Shipping and Marine Issue 112 Final Edition

ISSUE 112

The magazine for maritime management

Winds of

change The continuing development of offshore renewable energy around the UK coast promises exciting opportunities for UK ports

improved understanding

Why bunkering treasury departments should consider using automated, cloud-based software

mission critical

The Norwegian Navy is making use of integrated resource planning as part of its counter piracy operations

signals for the future

Once again SMM will welcome the who's who from all segments of the global maritime industry

If you don’t have the time to read it all, read what you need

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ISSUE 112 Early

Editor’s editor’s comment ThE magazInE for marITImE managEmEnT

Winds of

change The continuing development of offshore renewable energy around the UK coast promises exciting opportunities for UK ports

iMproved understanding

Why bunkering treasury departments should consider using automated, cloud-based software

Mission critical

the norwegian navy is making use of integrated resource planning as part of its counter piracy operations

signals for the future

once again sMM will welcome the who's who from all segments of the global maritime industry

Chairman Andrew Schofield Group Managing Director Mike Tulloch Sales Director David Garner Editor Libbie Hammond Art Editor/Design David Howard Staff Writers Matthew High Jo Cooper Andrew Dann Steve Nash

Signals for the

future The highlight of the maritime calendar, the SMM event, is now rapidly approaching, and once again, promises to be a spectacular sight. This year’s event is highlighting ‘innovation’ and each day of the fair is dedicated to a different theme – Finance, Environmental Protection, Security & Defence, Offshore and Recruitment.

As Bernd Aufderheide, CEO and president of Hamburg Messe und Congress GmbH explained to Shipping & Marine, the preliminary programme of the exhibition underscores the importance of SMM as

Editorial Administrator Emma Crane Production Manager Fleur Daniels

the leading global trade event. He stated: “I’m looking forward to these

Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk

speaking and discussing at conferences and workshops, giving a whole

Advertisement Administrator Tracy Chynoweth studio@schofieldpublishing.co.uk

theme days. They will cover a full range of subjects, pointing the way to the industry’s future. Distinguished experts from around the world will be range of views.”

I’d love to hear your feedback after the show!

Head of Research Philip Monument Editorial Researchers Laura Thompson Gavin Watson Mark Cowles Tarj D’Silva Jeff Goldenburg Jo-ann Jeffery Emily Claxton Advertising Sales Joe Woolsgrove Tim Eakins Dave King Darren Jolliffe Graham Allinson Mark Cawston

libbie@schofieldpublishing.co.uk If you would like a digital version of Shipping & Marine magazine please contact Iain Kidd: ikidd@schofieldpublishing.co.uk

Subscriptions ikidd @ schofieldpublishing.co.uk

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

www.shippingandmarine.co.uk. ©2014 Schofield Publishing Ltd

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.

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12

FEATURES 4 News Updates and announcements from the shipping and maritime arena

8 Improved understanding Having an accurate and real-time understanding of a company’s finances allows treasury departments to understand their cash position

10 The right direction With further technical innovation and improvement, we are guaranteed to see more applications of VTS coming to the fore

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14 12 Mission critical IFS technology has been helping the Norwegian Navy fight piracy in the Gulf of Aden and off the horn of Africa

14 Talent competition Businesses need to diversify their recruitment models and rationalise their expectations

16 Winds of change Offshore renewable energy is offering new opportunities to UK ports, as David Varey tells Libbie Hammond

18 The ACCSEAS project Navigating the North Sea region into the future

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contents

profiles 47 Guntermann and Drunck 51 Spliethoff Group 55 Jenkins Marine 21 Signals for the future This year’s SMM, from 9th Sept – 12th Sept, will welcome the who’s who from all segments of the global maritime industry

26 Pres-Vac 29 NorYards 32 Clean Marine 35 Chiefmar 36 Herose 38 Data Modul 40 Heinen & Hopman 42 Van Aalst Group 44 Scanunit

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57 LGS Matrix 60 Peel Ports Group 63 Marine Delivery Pte Ltd 66 Jotron 71 PRONAV Ship Management GmbH & Co KG 75 Feederlines 78 Rederiet Stenersen 81 Enzian Ship Management 84 MacDuff Ship Design 87 Port of Umeå 90 Rosslare-Europort 94 Wilhelmsen Ship Management 96 Fred. Olsen Cruise Lines 100 Rotortug 102 Port of Dover 104 Port of Milford Haven 106 MEC Panama 109 Seehafen Wismar 112 Clorius Controls 114 ‘K’ Line LNG Shipping (UK) Ltd

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116 Port of Frederikshavn 118 Torgem Shipyard 120 Walter Lauk Group 122 Workships Contractors 124 Dorian LPG

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Site re-launch Seletar Services (part of Certas Energy and a leading stockist and supplier of lubricants) is re-launching its Great Yarmouth site following an investment of over £250,000 into developing new office and depot facilities.

Ross Buckland, head of lubricants at Certas Energy, said: “The investment in the site is testament to our commitment to maintaining a long-term presence at our Great Yarmouth base, in order to provide the best possible service to our customers.”

The site hosted an open day in May to show customers, such as Boston Putford, Shell Exploration, Seajacks and Air Products the improvements which have been made since the site was acquired in February 2012.

“The open day was a great opportunity to catch up with our customers in person and show them the work we’ve done,” added Ross.

The 24-hour facility in Great Yarmouth is the largest stockist of Shell and Castrol Offshore lubricants and is a stockist and delivery agent for air products.

Space saver REO is building its first water-cooled resistors for ABB to test converters used in shipping, railway engineering and water power plants. ABB already uses water-cooled systems but this project represented an opportunity for REO to apply knowledge gained in research areas from inductor and resistor construction to entire control boxes.

The load unit is comprised of 15 individual resistor groups each dissipating 30,000 kW of power using a coolant distribution system based on the REOhm BWD 330 resistor.

Claiming up to 88 per cent space saving for the BWD 330, the coolant distribution is set up in a Tichelmann Coil configuration, using a dual-pipework fluid transfer method similar in concept to the electrically equivalent ring main circuit typically found in UK homes.

“Water-cooled components offer the highest degree of efficiency in cooling and REO offers not only individual components but also complete systems and pre-wired solutions,” claims Steve Hughes of REO UK. “These include water-cooled load banks for test facility use, as well as complete EMV solutions for water-cooled inverters with increased power for wind, solar, and industrial applications.”

New contract Harkand has been awarded Nexen Petroleum UK Ltd’s 2014 ROVSV inspection services work along with a longer term frame agreement. The contract marks the first piece of work Harkand has undertaken for the operator.

The inspection scope covers the Buzzard, Scott, Telford, Ettrick and Rochelle assets in the central North Sea and includes infield Photo by David Dodds

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pipelines and structures, export lines as well as some platform inspection.

It will see the deployment of the Surf Ranger, which joined the Harkand fleet in May. The multi-purpose ROV, survey and air diving vessel will be equipped with high definition cameras, one work-class and two observation-class ROVs.

MARITIME NEWS NEWS MARITIME Changes in the Wandfluh standard programme Screw-in cartridges M42x2 for large volume flows A complete programme of proportional screwin cartridges of the size M42x2 is available.

This comprises spool valves, pressure valves as well as flow valves. The valves are designed for maximum pressures of up to 400 bar. With volume flows of up to 400 l/min, they are optimally suitable for controlling large consumers.

Wandfluh has many years of experience in proportional technology, and with the actuating of Wandfluh proportional amplifiers and controllers, thanks to their high resolution and low hysteresis, the valves are suitable for demanding applications, not only in industrial and mobile hydraulics.

