads, Galveston, Texas City, Freeport, Corpus Christi, Beaumont, Orange and Port Arthur. Buffalo Marine also operates in Louisiana on Lake Charles and Cameron,

Alabama across Mobile and Mississippi via Pascagoula.

Buffalo Marine offers its two main services in bunkering and line haul but also offers mass metering to ensure increased bunker efficiency.

The company aims to make bunkering an enjoyable and smooth experience and assures accurate quality and quantity through stringent gauging and fuel sampling. Flexibly and adaptability to clients’ changing needs are central to Buffalo Marine Service’s way of thinking and customer service begins the moment bunkering orders are received via its computerised command centre. It is ready to accommodate any change to an order’s

situation including early arrivals, providing assistance should a vessel lose its berth, accommodating for cargo or dock delays or early loadings, late discharges and any other unforeseen problems. This makes Buffalo Marine Services an invaluable service partner in ensuring that vessels have full provision for their bunkering needs. Barges are gauged before loading orders, after loading is complete and after the order has been delivered. Accuracy and quality is synonymous with Buffalo Marine Service and the company guarantees its services with complete documentation, paper work and fuel samples so that its customers can take bunkering services in full confidence.

www.shippingandmarine.co.uk - 59

The company’s bunkering services feature pumping rates of up to 600 MT per hour, 60-foot bunker booms with ample hose, every one of its barges has 400 feet of spill boom, DDEC Tug horsepower to ensure on-time delivery and arrivals. It also has a diverse tank

60 - www.shippingandmarine.co.uk

barge fleet to accommodate any customer requirement and special blending barges.

Buffalo has a reputation for bringing reliable, cost effective transportation to the Texas Gulf Coast and Louisiana that dates back to its inception in 1935. Its tugs boast the necessary horsepower to effectively transport is clients line hauls. Furthermore the barges are double-skinned and equipped with large storages volumes ranging from 8000 to 30,000 barrels. Pumping rates average 500 to 600 MT per hour and fuel efficient, state-of-the-art engines and onboard communication, weather and safety systems assure the effective, safe operation of the company’s vessels.

The company’s fleet is hardworking, versatile and comprised of 15 towboats and 28 tank barges that operate throughout Louisiana and the Texas Gulf Coast. The most recent additions to the fleet are the M/V San Luis, the M/V San Blues, the M/V San Kennedy, the M/V San Austin, the M/V San Brendan and the M/V Brooklyn. Buffalo has also recently announced the deployment of its newest

Profile: Buffalo Marine Service

barge, the Shamrock 500, which is chartered from Shamrock Marine, LLC. A further two new tanker barges are nearly ready for operation and a vessel, a new push boat, is expected during 2014. All of Buffalo’s vessels are crewed by highly skilled and qualified professionals who work together to deliver an exemplary level of service. All Buffalo vessels meet and exceed USCG-mandated safety requirements and of every tug’s five-person crew at least four hold full USCG Tankerman certificates.

Safety and environmental concerns are of top priority to Buffalo Marine Service.

It addresses industry concerns with its comprehensive safety and quality training programme, which includes teaching current, up to the minute bunkering methods and spill prevention and response techniques. To ensure that its high standards are maintained, Buffalo engages a culture of continual improvement and innovation in these areas.

Buffalo is dedicated to the protection of the environment and observes a strict no-spills policy under the ‘Go Green Buffalo Marine’

slogan. To support this commitment all of its tugs and barges are equipped with emergency oil spill control booms and meet or exceed current emissions. Its latest investment in new vessels has ensured that its latest three vessels are exceptionally fuel-efficient.

Buffalo is also equipped to solve hook-up problems with fittings and bunker connections that accommodate any hook-up. These connections are designed to be leak-proof and further backed by shore and tug personnel to help expedite hook-ups to prevent leaks and spills. Its fleet also incorporates specially designed fending systems to ensure that clients’ vessels are also protected.

Buffalo Marine Service has many years of experience under its belt and a reputation for delivering world-class customer service.

Its sizable fleet continues to grow with the addition of modern and highly efficient vessels that will enable the to company to continue to offer its vital, environmentally responsible and customer service focused operations for many years to come. v

Buffalo Marine Service www.buffalomarine.com • Fleet comprising over 40 vessels • Bunkering and line haul services • Environmental commitment

www.shippingandmarine.co.uk - 61

Gdynia, up and coming ship

management centre

F

or many years Poland has been a source of highly qualified and efficient seafarers, many of whom over the years have assumed more and more demanding roles in the shipping industry.

They have graduated from sea going positions to shore based jobs and management positions. Today, there are hardly any major shipping centres where there are no Polish marine or technical superintendents or managers.

Irek Kuligowski, managing director of Green Management gives more details on the Polish market: Since 1978 and during my 32 years around the world I have worked in Cyprus, Bermuda, Vancouver, Mumbai, Jakarta, Hong Kong, London, Hamburg and finally in Gdynia, Poland. I have moved through positions on board and ashore, from 3rd Engr to ChEngr and then technical super, manager, general manager and managing director. Wherever I would be transferred there would be

124 62 - www.shippingandmarine.co.uk

Profile: Green Management

someone there before or after me. The closer I was to retirement the closer I got to my home country. But returning did not seem like a possibility due to the lack of job opportunities, until recently.

While I was moving around the world, Poland was changing from a Soviet controlled republic to a modern democracy based on a market economy. Travel became easy, telecoms comparable to anything and anywhere else and marine academies and nautical colleges were still producing seafarers. The Polish flag disappeared and Polish shipping companies moved offshore. English language proficiency, so essential for marine industry, went up. People with experience abroad started to come back bringing new ideas and attitudes. Jobs and opportunities were being created.

But most important was the fact that some imaginative and forward thinking ship-owners noticed the opportunity. Simple economics dictate that there is no point in bringing Poles to where the jobs are and pay them London or Hamburg wages, it is much more economical and effective to bring the jobs to where the people are. This allowed them to employ much

less expensive and well educated general and specialised office staff, such as purchasers, fleet personnel officers, accountants, etc. The notable pioneers in this process were well known companies such as Bernard Schulte Reederei, Siem Industries or Caiano Gorup (Eidesvik family), to mention just a few. They

www.shippingandmarine.co.uk - 63

Profile: Green Management

have moved their ship management operations from Hamburg, London and Bergen and are looking forward to developing them further.

offshore ships’ management company. It is very smart move as many Poles find work in offshore more rewarding and attractive. Nowadays

Example: Siem Industries started with Star Reefers and now is working on opening an

they are moving up the ladder of this business and are holding high positions in the deck and

engine departments. New drilling and offshore specialists are training at various academic institutions, to meet future and growing demands.

Today in spite of the indifferent and frequently damaging attitude of the Polish government, who just can’t see potential of marine and shipping business, there are in Gdynia at least seven organisations which do ship management. To gain more influence on the future developments we are thinking about creating a Foreign Owners and Ship Managers Association (need ten members to officially register it), which could add a voice to associations that already exist, such as APMAR (crewing agents association) or the Polish Shipowners Association. Local authorities would love to see the emergence of a Pomerania Shipping Centre, which could be a contact point and offer assistance to any newcomers.

Especially as, apart from ship operators, the Tricity area (Gdansk, Sopot, Gdynia) has attracted several major design offices, service and repair companies, or ship building and repair yards.

It is all remarkable as the Polish government doesn’t understand their historical responsibility for wasting all the potential and efforts of earlier generations in establishing Poland as a maritime nation. They do not seem to be able to comprehend that shipping and tonnage under national flag gives nations voting power to decide on issues such as new pollution laws (disaster with new law on use of LS fuels in Northern Europe five years earlier than in the South), or future legislature on offshore wind farms, under sea mining, etc.

There is also the matter of the Polish flag.

The government decided to create Bare Boat facilities allowing for easy registration of ships under a Polish flag. New tonnage tax laws were implemented. As a result one can have a very economical set up and ship under Polish/ EU flag, but no crew to operate it. Someone forgot about the seafarers employment act.

The huge potential of the Polish flag and ship management is being wasted by short-sighted policies and lack of understanding of the value of shipping to the national economy. Poland is a small country but unfortunately still big enough to place Warsaw too far away from the coast. v

Green Management www.greenreefers.com • Development of Poland • Ship management expansion • Keen to create new Association

64 - www.shippingandmarine.co.uk

Profile: VeKa Group

Dual

development B

ased in the municipality Werkendam in the southern Netherlands, the VeKa Group shares the region’s rich cultural association with inland waterworks and maritime tradition. Piet Versluis and business partner Jan Kapel founded the company in 1988. Piet had previously operated as an inland navigator but decided to found a new company after seeing further opportunities in the trade of inland vessels. Shortly after Jan opted to leave the company, but the VeKa name was retained and the business has continued to grow and develop its renowned reputation in shipbuilding. During 1995 the company received its first request to take on a shipbuilding project, which resulted in the delivery of its first ship a year later. Today, the company exists as the VeKa Group with a comprehensive order book and seven allied companies and shipyards in Werkendam and other regions within the

Netherlands, including Bijlsma shipyard, Lemmer and Teamco finishing company, Heusden. Since its first vessel in 1995, the group expanded that number to 50 by 2009 and today that number stands at over 200.

The VeKa Group is involved in shipbuilding for a range of markets in a number of locations.

It constructs vessels in the Netherlands, Eastern Europe and Asia including both inland navigation vessels and seagoing ships. Jongert in Wieringerwerf, Netherlands constructs luxury yachts and motor yachts, allowing VeKa to offer its clients complete turnkey concepts that eliminate unexpected costs. The company is efficiently able to construct vessels by series or on a one-off basis and operates standardised hull construction through joint ventures. The VeKa Group delivers vessels to the inland navigation, seagoing, offshore support, yachting, dredging and LNG sectors and also provides pontoons in various dimensions. These are

www.shippingandmarine.co.uk - 65

66 - www.shippingandmarine.co.uk

well suited for carrying heavy and voluminous cargos, which makes them ideal for a number of applications including salvage operations, wind turbine projects, transport of heavy cargoes and dredging operations.

The LNG market is an area in which the VeKa Group is dedicated to developing. At present the company produces LHG carriers for inland and sea going delivery and has earned a prestigious accolades in the sector, winning the ‘Clean Marine Award’ for its Pioneer Knutsen LNG carrier, presented by the European Commission.

The vessel was an important step forward in clean, efficient LNG transport as managing director Arend Bijlsma explains: “It was the first dual-fuel LNG tanker ever built. Especially for this project we developed new technology for the storage of LNG and for the use of LNG as fuel for the propulsion engines. The combination of these two techniques made it possible to sail the tanker for a significant part on the ‘boil off’ (the gas that is released by keeping the load on

availability, which explains the term dual-fuel.”

Within Europe, the Group expects the inland LNG market to grow and is positioning itself to meet future demand for inland LNG vessels. At present the LNG terminal in Zeebrugge, Belgium and the upcoming GATE terminal in Maasvlake, Rotterdam are Europe’s only LNG import facilities that are equipped to load inland and costal carriers. VeKa expects new, small-scale LNG terminal and bunker facilities to appear along the Rhine in the near future and is ready to deliver the inland LNG carriers that will be required to serve the new LNG infrastructure.

“Using LNG instead of gas oil already gives a saving of roughly 25 per cent on fuel costs,” Bijsma elaborates. “Experts believe that the price of gas oil will reach a level of about 1000 euros per ton in the near future whereas the price of LNG will not, or will hardly increase.

From a financial point of view the use of LNG will be increasingly more attractive. In addition to this the rules with respect to the environmental

the correct temperature), the engine switches to diesel in case of insufficient ‘boil off’

requirements are becoming stricter in more and more countries. For instance in the Baltic Sea

Profile: VeKa Group

and the Gulf of Bothnia until some years ago it was permitted to use high sulphuric heavy crude. Now only low sulphuric crude is allowed.

In the long term the environmental requirements will be tightened worldwide. It is expected that then you will have to use gas oil again or install a scrubber to remove sulfur and hydrates from the exhaust fumes. If you want to sail really cleanly and cost efficiently, LNG is the only answer.”

Recently, the VeKa Group entered into a collaborative project with the Dutch inland waterway operator Deen to form the LNG Group. The focus of the group will be to build liquefied natural gas vessels and put them to work in the growing inland LNG market. Both VeKa and Deen are pioneering companies within inland shipping and together the companies have set about designing and building its first LNG carrier, which will be delivered during May 2015. The new vessel will be able to bunker LNG-fuelled ships as well as transport cryogenic fuel to inland destinations. At present Deen already operates the Argonon, which delivers liquid fuels to clients in the Rotterdam area. The

dual-fuelled vessel is the world’s first inland ship to do so and runs with 20 per cent diesel and 80 per cent LNG boil-off. The dual-fuel system currently saves Deen around 30 per cent of its fuel cost and the company is considering converting the rest of its fleet to LNG operation.

In addition to shipbuilding the LNG Group will feature a cryogenic department that will focus on shipbuilding, engine replacement and piping systems, a bunkering division tasked with supplying vessels and inland barges with LNG and a barging department that will operate inland LNG vessels. Through this partnership and with its rich tradition in local shipbuilding the VeKa Group is well placed to become a vital part of Europe’s increasing LNG market. v

VeKa Group www.vekagroup.com • LNG Group partnership • Offshore and inland vessels • Over 200 vessels built

www.shippingandmarine.co.uk - 67

Profile: MEC Shipyards

The complete

solution M

EC Shipyards is one of the divisions of MEC Panama, a company that was incorporated in Panama in 1999. Today MEC Panama’s operations are divided into three other areas alongside shipyards - afloat repairs, underwater, and chandlering and between them they can undertake a range of services, such as afloat ship repairs, permanent dry ship repairs, temporary underwater repairs, permanent underwater repairs, ship bow thruster repairs, crane repairs, mechanical ship repairs and dry docking repairs.

It is the mission of the entire staff of MEC Panama to provide the best value in ship maintenance on the North and South American continents. The organisation’s goal is to provide proper ship upkeep at a reasonable price, in

a predictable and agreed allotted time, at an acceptable level of quality.

The history of MEC is filled with significant developments and events. It begins in 1999 when the company was created with the aim of providing pollution control services in Panama.

However, the company very soon became aware of the lack of cost effective and high quality ship repair services in Panama and the urgent need to provide ship repair solutions to vessels transiting the Panama Canal.

Between 2002 and 2005 and after a name change, MEC started to promote its services around the world, offering ship repair services to the ship owners calling at the ports of Panama and of the region. By the year 2005, the company was solidly established as one of the main ship repair companies in the Central American region. Also by the end of the year

2005, the company started to work with the Panamax Dry Dock Facility and Braswell Shipyard both owned by the Panamanian Government and managed by the Braswell family.