The exchangeable coil significantly simplifies the logistics, because the solenoid coil can also be retrofitted. The various alternatives make the proportional screw-in cartridges a very flexible system. Different plug and voltage alternatives are available ex-stock and are complemented with respect to individual adaptations - with the customary Wandfluh flexibility. In addition, the performance of the valves has been increased by the improved solenoid coil. Therefore ambient temperatures of up to 70째C can also be accepted without any performance loss. With the improvement of the corrosion protection of the solenoid coil, depending on the version, the valves achieve a salt-spray resistance of over 500h.

Wandfluh AG, Hydraulics + Electronics, Frutigen, Switzerland. www.wandfluh.com

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Super surfer

Stealth sub

Marine Oil Transportation Consultants Inc (MarinOIL) and Tuco Group of Denmark have concluded a co-operation agreement that will see the marine projects consultancy market the Tucodesigned and built ProZero workboat range to the offshore oil and gas sector.

The agreement includes the ProZero surfer, a lightweight 16m waterjet powered crew boat capable of 23 knots carrying up to 12 passengers. The latest design, based on proven hull lines, has been developed for service in various offshore markets, employing a closed cell polyethylene foam fender for safer personnel transfers.

Designed to be fast and efficient, the ProZero is also virtually unsinkable, thanks to its sandwich construction from glass fibre and carbon fibre around a PVC core which acts as a natural buoyancy reserve.

MarinOIL director John M Kulukundis, said: “We have been consistently impressed with Tuco’s innovative use of technology in making the ProZero a highly effective surfer design and a quality alternative for offshore operators. Tuco boats deliver Scandinavian levels of quality and are an ideal fit for operators requiring fast, safe and efficient crew supply operations. The offshore industry depends upon continuous innovation and the ProZero range is a step forwards in the evolution of improved solutions for personnel transfer in offshore oil and gas as well as renewables markets.”

Warbreck Engineering and Construction, a wholly owned subsidiary of the HS Ocean Group of Companies, has been awarded a key marine contract by BAE Systems, which will see Warbreck Engineering & Construction manufacturing a substantial structural support framework as part of a plan to create a full-size steel replica of the new Successor class submarine’s nuclear reactor compartment. The Successor class is the next generation of British nuclear submarine and will be amongst the stealthiest in the world, with the ability to circumnavigate the globe without surfacing.

BAE Systems is the industrial lead for the Successor programme and together with partners Rolls-Royce and Babcock Marine will design the new generation of submarine. Warbeck Engineering and Construction is one of the first contractors to commence work on the project.

The support framework will be manufactured and assembled in sections - dimensionally checked at each stage - and then shipped to the BAE Systems site in Barrow, where it will be re-assembled. Its primary use will be to allow personnel to safely access the mock up, carry out design justification reviews and assist in the development of future crew by enabling training activities to be undertaken in a ‘real life’ scenario. The replica will not contain any nuclear materials.

Rising use of eBLs Bolero has confirmed that a full ePresentation involving a container electronic bill of lading (eBL) has been undertaken over its cloud-based platform, reflecting the growing demand for container eBLs among carriers and shippers. BHP Billiton sent a shipment from Australia to China, via the carrier company Pacific International Lines.

“Having worked in container carrier operations teams for many years, it’s incredibly pleasing to see the use of eBLs becoming more and more prevalent in container shipments,” said Bolero carrier product manager, Aline Bezerra.

“Bolero has listened closely to the container industry and their feedback on transactions carried out in 2012 and 2013. This feedback was incorporated into the Bolero solution. Since then adoption has risen significantly, with multiple carriers now using container eBLs smoothly and with full confidence.”

In May, the shipping association BIMCO recognised the rising use of eBLs by adopting a new clause that effectively gives eBLs the same status as paper bills of lading under the terms of charter party agreements. Normal insurance liabilities are covered by the P&I clubs to the same extent when using eBLs as their paper equivalent.

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Siren warning Chesil Beach has successfully upgraded its Flood Alert Siren with E2S Wide Area Signals. Parts of the beach have been flooded many times and many sea defence systems and flood drainages have been constructed at the Portland end of the Chesil Beach to try to alleviate the overtopping and flooding problems.

In addition to sea and flood defences, the Environment Agency replaced their legacy sirens with wide area disaster warning sirens designed and manufactured in the UK by E2S Warning Signals in London. The sirens are sited at intervals through the community.

The alarm sirens are intended to warn local residents and individuals present on the beach and nearby towns of a real danger of flooding so that evacuation can take place. In some locations people are advised to stay indoors when they hear the siren as waves come over the beach and sweep through the town.

The location is particularly demanding due to the high background noise levels, the extremely exposed position and the high potential for risk to life. In stormy conditions, the noise of the waves, wind and moving shingle is very loud at this location. Responding to these challenges, E2S teams worked closely with the Environment Agency to ensure a suitable solution was found.

MARITIME NEWS Award winning photo A photograph of the giant dockside cranes at the new London Gateway Port has come out top in the Institution of Civil Engineers (ICE) East of England ‘This is Civil Engineering’ photography competition.

The photograph ‘London Gateway by Night’ was taken by Andrew Bowen, the Engineering Director of the project.

The ICE competition has been running since 2008 with the aim of finding images that illustrate civil engineering and its importance to society and the economy.

Alan Bennett of Media Image Solutions, one of the judges, said Andrew’s photo was a worthy winner. “The use of low angle camera position and a diagonal composition makes this a very strong image. Excellent technical skills to capture this with available light and the rain just adds a touch more drama in the form of mist and reflections,” he said.

Top marks

Shipowners and operators are reaping the benefits of the Wilhelmsen Ships Service Welding Safety Campaign, which highlights the need for safe equipment and working practices, together with quality training onboard ship.

The campaign comprises inspections of onboard equipment to provide help and guidance to shipowners in complying with local and national standards and promoting crew competence.

Danny Ingemann, WSS Business Director, Marine Products says: “The strong link that the Unitor brand has with shipowners and seafarers means we can fulfil equipment needs while maintaining a central focus on the safety of welding practices.

The safety inspection service provides a means for owners to assess their current outfit, identify where improvements can be made and take steps to invest where needed.”

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Improved understanding Why adoption of new technology by treasury departments is critical to the future of oil trading companies. By Alok Sharma Despite the potential for efficiency savings in an industry where operating conditions are becoming more difficult year-on-year, the uptake of new technologies has so far been slow in the fuel oil and bunkering sector. This is especially true in treasury departments. It is critical that these departments look to adopt new technology, if they are to improve internal processes and reporting, which will in turn saving the company money and improve profit margins.

Selling bunker fuel to shipping operators is a capital-intensive business. Discounting the ever-increasing cost of the fuel itself, the process of transporting fuel from the refinery to the port is an expensive one. However, traders are only paid 30 to 60 days after the fuel is delivered.

At the risk of stating the obvious, in order to finance this process traders use extensive revolving credit facilities, borrowing tens of millions at any one time. Once the borrowed capital has been repaid, the small difference between the cost of fuel and delivery and the price paid by the buyer represents the trader’s profit. After the cost of capital is deducted, the resulting margins are usually slim - especially in the current economic climate.

For treasury departments in fuel trading companies, this trade financing model can be a logistical nightmare. Traders might be borrowing from multiple banks, using multiple credit facilities, operating with multiple products in multiple currencies and in multiple geographies.

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Clearly this represents an extraordinarily complex situation, with treasury departments finding it difficult to properly track and manage individual lines of credit or get a clear picture of how much cash the company has. Cash is the lifeblood of any organisation and it is critical that management has an accurate and up to date - daily at the very least - account of the cash status.

This situation is compounded by the fact that many trading companies are still using basic technology to manage their treasury functions, including spreadsheets. This is untenable for several reasons.

For one thing, the potential for human error is huge. Manual entry of data for treasury departments is a big risk, when even a small mistake could have extremely serious financial ramifications. More prosaically, failing to properly save a spreadsheet, failing to back it up, or infection by a computer virus could result in the company losing all of its financial information. For any company, never mind a multi-million or -billion dollar fuel oil trading company, this could be fatal.

Spreadsheets are also time-consuming. Manual data entry means a company never has a real-time view of its finances. Filling spreadsheet cells with relevant information can take days – even weeks. As a result, many companies only ever have an outdated view of their cash-flow status. Even on-premise ERP software, which does a better job of managing the treasury functions, can lag behind badly. In a truly global industry that operates 24 hours a day, this isn’t good enough.

It is also important to note that these complex macro driven spreadsheets are operated by one or two people who may be on leave, sick or otherwise absent - thereby putting cash related decisions at risk.

BUNKERING BUNKERING

This out-dated but well-embedded practice also means trading companies don’t have a complete picture of their borrowing and the cost of this borrowing. With so much information organised in such a disparate way, it is impossible for treasury departments to tell whether borrowing costs are as low as they could be. With hundreds of lines of credit borrowed on different terms, it is almost impossible to bring them all together in one place to provide a consolidated picture of true borrowing costs and identify the most efficient lines of credit. This means that traders are missing the opportunity to improve their margins by lowering costs.

Using more sophisticated, automated, cloud-based software is one way for treasury departments in oil trading companies to avoid all of the problems associated with spreadsheets and old, on-premise systems, and stay competitive in increasingly difficult operating conditions.

For example, software that automatically integrates and updates all credit lines as they are agreed gives traders a complete view of their borrowing and allows them to better understand their costs. Automatic comparison of different terms and conditions means borrowing costs can be optimised. Some oil trading companies who have made the change from using spreadsheets have achieved significant savings by improving cash visibility and reducing cost of capital.

New financial reporting regulations are also making the need for optimised borrowing even more urgent. Basel III for example, a global standard on capital and liquidity risk, is adding to the cost of borrowing for many shipping companies as banks try to minimise their own risk and are therefore less willing to lend on the favourable terms traders

enjoyed in the past. Other regulations like The Dodd-Frank Act and Solvency II are also placing much greater reporting conditions on oil trading companies. Spreadsheets just aren’t up to the task of the massive data retrieval and analysis involved in sophisticated financial reporting.

Having an accurate and real-time understanding of a company’s finances allows treasury departments to better understand the company’s real cash position in seconds rather than days. This in turn cuts the time needed to consolidate cash forecasts and for the company to fully appreciate its funding needs. In an industry where risk is inherent, this improved understanding makes for far better riskmanagement. n Alok Sharma is head of marine at Inatech, a leading global provider of intelligent cloud-enabled and on-premise consulting, ERP implementation, managed services and marine solutions.

Inatech’s modular portfolio of IT and ERP products complements its vast experience of successfully managing Oracle and Microsoft Implementations.

Clients benefit from an international delivery model that promotes the competitive edge needed to thrive in today’s dynamic markets.

For further information visit: www.inatech.com.

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GeoVS Viewer – live 3D VTS display of the marine traffic in the Port of Vancouver

The right

direction

Beyond VTS: Maritime Domain Awareness. By Dr Rafal Goralski

With the growing competition and continued innovation by the technology providers VTS systems have become more modular, scalable, agile and affordable than ever before. This – combined with innovation in the sensor technology – makes a whole new range of applications commercially viable, and opens up the technology to a wider base of adopters. The VTS domain rapidly democratises, and evolves into a much wider area of broadly defined Maritime Domain Awareness.

Vessel Traffic Services (VTS) are provided to the vessels navigating in selected areas, with the prime purpose of enhancing the safety of navigation. The level of services provided by VTS vary by the area, starting with provision of information only, and scaling up to fully-fledged maritime traffic control where required, for example in especially busy, urban or environmentally sensitive waters.

VTS schemes are operated by the waterway authorities responsible for the safety of navigation in the area, and are mandated by national maritime authorities, such as the Maritime Coastguard Agency in the United Kingdom. These are usually operated by local authorities such as ports and waterways, or by the national maritime agencies.

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VTS schemes are operated by trained personnel, who actively monitor the area using a dedicated Vessel Traffic System (sometimes also called a Vessel Traffic Management Information System, VTMIS).

A Vessel Traffic System is a set of technical tools and components, which work together to provide a VTS Operator (VTSO) with the best possible picture of the traffic in the monitored area. The tools available to the VTSO include a VTS Display System and VHF radio for communication with the monitored vessels.

In order to provide the VTSO with the picture of the traffic, and to build his awareness of the navigational situation, a range of technologies are employed in orchestration. These include the vessel sensors, the data processing components (including networking and data base) and VTS Displays.

Sensors are necessary to detect the vessels and report their positions and behaviours. Processors store and disseminate the data to displays. The displays overlay the traffic information on Electronic Navigational Charts (ENCs) and allow the VTSOs to interact with and understand the traffic information.

Sensors usually include radars, Automatic Identification System (AIS) base stations, and Close Circuit Television (CCTV) cameras.

These may be supplemented with other sensors monitoring tide, waves, currents, and weather. Every type of sensor has its limitations,

vessel vessel tracking tracking Identifier-class AIS device on a fishing boat in Oman

and so the widest possible range of sensors is desirable to build the most integral traffic picture. However there are some – especially smaller – systems that work with AIS or radar sensors exclusively.

Combining and displaying the information from multiple sensors in a manner which is easy to comprehend, interpret and act upon by VTSOs poses a challenge, and hence VTS Displays play an equally crucial role in any traffic monitoring system.

The ergonomics and clarity of the displayed picture determines the cognitive ability of the VTSO to build his situational awareness and respond to the developing navigational situations. The recently introduced state-of-the-art 3D VTS displays greatly enhance this ability, supporting faster, more natural, complete and accurate comprehension while reducing the VTSO’s fatigue.

The description of Vessel Traffic Services provided above focused on formally mandated and operated VTS schemes. However, VTS technology is increasingly used and adopted by a wide and diverse range of organisations that have a need to monitor the marine traffic in their areas of operations. This is done for a number of reasons, which include ensuring the safety of operations, improving operational efficiency and protecting vital infrastructure.

With the growing competition and continued innovation by the technology providers VTS systems have become more modular, scalable, agile and affordable than ever before. This – combined with innovation in the sensor technology – makes a whole new range of applications commercially viable, and opens up the technology to a wider base of adopters. The VTS domain rapidly democratises, and evolves into a much wider area of a broadly defined Maritime Domain Awareness (MDA).

Smaller ports deploy low-scale VTS systems to monitor and record traffic in their waters. Offshore energy companies monitor operations around their oil & gas drilling and production rigs, and around offshore wind farms. Police departments and coastguards use the systems to detect illegal vessels and enforce speed limits. Marine incident

investigation bodies and insurance companies use VTS recordings in their accident investigation.

VTS systems are integrated with port planning systems to optimise allocation of jetties and management of services such as tugs, pilotage, bunker, and other supplies. Where required, VTS systems help to fulfil legally imposed vessel movement reporting regimes.

Tide gauges, meteorological data enabled AIS Aids-to-Navigation (AtoNs) and dynamic underwater keel clearance systems provide additional insight and protection to environmentally sensitive areas, such as the Great Barrier Reef, or to underwater infrastructure such as pipelines.

Recently, the development of low-cost, self-contained, batterypowered Identifier-class AIS transponders, which can be deployed even on the simplest and smallest of vessels – including these lacking any source of electricity – made monitoring of the national fishing fleets in all regions of the world technically and economically viable.

The Identifier-class AIS devices have their usual AIS reception range – which normally would be limited by the line-of-sight, which depending on the height of the receiver antenna may go up to 60 or more NM – further extended by the satellite reception technology.