The company very quickly became the main contractor of the shipyard, servicing the three dry docks of the facility and gaining valuable experience as a shipyard repair service company. By the end of 2007, the company had decided to become a shipyard on its own and started on the path to achieving this goal.

Over the next two years MEC continued to work as a sub-contractor at the shipyard facility, but began operating several small shipyard facilities on a lease basis. The main ones were the Canal’s facility in Mount Hope, which had a capacity for vessels 120 metres in length and 20 metres in breadth, and the former Astilleros Veracruz International, a slipway shipyard facility

www.shippingandmarine.co.uk - 69

Profile: MEC Shipyards Aggreko Americas We are a world class company and leader in temporary power management and temperature control, present on five continents, in 130 locations with more than 3500 employees.

Now in Panama, we have commercial, operational and engineering offices. Our HUB has a fleet of electric generators, transformers, distribution boxes, fuel tanks, cables, HVAC, Chillers, all ready to be delivered immediately and meet your requirements, adding value to your business.

For over two years we have been suppliers of MEC in supplying electric generators in several projects mostly in Panama, managing to create a good synergy between the two companies and a high level of satisfaction for its final customers.

located on the Pacific side of the Panama Canal, with a similar capacity to the Panama Canal facility on the Atlantic.

2010 was a very significant year, as almost 11 years after founding of the company and the first repair services, MEC was able to buy the Veracruz facility and, on March 15, 2010, started operations in the new shipyard, with the entrance of a 700 ton small supply tanker vessel. Today, the company still carries out the afloat repairs that continue to be its customers’ main requirement, but is in the process of upgrading the Veracruz shipyard to service vessels 150 metres in length and to have, in the next three years, a Panamax pier facility.

The developments for MEC have continued until the present day. In June 2012 it increased its capital structure in order to enable the process of taking its ship repair operations to the next level. This was achieved by establishing a partnership with Peikard International, a strong Panamanian commercial and financial group.

With this new structure, MEC was ready for its next target: Braswell Shipyard.

Less than a month after the capital structure deal was agreed, MEC’s proposal for the ex Braswell Shipyard Facility was approved as the best valued. As a result its international bid was accepted for the commercial operation and administration of the Balboa Panamax Dry Docking Facility, ex Braswell Shipyard, for a period of 20 years.

Following two years of planning and improvements, the new shipyard opened in January 2013, after investments of $4.5 million were made into new cranes, welding equipment and updated facilities, with another $2 million of spending planned. As of October 27th, 2013 over 40 vessels have been delivered under complete, special survey, class-approved repairs.

70 - www.shippingandmarine.co.uk

This new facility is being added to the MEC Shipyard portfolio, alongside its other locations.

Its headquarters is based at the entrance of the Panama Canal, on the Balboa Port Terminal, with over 12 hectares of industrial shipyard facility. The Balboa Port Terminal is a major facility, which includes three graving docks for vessels up to panamax size, with over 12,000 sqm of fully equipped workshops.

The facilities and services on site range from well equipped steel plating and pipe shops with computerised cutters, 400 ton hydraulic press, automated MIG and TIG welding equipment, to grit blasting and paint spraying services, arc submerged welding, and much more. With European and American hi-tech production equipment and excellent management with combined 300+ years experience, MEC Shipyards Balboa location is able to ensure high quality and just-in-time delivery.

In addition, the company also operates the previously mentioned Veracruz (West Balboa) Shipyard, which has over 1.5 hectares of shipyard facilities, at the Pacific side of the Panama Canal.

MEC’s Balboa Anchorage gives the organisation a variety of safe and deep draft

anchorage locations, where it can perform any top side repairs, while at its Cristobal Anchorage, located on the Cristobal Inner Roads (with Panama Canal authorisation) it can offer full afloat repair services. Finally it operates Colon 2000, a panamax lay by berth available for emergency repairs at the Atlantic entrance of the Manzanillo Bay. These locations work together to create a successful and reliable company, which has established very strong relationships with suppliers and customers alike.

Going forward into 2014, MEC Shipyards has further plans for development and success. It is aiming to achieve certification of its quality system to ISO 9001, making further investments into the new shipyard and to ensure it can meet the needs of customers. These plans will help the company to continue delivering total customer satisfaction. v

MEC Shipyards www.mecpanama.com • Recently re-opened the Panama Shipyard • Leading dry dock facility in the area • Significant investments made into premises

Profile: A&P Falmouth CSL Argosy

Heading to Falmouth A&P Falmouth yard

A

&P Group operates seven dry docks across three strategic locations in the UK at Falmouth, Tyne and Tees, offering an extensive portfolio of services that can accommodate all ship repair requirements, ranging from emergency dockings to 25-year special surveys. All work is carried out under rigorous compliance with an integrated safety, health, quality and environmental management system fully certified under ISO 9001, 14001 & OHSAS 18001.

Growing through expertise, market-strength and dedication to delivering complex projects A&P has become a global leader in ship repair, conversion and marine services. A&P provides robust, bespoke solutions, maintaining a collaborative, open approach creating lasting and trusted partnerships.

A&P Falmouth operates in one of the world’s largest natural deepwater harbours.

The ship-repair complex consists of three large graving docks including the largest dry dock on the UK south coast at 254m by 40m and extensive berthing facilities for vessels up to 100,000 tonnes.

Offering onsite engineering, electrical, paint and fabrication workshops, it is able to provide a complete range of marine repair services to the customer. As well as extensive workshop facilities across all disciplines Falmouth offers bunkering facilities, the ability to dock without gas freeing,

www.shippingandmarine.co.uk - 71

Rosco Cypress at night

in-water surveys and propeller polishing as well as strong support from OEM’s and other specialist contractors based in the area.

In addition, The Port of Falmouth handles over 100,000 tonnes of product annually with over 30 firms located in the docks estate providing a full range of services including towage, ship’s agency, area port health, diving services, local surveyors and tank washing. Regarded as the gateway to Cornwall, Falmouth is used by over 20,000 cruise passengers annually.

Supporting the busy port A&P Falmouth announced the appointment of five new apprentices this year underlining the commitment to the future of the dockyard.

Specialising in marine mechanical and electrical

engineering the entrants will undergo significant training empowering the workforce.

HR and development manager Paul Kneebone, who started his own career with the

company in 1984 as an engineering apprentice, says: “An apprenticeship brings raw potential and talent into the marine engineering industry.

We are investing in the next generation so that

EAPL EAPL’s core business is that of fixed price project work, undertaken to meet the budget of individual customers, EAPL is able to source & provide skilled labour, tools and materials to complete an array of project work, from ship repairs to component manufacturing, thus providing a full project management package.

Its effectiveness is both as a result of its professional and experienced multilingual staff and its commitment to each operation, tailored to the needs of each client.

EAPL works closely with its clients by integrating experienced supervisory staff with those of its customers, increasing the effectiveness and efficiency of the combined workforce. A great example is the relationship forged with A&P, where EAPL is the preferred supplier of skilled labour at the Falmouth yard. EAPL has a wealth of experience in managing workforces from outside the UK and understands the differing traditions and methods of work.EAPL offers extensive repair services throughout Europe to the marine and industrial sector and also provides skilled coded welders, platers, fabricators, pipe fitters, electricians, mechanical engineers and riding gangs.

72 - www.shippingandmarine.co.uk

Profile: A&P Falmouth Grande and tugs

we can continue to be at the forefront of marine engineering to support commercial and military fleets worldwide.”

Sixty per cent of current managers and supervisors at A&P Falmouth started with the company as apprentices and investment demonstrates the business is fully dedicated to building on the marine skill base that has sharpened over 150 years of ship repair at Falmouth Docks.

Operating with two core strap lines ‘Safety First’ and ‘Customer is King, Repeat Business is the key’ the attention has resulted in many longterm ship repair partnerships with companies including P&O, Grimaldi, Condor, Serco, Gulf Offshore, BAE Systems, Star Reefers and the Ministry of Defence.

In October A&P Falmouth completed the third successful project this year with the Grimaldi Group (54 in 12 years). Grande Togo left Falmouth, escorted by A&P Falmouth’s tugs St Piran and Percuil with the Grimaldi car carrier’s distinctive yellow and white paintwork gleaming as it reflected in the afternoon high tide.

In November 2013 the fast cat, Condor Vitesse arrived in Falmouth. The 86 metre highspeed ferry operates between the UK and the Channel Islands connecting with ferry services on to France. With original construction by Incat Yards of Tasmania in 1997 the vessel was in dock for 20 days whilst general maintenance and survey work was completed on time.

From local domestic and commercial to foreign military, A&P Falmouth has a client base that arrives in a variety of forms and in October 2013 received a rare visit from a state-of-theart warship, the Soobrazitelny, the first Russian military vessel in decades to berth at Falmouth.

The strategic visit enabled the fuel and stores to be replenished, and after a long time at sea, its crew enjoyed the facilities the port had to offer.

Earlier in the same month, HMS Mersey arrived for a programmed six-week refit. The ship, managed by BAE Systems and part of the Fishery Protection Squadron, the oldest unit of the Royal Navy, patrols the waters of the UK and up to 200 miles in the Atlantic ensuring fishing boats and trawlers stick to internationally agreed quotas. After 391,653 nautical miles and 50,000 hours at sea, A&P Falmouth was selected for the repair work that includes a major painting programme.

Building relationships with new contractors, A&P Falmouth completed the dry-docking and repairs on the tanker Jipro Isis. The project, which was won against competing European shipyards included hull preparation and painting, tail shaft survey, main engine overhauls and class survey items. Mr Kim Supt. Iino Maritime says: “A&P Falmouth was chosen for the docking and repairs to Jipro Isis as their pricing structure was the most competitive of the North European yards. The maintenance, painting and upgrade work was carried out in

a safe and efficient manner and to a very high standard of workmanship. The vessel completed on time and on budget. The co-operation with the management and the repair-teams was excellent.’’

Following a string of successful contracts A&P Falmouth was chosen for the dry-docking and repairs to CSL Argosy, a self-discharging bulk carrier, beating other European yards on both price and turnaround time. The vessel is 244 metres long with a 32 metre beam, a suitable size for the number two dry-dock. In feed back from Beltship superintendent John Hendry says: “The work was carried out safely, efficiently and to a very high standard. I was impressed by the openness and co-operation of the yard project and management team, which resulted in a very successful and timely docking.

We would have no hesitation in returning to A&P Falmouth in the future.”

Moving into 2014 with an expanded and satisfied client base the future prospects are looking very strong for the docks at Falmouth. v

A&P Falmouth www.ap-group.co.uk • Ship repair and conversion • Developing workforce • Growing client base

www.shippingandmarine.co.uk - 73

Technical knowledge Armada Group has worked with A&P Falmouth for two decades, and is very proud of the close working relationship that has evolved between the two companies

A

rmada Engineering is based in the far southwest of England and amidst the centre of a busy hub of marine activity. Undoubtedly, the success of the region has allowed Armada Engineering to grow into one of the world’s leading yacht and ship hydraulics systems designers, installers and consultants.

The key strength of Armada hydraulics and engineering divisions is its particular ability to apply its technical knowledge.

Armada understands marine systems and at the highest level its consultants can project manage new builds and advise on the successful integration of complex systems. Its team of practical design engineers works closely with the consulting team and provides innovative and practical solutions based on accumulated knowledge. Thereafter Armada’s team of technicians can be called upon to complete planned maintenance and installation anywhere around the world. Locally in Falmouth, Armada has a number of core customers in ship repair, oil & gas, on-shore drilling, superyachts, and workboats. A&P Falmouth is Armada’s largest customer and is significant as it provides a wide scope of both engineering support and parts supply.

Armada has undertaken numerous contracts for A&P Falmouth

74 - www.shippingandmarine.co.uk

from major pipework installations on systems like ringmains and davits to the refurbishment of rams and valves and the supply of quality surveys and accurate hose registers.

Supplies capabilities Armada’s Supplies division is one of the South-West’s largest distributors of hydraulic and fluid power products, and also it has a long history of supplying the region with both fasteners, PPE and welding consumables including specialist brands like the high quality, low vibration range of abrasives from Rasta.

Whilst Armada as a group can supply A&P effectively from extensive stocks held at Falmouth and depots around the region, it also services a managed consignment stock for A&P which allows the yard the flexibility to draw from a wide range of both basic fluid power products, fasteners and pipeline products without causing any disruption to its 24/7 operations.

Armada could not provide a successful parts supply without a quality supply chain in support of its operations. Some of its valued suppliers include major brands like Manuli Hose and Schwer Fittings who give maximum flexibility to Armada’s hydraulic hose supply. Adam Doney, sales manager notes: “We have recently re-hosed a large crane for A&P, which had a lot of non-standard stainless fittings and we would have struggled to complete the contract if we did not have suppliers of their quality.”

Alan Rowe, director adds: “Our relationship with A&P Falmouth goes back 20 plus years and we started out as a basic supplier of pipeline products hoses and PPE. Today we are privileged to be a preferred hydraulic contractors and we operate consignment stocks.

We have achieved this by working closely with their ships managers, engineers and purchasing team.

We have worked hard to gain A&P’s trust in our service and reliability and as they work 24/7 we too have to ensure our promises are kept and we maintain our ability to react quickly to urgent requirements.”

Group operations

Developing systems Through its years of work in the market, Armada recognised that there were opportunities for its own solutions. As a result, the company has researched and developed a central hydraulics ringmain system which effectively negates the need for multiple power packs, releasing space and weight, and reducing both noise and vibration. In support of its hydraulic installation Armada has developed a range for non-welded pipework systems including Eaton Walterscheid’s WalformPlus pipework system and Teekay clamps. WalformPlus is ideal for HP systems requiring minimal maintenance whilst Teekay couplings are extensively used by the MOD for many low pressure applications.

As Armada has developed its focus on systems and also moved into Marine Fluid Management it came into contact with DVZ Services from Germany, a market leader in the manufacture of wastewater treatment systems.

DVZ was impressed with Armada’s technical ability and the synergy the two companies had with their customer bases. In 2012 DVZ Services Germany appointed Armada Engineering as its distributors and service agents for the UK. Its range of products manages marine wastewater; grey and black water treatment, and DVZ systems are extensively used across European shipyards for small workboats to ferries, cruise liners and large commercial vessels.

Armada Engineering is part of the larger Armada Engineering Group, which has extensive supply chain capabilities. The Supplies division based in Falmouth and Plymouth has local and regional presence for a number of products including all types of fluid power products, welding consumables, PPE and non-welded systems.

Armada Supplies, fastener and Armada Tube & Steel are all long standing suppliers to A&P Falmouth and whilst the three companies operate independently they do provide operational support to each other.