This enables vessels to be monitored in the entire Exclusive Economic Zone (EEZ) which extends to 200NM from any marine nations’ coastline.

The above list does not exhaust all possible applications of the VTS technology, and with the further technical innovation and improvement of availability and affordability of the VTS systems we are guaranteed to see many more applications coming to the fore in the future. n

AIS AtoN device on a weather buoy

Dr Rafal Goralski is director of technology, SRT Marine System Solutions.

SRT Marine System Solutions, a member of the UK-based SRT plc group, provides complete AIS-based MDA solutions, scalable from a single local port to national coverage. SRT provides a full range of high quality AIS transceivers for vessels and buoys of all sizes and types. Its GeoVS 3D VTS system offers the ultimate in maritime data display and situational awareness.

For further information visit: www.srt-marinesystems.com.

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Mission

critical Keeping the Norwegian Navy in a state of readiness to support the ‘War on Pirates’

The ‘war on pirates’ continues on a daily basis, with NATO’s Operation Ocean Shield counter-piracy operations having been extended into 2016. The second half of 2013 was Norway’s turn to take command of the operation and below, Espen Olsen, European director for aerospace & defence at IFS, comments on how the Norwegian Navy’s use of integrated resource planning technology is making the ‘war on pirates’ possible, enabling frigates to be ready for action, and with all the information they need on board.

Operation Ocean Shield is the NATO counter-piracy operation in the Gulf of Aden and off the horn of Africa. NATO’s role in the region is to deter and disrupt pirate attacks, ensuring the safety of the hundreds of vessels that travel through the region every day. This operation began in August 2009, working alongside US-led maritime forces, EU naval forces and national figures working against the threat of piracy in the region.

This approach and the Norwegian Navy’s involvement has been

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exceptionally successful across the region of two million square miles.

In 2009 there were 45 hijacks and 130 attacks but within three years of the operation, the number of hijacks had fallen to five and there were 115 fewer attacks. Between 2011 and 2012, attacks fell by 80 per cent. Under this operation, the Norwegian Navy working within NATO command conducts intelligence, surveillance and reconnaissance missions to verify the activity of shipping off the coast of Somalia. Commercial ships that are transiting the area are monitored and in many cases escorted to ensure their safe passage. Through the NATO Shipping Centre, pirate activity can be reported and shared to prevent attacks and enhance situational awareness of the maritime environment.

Between 6th June and 6th December 2013, Norway was in command of this operation, led by the Norwegian Flagship Fridtjof Nansen. A key element of this Norwegian Frigate’s ability to carry out its duties and be ready for action at a moment’s notice is its Logistics Support solution developed and supported by IFS. The Royal Norwegian Navy (RNoN) has been a customer of IFS since 2000. It is currently operating IFS Applications in the onshore

TECHNOLOGY

‘‘

IFS Applications, has to encompass the entire enterprise resource planning from project management and approval routing, configuration management, document management and archiving, to project delivery and warehousing, purchasing, warranty and change management. No mean task, but essential if the ‘war on pirates’ is to continue to be successful

environment as well as on-board ships and vessels whether they are deployed into operations outside of Norway or guarding the Norwegian sovereignty in domestic waters. The solution it operates is a distributed solution between the ships and the dockyards, which is also integrated into the Government Finance and HR solution. It meets the Norwegian Navy’s operational requirement for six months’ operation in autonomous mode when deployed.

While deployed, the ships can process work as usual and the solution supports master configuration data, configuration management, cannibalisation, document management and supply chain management.

It also supports management of valid and allowable configuration, maintenance planning, fault reporting and purchasing, inventory, stocktaking and more.

The solution is currently deployed on 18 ships in operation, with plans for a further 20 or more in the coming months, and the maintenance plans for the frigates alone equates to 3500 tasks and 7000 spare parts per ship. It also helps support and inventory some 50,000 parts with 12,500 in the dockside warehouse and up to 7000 on each ship. In

addition the IFS solution helps simplify some 1m work-flow steps, and manages 17,000 possible configuration options.

So the complexity of the operation demands an integrated approach and IFS meets that requirement particularly as information relating to spare parts is a crucial aspect for the Navy, as delivery times can often be long, with access to parts often extremely difficult. Yet the assets have to be ready for action at a minute’s notice. Cannibalisation of parts is also important, but in order for this to be successful, there must be reliable information as to where parts are, and the status of replacements.

So the solution, IFS Applications, has to encompass the entire enterprise resource planning from project management and approval routing, configuration management, document management and archiving, to project delivery and warehousing, purchasing, warranty and change management. No mean task, but essential if the ‘war on pirates’ is to continue to be successful. n For further information, visit: www.ifsworld.com/ifsdefence.

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Talent

competition

Natalie Desty discusses why maritime companies need to diversify their recruitment strategies in this dynamic market Despite many differences, the maritime and oil and gas sectors are grappling with a similar transitional trend when it comes to attracting and retaining staff.

Although undoubtedly adversely affected, both sectors remained fairly buoyant through a contracted market. What this means is there isn’t a large pool of candidates awaiting an opportunity to get back on the career ladder now that the market is on the up, pushing the sectors in to an advanced skills gap.

It is nothing new to talk about the engineering skills gap. Engineering businesses across all sectors have been struggling to recruit professional engineers for a number of years, and despite various initiatives, progress is laboriously slow. However the effect that this gap has on the individual sectors of engineering is not at all common. The challenge of recruiting in aerospace or motorsport (and there still is one) is barely comparable to its maritime and oil and gas equivalents.

Matchtech and the Institute of Marine Engineering, Science and Technology (IMarEST) published a joint research project earlier this year, which revealed that 90 per cent of the 500 maritime and oil and gas employers surveyed are currently struggling to recruit professional engineers. The report confirmed the skills gap climate had worsened against improving market conditions, so it is imperative that companies need to refocus their efforts to attract candidates into their organisation.

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The challenge of recruiting in these sectors is exacerbated by the lack of media representation and wider understanding in the market, adversely affecting those choosing it as a potential career. It would appear that many future engineers are simply unaware of the vast opportunities available within these sectors. The perceived lack of knowledge about the maritime and oil and gas industries within schools translates to careers such as ‘naval architect’ or ‘chemical engineer’ being completely omitted from career guidance workshops outside of UK port cities.

This issue is reinforced by the lack of growth in students graduating with maritime related degrees. Over the last decade, the number of individuals graduating in Naval Architecture has increased by an average of 0.61 per cent year-on-year and maritime technology, by 0.6 per cent. This comes at a time when record numbers of engineers within maritime and oil and gas are reaching retirement age. Without transferring this knowledge and bolstering the talent pool, a huge amount of experience will be lost to the industry within the next ten years.

The lack of graduates entering the industry is not the only area in which the maritime and oil and gas market is underrepresented. The same difficulty exists with increasing its gender diversity. This is an industry wide issue where only eight per cent of the entire engineering population is female; an interesting statistic when compared with China

recruitment recruitment

who has rapidly increased engineering diversity over the last five years, achieving current diversity figures of 33 per cent. Current estimates put maritime and oil and gas gender diversity at five per cent or lower. With 52 per cent of the population being female, increasing this figure is a good place for the industry to focus its efforts to combat the gap.

These challenges in recruitment make for a very competitive market, where in the majority of cases, demand simply outstrips supply, especially for SMEs. This is creating a trend of competition and in some instances a ‘recruitment war’ for talent. Structured graduate programmes are still few and far between in many areas of the industry, meaning that the graduate-plus-five-year talent pool is fiercely competitive and in many cases disproportionately remunerated. This trend towards a candidate-dominated market has intensified further over the last 12 months meaning that salaries and contractor rates are increasing as companies compete for the best, and more remarkably, available talent. It also means that your average employee is far more likely to be poached by a competitor, making employee engagement and talent retention efforts vitally important.