Armada supplies operates a consignment stock service for A&P Falmouth as well as a number of other large manufacturers in the southwest. From its base in Plymouth Armada Supplies offers a complete range of marine and industrial fixings, power tools and other workshop consumables.

Armada Tube & Steel is a national steel stockholder specialising in tubular products. The Tube & Steel division has supplied A&P Falmouth for over 25 years and is probably one of its oldest suppliers. The company is a market leader in offering niche processing capabilities including tube lasers, bending and bulk cutting facilities. Its customers have the choice to purchase standard products or to maximise their production capabilities by purchasing semi-finished products to planned schedules. v

To access the full scope of Armada’s services go to www.armadamh.co.uk or to access online stocks visit www.armada24.co.uk.

www.shippingandmarine.co.uk - 75

Seeds of

F

or over 200 years Bibby Ship Management has been trading in one of the most competitive and dynamic markets in the world.

With the reputation as a high quality, safe and reliable owner and manager it operates out of offices in the UK, Isle of Man, Norway, Ukraine, India, the Philippines and Singapore.

Following a number of investments in the company profile over the last couple of years, Shipping and Marine magazine spoke to chief executive officer Ed Rimmer about these developments and the future path for the shipping business: “Alongside the acquisition of a marine survey company we have recently spent $2 million dollars on new simulator equipment for training centres in the Ukraine and India, as well as establishing a new senior management team tasked with taking the business forward.”

The worldwide shortage of seafarers is widely known and acknowledged, and Bibby has made the important investment in training facilities, ultimately supporting new generations with high quality training leading to a prosperous career.

Students are travelling from West Africa, the Middle East and Asia to train at Bibby’s facility

124- www.shippingandmarine.co.uk - www.shippingandmarine.co.uk 76

growth

in India. With over 95 per cent of the students self-funding the training, Ed highlights: “We have employed master mariners with a wealth of experience to conduct the training and it is a real testament to the faculty that so many students are travelling such distances to train there.”

In November 2013 Bibby announced an expansion into marine surveying through the purchase of Murray Fenton (India) Surveyors Ltd. “The acquisition was a strategic move to diversify the business away from a transitional technical management company as we strive to become a complete marine services business.

Murray Fenton is a well-known name, which has provided us with a strong profile in the surveying market,” he added. The acquisition will see India’s service offering expand into marine, cargo and offshore surveying including marine audit services. Based in Mumbai and Gujarat, future geographic expansion into other areas of India is planned.

A new managing director, Arvind Mohan, has been appointed to spearhead the investment the business made in the opening of its Singapore office. After only two years of operating in the region, Bibby has successfully achieved its

financial goals as Ed details: “This time last year we were operating seven ships out of Singapore, and today we are managing 15. Although it is still a relatively small fleet, it is through this success that we have achieved a break-even situation so early. Functioning with Singapore as a hub, the new MD is pushing commercial activities into other areas of Asia, targeting Indonesia, Japan and South Korea.”

Being part of the Bibby Line Group, with half of the ship management business in the offshore sector, has provided a lot of opportunities that other shipping companies have not focused on.

Reviewing the markets, Ed explains: “Our links with Bibby Offshore have grown significantly in the last couple of years and whilst some businesses are put off by the complex and high risk nature of offshore activities, our expertise in that sector is supporting us in our move to become a niche player in this market.”

Promoting a partnership approach with all its customers is a solution that has become habitual to the company, after it recognised that the whole market works more effectively in this way. Currently undergoing a trial with another internal division of Bibby, the business is gearing

Profile: Bibby Ship Management

towards offering a fully flexible menu of services to clients. “The move is structured to provide customers with the option of selecting aspects of the service that we provide from crewing to back office functions. It’s a big step from the standard approach of a full technical team or crew, and the blueprint we are producing in the trial demonstrates the possibilities of this level of flexibility,” says Ed. BP is one of Bibby’s long-term customers under this partnering approach, and through a £100 million contract officially awarded in March 2013, it has overseen the new building of two vessels during the last six months and has

taken on four regional support vessels within the Caledonian fleet, and 200 crew, operating in the North Sea. The total fleet under Bibby’s management is currently 62, and with big plans to continue growth into new geographical areas by 2018, the business aims to be operating a fleet of 150 within five years. Looking towards the future, Ed concludes: “Our focus is on continuing our investment in training. We see the worldwide shipping markets improving over the next five years and it is vital to have high quality trained people on board. Additionally we are aimed at realising potential in the tanker, container and

offshore market as we diversify in to the wider marine services market. We recognise that it is going to be difficult to achieve our aspirations with organic growth alone so we will continue to seek suitable acquisitions and joint ventures that will grow each section of the business we are involved in.” v

Bibby Ship Management www.bibbyshipmanagement.com • Worldwide operator • Increasing footprint • Focused on training

www.shippingandmarine.co.uk - 77

PORTugal

L

ocated in the Centro Region of Portugal the city of Aveiro reaches into the Atlantic through Port of Aveiro.

Aveiro is a multi-functional port that plays a crucial role in serving a wide range of industries and clusters, such as ceramics, chemical, winemaking, metallurgic, pulp, paper and wood products and also agro products and construction products.

“We are fifth in Portugal with a well-organised and modern infrastructure operating mainly in short and medium sea shipping. 2013 has been busy with many exports leaving through our port,” explains Isabel Ramos, business development manager. With its large flattened surface area it has one of the highest mooring capacities for multiuse terminals of all the national ports. Five terminals are designed to transport a large array of goods, and a further two are specialised for fisheries. Additionally the port operates a maritime Logistical Activities

124 78 - www.shippingandmarine.co.uk

and Industries Zone (ZALI) and is enhanced by the CACIA, the Logistical and Railway Platform.

The opening of the railway connection in 2009 has been a main factor in the increase of activity around the port. It has around six to eight trains per day that serves the big cement exports of Portugal. Isabel continues: “We are about to achieve our record of traffic moving four million tonnes through our port. It has been very active this year with exports of cements. Portuguese exporters are regularly using this rail link.”

Aveiro serves one of the main centres of the domestic chemical industry as well as leading companies in the field of fuel like BP and PRIO Energy. Isabel elaborates: “There is a cluster of chemical companies within 30 kilometres of the port. One of our main clients, Companhia Uniao Fabril (CUF) and others like DOW, Bresfor and Cires have stabilised our traffic in the last years.

We also have big customers exporting ceramic, steel, wood, pulp and paper. Many of these are within the hinterland of the port, and others are using the rail links to transit goods to us for export.”

Port of Aveiro is leader of the LOGISTICA CENCYL project that

is dedicated to bringing together the logistics corridor that links the Centre Region of Portugal and the Castilla y Léon Province of Spain. Its trading relations with Spain have been boosted by the co-operation between Aveiro Port and the Logistics Cluster of Castilla y Léon and the ZALDESA-Logistics Platform of Salamanca since 2005. “Through association with the Portuguese and Spanish partners in this project we hope to promote the Atlantic corridor and attract cargo to the rail connection running into Aveiro. Additionally the port benefits from noncongested motorways connecting the region to the main cities of Portugal and Spain. Our main shipping is to Europe and North Africa and the railway has supported our status as a multi-modal port. This year we have also noticed diversity into new markets like Brazil,” Isabel says. The growth into new trading follows the signing of some International Agreements of Maritime Ports Brotherhood between Aveiro and other Brasilian ports, such as Itajaí in Brazil.

The port has gradually seen an increase in companies coming to get benefits from its advantages: land space and zero congestion.

Isabel suggests that it is down to the flexibility:

Profile: Port of Aveiro, Portugal

“We have a lot of space to implement new industries and logistic units. The new infrastructure – ZALI- the maritime industrial zone offers a logistical platform with a maritime front with zero congestion and therefore it is a viable alternative to new niche markets of containers and roll-on roll-off (ro-ro) lines.”

Isabel details this approach: “We have two main goals. One, is to capture each of these niche markets and the second is to attract foreign and national investors to their industrial units in our logistics zone.” The port authority of Aveiro has about 100 acres of land available for potential investments dedicated to the installation of new units of logistics and industrial subdivisions.

The Maritime ZALI is designed to add a competitive factor to investing businesses. The new access to the port is nearing completion. The port will have the access depth of 13.2 metres.

She continues: “This will facilitate the entrance of much larger ships. The completion will also signify the end of our ten-year investment. All five of our terminals are ready to use in high potential. We believe that this new maritime access will attract new markets and more traffic to the port.”

As with many industries, the economic crisis continues to challenge operations. Isabel explains: “In Portugal we have noticed that all industry is trying to export more, and we have seen increases in certain imports. Like other ports in Portugal we are experiencing this turnover of trade and we are growing. In 2013 we have seen increases of 20 per cent and this is due to the dynamics of the industry and the exports of products.”

The port authority of Aveiro has been promoting strategy aimed at management and

Prio Parque de Tanques Prio Parque de Tanques is the first storage & handling and importing fuels facility built in Portugal in the last two decades.

Strategically positioned in Port of Aveiro in the centre of Aveiro, Prio has a direct access to a 1.2 million cbm per year hinterland market for petrol and diesel. This benefit is complemented with great advantage in secondary logistics since there are motorways to the north, south, heartland and directly to Spain.

www.shippingandmarine.co.uk - 79

Profile: Port of Aveiro, Portugal

DRAVOSA DRAVOSA has shown itself as a reliable and innovative partner in Aveiro. This relationship started in 2006 with the dredging of six mio m3 for the deepening of the Bulk Terminal basin and its access channels, using both a trailer suction hopper dredger and a cutter suction dredger. DRAVOSA then got awarded the maintenance dredging for both Aveiro and Figueira da Foz in 2010. And the relationship still continues today with the involvement of DRAVOSA in the North breakwater extension works.

80 - www.shippingandmarine.co.uk

personalisation of the port and logistic services, focusing on the design of terminals, operations to create solutions that meet the needs of the clients.

Looking to the future Isabel concludes: “Moving into the future we are reviewing our strategic approach and vision. We had been working on the development of ZALI, bringing investors and industries to the port and attracting new players to the markets of containers and ro-ro lines. Of course the

diversifying of markets in this way will still be in our vision, but due to the dynamic of the international trade we now are looking at a new approach to 2020. We want to be a reference as a short sea shipping port in Europe on the Atlantic coast and a multimodal reference in the Atlantic corridor and we know that there is much more work to do in the near future to achieve this goal.” v

Port of Aveiro, Portugal en.portodeaveiro.pt • New Maritime Logistics and industrial Zone • Short sea shipping port • A modern multimodal infrastructure in the Atlantic Corridor

Profile: Mariner

Vital

gatekeeper M

alta-based Mariner, which forms part of Marin Hili Holdings, is a specialist in the development and management of seaport container terminals in niche and emerging markets.

The organisation has a clear objective targeted at sourcing smaller, less developed terminals with a greater potential for growth and profitability.

“Mariner, which was originally established under Hili Company, is now an independent entity whose main activities are investing and managing terminals as well as the development of logistics centres. We have activities in Riga, Latvia, where we have Baltic Container Terminal (BCT) which is wholly owned by Mariner; we also have Terminal Intermodale Venzia (TIV) in Venice, which we own in 50/50 shares with Marinvest

s.r.l, however the managerial responsibility for TIV lies independently with Mariner,” says Marin Hili, chairman and CEO of Mariner. He continues: “In 2012 we acquired a 48 per cent shareholding in Durres container terminal (DCT) in Albania and our most recent development involves a terminal in Scotland, which we are working on alongside Babcock International.”

Selected as the preferred operator for the development of a container terminal in Rosyth, Scotland earlier this year, Mariner and Babcock have been involved in the lengthy process of getting the terminal approved by the Scottish Cabinet. Now that the process has been finalised, the two firms are to set up the Rosyth International Container Terminal (RICT) on a site that is owned and operated by Babcock, located on the north bank of the Firth of Forth. The site

www.shippingandmarine.co.uk - 81

includes a dockyard port, and benefits from being in short proximity to Edinburgh. Developed over an area of 22.5 hectares, the RICT will serve as a feeder gateway terminal, capable of handling more than 400,000 TEUs and efficiently able to meet present and future demands of the Scottish market.

“Babcock are the contractors of the Ministry of Defence, and the dock was built in the times of Mrs Thatcher for the use of submarines; this never got off the ground so the site has been empty for some time. Working together in a 50/50 partnership, where Mariner manages the terminal, we will be moving forward with our plans now that the approval process is complete,” explains Marin.

Another major development of the firm is the huge investments it has made at all of its terminals, including a massive 20 million euros being spent on new equipment, including a quay crane, technology and warehouses at its Riga terminal this year alone, as Marin highlights: “The investment in a new crane will enable us to have more available equipment, while the warehousing has been increased to

82 - www.shippingandmarine.co.uk

20,000 square metres; this is in addition to the substantial amount of uncovered storage space.

These improvements enable us to accommodate our customers further. The newest warehouse has just been commissioned and went into operation in November; it already has customers using it and is sold out for the next three years.

On top of this, we are doing a lot of paving so we can increase space and continue enhancing productivity, while our software investments are an ongoing process. We update our technology continuously.”

Mariner has invested heavily in sophisticated terminal operating systems (TOS) at TIV and BCT. In recent years, it has strengthened its services further with the implementation of tailored IT-based modules, which allow efficient real-time management of the entire container handling cycle. In 2009 BCT started developing an automated container operating system comprised of three key components – gate, rail and quay modules. The state-of-the-art installations include portals at the respective interfaces, which enable the capture of visual data for each container entering or exiting the

terminal. These modules, which are integrated with the TOS, optimise operations by increasing efficiency, decreasing human error rate and allowing long-term operations planning.

Further strategic investments are also being made into the upgrade of quays, berths and equipment in order to handle the latest generation of vessels and logistics systems. This follows a strategic decision Mariner made to almost double the railway infrastructure at BCT in April 2011, with the terminal now serving 64 (80 foot) rail platforms simultaneously. This new capacity allows the direct proximity of container storage to the rail access zones and a more efficient shunting of block trains, giving BCT a comparative advantage over other terminals in the region. The investment has resulted in BCT becoming a leading player in the ship-to-rail market in the region.

In addition to investing directly into its facilities, equipment and staff at its terminals, Mariner has also forged significant strategic alliances in each of its operating regions, and encouraged by the beneficial effects of these synergies, Mariner is now seeking to pursue further investment

Profile: Mariner opportunities in the Baltics, the Mediterranean and Black Sea regions, as well as the Asian subcontinent. “Our upcoming plans involve actively looking to invest in another terminal in the Baltics as well as a terminal in the Adriatic,” says Marin.

“Furthermore, we are tendering on a number of terminals in India, one with Malaysian port operators Westports, and another with the Indian infrastructural development company IL&FS. We have been shortlisted in these tenders, including one in Kolkata.”