To combat the challenges of a saturated market place, businesses are increasingly looking beyond UK shores in an effort to increase the skills available to them. Despite the apparent availability of engineers abroad, the UK isn’t the only country fishing in the European talent pool.

Opportunities within maritime and oil and gas are increasing throughout

the world in both established and emerging markets, meaning that even when businesses manage to launch a successful recruitment campaign abroad, the competition for talent may be just as high.

Another key trend, which is arguably more sustainable, is the transfer of talent from other industries. The oil and gas market, especially the subsea sector, have been the trailblazers in these initiatives and are devising ‘Transfer of Learning’ programmes in an effort to close the gap.

The innovative companies have recognised the changing market dynamics and the need to incorporate sustainable solutions in to their recruitment strategies. For those businesses who fail to diversify their recruitment model or rationalise their expectations, the skills gap will only grow. n Natalie Desty is head of maritime, oil and gas, at Matchtech. She has ten years’ experience in recruitment within the engineering sector and is a member of the Marine Industries Alliance skills group. Desty is the author of the ‘Mitigating the Skills Gap within the Maritime and Oil & Gas Industry’ report, published in February 2014. The report came after an industry roundtable event at London International Shipping Week which led to 16 key recommendations covering industry perception, education initiatives and creating opportunities to engage a wider existing engineering talent base.

To download your copy of the report, visit: http://community. matchtech.com/news/maritime-oil-gas-paper/

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Winds of

change The continuing development of offshore renewable energy around the UK coast promises exciting opportunities for UK ports, as David Varey of PD Ports discusses with Libbie Hammond

According to RenewableUK the total offshore generating capacity in UK waters provides around eight terawatt-hours (TWh) of electricity annually, equivalent to the electricity consumption of around two million homes. In addition to the capacity already installed, a further 5.7GW is either in construction or has planning approval, and a further 12.3GW is in the planning system. Furthermore, in 2013, Ernst and Young’s Renewable Energy Country Attractiveness Index (RECAI) confirmed the UK as the number one country in the world for offshore wind investment.

If the offshore renewable sector is to expand as planned, it appears that there is a great opportunity for ports around the UK to participate and share this growth. As David Varey, General Manager Conservancy and Port Development at PD Ports highlighted, many are already involved in some way. “PD Ports operates at 11 locations around the coast of the UK and to some extent all have seen activities concerning offshore renewable energy, although Hartlepool has been the main focus, following a major contract with EDF,” he said. “This was the port where EDF’s Tees Bay installation was mobilised from, and this ranged from foundations to transition pieces, to the wind turbines themselves - 27 full turbine assemblies were installed from there, over a period of about 18 months. EDF has also constructed its operation and maintenance (O&M) base there as well, and for this project we prepared a big lay down area for the

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turbines and we put a rock blanket on the harbour floor for MPI jack up vessels,” said David.

“This is further supported by a cluster of related businesses all based at Hartlepool, including JDR Cables, who provided cabling for London Array and Greater Gabbard, and Hereema Offshore who manufactured topside transformers for London Array as well.

We feel now that we have the track record and the facilities that enable us to put Hartlepool forward with some credibility for future renewable projects.”

The Tees Bay project gave PD Ports a valuable insight into working on offshore renewable installations, and David admitted it was a learning curve for the company. “To be frank, the early potential of offshore renewable energy somewhat set the UK ports industry alight, but over time it has become clear that the industry

renewable energy actually requires some specific attributes - deep water, high load factors on the quay, and dedicated manufacturing facilities at the port. I think that is why we have seen Siemens creating its own dedicated turbine factory in Hull, for example.”

This need for these particular improvements to traditional port facilities does raise issues. “These are massive projects requiring huge investments, it’s not something you can invest in speculatively and hope you win a contract afterwards,” said David. “We wouldn’t spend tens of millions of pounds increasing the load factors of our quay to perhaps 20 tonnes a sq mtr, in the hope we will get some business along the line somewhere. We would only do that if we had a project under our belt supporting it.”

David also noted that slipping timescales and cancelled projects have been a blow to the confidence of the ports sector in 2014. “I think we have to appreciate that this is an industry that might not see its heyday until 2020, but we can’t afford to sit back and wait, we have to be highlighting to the renewables sector that we are aware of what they need now. But that does need to be backed up with long-term commitments.”

While multi-million pound investments are unlikely to be made speculatively, David does believe there are many other opportunities for UK ports that don’t require that kind of financial commitment.

“There are a whole plethora of opportunities in cabling, sub assembly, manufacture and storage of equipment prior to installation (in particular monopiles and pin piles) as well as O&M services, and that is where the UK port industry has a tremendous opportunity for participation,” he explained.

Going forward PD Ports is keen to utilise the credentials it gained on the EDF contract, and David believes that Hartlepool now offers several benefits to installers. “The offshore renewables industry is learning a lot from the oil and gas market and they’ve seen that installing in the winter months leads to too much lost time. However, the manufacturer of components still wants to carry on producing all year, and so when it comes to storing very large items like monopiles and jacket piles, they need a port with a large lay down area, as we have at Hartlepool. It means that the items can be continually delivered throughout winter, and once that five or six month installation window opens they can start picking up straight away.”

David also sees opportunities for PD Ports in the O&M of Round Three projects, which are going much further out to sea. “Dogger

Bank is 150 miles offshore, yet it is still unclear how deep sea O&M is going to be undertaken,” he said. “As we go this far offshore the type of vessels that are going to be used to service the turbines will require deeper water and fairly substantial fixed support facilities in the ports.

“From PD Ports point of view we are sticking close to the industry and the turbine manufacturers and getting their ideas on what type of vessels they are going to require, not just for installation support, but also for accommodation and transportation – staff will not be able to return to port each night in a small craft as they did on the Tees Bay project. I see big opportunities for both Tees and Hartlepool when it comes to deep sea O&M, and we are also already bidding on other projects where our experience is of interest to developers.” n

Bow Terminal

BOW Terminal has been fully operational since 2010 and is a logistic provider in the energy market.

Its terminals in Vlissingen and IJmuiden are excellently located at the North Sea and full-service 24 hrs, seven days a week. Vlissingen offers a 25 HA storage facility and the availability of permanent heavy lift capacity (upto 1,500 T: Gottwald MK1500 + Liebherr LR1600). Both terminals are perfect for offshore/heavy lift and multi cargo projects. IJmuiden is its full-service port for maintenance.

Its services can be divided into: heavy lifting and site transportation, storage, mobilisation/ demobilisation of barges/installation vessels, seafasting/pre-rigging/assembly of steel structures, ballast operations during load out, repair works/touch up painting, inland barging, custom formalities, engineering and project management.

Next to the permanent heavy lift capacity upto 1,500 T, it offers SPMT’s to transport cargo up to 1,200 T on long-term lease as well as mobile harbour cranes (Gottwald HMK-120-H, Liebherr LHM100, Liebherr LHM-320, Liebherr LHM-400) and its own pool of 150 riggers and operators.

Safety, health and the environment are its priority according to ISO 9001 and OHSAS 18001 standards. BOW Terminal is a subsidiary of the Kloosterboer Group.

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The

ACCSEAS project Navigating the North Sea region into the future

e-navigation is well on its way!

It’s a concept that is widely known and has become a term that can be interpreted to offer a range of solutions. It is designed to make maritime navigation safer and easier, which many see as a revolution in the way of working at sea.

ACCSEAS , an EU Interreg project led by 11 maritime partners is now ramping up to its final stages, whereby demonstrations are planned and offers readers the opportunity to engage with the e-navigation solutions it has developed in this North Sea Region test-bed.

ACCSEAS Project Manager, Dr Alwyn Williams states: “e-navigation is a technology that is not only key to improving safety and accessibility at sea, but can reduce the administrative burden for a number of paperintensive procedures on the ship.”