Looking ahead, Mariner anticipates increased demand following strategic improvements of terminals and potential acquisitions of new terminals in the future. “We know our business very well and have excellent human resources within our dedicated IT and engineering sectors to ensure projects are completed successfully.

We want to grow with our clients through an ongoing open dialogue; they aren’t statistics to us, we know our customers and the issues they want solutions for. To deliver these solutions we aim to develop our business even more, enhance our existing terminals and acquire two or three more terminals over the next three to five years.

Our organisation is not based on speculation, it is based on long term projects, which is why we

keep up with developments in the market and search for strategic opportunities to continuously improve,” concludes Marin. v

Mariner www.mariner.com.mt • Developing all terminals • Investing into cranes and warehouses • Planning more acquisitions

SANY GERMANY SANY Germany GmbH is the European headquarters for SANY, world’s 5th largest construction equipment manufacturing company. SANY is an industry leader in container handling solutions with mobile equipment such as reachstacker, empty container handler, and heavy duty forklift and is able to produce the largest port handling equipment like ship to shore cranes, rubber tire gantry cranes, rail mounted gantry cranes, and jib cranes.

Since 2012, SANY Germany has sold two Reachstackers to TIV and BCT Terminals, both operated by the Hili Group and have signed a contract for one STS to BCT Terminal in Riga, Latvia.

www.shippingandmarine.co.uk - 83

An eye for

opportunity

F

ounded in 1990, Intermarine is one of the biggest players in providing liner and chartering services for heavy lift and project cargoes. With five core business units: Americas services, US flag services, Industrial Terminals, worldwide chartering services and Africa services, the company provides fast response solutions to customers throughout the Americas, Europe, Middle East, Oceania, Asia and Africa. Using its vast global infrastructure and long-term expertise, the company is fully prepared to meet the diverse needs of its heavy lift, dry bulk, project cargo and break bulk customers. Confident in its abilities to meet the specific requirements of its clients, Intermarine has a broad network of professionals that are united in their commitment to boost efficiency and deliver unrivalled flexibility, thus cementing its continued global reputation as a company to trust.

“We are a project break bulk carrier and have around 40 ships in our fleet, offices all over the world and operate in five different segments, the largest of which is our South America liner service. Operating out of Industrial Terminals, the leading breakbulk terminal in North America,

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 84

our staff discharge and load our own vessels for weekly services from the US Gulf in Houston down to north coast, east coast and west coast South America. This is a very successful business for us as we have been providing our liner service for 20 years. We also use this terminal for our recently developed West Africa service segment; an area of focus for Intermarine,” says Esben Noergaard, sales director of Intermarine Europe.

Headquartered in New Orleans, US, Intermarine is committed to finding opportunities for expansion and improvements; recently focused on its own restructure, the company announced the sale and lease back of Industrial Terminals, entering a 25 year leaseback agreement of the 95 acre facility. The strategic deal will enable the firm to continue growing its operations in Houston, while also keeping control of Industrial Terminals until 2068, including three 10-year option periods. In April 2013 the company broke new ground with its state-of-theart operations centre, the only office building of its kind on the Houston Ship Channel; it is here that the entire technical, operations, terminal and traffic teams will be based. Working together under one roof, this new method of operating

complements Intermarine’s ongoing plans to develop as a much more customer orientated organisation.

“Instead of thinking we have ships and want cargo to fit on the ships, we turned our way of thinking around and began focusing on what the customer needs,” says Esben. “We are much more customer orientated now and focus on the needs of our clients who have noticed our efforts and are appreciating it a lot.”

To further strengthen its presence and abilities to meet the global demands of clients, the dynamic firm merged with Scan-Trans in August 2012 under the Intermarine name. Looking to expand customer coverage with over 50 heavy lift and multipurpose vessels that boast lifting capabilities of 800 metric tonnes, the new and improved business believes the alignment of share values, goals and a mutual vision will result in Intermarine setting the standard for customer service and cost effectiveness in the industry.

Esben says: “We are a bigger organisation with more flexibility and resources. For instance are we always making sure we have one or two port captains supervising the operation in every port to ensure a successful loading and discharge.

Profile: Intermarine

We now have multiple departments we can rely on to assist with tasks that in the past took time away from servicing our customers.”

The future looks positive for Intermarine as it continues striving to become the preferred carrier for industries including oil and gas, energy, mining and infrastructure. “This is a business that requires a lot of high standards in regards to HSE, quality and service levels, which is why we are investing a lot of money and time on improving these areas. We will also be focusing on our wind turbine segment, the continued

a great advantage because we can fix the ships via one of our local offices in nearby areas such as India or south east Asia.

This is definitely a key area for us in the future,” concludes Esben. v

Intermarine development of our west Africa services and the future expansion of services into east Africa.

There is a lot of drilling activity going on there and, with our worldwide chartering group, we have

www.intermarineusa.com • Specialises in break bulk and project cargoes • Started services in West Africa in 2013

www.shippingandmarine.co.uk - 85

A corporate

W

hen Michael Moran reportedly painted the first emblematic white ‘M’ on the stack of one of the company’s tugboats during 1880, it was the beginning of a proud tradition that continues to endure well over 130 years later. Moran Towing Corporation was founded in 1860 as a towing brokerage, based at New York’s busy harbour before transforming itself into an owner and operator of tugboats with the purchase of a 50 per cent interest in the Ida Miller tug boat for $2700 during 1863. In 1994, Moran was purchased by the Tregurtha and Barker families who have a long maritime history of their own and who continue to operate Moran as a family company and in a manner that respects the company’s long history. Since 1994, Moran has experienced considerable growth and enjoys a strong market position and an impressive fleet of vessels.

Today Moran Towing Corporation operates a fleet over 100 vessels comprised of 95 tugs and 30 barges that service 16 ports throughout the United States, including nine sites along

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 86

family

the east coast. The company has invested in localised management, dispatch and engineering facilities at all of the ports from which it operates, that are open for service 24 hours, 365 days a year. In addition to its operations within US waters, Moran also provides worldwide marine transportation services, including voyages to the Caribbean, South America and further overseas.

Its customers include some of the world’s leading shipping, power generation, barge, mineral and commodity companies as well as government agencies and the United States Navy. Throughout all of the markets that the company serves it provides expert ship docking, LNG activities and general towing as well as the marine transportation of petroleum and dry bulk products.

Moran Towing Corporation has earned an exemplary reputation for providing world-class operations based on its years of industry service and experience, which have led to long-term customer relationships, including sole service agreements and joint ventures. Throughout its history, exceeding 150 years, the company has developed the expertise that enables it to carry out very large, complicated and demanding

projects. During June 2012, for example four Moran Baltimore tugboats escorted and docked the heavy-load carrier MV Zhen Hua 13 at the Port of Baltimore. The ship was bound for the port’s Seagirt Marine Terminal, transporting four super post-panamax cargo cranes that each measured 14 storeys in height with a massive payload of 1550 tons per crane. The sizable cargo represented a significant logistical challenge as the vast ship was escorted through the Chesapeake Bay and eased into its berth.

The project required the co-operation of the US Coast Guard, the Association of Maryland Pilots, NOAA as well as the Maryland Department of Transportation and other organisations, owing to the scale and complex nature of the move.

Ships making their approach to the Port of Baltimore via the bay are required to pass under the Chesapeake Bay (William Preston Lane Jr. Memorial Bridge) and the Francis Scott Key bridges. As the Zhen Hua passed under the structures with its cargo, the total clearance was as low as a slight ten feet. The horizontal girth of the cargo was equally challenging with the 450 foot tow passing though the bridges via a channel not exceeding more than around 750

Profile: Moran Towing Corporation

feet. To compensate for these challenges tide, current, wind and swell were all given exacting consideration and the Zhen Hua waited at anchor within the bay until conditions were deemed ideal for the final phase of its journey to commence.

Consideration to the operation of the ship as well as the safety of the general public also had to be accounted for as Paul P. Swensen, Moran Baltimore’s vice president and general manager explains: “The ship was ballasted to a draft of 38 feet to minimise its airdraft, and the crane booms were lowered from their maximum height.

As a matter of precaution traffic was halted on both bridges before the ship passed underneath.”

The four Moran tugs escorted the Zhen Hua on her final 28 miles up the bay, while NOAA instruments collected real-time data providing information on tides, currents and the actual gap span between the brides and the cranes. The tugs flanked the ship in a T-square formation with the Mark Moran fastened via hawser to the vessel’s stern putting it in a position where had the need arisen, it could have it reverse almost instantly to pull the ship out of harm’s way.

The Harriet and Surrie Moran were positioned next to the ship off its port and starboard sides respectively and could have been switched to

indirect towing mode if the need had arisen.

Thanks to its expert planning and execution however, the tow proceeded exactly as expected.

While serving its clients, the Moran Towing Company is dedicated to following its corporate philosophy as outlined in the company’s mission statement. The firm is sworn to provide marine transportation services in a hardworking, honest, efficient and loyal manor. In all of its operations it ensures that it accounts for the safety of its fellow employees and the protection of the marine environment. In doing this, the company operates a comprehensive safety management system (SMS), which co-ordinates planning communication and a uniform set of practices that are documented in Moran’s operating policy and procedures manual (OPPM). All of Moran’s operating procedures are independently tested to ensure that they remain effective. It maintains ISM compliance and is also audited by the American Bureau of Shipping (ABS) as well as holding certification as a responsible carrier within the Responsible Carrier Programme (PCP) of the American Waterways Operators (AWO). Moran encourages top-down safety practices, including its SMS as well as a peer-driven behavior-based safety initiative that operates from the bottom up.

In compliance with its mission, Moran is keen to remain creative and innovative within its business. To this end, it continues to expand its fleet averaging around two or three new vessels each year. Currently a new harbor tug, the Hayley Moran, is underway as of October 2013 and during February 2013 the company added three new tractor tugs to its total fleet. As 2013 draws to its conclusion, the Moran Towing Corporation is set to remain an vital part of America’s marine landscape, and will be for many years to come. v

Moran Towing Corporation www.morantowing.com

• Marine towing and transport • Sizeable fleet of over 100 vessels • New harbour tug under construction

PaulWeld Tech Ship Repair, Inc. For over a decade PaulWeld Tech Ship Repair, Inc. has been at the forefront - always ready to go beyond expectations and providing unsurpassed quality service to one of the leading marine transportation companies on the harbor (Moran Towing Transportation.) It has worked alongside Moran’s many fleets and is committed to delivering simply the best welding, fabrication and repairs. The experience and relationship it encompasses is one built to last - since Moran has operated with professionalism and courtesy on many levels.

www.shippingandmarine.co.uk - 87

Looking to the

S

future

ubsea Petroleum Services (SPS) was founded to provide the offshore oil and gas industry with competent, costefficient services, skilled personnel, and state-of-the-art equipment. It has evolved into an experienced offshore oilfield services company that targets the Middle East and North Africa region (MENA).

Today SPS is engaged in three core activities in which it has a strong position – running a fleet, surveying, and diving. The range of services provided by SPS has steadily increased since its inception, exceeding all targets to become one of the most integrated packages of offshore services a client could require.

built for the company at a Chinese shipyard, and these two ships will be significant additions when they join the fleet.

Offering reassurance to customers, SPS’ marine division is a member of the International Marine Contractors Association (IMCA), and complies with the International Safety Management (ISM) rules and regulations.

Survey SPS’ survey division is the fastest growing division of the company, and in this area SPS is continually striving to be recognised as a leader in the provision of offshore geophysical survey services. In fact, SPS has invested heavily in acquiring top-notch survey technology, and in training personnel.

Fleet SPS owns and operates a fleet of 11 multipurpose vessels, including survey, supply, tug and anchor handling. This fleet provides assistance services to the offshore oil and gas business and is based on long-term charters because SPS believes these enable it to more provide economical and efficient services to its clients.

Two new multi-purpose vessels are also being

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 88

In this area its services include: • Site survey • Pipeline route survey • As-built survey • Pre-lay survey • Rig positioning services • Bathymetric survey • High-resolution survey

The SPS geophysical survey division is supported by two seismic survey vessels, and is supported by the Data Analysis and Interpretation Unit (DAI) that operates the latest technology interpretation software.

Diving When it comes to offshore commercial diving, SPS has developed a reputation for excellence in support of the operation and maintenance of SPM terminals. The company’s diving division consists of 16 skilled and experienced underwater engineers and divers.

The company also offers a comprehensive recruitment, training, and career development programmes for both experienced and entry-level divers. SPS plans and manages its intensive training programme through a professional training department, which interacts closely with the most recognised commercial diving training centres in the UK. Under the umbrella of the Diving division, SPS provides a wide range of services, including maintenance of SPM systems, platform maintenance, pipeline maintenance, underwater welding and cutting, underwater inspections

Profile: Subsea Petroleum Services

services and non-destructive testing.

These three divisions of SPS all adhere to the highest standards of quality, health and safety and environmental control (QHSE), which are recognised as of paramount importance in the oil and gas industry in general, and to the subsea arena in particular. SPS has established and implemented a comprehensive management system for all the functions and services it provides.

These systems and strategies are maintained and adhered to by SPS’ core staff of 256 employees. This team not only ensures timely and appropriate response to client enquiries and requirements, but also works hard to meet their needs through an experienced and skilled approach.

In order to make sure that SPS is able to continue to meet the increasingly demanding requirements of its clients, the company established a competence assurance and assessment programme, to provide an appropriate framework for recruitment. This framework - with its focus on workplace assessment and where skills and behaviours are

considered – has enabled SPS to hire the most competent and experienced personnel. Alongside this framework, SPS also provides in-house training schemes on a periodical basis to further upgrade and improve the knowledge and skills of its personnel.

Through this combination of services and talents SPS has managed to build unique and strong brand equity and a strong loyalty with major oil operators. Its market share stands at six per cent of the total offshore marine market in the Middle East and North Africa region, and the business is proud to have served blue chip clients including such names as BP, Shell, Technip and Maersk Oil. It is these customers that SPS regards as the main driving force behind its success, and by creating an atmosphere of strong collaboration, and open communication channels and transparency, it has been able to meet and exceed the needs of these customers and innovate new dimensions of services, as well as focus on more long term contracts. The company prides itself on the development of mutually successful partnerships with these customers,

through trust and teamwork.

When SPS was created, it was with the vision of becoming one of the leading offshore contractors in the Middle East and North Africa (MENA) region. Now it has achieved this, going forward the company aims to focus on a selected number of attractive market segments in which it may have a strong position, and aims to create a less cyclical business by focusing on fixed income contracts and moving away from locations whereby competition hardly offers a scope of acceptable profitability. With two main ambitions for the future (extending its services into growing markets and more geographical diversification) SPS still has a lot of potential to bring to the market, and it is looking forward to an exciting future. v

Subsea Petroleum Services www.subsea-eg.com • Targets Middle East and North Africa region • Two new vessels under construction • Future expansion planned

www.shippingandmarine.co.uk - 89

Delivering

benefits

T

he story of Guidance Navigation Limited (GNL) begins on 4th July 1991, when the company was founded as Guidance Control Systems (GCS). Since then Guidance has enjoyed a highly energetic life culminating in its current form constituted of three divisions, which were established in 2013 to allow for highly customer and market focused solutions to industry needs.

Two divisions - Guidance Marine and Guidance Industrial - are supported by the dedicated facilities of the third division, Guidance Innovation.

This company creates and markets innovative solutions for customer problems and incubates different models and ideas.

Through its innovation centres located in Leicester, Hitchin and Oxford, the company works in close association with leading Universities to develop robust cutting edge technology capable of operating in hazardous

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 90

environments. Over the years Guidance has commissioned and collaborated in PhD level research into forward thinking technologies with leading academic institutions. By working closely with the University of Oxford and its Mobile Robotics Group, University of Cambridge and University College London, Guidance has earned a lifelong pedigree of dedication to excellence as a specialist in high-end engineering disciplines.

Combining skill sets across the physical sciences, Guidance and its innovation centres have built up a world-class level of expertise in microwave and laser disciplines for use in navigation, measuring and positioning applications.

As a result of its hard work and dedication, today Guidance Navigation is an internationally successful technology company with a strong track record of delivering significant safety and cost benefits by bringing disruptive technologies to high value markets.

2001 marked a dedicated move into the marine sector with the launch of a marine laser system based on the company’s automated guided vehicle (AGV) technology and existing product range, which was called CyScan. The first sensor was shipped and installed in Brazil

by Petrobras. By 2002 the company had moved again, this time to Leicester and secured funds to further develop its marine products. The second generation of CyScan was launched during the same year.

During the decade between 2002 and 2013 Guidance continued to develop new technologies while solidifying its market position through new business and acquisitions. Development of RadaScan began in 2003 and by 2006 the company had received its first commercial order from Shell in the North Sea. Installation of RadaScan was completed in conjunction with Marine Technologies LLC. Following this,

Profile: Guidance Navigation development of the Mini RadaScan began in 2008 and would be first installed for customer use in 2010. Guidance has innovated the concept of microwave precision position sensing in the offshore DP market, which historically was done purely by mechanical, acoustic, GPS or laser technologies. By introducing a completely new technology concept to the market the company had achieved higher operational safety for these applications, more choice and higher levels of redundancy.

Guidance’s long history of development has given the company an extensive understanding of position measurement technologies for the DP sensor market and autonomous vehicle navigation. Within the maritime sector, Guidance Marine has established itself as a leading manufacturer and supplier of laser and microwave position reference sensors for the DP1, DP2 and DP3 class vessels.

Its CyScan system is a local position reference sensor for marine dynamic positioning (DP) applications. It measures the range and bearing of reflective targets allowing the DP system to maintain the vessel’s position and heading relative to the target structure or another vessel.

The CyScan has a number of benefits including full 360 degree scanning, close range operation from ten metres, simple on-vessel servicing,

field proven false target rejection and robust construction for the highest reliability. CyScan is the only triple type approved sensor available on the market and furthermore, it is also available as an extreme low temperature (XT) variant that is designed to operate in as low as -40 degrees for arctic operations.

RadaScan is an advanced position reference sensor for long-range use in marine Dynamic Positioning (DP) applications. The RadaScan sensor is a rotating scanner mounted on the DP equipped vessel. It emits a microwave beam and accurately measures the range and bearing of one or more intelligent microwave targets called responders, allowing for the calculation of vessel position and heading. The system has an operating range of up to 1000m and has 500 plus metres DP capability. It features automatic target detection with single or multiple responder capability and full 360 degree scanning with a high precision capability. Like the CyScan system, an XT variant of RadaScan is available to operate in ice and Arctic environments.

Guidance has established itself as a leading name in navigation and positioning technologies and looks set to continue in its tradition of innovation and development. The business has been recognised on several occasions for its excellence including winning the Queen’s Awards

for Enterprise: International Trade during 2006 and appearing in the Sunday Times International Track 100 Award where it was listed at number 93 in 2011. During the same year it received the Leicester Mercury Business Award for Science and Technology and Export further identifying Guidance as an unparalleled and innovative company.

Guidance invests heavily in its people and in their skills, with innovation at the centre of its culture and everything it does. Its expertise, passion, ambition and collective team ethos form the cornerstone of the business.

Guidance is committed to maintaining its position as a leading technology company and believes its expertise, investment in innovation and products will help shape the future. v

Guidance Navigation www.guidance.eu.com +44 116 229 2600 info@guidance.eu.com

• Highly innovative product design • Partnership with leading universities • Active with marine and industrial markets • World leading laser and microwave technologies

www.shippingandmarine.co.uk - 91

Seaborne

tradition

Despite the recession, we have continued to see very high volumes of work within the business and this has prompted us to look to the future by investing in our facilities

124 92 - www.shippingandmarine.co.uk

A

ssens Shipyard has an impressive history serving Denmark’s shipping industry that dates back over 160 years to 1850, when it was first founded.

Since the company was last featured in Shipping and Marine during 2011 it has completed a 25 million Danish Krone (kr) investment project including the construction of a brand new floating dock facility. Other investments in the yard’s facilities include a new high capacity crane, a new quay and works to increase the depth of its harbour. The improvements to the shipyard’s facilities have allowed it to take on work for larger vessels, providing the scope to become established in new markets and the company

continues to explore opportunities with German and Norwegian customers. The new floating dock for example, has increased the size of vessel that the shipyard can accommodate to 100 metres in length with a width of 18.5 metres. The new dock lays beside the company’s covered floating dock that has a capacity for vessels 65 metres in length and a width of 14 metres. Further to this, the dock is fully covered and heated when necessary allowing Assens to undertake special and demanding works. Each of the docks has access to lifting cranes with a capacity of 21 tonnes.

The Assens region has a long and rich maritime tradition dating back 1700 years when the Vikings constructed their beautiful longships

Profile: Assens Shipyard

in the area. Historical shipbuilding artifacts can still be excavated close to the town of Assens and include the discovery of the Nydam Viking ship. The harbour as it would be reocognised today was constructed in 1847, with Assens Shipyard Ltd. following around three years later and the slipway following in 1865. During 1936 the harbour’s western pier was constructed and later rebuilt in its present form as a stone pier in 1971. The shipyard remains in the hands of Danish shipbuilding families and as of 2011’s considerable investment in the port its shipbuilding capacity is greater than ever.

Commenting on the yard’s increased construction capacity during 2011, managing director Erling Pedersen said: “There are very few Danish shipyards that are investing in upgrading their facilities, however despite the recession, we have continued to see very high volumes of work within the business and this has prompted us to look to the future by investing in our facilities. With this investment our goal is to attract customers with larger vessels, we definitely foresee an increase in our workload over the next few years given our ability to accommodate a larger size of vessel.

In addition, our covered dry dock facilities will continue to attract bookings as we can undertake this work at any time of the year.”

The company is proud to offer a long tradition of shipbuilding and a friendly, personalised service is guaranteed as the foundation for every project.

With its extensive history, Assens Shipyard has accrued well over 160 years of experience in the construction of special ships, trawlers, tugs, ferries and super yachts. The building of super yachts is carried out in close collaboration with the owner to ensure that the unique specification of the luxury vessels is delivered to the customer’s exact requirements. Previously

known by its project name Big Roi, the Force Blue was completed at the Assens shipyard in 2002. The Royal Denship 206 Expedition yacht was designed by Ole Steen, while its interior was designed by Ole Rune Design, Denmark. The

vessel was built out of steel with a high degree of traditional Danish workmanship by the company’s staff and trusted subcontractors resulting in a luxury yacht that is exceptional inside and out

www.shippingandmarine.co.uk - 93

Profile: Assens Shipyard

in materials and finish. Commenting on the company’s production capacity Erling comments: “We have a reputation for being able to turn around vessels very quickly, which means that

The reasons why we can achieve this level of performance are through our skilled craftsmen, many of which have worked within the industry

even though we charge Scandinavian prices, clients benefit from a reduced downtime.

for years, and ability to undertake all services inhouse. This removes the necessity for expensive

subcontractors. In order to facilitate this delivery, we have carefully located our various facilities in close proximity to each other, to minimise the amount of time lost moving between areas.”

As well as its new build operations, Assens is able to offer inspection, repair and conversion services. Mobile cranes are on hand to remove tenders, life rafts and machinery or to repair an antenna or take on stores. The yard is able to adapt to every unique job that it takes on and takes responsibility for all aspects of the project.

One example of a conversion project carried out

by Assens Shipyards is the widening of a cargo vessel to enable it to ferry goods in accordance with new regulations. The outer structure of the vessel was reconstructed and rebuilt and all of the concerned parts and equipment refitted.

While the ship building market has suffered the challenges of the global economic slow down, Assens has not only maintained a strong order book but also invested in an expansive development programme. The company’s strong reputation for delivering high quality vessels across a range of classes has enabled it to remain buoyant in a volatile market. Its diverse range of services and enhanced facilities will ensure that Assens Shipyard’s traditional shipbuilding and repair work expertise will be in operation for many years to come. v

Assens Shipyard www.asyard.dk • Long history of shipbuilding • Recently completed investment including a new floating dock • Offers new builds, refits, conversion and inspection services

94- www.shippingandmarine.co.uk

Profile: Abeko

Barging

through

O

ver the years it has been trading trading the Abeko Group has acquired a depth and breadth of technical expertise. Abeko has a modern and diverse fleet of dredging and land equipment that it operates in innovative ways in order to meet clients' requirements whilst offering economical and efficient solutions. Supporting this, its employees have a passion and enthusiasm that helps creates the best solution for the work it is involved in.

Renowned for maintaining a professional yet informal approach it has formed long lasting relationships with clients. Shipping and Marine discusses the strategic position of the company with chief executive officer Kees Koster as it moves into future phases of growth. “We have

had to remain flexible to serve our customers as well as we possibly can,” comments Kees.

The duration of large industrial projects like dredging and demolition almost always involves lengthy contracts. Seeking creative and smart ways to implement projects, the focus is on the client's requirements, irrespective of the type or duration of the project. Abeko’s primary mission is to carry out the work safely, sustainably and economically. Recognising that projects are becoming increasingly multi-faceted, requiring a safe and environmentally responsible approach, with implementation in a short time period Kees explains: “The key strengths of the company are

that we can provide good solutions to problems and offer clients a good service. The different solutions ultimately lead to a competitive price that wins jobs. As we aspire to achieve the most functional and economic result for clients, we create solutions that are the best result for our customers and for ourselves.”

Undertaking its main activities of dredging, demolition, logistics, stevedoring, and equipment hire the company’s work involves using powerful machinery. When the project requires it, Abeko

www.shippingandmarine.co.uk - 95

has in the past adapted equipment to carry out the work, and continues to offer this service. As the business strives to continually provide the correct equipment for the work it has developed its premises to be sufficient to complete processes of converting equipment so that it can overcome individual challenges faced by each customer. “We have our own workshop in Holland where we are able to adapt equipment to perform to the correct standard to meet the demand from the client, and the industry that it is operating in,� he adds.

Geared towards the national and international market for small and medium-sized dredging and marine related projects, Abeko has a diverse and multi-functional fleet and related equipment that can be put to use in a wide variety of situations, offering clients a total package from tender to final delivery. In a stream of recent projects the company has proved itself as the right partner for dredging harbours, trenches for outfalls and landfalls, as well as for placing stone and concrete elements in breakwater constructions.

Focusing on some of the works previously

96 - www.shippingandmarine.co.uk

Profile: Abeko

reclamation and sand delivery, with Kees adding: “We also invested in survey equipment such as survey boats, which supports the surveying that we are already able to undertake with our multi-cat.”

Operating mainly in Western Europe Kees concludes: “All the aspects of the business is on-going, and we keep a focus on that. We have set up Abeko Dredging & Marine Contractors Ltd. the dredging company with its own team that focuses on the projects around the world.”

Moving into the new year Kees is left in no doubt that the business model the company has based activities on throughout 2013 is a successful one and continues using the same framework as 2014 begins. v

undertaken that demonstrate the abilities of the business Shipping and Marine reviewed the phase one dredging works in Eemshaven. Over a period of two months the dipper dredger, Abeko Server 3, fitted with a Komatsu PC800 excavator, was used for a harbour-deepening project. Dredging fine sand, soft clay and silt to a maximum depth of 15.5m approximately 230,000m³ was dredged.

The material was unloaded into split barges and transported by tug to a dumping area situated in the Wadden Sea. The two split barges with a hopper capacity of 600m³ each were selected to maintain the productivity.

Growing the business on shore, in 2012 investment was made in a brand new handling and storage area as Kees comments: “We were looking at new ways of increasing our turnover and investing in the new quay site has enabled us to grow our stevedoring services within the company which has been active for three years.

It has strengthened our service offering and created synergy within the group as there is a lot of demand and interest there.”

From the ISPS certified quay, ships of various sizes can be unloaded of their mixed cargo by the aid of Abeko’s own equipment, amongst which are two multi dockers. The hydraulic excavators sited on pedestals handle a large amount of the dry bulk business that passes through. Utilising the 230 metre long quay the company is able to unload dry sand destined for ground and road construction, sustaining the on-going trade.

Returning to the water, Abeko’s focus on dredging has been developing well. Interest in the activity was first ignited when it began operating a backhoe dredger and growing from this it is now operating three backhoe dredgers complemented

by a multi-cat and two split barges. With the arrival of a new trailing suction hopper dredger, Contender, it is able to carry out capital and maintenance dredging work on harbours and waterways simultaneously, as well as land

Abeko www.abeko.nl • New hopper dredger • Own workshop • Operating various backhoe dredgers

www.shippingandmarine.co.uk - 97

Repeating

routes

E

choship ApS was founded in 1990 and today is owned by five partners employing ten people to manage the main activity of chartering management for coasters in the European trade. It can provide this service to ship owners in a package together with full operation, accounting and controlling of all voyage related income and expenses.

The fleet accepts most dry cargo carried at sea with its main activity remaining in the carriage of sawn timber from the Baltic to various destinations in the UK and the European continent. With other cargoes of steel products, fertilisers, constructions and bulk grains, in 2012 it received recognition for the amount of trade, being awarded the highest credit rating achievable of AAA by a division of Dunn and Bradstreet placing Echoship in a very strong financial position.

The Danish company, based in Svenborg originally occupied one of the oldest buildings in the town, built in 1791. From this location the management advanced the business into a worldwide operator and in 2006 upgraded its premises to a waterside address physically reflecting the modern, purpose built facility, but

124- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk 98

symbolically reflecting the global standing of Echoship.