IMO are expected to agree on an implementation plan for e-navigation during this autumn, and e-navigation itself is expected to be implemented globally during 2018 or 2019. While IMO, IALA and IHO provides a framework for e-navigation, it is up to national maritime administrations to

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develop software, test systems and technical standards that have to play together.

IMO’s sec-gen Koji Sekimizi was impressed by the output from the ACCSEAS test-bed at a recent visit to the General Lighthouse Authorities, UK and Ireland and stated that ACCSEAS is an excellent project.

Supporting the Mariner…

Focusing on one of the project partners work, the Danish Maritime Authority (DMA), have been busy working with e-navigation for several years.

It is anticipated that e-navigation will become a reality on ship bridges in a few years. Its aim is to bring together all the important navigation information in a harmonised, integrated system. Navigators can receive relevant forecasts for current, wind, waves and water levels, ports, navigation information and more, directly in the Electronic Chart Display and Information System (ECDIS) or a dedicated display. As well as supporting the mariner at sea, e-navigation will also assist the shore-

accseas

based authorities, who will be able to pull information about the ship directly from the system instead of resource-intensive reporting.

human errors in the transfer of the position information from existing services to the paper chart.

Single System

Tactical Route Exchange The idea of this service is that each ship broadcasts their planned route to other vessels and/or shore-based authorities, with the intention to minimise the risk of collisions. VTS centres, for example, could see all the ships planned routes and advise, plan and take action if necessary. It would also be possible to send a route proposal from an administration to a ship. The issue of being able to transfer a recommended route from a VTS centre to a ship’s ECDIS has been an intense discussion point because there may be doubt about the division of responsibilities.

However, it is recognised that the master of a vessel has ultimate responsibility for the final decision on whether to accept or decline a suggested route.

The ability to transfer routes directly to the ECDIS can also be used for SAR operations where a ship can transfer the search area, and search patterns directly - with an indication of where the ship will sail. The head of the operation (OSC) can continuously see all the participating ships planned search patterns and have an overview of the areas that are wanted.

The premise of e-navigation is to gather all the relevant information onboard a vessel, usually from different sources and separate equipment, and make it available in a single system. The purpose is to make this information available on the primary navigation system, so that the mariner has a complete understanding of the environment surrounding the vessel and its route.

With so much information potentially available to the mariner, it is critical that they are not overloaded with too much information, which has the potential to be confusing. With this in mind, the navigator can set up filters so that only the information and warnings that are relevant for the route of ship appears. e-navigation will also help shore-based organisations, such as national authorities, shipping companies and ports, by allowing access to the harmonised set of information about the vessels. Receiving all information digitally, minimising the usual sources of error, especially the human, is expected to increase safety and efficiency of navigation. Information available through the e-navigation system must only be available by properly secure means to ensure the integrity, and confidentiality, of the information made available.

“The advantage of such system is that navigators would be able to provide information about the ship to a port authority or the country’s authorities at the touch of a button. All relevant agencies, even across national borders would have access to information. In other words, there is substantial simplification of the reporting work that many today see as a complex, manual and time consuming process,” explains Thomas Steen Christensen, Project Manager in the Maritime Technology and Business Development department at the Danish Maritime Authority.

Prototype Solutions The following solutions are just a couple of examples of the solutions that have been developed within the ACCSEAS test-bed. Demonstrations of these can be seen at the upcoming final ACCSEAS conference 2015 in Rotterdam chaired by maritime expert Kees Polderman.

Exchange of intended route, inkl. route CPA/TCPA alarm

Maritime Safety Information (MSI) / Notice to Mariners Today, navigation warnings are promulgated using VHF, Navtex and SafetyNet. There are many warnings issued and a large part of them are not relevant to the ship’s position or route. It is noted that positions information is given to one decimal place, which can be inaccurate when viewing on, for example, electronic charts.

It is expected that navigation warnings in the future can be output via various e-navigation channels. This means that reception can be customised with a filter so that the warnings are current for each ship on its planned route.

Positions can be given with greater resolution that is more applicable for display on an ECDIS. The process excludes

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accseas

No Go Area (see picture below) The No-go Area solution displays ‘no-go’ areas based on the vessel’s draft, tides, weather and detailed depth data sent to the ship for viewing directly on the navigation display that can be seen as depth contours adapted to each ship.

e-navigation will be an ongoing process where more and more equipment on-board vessels over the next few years will be ready for e-navigation. Mariners can therefore start to benefit from the advantages of e-navigation as it becomes widespread. It is anticipated that the prototype communications infrastructure for the e-navigation system, the so-called Maritime Cloud, will be completed by 2018.

“The most important thing is that the solutions will actually work on the ships, particularly that it is suited to the needs of the navigator, whilst recognising the need to support other stakeholders in the maritime and logistics world,” says Mads Bentzen Billesø, himself a trained Master Mariner and has been associated with the development of e-navigation for over six years. n

Visit the ACCSEAS website to view all of the solutions, watch the ACCSEAS films and download the leaflet www.accseas.eu. Contact: georgina.button@gla-rrnav.org , ACCSEAS Communications Officer, or visit ACCSEAS at SMM Hamburg: Hall A1, Stand 520

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SMM 2014

Signals for the

future Once again SMM will welcome the who’s who from all segments of the global maritime industry Every two years Hamburg becomes the world capital of the maritime industry for five days. SMM, the leading international maritime trade fair, is a major meeting place for the decision makers of the maritime industry. For this year’s SMM, which will take place from 9 to 12 September and feature more than 2000 exhibitors, there is an anticipated attendance of over 50,000 industry visitors.

have chosen for 2014 is ‘Innovation’. “SMM is the meeting place of the leaders and decision makers of the maritime industry. On more than 90,000 square metres of exhibition space they will showcase their

SMM is one of the world’s most important industry events with a high-level conference programme. In addition, the fair’s industry visitors from all over the world are sure to benefit from the comprehensive special-events programme with more than 150 individual events (workshops, symposia etc.).

As Bernd Aufderheide, CEO and president of Hamburg Messe und Congress GmbH explained to Shipping & Marine, the preliminary programme of the exhibition underscores the importance of SMM as the leading global trade event, and the leitmotiv that the organisers

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SMM 2014

innovative technologies, products and services, set new trends, meet up with customers and close business deals. Our fair sets clear signals for the future and meets the expectations of the industry as the leading trade fair for the maritime industry. It is a great place for doing business. With its programme for 2014, SMM underscores its position as the leading international event for the entire maritime industry. SMM presents the world’s most advanced technology and product developments. No other fair of our industry offers remotely the diversity of international players present at SMM,” he said.

He went onto explain why 2014 sees each day of the Fair dedicated to a different theme (Finance, Environmental Protection, Security & Defence, Offshore and Recruiting).

“For the first time, an entire day of the fair will be dedicated to each one of our chosen themes, with distinguished experts from around the world speaking in conferences and workshops,” he noted.

“The SMM Ship Finance Forum is a special event held one day ahead of the fair. Its top-flight international participants will discuss global financing challenges, which are currently

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troubling the shipbuilding and shipping industry. Environmental Protection will be the featured topic on 9 September. The 2014 global maritime environmental congress, or gmec, will be under the motto ‘Setting the Green Course’. The following day will focus on Security and Defence. MS&D, the international conference on maritime security and defence Hamburg, will study the security challenges facing the maritime world. With political crises, piracy and terrorism as constant threats, the conference will investigate new ways of protecting sea routes and ports. Day three of the fair will see industry experts discussing the potential of offshore oil and gas production as well as offshore wind energy. The SMM Offshore Dialogue offers representatives of the maritime and energy industries operating offshore an excellent platform for sharing their views about the challenges and opportunities they are facing, for assessing potential synergies and jointly developing new strategies. The final day of SMM will be dedicated to the topic of recruiting. The general shortage of skilled workers in Germany is affecting the maritime industry, as well, prompting many companies to reinforce their training and recruiting efforts.”