As the company strives to be considered and accepted as a serious long-term partner in coastal shipping, it has increased its offering to the spot market. Recognising that remaining flexible in the industry today is key to successfully growing it can ship between 3000 to 5000 tonnes at short notice. Additionally, Echoship remains focused on partners’ requirements ensuring that it fulfils commitments, irrespective of how the market is generally behaving.

The average age of employees within the business in 2013 was 50 years, but although a relatively young company the specific trade knowledge retained is extensive. The mix of enthusiasm, drive and energy combined with the solid experience and dedication of the entire team enables Echoship to navigate safely through troubled waters, and at the same time accept new challenges.

Amongst the hurdles, a greater storm on the horizon threatens the industry that Echoship is working towards overcoming. The international shipping industry is responsible for the carriage of about 90 per cent of world trade and is vital to the functioning of the global economy. It is

the bulk transport of raw materials by shipping that makes the importing and exporting of goods affordable. Following targets set by the International Maritime Organisation (IMO), the shipping industry is on track to reduce its CO2 emissions by 20 per cent by 2020 but with further targets set for shipping companies to reduce their sulphur emissions by 2015, the challenge grows.

The concerns are being echoed by Echoship at the speed of which shipping operators are required to meet reduction targets, at huge cost, without sufficient technology in place to support the changes.

There are financial and environmental costs attributed to the use of low sulphur fuel, and it is this that creates most problems for the contractors. The use of low sulphur fuel can cost at least $300 per tonne more than the current heavy fuel oil used, resulting in shipping costs rocketing. Faced with this challenge there are two further alternatives that are being considered.

The option of fitting a ‘scrubber’ to the ships will reduce sulphur from heavy fuel oil on board the ship, although it is not yet sufficiently proven for ship owners to fit them with confidence before the 2015 targets. The alternative is for operators to switch to Liquefied Natural Gas (LNG) as fuel

Profile: Echoship

the future Echoship is focused on sustaining its relationships and keeping to known routes that have proved successful throughout its past. v

Echoship www.echoship.dk • Chartering management • Manages 15 coasters • Ships most dry cargo on new build ships but this is not appropriate for most existing fleets. For those that cannot yet use LNG, or are unable to invest in as-yet unproven scrubber technology, the impact of the low sulphur fuel cost is huge. To cope with the major increase, operators of sea routes would need to increase freight costs dramatically.

The challenge being felt by Echoship is that there is the potential to threaten the viability of some routes, which in turn could threaten jobs across the industry, and those that it supplies to.

If vital trade routes are closed, the impact would be felt throughout the manufacturing sectors

too as the cost of moving goods will increase.

To overcome this challenge in the meantime Echoship is working towards lowering the fuel consumption by adapting the delivery speed of materials.

All aspects of the business are conducted in a serious and professional way. Having completed several projects the business continually receives positive feedback from the various German and Dutch ship owners that it represents, as well as from a large amount of the major charterers acting on the European shipping markets. So taking onboard the uncertainty of

Heinrich Wegener & Sohn We are proud of our long-standing business relationship with Echoship APS and look forward to its continuation for many years to come.

We have been engaged in the international bunkering and lubricating oil business for over 40 years. Well-known shipping companies at home and abroad rely on our high standard of performance, and long-term co-operation, delivery and shipping agreements with more than 200 companies worldwide ensure our ability to supply our customers’ ships.

In addition, one of our main lines of business is the sale and distribution of Shell-Marine lubricants to shipowners at home or abroad, placing at our disposal one of the world’s largest distribution systems and enabling us, as a bulk buyer, to offer favourable terms to our customers.

www.shippingandmarine.co.uk - 99

Sea Rescue

developments E stablished in 1824 to offer free of charge help and support to seamen in emergencies, the near bicentennial Royal Netherlands Sea Rescue Institution (Koninklijke Nederlandse Redding Maatschappij, ‘KNRM’) has developed its knowledge, expertise and technology to ensure availability for any distress call at sea. “We are a charity and lifeboat service that has developed into a highly modern organisation that is available 24/7; nowadays we have around 2000 services annually for any incident or accident at sea or on the coastal waters and help approximately 3000 each year safely ashore,” begins Kees Brinkman, head of communications at KNRM. “We have a fleet of 75 lifeboats and 1300 volunteers at 45 lifeboat stations along the coast of the Netherlands and the estuaries; in case of emergencies the Coastguard Centre in Den Helder raises the alarm for the volunteer crews.

Our expenditure is around 18 million euros a year and as a fundraiser we are dependent on donations and sponsorship; approximately 12 million euros comes from fundraising, while the other six million euros is generated by other means, such as our own reserves and

124 -- www.shippingandmarine.co.uk 100 www.shippingandmarine.co.uk

commercial partnerships.”

With 50 paid staff and 1300 volunteers, the institution is based on three core principles that have ensured its continued success for almost 200 years, as Kees highlights: “We use a volunteer lifeboat crew, are supported by volunteer lifeboat donations and our service/ help is free of charge.” So far, the organisation has accumulated 80,000 supporters that donate regularly, with donations increasing in recent years.

To ensure safety for both seamen in distress and the volunteers, KNRM offers a vast amount of training and education to crewmembers, either independently or in co-operation with other emergency organisations such as the police, fire

brigade, ambulance and the coast guard centre.

“Our strategy for the future is to make sure our lifeboats are always ready and crewed by volunteers that are trained for the worst possible circumstances. We establised a joint venture with STC-KNRM, an offshore training centre in the Mainport of Rotterdam, which helps us to educate crewmembers and fully prepare them for emergency responses,” says Kees.

Operating in co-operation with the Netherlands Coastguard, a governmental organisation for surveillance and services at sea, KNRM offers the use of its lifeboats to the rescue centre on a permanent basis and guarantees availability of its volunteers at any time. This promise requires high quality, quick and capable vessels, which is why the organisation is making the development of a ‘next generation lifeboat’ one of its core priorities.

As some of the organisation’s vessels will be reaching renewal stage over the next ten years, it entered a strategic partnership with Damen Shipyards Group in Gorinchem, TU-Delft (the faculty of mechanical engineering and marine technology at the Technical University Delft), and naval architects De Vries Lentsch following a generous donation from insurance firm ‘The Noordhollandsche of 1816’ in 2010.

Profile: KNRM

Agreeing to the development of a wholly new, state-of-the-art lifeboat, both quality-focused organisations worked together to ensure all relevant innovations were incorporated in the design, engineering and shipbuilding of the new vessels. “Our current fleet consists almost completely of rigid inflatable boats that are made of aluminum hulls; however, we have designed a new type of lifeboat that has an extraordinary hull shape, built in marine grade alloy, which is based on the ax bow principal that was designed by the technical university and constructed

by Damen Shipyards over the past five to six years,” enthuses Kees. This hull type, following practical experience and intensive test tank testing, promises to reduce G-forces by 40 per cent for the craft itself, but more importantly for its crew. With this design feature the craft shall outperform many standard fast(er) craft in rough sea conditions.

Offering improved maneuverability at high and low speed, as well as improved directional stability with the waves, the Nh1816 19-metre long rescue vessel passed one of its most critical trials at Damen Shipyards group before being handed over to crew. Designed to the most rigorous standards, the cutting edge rescue vessel righted itself to its normal position within a few seconds of capsizing. This life saving feature was created via the vessel’s low point of gravity and the air bubble inside the wheelhouse, thus enabling the ship to right itself swiftly when capsized.

A completely new feature is that during such a capsize both engines remain running during 30 seconds, allowing the craft to regain its desired course immediately after righting.

While the structure of the vessel may be impressive, KNRM has surpassed itself by fully integrating ICT systems and offering improved connections with the Netherlands Coast Guard that enable the two organisations to send data back and forth without the need for marine VHF radio. “The integrated and ergonomically designed bridge is made out of a new computer base system that allows the crew to choose their own screen presentation on each of the five

multi function monitors. This Ships Management System, made by British company Servo Watch, makes our vessel highly sophisticated and will influence how we run our fleet management, education and training. All volunteers must be able to efficiently use the screens on the ship to use it, but because the younger volunteer is more computer knowledgeable we believe this development will be the future for lifeboat crew to come,” says Kees.

Following the success of the first Nh1816,

which will be tested along the Dutch coast with crewmembers in 2014, KNRM has two more of these new lifeboats planned over the next two years and anticipates interest from an international audience. “Compared to our existing lifeboats, the new vessels are more multipurpose and could be used as guard or patrol vessels, for example, as they can reach speeds of more than 32 knots and are more comfortable for crew,” says Kees. On top of this, the organisation has future plans to increase its ability to help casualties through the exchange of video/webcam footage with coast guards and medical advisors. “In the future we will be able to send footage to our radio medical service to ensure a quicker consultation and medical response to casualties onboard ships,” concludes Kees. v

KNRM www.knrm.nl • Voluntary search and rescue organisation • Works alongside the Netherlands Coastguard • Developed a state-of-the-art rescue vessel

Wilroff Systemhouse To have a client like KNRM is a privilege for Wilroff Systemhouse. For us IT is never a goal on its own but a way to support the primary process of our client. In the case of KNRM that goal is to save people.

What a meaningful purpose to support! Connection and safety by using modern technology is the best way to go forward together. We are excited about the shared journey ahead of us.

www.shippingandmarine.co.uk - 101

A global

service

O

perating as an integrated group, Mainport Group provides a comprehensive range of marine services to ship owners, exporters, importers, seismic survey firms, oil companies and other organisations involved in maritime trades.

A stevedore and ship agency since 1964, the company has expanded its service portfolio over the last four decades to include oil base management and warehousing services as well as offshore support vessels, which cover safety standby, tanker assist, bunkering, towage, tugs and seismic support services.

Following the acquisition of a number of marine service companies, Mainport Group today has four offices in Ireland, based in Cork, Foynes, Limerick and Drogheda as well as offices in South Africa, Angola, Brazil and Singapore. Key to the group’s success is its dedicated team of enthusiastic, experienced and talented personnel; highly qualified in their fields, staff at Mainport

124 - www.shippingandmarine.co.uk 102

have developed the knowledge and expertise to deliver imaginative solutions to virtually any challenge. Valuing all customers equally, the team strives to provide the best possible service through open dialogue and close working relationships; a winning formula that has resulted in long-term clients, some of which have worked with Mainport for more than 40 years.

Headquartered in Cork since its inception in 1957 under the name Ronayne Shipping, the firm launched Celtic Tugs in 1995 to provide towage services in both Irish ports and around the Irish coast. Noticing opportunities abroad, Mainport made its first international venture in 1997, when it acquired a 75 per cent interest in a South African ship agency. With Mainport Africa established, the company expanded its services further by setting up the towage and salvage division in 2000; operating from the port of Foynes, this new business segment services customers on the west coast of Ireland.

Mainport has had a number of ventures over

the last few years where it has successfully built up companies in joint ventures and then sold on to move onto other areas where it has since developed under its own 100 per cent owned brand.

An example of the company’s dynamic and innovative approach to projects the company has developed its Seismic Support vessel business and has recently completed the two new build Seismic Support vessels Mainport Cedar and Mainport Pine. The Mainport Cedar has commenced work for a client on long term charter in August and is currently operating in Malaysia while the Mainport Pine will complete at the shipyard in January and will start a long term contract immediately in a region yet to be decided by her charterer.

Previously speaking to Shipping and Marine magazine in February 2013, Captain Dave Hopkins said: “Brazil and Canada are not easy countries to go into because of their tight trading situations so both offices are in the process of

Profile: Mainport

clearer in the next few weeks.

Proud of its highly experienced staff and successfully operating divisions, the future looks positive for Mainport as it continues to develop strong working relationships with its customers by delivering a more local service. Furthermore, by using the experience it has gained in towage and offshore support, the company is in an advantageous position as it moves further into the seismic support market. v

Mainport www.mainport.ie • Operates 25 vessels • Launched three seismics in 2013 • Works with blue chip clients

being formulated. Mainport has identified partners in both these countries that it can work with, which will benefit our clients and make operations in those regions easier for clients and ourselves.”

Currently operating 12 vessels for a broad range of sectors, the company has enjoyed a successful 2013 in a number of areas across its business. Another area to enjoy growth is Ireland, a surprising development following the major economic turbulence it has suffered since the recession. Ireland has now exited its EU and IMF bailout plan and is the first European country to do so, which should put Ireland in a good position for 2014. Recent major contracts have been with major global firms such as Total, ExxonMobil, Kinsale Energy and Providence Oil & Gas. Furthermore, with growth anticipated in the seismic support sector, where Mainport is now focusing on new areas of development and is currently working on a few new contracts in this area which they anticipate will become

www.shippingandmarine.co.uk - 103

VIGO Ro-ro terminal

Vigo’s vintage T he Port Authority of Vigo manages one of the major logistics and business complexes in Europe. Situated in Spain it is one of the biggest fishing ports in the world and one of the busiest in transportation. Vigo port specialises in high value-added general merchandise with three terminals devoted to containerised, ro-ro and breakbulk traffic. The port handles about four million tons every year, with traffic relating to almost 100 per cent export and import activities, with a 60:40 ratio and a value of over EUR 12 billion.

Chairman of the port, Ignacio Lopes-Chaves Castro begins: “There are virtually no transhipments from the port. It is a logistics node aimed at servicing the companies and institutions within its area of influence.

Although it is not a large port, it is logistically very efficient.” The Port of Vigo, consistent with its traffics, serves mainly the automotive industry, as well as the sector of fish for human consumption, the metal and natural stone processing industry and the ship building sector including the construction of offshore facilities. Ignacio adds: “The port’s hinterland is located in Vigo although it has also seen an increase in goods received each year from Northern Galicia and Northern Portugal.”

124 - www.shippingandmarine.co.uk 104

Addressing the strengths of the port that attracts custom from further afield Ignacio says: “We are focused on safety and reliability of our operations, whilst remaining adaptable with a good land and sea connection network. Vigo is located on a natural harbour that is protected by the Cíes Islands, with 14,000Ha of safe waters that shelter hundreds of vessels every winter on their Northbound or Southbound routes. The port’s facilities are never closed.”

The port is fully compliant with the ISPS CODE, utilising its material resources, safety equipment and top skilled staff. Ignacio explains: “The Port has resources for complying with the CIS initiative in container security and is included in the MEGAPORTS initiative, the US Administration’s security programme for enhancing detection capabilities for radiation materials in containerised and breakbulk cargo.”

Vigo is a port devoted to almost all types of traffic, hence its adaptability, and is very well connected by land networks to points throughout mainland Spain and Portugal. During the recent challenging economic period the port succeeded in increasing turnover, productivity and profit on sales. Shedding light on this achievement Ignacio says: “Managing

Profile: Port of Vigo

Above: VIGO container terminal, below: VIGO breakbulk terminal

that stems from the demand of wind farms and offshore facilities. The automotive industry is also active with good trade from PSA Peugeot Citroen plant in Vigo.” The purchase of a post-panamax crane has complemented the enlargement works carried out at the containers terminal, promoting lo-lo traffic. Further enlargement has positively affected breakbulk traffic with additional space for this merchandise.

Looking to the future the focus is on supporting initiatives relating to new commercial traffics while continuing to promote and support its main traffics as Ignacio concludes: “We aim to promote our containers traffic, with a special focus on the nearby ports that specialise in these goods. We believe that it is a priority for the companies in our surrounding areas to be able to get advantage of the logistics option that is closest to their premises. We will continue to develop the dry port to reach full operational capacity, and continue working on the synergy stemming from our ro-ro lines, not only at European level, but on a global scale.” v

Port of Vigo www.apvigo.com • Located on natural harbour • Improved commercial docks • New optimisation for port areas

this situation was not easy. With traffic to the port decreasing, our income was considerably diminished. We implemented a tax bonus policy in order to make our economic environment more competitive. We were able to achieve good results by focusing on cost containment, strict austerity policies, and optimising all of our resources.

“I believe that there are grounds for optimism. As an organisation that serves its hinterland we are a fair reflection for the state of the economy. Our users are transmitting more positive feedback. The challenge is now about taking advantage of these first growth momentums and we have been preparing for this during the last years, and have adapted our infrastructure to get ready for the economy to confidently grow.

“Our main work is focusing on the improvement of the commercial docks. The first phase will be completed in June 2014. During the first six months in 2014 we will start the urban development phase of an Industrial Logistics Platform located 30 km away from the port.”

The port is at the brink of two projects of high importance to its future.

Over the past few years it has been working towards a ro-ro short sea shipping link between Nantes Saint-Nazaire and Vigo. “This will put us at the centre of Europe at competitive costs and within time lapses that will be hard to improve,” explains Ignacio. Additionally it is in the final preparation of the Document for the Delimitation of Port Areas and Usages (DEUP). Ignacio describes the details: “It is our instrument for planning and development, and will allow us to start new projects and to adapt existing ones to optimise our port for the future.

“We have detected an increase in project cargo and heavy lift equipment

www.shippingandmarine.co.uk - 105

Proven success

A

ppearing on the shipping horizon in 2007, Safe Bulkers was born from concepts that its founders developed with over 50 years of shipping experience. With an impressive portfolio it has established an enviable reputation in the industry providing marine dry bulk transportation services, transporting bulk cargoes, including coal, grain and iron ore along worldwide shipping routes as company’s president Dr Loukas Barmparis explained to Shipping and Marine: “We are a company with long history gained over many shipping cycles.

We operate under consistent policies through which we managed to create value for our shareholders and remained profitable and paid dividends in all consecutive quarters since our IPO back in 2008.”

Safe Bulkers has tripled its fleet since then and currently owns 28 dry bulk vessels, with an aggregate carrying capacity of two and a half million deadweight tons. In November 2013 the average age of the fleet was only 5.4 years and consisted of Panamax, Kamsarmax, Post-

124 -- www.shippingandmarine.co.uk 106 www.shippingandmarine.co.uk

Panamax and Capesize class vessels.

Displaying its tactical prowess at the end of 2012 and the beginning of 2013 Safe Bulkers invested in four second-hand vessels, explains Loukas: “Although we have not invested in the second-hand market the last 25 years we’ve recently decided to invest opportunistically in four second-hand vessels. The acquisitions took place almost at the bottom of the market, thus these vessels have already been appreciated considerably.”

With the fleet now totalling 28 vessels, the company is already in a good position to respond to the demands it is receiving, but has furthermore made advancements to future charters with a further ten dry bulk new build vessels on order.

Complementing the numerically strong fleet, the vessels are additionally a technological asset as Loukas highlights: “Our newbuild vessels are of the latest technology, with a modern design and were contracted in Japan with electronic engines achieving considerably lower consumptions. They will be more flexible in slow

steaming operations, and ready to compete during the next shipping cycle more efficiently.”

The demand for slow steaming is still high and expected to remain for some time until charter rates increase. The cost of fuel oil influences clients to opt for additional days in charter hire to save on the fuel that would otherwise have been used to propel the ship at a faster speed.

Despite the many ships on the water, Safe Bulkers continually attracts charterers based on its reputation as Loukas explains: “Through our experience in the industry built over many years, we have built substantial relations with major market players and we can charter vessels with reliable charterers, consistently outperforming the spot market. In the past we were known for our substantial charter coverage due to a large number of fixtures contracted prior to 2009.

Currently about half of our fleet is employed in the spot market as we are optimistic of the charter market for next year.”

The company has a dedicated management team, focused on lean operations and hands-on business approach as Loukas points out: “We

Profile: Safe Bulkers

enjoy one of the lowest and stable daily operating expenses at about $4,300. Our daily G&A which include public company expenses and management fees are about $1,200. This lean structure has supported our profitability and our dividend policy and has created additional value for our shareholders.”

Safe Bulkers has concluded within 2013 two additional offerings one for common and one for preferred equity totalling about $90 million in equity proceeds. Loukas highlights the company’s financial flexibility: “We have further strengthened our balance sheet through these additional offerings. We are focused to maintain a comfortable leverage and comply with our financial covenants.”

Following a challenging period Loukas gives his view on the opportunities and challenges ahead: “The charter market improved in September 2013 and we were able to contract vessels in the spot market at much higher levels. We will continue in this way until market changes offering extended possibilities. Oversupply of vessels is still the main driver of the shipping market. However, order book is declining until 2016. On the demand side, the past few months we evidenced a strong increase of freight rates from about $7,000 to about $16,000. Seasonal demand of iron ore mainly on behalf of China in combination with the announcement of the Chinese plenum for boosting domestic growth have been main reasons for the reversal in the market trend. Good grain harvest from the US, in combination with the effect of splitting cape cargoes has increased demand for Panamax vessels. This has a very positive effect to our company which is presently operating about half of its vessels in the spot market.”

Looking forward, the strategy continues to follow the path of proven success as Loukas concludes: “Our approach is to invest in the low part of the cycle to efficient newbuilds, to maintain one of the youngest fleets in the industry and sell our oldest designs at strong

market conditions, realising gains, expanding and renewing our fleet with modern energy efficient vessels that will support us in securing good contracts with charterers competing with lower energy and fuel consumption and better transportation capacity. We seek to expand our business sensibly according to our risk assessment create value and reward at the same time for shareholders as we’ve done for 21 consecutive quarters paying dividends so far.” v

Safe Bulkers www.safebulkers.com • Exposure to spot market • Expanding modern fleet • Tactical business thinking • Positive future endeavours

Chugoku Marine Paints Hellas SA FIR (Friction Increase Ratio) theory by CMP. The FIR (%) indicates the increase ratio of friction resistance of a paint film surface compared to friction resistance of a smooth surface like mirror. The smaller the FIR (%) value is, the smaller the friction resistance becomes that result in lower fuel consumption.

Measurement of FIR % can be made by either the scientific (double cylinder apparatus) or the replicate method, calculating paint roughness and wavelength values.

www.shippingandmarine.co.uk - 107

Sanmar Phoenix

Sanmar Sonnet

Sanmar Stanza

Sanmar Paragon

east

Rising in the

S

ince its inception in September 1994, Sanmar Shipping Limited (SSL) has delivered clean petroleum products and dry bulk cargoes on a mix of spot and time charters. The company is one of the constituents of The Sanmar Group and made its entry into shipping with dry bulk vessels in 1995, which was closely followed by its entry into clean petroleum products tankers in 1996.

Today, SSL operates a total of six ships from its base in Chennai, India, comprising four tankers and two dry bulk carriers. The vessels trade worldwide, carrying goods such as iron ore, food grains and coal; product tankers carrying clean petroleum products such as jet fuel, kerosene and diesel. One of its tankers is

124 -- www.shippingandmarine.co.uk 108 www.shippingandmarine.co.uk

a chemical tanker carrying high specification chemicals, including acid cargoes. SSL operates a dynamic business strategy in which its business is driven through pools incorporating A P Moreller Maersk, Torm and Klaveness, whereas trade with customers operating in the Indian sub continent is conducted through direct negotiation. Furthermore, its tanker fleet has carried products for oil majors such as BP, Shell, Reliance, ESSAR, Indian Oil Corporation, Bharat Petroleum Corporation, Hindustan Petroleum Corporation and major traders including Trafigura and Vitol. The company’s dry bulk vessels have shipped cargos on behalf of clients like Cargill, BHP Billiton, and Steel Authority of India Ltd. Its chemical tanker has found international customers in Transammonia and Noble as well

as domestic customers such as Sterlite and Hindalco.

Although the global economic downturn has made the shipping industry increasingly volatile in recent years, SSL has approached these challenging times with caution and optimism, as its diverse range of pools and charters remained buoyant. As the eastern market continues to grow SSL is ready to meet the demands of this emerging sector, as executive director Mr. Subba Rao explains: “We are extremely satisfied in our engagement with the pools and charterers on commercial issues. We are equally happy with our vendor management on matters concerning supplies, maintenance, inspections and dry-docking. It has been a privilege for us to be associated with such outstanding partners

Profile: Sanmar Shipping

vagaries of the world economy or the scourge of piracy. Although today the market looks a lot more certain than it has over the past few years, we would like to watch the trend before we commit to anything further. We intend to continue to focus on products tankers and dry bulk segments to further expand the strength of the SSL fleet. We are cautious in our assessments and take adequate care in protecting shareholder interests. We believe that buying a ship at the right price and ensuring that the unit stays profitable over the course of its life to be more important, than buying more vessels just for the sake of expansion, based on current market data alone.” v

Sanmar Majesty

through our history of growth. As our business continues to progress most future growth will stem from the east as Asia returns to the chair of the world’s economy. With nearly one third of the population and a burgeoning, ambitious middle class, India and China will be at the forefront of growth. No doubt there will be pangs in this journey, but hardly adequate to stop the juggernaut from bounding ahead.”

As well as the support of its business associations and its clear understanding of the global market, SSL places great emphasis on its talented workforce and its well maintained fleet to drive its business forward as Mr. Rao elaborates: “We focus on recruiting and retaining highly talented people. We encourage our people to challenge decisions, highlight issues concerning safety, security and welfare on board ships. In turn our staff and crews repay the confidence vested in them by being alert and vigorous in their approach to problem solving. Technology is the other driver that enables us to optimise cost. We have been able to leverage on issues such as condition monitoring of ships, managing engine loads and optimising consumption of fuels and lubricants.

“We managed to keep our head above water, primarily due to our portfolio of ships, which are traditional workhorses by nature and have served us well during difficult times. This has allowed us to provide excellent customer service by delivering cargo safely to the customer or its designated agent on time. We also meet our customers on a routine basis to seek their views on how we need to improve to meet with their expectations.”

While the market begins to show limited signs of recovery SSL will continue to service its customers and monitor economic trends carefully. Its fleet has served it well and enabled the company to weather the global financial

crisis, while its parent company has likewise penetrated into global markets providing SSL further impetus to remain confident well into the future. Although the shipping industry at present is anything but calm, Mr. Rao remains cautiously optimistic concerning what the future holds: “The shipping business operates in a hostile environment, be it the forces of nature, the

Sanmar Shipping Limited www.sanmargroup.com • Global market coverage • Clean petroleum and dry bulk cargoes • Six-vessel fleet

www.shippingandmarine.co.uk - 109

S

ince last appearing in Shipping and Marine during March 2013, TTS Port Equipment has continued to supply worldclass port equipment to satisfied customers around the globe. Based in Gothenburg, Sweden the company currently employs around 25 full time staff and operates as a subsidiary of the TTS Group ASA with an annual turnover of around 15 million euros. Its parent company, TTS Group ASA employs approximately 1000 staff across 13 countries and has a turnover of 350 million euros. TTS Port Equipment provides a robust range of port equipment and services including the design, delivery, and installation as well as commissioning of equipment for the handling of passengers and cargo. The products that the company delivers are designed to reduce costs and save time through efficient handling and delivery between shore and ship in port and roll-on-roll-off (RoRo) terminals, servicing ferries, ropax, RoRo and cruise

Guiding

vessels. In addition to its range of cargo handling solutions, TTS Port Equipment also supplies port superstructure for terminals including linkspans, passenger gangways and automoorings. The unique cassette system for the horizontal handling of containers is also available for container terminals.

Currently, TTS Port Equipment is gearing up for a major project in the Swedish capital of Stockholm where reconstruction of one the city’s largest port areas is underway. The Värtahamnen terminal currently handles 1.6 millions tons of cargo in addition to some four million passengers annually and the number is steadily increasing.

The city of Stockholm is expanding rapidly and its port’s most popular destinations of Finland and Estonia are soon to be joined by other Baltic States and Russia. The development will include a new 85,000m2 pier that will allow for further residential business in the old port area as well as for more efficient harbor operation.

The 1200m pier will allow for larger ships and

logistics

124 - www.shippingandmarine.co.uk 110

higher volumes of vessels, allowing the port to meet the increasing requirements of the city.

TTS Port Equipment has been chosen by Port of Stockholm to design and install a 600m-fixed walkway as well as six mobile gangways to connect directly from the new terminal development to the shipping berths. In total, the contract is valued at around NOK 86 million.

“This will by far be the biggest walkway we have delivered, so this is a prestigious contract for us. Our deliveries will constitute a forward-looking solution tailor made to meet the demands of modern port logistics,” comments Björn Asplind, vice present sales and marketing at TTS Port Equipment. The walkways will be designed to complement and seamlessly integrate into the modern, bright architecture of the new terminal building. At the centre of the walkway will be a two-storey construction complete with escalators and elevators. The six flexible gangways will ferry passengers with 100 per cent flexibility regardless of water

Profile: TTS Port Equipment

levels and exact berthing places, through the use of electrical engines that allow for sideways movement and hydraulics to elevate and lower the walkways as necessary.

The project is due for completion during 2016 and the port will remain fully operational while the redevelopment is undertaken. The new pier, terminal building and TTS Port Equipment’s walkways will be constructed while the port maintains its average flow of 10,000 passengers per day. “This is no small challenge, but TTS is known for its flexible approach under such circumstances,” Björn says. “Of course planning is the key element, so we will work in close collaboration with the port authority and shipping companies to keep the port running.

Besides, population growth in port cities all around the globe will probably bring about more redevelopments such as what is happening in Stockholm. We will definitely use this opportunity to show our ability to deliver innovative logistics solutions for the ports of the 21st century.”