He added: “I’m looking forward to these theme days. They will cover a full range of subjects, pointing the way to the industry’s future.

Distinguished experts from around the world will be speaking and discussing at conferences and workshops, giving a whole range of views.”

Such is the scale of SMM that it takes up the entire space available at Hamburg’s fair site: 11 exhibition halls (B1 to B7 and A1 to A4) plus a temporary hall called B8. Bernd said: “Each hall will be dedicated to one particular field of the shipping world. As mentioned, maritime security and defence will be another major theme at SMM. The security equipment section will be prominently represented at the specially established exhibition space in the Hall B8, with numerous technological innovations. The Hall B8, which we set up at SMM this year for the second time, features exhibitors from the Maritime Security & Defence, Shipyards and Shipbuilding Industry.”

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SMM 2014

It is clear that the 2014 event is set up to be a spectacular sight, and Bernd gave some details about what it is that sets this one event apart from others in the maritime calendar: “Presenting products, showcasing innovations, meeting new customers, enhancing business relationships, closing deals, learning about the latest research and development achievements of the industries – that is what SMM is all about,” he said. “This is why the leading companies and representatives of global maritime industry meet in Hamburg, whether they hail from the shipbuilding, supply, shipping or marine segment. Nowhere else can you find such a large, international audience in such an efficient and perfectly suited environment.”

In addition to the Hamburg event, Hamburg Messe und Congress GmbH, the company organising SMM, has also established two international subsidiary fairs, SMM India and SMM Istanbul. “As a globally leading trade fair we continually work to expand our portfolio,” said Bernd. “We find it extremely important to go directly to countries that are of particular interest to this industry. With this holistic approach and our broad spectrum of international exhibitors and visitors, SMM again and again demonstrates it is truly the world’s leading trade fair for the maritime industry.”

He concluded: “I would like to point out that from 23 to 26 September, just a few days after SMM, the WindEnergy Hamburg fair will open its gates. The combination of these two events offers fascinating synergies.” n For further information please visit: www.smm-hamburg.com

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Profile: Pres-Vac

A

world-leading manufacturer and supplier of high velocity pressure and vacuum valves, Copenhagen based Pres-Vac has more than 60 years of experience in supplying solutions to the marine industry around the world. With over 200,000 valve solutions installed onto tanker vessels thus far, Pres-Vac today offers its customers the broadest spectrum of valves and venting systems on the maritime market.

Through a strong commitment to providing an unrivalled level of service and support to customers, the quality conscious firm has amassed an impressive customer base, including all of the leading tanker fleets across the globe. With a strategic network of knowledgeable, competent agents and distributors located in all major ship-owning and ship building countries, Pres-Vac can easily work with shipyards, naval architects and partners to deliver a close, transparent and successful relationship.

Previously featured in Shipping and Marine magazine in August 2012, Pres-Vac has spent the last 19 months developing its core products and strengthening strategies for ongoing growth, as Jens Ulrik Nielsen, business unit manager of Marine Nitrogen Gas Systems noted: “We have launched a strategic co-operation with another Danish provider of nitrogen systems, Oxymat, a production and engineering company that manufactures Pressure Swing Absorption (PSA) based systems,” he noted.

The two companies are launching a campaign to promote advanced inert gas systems to the world’s largest shipping companies, shipyards and oil extraction companies. The partnership offers new, exciting and cost-saving opportunities for customers.

The companies are continuing their growing success in dedicated nitrogen inert gas systems to the marine and offshore sector. The new Pres-Vac Oxymat co-operation will share resources within R&D, sales and support ensures an even more compelling offer to the market. Oxymat has an excellent position in energy efficient technology; and Pres-Vac has an extensive and global organisation as it already supplies equipment to all major tanker fleets in the world. At the same time, the companies share the same values – they both place the highest priority on the safety and reliability of products and are committed to giving customers the best service across the globe. Both companies have long tradition for using PSA technology that is widely recognised as leading both in terms of energy efficiency, purity output and lifetime costs.

Pres-Vac Marine Nitrogen Systems not only provide the onboard capability for generating a safe storage environment for hazardous cargo, preserving perishable goods, and ensuring the safety of crew but also provide significant operational costsavings through total self-sufficiency and up to 30 per cent energy saving over conventional systems. www.shippingandmarine.co.uk - 27

Profile: Pres-Vac

These cost-effective systems utilise the very latest PSA technologies to fulfil stringent Class and IMO requirements in meeting the toughest commercial demands. By using PSA, Pres-Vac produces nitrogen through systems that are designed to meet the specific needs of its customers that operate or own vessels such as product tankers, chemical carriers, LPG carriers, LNG carriers and oil tankers. “We have seen a lot of enquiries from LNG newbuilds, which is related to the incident in Japan two years ago; since then many Japanese power plants were shut down there has been a noticeable increase in demand for LNG. On top of this, we have seen a spike in demand from bulkers carrying (toxic and flammable) chemical cargo, which is hazardous if not carried in an inert atmosphere,” said Jens. l

Pres-Vac

www.pres-vac.com • 60 years experience in valves and venting equipment • Systems designed to meet customer’s needs • Strong R&D activity

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Profile: NorYards

Bold

advances O

riginally operating as Bergen Group Shipyards, the wholly owned shipbuilding division of the Norway based Bergen Group, NorYards AS, was established in September 2013 following a deal with international firm Calexco. Finalised on May 28th 2014, the transaction means NorYards is now 70 per cent owned by Calexco, which is owned

by Ukraine investor Konstantyn Zhevago while the remaining 30 per cent stays within the Bergen Group. The new company will include NorYards Fosen and NorYards BMV shipyards, as well as NorYards Zaliv, to meet the comprehensive needs of the offshore industry, as CEO Johannes D. Neteland discusses: “Calexco is an investor that acquired two outfitting yards from the Bergen Group to merge with its hull yard and Zaliv shipyard in Crimea, Ukraine.

In addition to the hull yard, Calexco has an engineering and design department, with approximately 80 highly trained naval engineers.

“As of the 1st March it has been my job to integrate the group of companies to ensure they can take responsibility of the whole value chain, from designing a ship, building a hull and delivering the ships for the offshore sector. This is the plan, however, due to political issues in Crimea it is very difficult for us to sell capacity in the eastern tip of the Crimean peninsular. To overcome this challenge we are buying hulls from other foreign yards, but the long-term

plan is to include the hull yard or even buy a new hull yard to ensure we can offer the whole value chain.”

Formed in 2002, the Laksevag based BMV (now NorYards BMV) boasts more than 100 years of shipbuilding; it has a strong reputation for building seismic vessels and custom-designed ships for the oil and gas industry. Equipped with workshop facilities, such as steel, pipes, a cleaning terminal, test terminal for motors and a steel cutting facility, NorYards BMV also has a flexible crane capacity of five tonne to 14 tonne railbound and up to 130 tonne via floating crane. Furthermore, it has a mobile crane with a 40 tonne capacity, 12,000 tonne floating dock and 600 metres of piers between five metre and 20 metres in depth.

Meanwhile, the modern, Rissa based NorYards Fosen has been involved in ship building, conversion and repair projects since

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Profile: NorYards

1918; as part of the NorYards Group, it provides exceptional services in outfitting vessels in the seismic, offshore, RoPax, passenger and cruise sectors.

Joining the two yards is JSC Shipyard Zaliv, one of the leading shipyards in East Europe; focused on providing the best possible solutions through investment and technical programmes, the yard not only looks to perfect shipbuilding and ship repair technologies, but to also minimise delivery times and improve quality. The shipyard is constantly looking to broaden its product range and repairs approximately 35 vessels per year.