In addition to its Stockholm project, TTS

Port Equipment won a contract during 2013 to supply and install a Linkspan System at the Dibba Fishery port through the National Ferries Company in Oman. The project is valued at around NOK 14 million and is set to be delivered during the second half of 2014. The project is an important one in the region and may result in further expansion over the coming years as Björn explains: “This is an exciting project and one we have been looking at for a few years. There are certainly some further movements in the Middle East and we are keeping our eyes open for sure.”

As 2013 rapidly approaches its end and the new year nears, TTS Port Equipment has an impressively filled order book but is not content to simply allow the market come to it. Instead, the company is keen to pursue new business in a number of markets and shipping sectors.

As Björn concludes: “I think Europe is the main market where things are starting to happen (in the RoPax-market), we are focused on getting new orders in the cruise and container markets.

One development that will be very interesting is the London Gateway terminal, which will be a big container port in the South of London. We will have our cassette equipment there for the movement of containers. It is not new technology but it is the first time we have serviced such a large port so we will be interested to showcase what the equipment can do. This is something that we will be pushing more next year at events including TOC Europe and Multimodal.” v

TTS Port Equipment www.ttsgroup.com • Port logistics solutions • Major project in Stockholm Värtahamnen terminal • Aiming to expand in container and cruise markets

www.shippingandmarine.co.uk - 111

Hot

stuff

L

ocated in the heart of Vorarlberg, Feidkirch, in close proximity to the Southern German and Swiss borders, Lingenhöle Technologie is a machinery company that manufactures mechanical components for machine and plant construction. Divided into three sections, its services include mechanical production, heat treatment and turbine construction. Boasting state-of-the-art machinery and hardening equipment, it can offer its broad client base a one-stop-shop that guarantees the highest levels of precision and productivity.

“From the raw part all the way to completed product, we are able to offer complete solutions,” highlights Klaus Lingenhöle, managing director

124 -- www.shippingandmarine.co.uk www.shippingandmarine.co.uk 112

of Lingenhöle Technologies.

“Our certifications and numerous references are proof of our level of success; people rely on us and that is the best accolade we could wish for. To us, trust is not something that happens by chance; you must be able to rely on partners, particularly if you’re not manufacturing individual components yourself. The precision Lingenhöle Technologie offers has won over many customers and provides the great feeling of absolute reliability.” Satisfied clients of the firm include engine supplier Man Diesel & Turbo, construction machinery manufacturer Liebherr and also Kral, the manufacturer of pumps and stations for a wide range of requirements including low-sulphur fuels.

Striving to achieve perfection for its customers, the company’s core focus is to look at every single detail of the manufacturing process while working closely with clients to produce components and solutions for them. “Our main customers come from plastic and rubber injection mechanical engineering, cable railway, digger,

dragline and the mining industries,” says Klaus.

“We have close relationships with our customers, even throughout construction we are open to questions and dialogue about heat treatment; we also offer our customers training on the subject of heat treatment.”

Taking over as managing director in 2009, Klaus had strategic plans for the future success of Lingenhöle Technologie: “I wanted to continue to expand and strengthen the company. I have come very close to achieving these goals over the last four years as we have invested time and again in our machinery and staff training; we believe the future is possible with well trained employees, which is why we take on four apprentices a year in the production area and one or two in the heat treatment facility every year.

Recent investments include a hardening machine with a processing length of five metres; likewise, the two major processing centres of Millturn WFL and M65 were a big step forward for us.”

He continues: “Our key strengths are our mechanical production and heat treatment facilities as they allow us to offer everything from a single source; that is our core idea.”

Services within its mechanical production facility include CNC turning up to 6000 millimetres,

Profile: Lingenhöle Technologie

CNC cylindrical grinding up to 6000 millimetres, horizontal CNC milling up to 800 millimetres and subcontracted measurements. All services offered by the ISO-9001-2000 certified firm meet the highest standards of quality, a philosophy and core value that the whole Lingenhöle Technologie team lives and works by every day.

Investments in mechanical production has enabled the firm to accept orders from a broader client base and take on more challenging projects, as Klaus discusses: “Many processing steps were too complicated for us previously, which meant we couldn’t take on new contracts since the parts were either too large or complex.

However, these newly acquired machines have enabled us to progress as a company.”

Aside from mechanical production, Lingenhöle Technologie also supplies its customers with heat-treatment services, which offers the optimal thermal and thermochemical processes for a comprehensive range of components and requirements. Preventing the process of damage and basic wear and tear, heat treatment technology delivers economic benefits and ensures finished parts are strong enough for all situations and environments.

Offering a broad spectrum of thermal heat treatment services, such as classic annealing processes, quenching and tampering and induction hardening, Lingenhöle Technologie’s medium-frequency induction system is designed for round parts that have hardening lengths of up to 5000 millimetres and diameters of 450 millimetres. Furthermore, the firm has units available for case hardening and carbonitriding as well as plasma and salt bath nitriding, gas and nitrocarburising; on top of this, it can also offer vacuum hardening for cold work, hot work and high-speed steels.

Meanwhile, as demand for renewable energy increases, Lingenhöle Technologie has the knowledge and expertise in turbine construction to take advantage of this burgeoning market.

“We have been constructing Pelton turbines since 2004 and we see that a clear objective for us in the future will be the development of technology for renewable energy, we will therefore devote our attention to the Pelton turbine,” says Klaus. Designed in 1879, the Pelton turbine is an impulse turbine for hydroelectric power plants and is today one of Lingenhöle Technologies specialities, having been constructed and manufactured successfully by the firm to the exact specifications and parameters of customers for almost a decade.

Following high levels of investment and training, the dynamic company is well placed to take advantage of a diverse range of markets and industries requiring component production and heat treatment. “Most of our work is through mechanical production, however, over the last few years we have seen an increase in components that are produced and then hardened as requested.

Ultimately, in the coming years our key focus will be to retain our current customers while also expanding our customer base,” concludes Klaus. v

Lingenhöle Technologie www.lingenhoele.at • Specialise in manufacturing mechanical components • Able to offer complete solutions • Recent investments have expanded customer base

www.shippingandmarine.co.uk - 113

The Tornado

strikes F

irst established 60 years ago selling wooden boats, Post Workboats is a family business that has for more than 32 years been a reliable partner of boat insurance companies and damage experts. In this time it has gained an abundance of experience working on the water and brings this knowledge into its operations today. Specialising in rigid inflatable boats (RIB) Post Workboats has four main foundations to its business – the sale of professional Tornado RIBs, the rental of RIBs with or without crew, specially constructed workboats, or modifications to boats for special projects, and the salvage of leisure boats in the water, specifically yachts on Lake Ijsselmeer.

RIBs are known for their versatility and are able to operate in rescue operations at sea, coast guard activities, patrols and military operations.

124 114- -www.shippingandmarine.co.uk www.shippingandmarine.co.uk

Profile: Post Workboats

“We have two very fast Tornado boats with 600 horsepower and speed of 60 knots that we use for salvage missions on the water. We have years of experience collecting vessels in trouble, bringing them to safe harbour and repairing the boat. Equally, working with them daily means we know the boats extremely well.

We can do everything with these boats,” begins Klaas Post, managing director. The new Tornado vessels are thinner, lighter and stronger than previous versions and the engines are capable of accelerating the boat to a speed of 110 kilometres per hour. This highlights the available power needed to tow some of the vessels it may be called to during relief work.

With a detailed knowledge of the boats, the company today imports and prepares the vessels for commercial use. The high load capacity core fleet is immediately deployable, and Klaas provides a service of adapting the engine and components to meet the client’s needs. The vessels are available for sale or hire between one-day loans to long-term contracts. “We are flexible with our approach and what we can offer.

We have about eight or nine boats in stock at any

time. We are able to take on the clients needs and we can prepare the RIBs in accordance with the special work that the customer is involved in.

We are a small but flexible company that works closely with sub contractors and knows how to find the correct skills for a job,” added Klaas.

He continues: “One of our clients here in Holland is the police force. They hire one of our boats for half a year during the summer period.”

Post Workboats supplies the Flevoland Police Department with a customised RIB that has the appearance of a police boat. The service that Post Workboats offers is of particular importance to its customers who require a guarantee that they can be operating in the water, even if the unexpected was to occur. “The police are hiring a boat through us because they need to remain operational. If there is an issue they just call. If we can’t overcome the problem within an hour then we provide another boat,” he explains.

As well as supplying to government sectors it also supplies to offshore and marine seismic industry and provides special services. “For many years we provided boats, complete with crew for the guidance of the Red Bull air race.

We have two very fast Tornado boats with 600 horsepower and speed of 60 knots that we use for salvage missions on the water. We have years of experience collecting vessels in trouble, bringing them to safe harbour

www.shippingandmarine.co.uk - 115

Profile: Post Workboats

restrict the use of gasoline engines. Adhering to these requirements the company investigated an alternate design, as Klaas says: “In many situations they do not want outboards. Petrol is too dangerous, so diesel is the preferred option. We decided to develop the boat with water jets so that it is allowed to operate in the wind farm area. The vessel is also highly mobile and it can be transported all over the world within a container.” Water jets allow the operator to undertake accurate manoeuvres and is a completely safe design for rescuing people and working with divers. The diesel engine and water jets make the vessel suitable for crew tendering and fast delivery of equipment to offshore.

Activity in the area is increasing following the beginning of construction of the Noordoostpolder Wind Farm. The project consists of the construction of 86 wind turbines, 48 of which will be situated near-shore as part of the Westermeerwind Wind Farm. Once the project

This was a very beautiful contract, and saw our boats travel all over the world. As the organisation has grown they have now procured their own fleet of vessels,” continues Klaas.

In its work with maritime companies specialising within the oil and gas sector the RIBs are undertaking activities including hydrographical and seismological research, surveys, crew tendering and oil detection. Its customers need a fast RIB, able to operate in all weather conditions whilst satisfying the demands of safety for the people on board.

In 2012 Post Workboats developed a unique Tornado RIB with water jet propulsion especially for the offshore and windfarm industry. The safety requirements in the offshore industry

116 - www.shippingandmarine.co.uk

is completed the turbines will supply electricity to around 160,000 homes. “I see opportunities in the wind farm arena. I expect to have a lot of work there on the water. It will take two years to build the turbines, and there will be 15 to 20 years of after care where transport will be required for the mechanics to travel to the turbines. We are very close to the area and have been in contact with the companies that are doing the work, and we hope to establish a contract for that work,” adds Klaas. “We are keen to be a partner for support with fast RIBs for safety and crew transport.”

Potential clients can approach Post Workboats for sale, lease, and development of special facilities, equipment installation, software updates, service and maintenance, crew training and instruction of employee’s technical service.

Klaas looks to the New Year with confidence: “We hope to rent out a lot of boats in 2014, they are available for everything, and we hope we have more interest. Renting vessels is the preferred option for a lot of organisations. We offer a full package, and are ready to respond and overcome issues in a very short time should anything go wrong. It’s a solution we offer to all our customers and we will continue to promote the benefits of this service.” v

Post Workboats www.postworkboats.nl • Specialist in Rigid Inflatable Boats • Unique design for offshore windfarms • Assistance, rental and sales, salvage

Profile: Combi Noord

Proven

C

method

ombi Noord BV entered the marine industry ten years ago a wholesaler for professional builders and constructing boat yards. In the period to follow the business developed to become a one-stop shop for the entire boat building industry.

Shipping and Marine magazine spoke to Patrick Alkema, director at Combi Noord about the latest activity and developments on the horizon. Introducing the role of the company Patrick begins: “We sell the products that make a ship complete, from the propeller to the anchor light and everything in between and we operate in quite a special way. When we sell the head engine of a boat we also calculate the gearbox, the shaft and the propeller so the equipment integrates together. It all fits as one and the result is it works as a unit.

“For our customers’ peace of mind, we give a guarantee that it works the way that we promise. We also offer this guarantee for

electrical components so for example when we sell the generator, we include the sale of other components such as cables, batteries and the charger.”

The company has developed long-standing relationships with professional and offshore boat builders and yard builders, and its services are available to all companies. Combi Noord remains in close contact with its customers throughout the build from an empty hull to a complete ship, and this strengthens the partnerships.

Additionally it is Combi Noord’s strength as a complete wholesaler that supports its position as a leading supplier as Patrick explains: “We have products for small ships right through to bigger work boats, and we use only high-end quality products like Perkins and Caterpillar.

Additionally, two years ago we acquired a company who produces stainless steel products.

This production is carried out in Vietnam where we can make special products at the request of our customers as well as the standard products that we offer.”

The purchase of the company DATC was a process that occurred after a long-standing co-operation of the two organisations working

Patrick Alkema www.shippingandmarine.co.uk - 117

Profile: Combi Noord

together. The Vietnam branch now operates as CN Stainless Steel Products.

Supporting the concept of supplying only high-end products, Combi Noord has established itself as an exclusive supplier of SHURflo pumps.

The move developed from a history of supplying the equipment. “There were a few changes in the market that resulted in us talking to SHURflo who recognised our company and commitment to their products. The integration originated at that point,” says Patrick.

Highlighting the process of procurement Patrick adds: “The strength of our company is our capacity to offer complete solutions. This makes us an easy option for our customers because they know we cover everything they need. With one phone call we deal with their request, pack

118 - www.shippingandmarine.co.uk

all the materials in a way in which they can build it, and send the parts out to them. It really sets us apart and shows our ability to perform as a competitive one-stop shop for all the industry.”

Having developed a functional website, Combi Noord’s customers can order online, and expect delivery of products at relatively short notice, even for products that require manufacture at its facilities in Vietnam. The service supplied is highlighted in the relationships it has formed, particularly with Post Workboats who rely on quality to operate vessels in highly demanding activities, and need to be sure to respond to demands of their own clients in a short time period.

Patrick sheds some light on the current market conditions: “We are in a changing market. The

yard building business has had a period of more stability so six years ago we decided to expand into boat building and we are happy with that decision.

“We are looking to further expand our programme so in the future we can also sell tools used to build the hull. It is getting us more involved at the start of the ship building process.

We are looking at expansion too, as currently we deliver our products in Holland, Belgium and Turkey and we are looking to further expand in Germany throughout 2014, so we have a very busy year ahead.”

Looking towards the future, Patrick concludes: “Our unique approach of delivering a one-stop package in a methodical way is very important to businesses and our name is becoming more recognised. We offer the right advice and remain in close contact with customers. Our employees are all specialists in their own areas, so we really know the industry and its requirements.” v

Combi Noord BV www.combinoord.nl • Marine equipment supplier • Young vibrant company • Acquired company in Vietnam

Shipping &MARINE

The magazine for maritime management

www.shippingandmarine.co.uk Editor: Libbie Hammond libbie@schofieldpublishing.co.uk Sales manager: Rob Wagner rwagner@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