Through combining the well-established experience of all three shipyards, the company will have enviable expertise in the construction and delivery of advance ships to the international market. Moreover, the merging of Bergen Group and Zaliv Shipyard’s design department with NorYards’ Design & Engineering (NSD), the company will be able to further strengthen its competence in providing a complete package to clients. “By taking control of the whole process we can give more security to our ship owners,” explains Johannes. “This is just one of our strengths; we are also a financially strong group and don’t have to worry about the shipping industry, which can be hard on capital. This is because, if the ship owner is interested, we have a shareholder that can take part of the equity side when we are selling the vessels.”

Despite facing the typical challenges of being a newly set up organisation in a conservative industry, NorYards was awarded its first contract with NFDS 2 Offshore for the outfitting and commissioning of a new anchor handling tug supply vessel (AHTS) on a historical day for the company in May 2014, as Johannes highlights: “The 28th May 2014 was a very special day for NorYards; not only did we sign a contract for ship 84, we also transferred and delivered ship 83 and established ourselves as a

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new company.” Following the successful delivery of its sister ship, which was outfitted and delivered earlier this year, the AHTS will be outfitted at the NorYards Fosen yard as of the third quarter of 2014 until delivery in the second quarter of 2015.

“We call this new ship number 84, as it is the sister ship of 83, which we are in the process of delivery right now following a recent naming ceremony. This major newbuilding contract for the outfitting and commissioning of number 84 is valued at NOK650 million; the hull is being built in China and is due for delivery in October, which will give us six months to outfit the vessel.” The AHTS is a VS 491 CD design, with a length of 91 metres, breadth of 22 metres and a minimum bollard pull of 285 tonnes; it will also have an ROV hangar.

With a strong market outlook for the construction of specialised and advanced offshore vessels, NorYards has the integrated experience, skills and financial strength to continue strengthening its position within the shipping and offshore markets, as Johannes concludes: “Throughout the rest of 2014 our focus is to sign new contracts and establish ourselves as a key player in the market.

However, our more long-term goal is to build a competitive shipyard group with control over the whole value chain. We also want to build more standardised ships, as solely focusing on the construction of advanced, high-tech ships makes it difficult to progress into the production of more standard designs. Ideally we want to build between five and six ships a year, with a turnover of between three and a half to four billion euros. This is our goal.” l

NorYards AS

www.bergen-group.no • Seventy per cent owned by Calexco since May 2014 • Now offers turnkey shipbuilding services • Major contract with NFDS Offshore

The emission

challenge P

erched in the starting blocks, Clean Marine waits for a signal. Having been in preparation since in 2006, it knows what is around the corner. There is less than ten months before ship owners operating in northern Europe and the US will see their fuel bill increase substantially, unless they install an Exhaust Gas Cleaning System (EGCS), which allows the vessel to run on the cheap and readily available HFO. The International Maritime Organization (IMO) Annex VI sulphur regulation calls for a 0.1 per cent sulphur limit in Emission Control Areas (ECA) by 2015, and a worldwide limit of 0.5 per cent by 2020 or 2025. Approved ECAs include Baltic, North Sea, English Channel, US and Canadian coasts and inland waters.

Helping ship owners to meet this tough target, the Norwegian company Clean Marine provides a unique, proven EGCS (also called scrubber) technology. Regarded as a pioneer in the EGCS industry the company is fully dedicated to emission cleaning for ships.

Strategic investment is crucial to business, but as ship owners play a waiting game, time does not participate. The passenger

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ferries and cruise ships have departed with an early adoption of similar technologies, but the commercial industry is holding its breath. As the 11th hour approaches, Shipping and Marine magazine spoke to Pia Meling, sales and marketing manager for Clean Marine: “It is a six months lead-time from signing the

Profile: Clean Marine

contract to completing the installation, and the longer the ship owner allows, the easier and cheaper the installation will be.

“We received the first fully commercial contract early in 2013 with Samsung Heavy Industries for two shuttle tankers being built for AET. These tankers are chartered to Statoil on a long contract and will be operating in the North Sea. Statoil’s pre-requisites stated that vessels operating on their contracts needed to conform to new regulations. This pattern we believe will continue to grow, with the upgrade being pushed by the charterers. At the moment there are just 150 contracts industry wide for EGCS installations, but we expect this to total more than 2000 over the next five years.” An understandable reluctance exists for ship owners to invest three million to four million USD without security of receiving a higher rate from the market, but when there is a longterm charter agreement in place already when the vessel is being built it is more likely that rates can be agreed to compensate for the extra cost of installing an EGCS. However, a two tier market will develop and the chartering market will very soon have different rate levels for ships with and without scrubber.

Pia Meling further explains that Clean Marine’s solution is the only proven system currently on the market where all exhaust sources on board, including boilers, can be served by one common EGCS unit without encountering an increase in back pressure: “Our system for AET cleans both sulphur oxides and particulate matters emissions from two main engines, five auxiliary engines and three boilers. In total, a single unit manages ten exhaust sources and cleans 240,000 kg of exhaust per hour.

“Our system is the perfect fit for this kind of vessel. The alternative from other suppliers is the installation of several scrubbers. By having just one scrubber unit, it is more cost

effective, with simple operation and maintenance procedures,” adds Pia. Clean Marine offers a proven hybrid system that can operate in both open and closed loop mode. It differs from other systems in that it uses caustic soda in both modes, which means vessels can operate in all types of water, including low alkaline and saline water, in either mode without loss of efficiency.

Furthermore, the use of caustic soda enables the Clean Marine EGCS to operate with a pH>6 at the outlet, making the effluent compliant with all IMO and regional/local regulations, which stipulate a maximum level of acidity in the effluent back to sea.

Alternative open loop scrubbers produce more acidic wash water, promoting Clean Machine’s solution as environmentally beneficial.

With regulatory variety in international waters, the system provides a future proof option for ship owners.

Payback on the investment is calculated to be around one year, assuming 100 per cent of operations are completed in an ECA with price difference of $300 per metric tonne between marine gas oil and a high sulphur fuel oil. The bulk carrier MV Balder was in 2013 reported to be the first vessel in the world to operate a fullscale EGCS in the North American ECA. “We have had around 1600 running hours related to testing our unit onboard the Balder.

When the new ECA rules are enforced in 2015 the ship will have full commercial use of the system,” says Pia. Clean Marine is supplying EGCS for various tanker vessels currently under construction at the leading Asian yards for AET, Dorian LPG and Stolt Tankers and is set to be a leading provider of EGCS for cargo ships. “Our latest contract, announced in January 2014, is with Hudong-Zhonghua Shipbuilding, a major shipyard in China. The ship owner, Stolt Tankers, decided to get the scrubbers installed early in the building process, recognising the www.shippingandmarine.co.uk - 33

Profile: Clean Marine

we are positioned for significant growth. We are one of only a handful of serious suppliers who have a commercial product ready.

The cheapest solution is to install the unit while the vessel is being built, saving the cost of going off-hire. If there is a lack of funding or willingness to install the technology at this stage we urge newbuild ship owners to design the vessel with space to retrofit the technology,” says Pia. As technology improves, the cost may eventually reduce, but in the short term, coinciding with the enforcement of regulations, the expected rush to install has the potential to drive the cost up, as Pia concludes: “Having invested a lot of time and money in our patented solution we are now building the organisation to meet tomorrow’s demand. We are taking on more project managers, developing an international network of sales- and support agents as well as dedicated site managers to oversee the installation locally for both retrofit and newbuilding. We expect quite a substantial and exponential growth over the next couple of years.” l lead-time limitations. Having signed a contract with Clean Marine for installing EGCS on two of their newbuilds which are due in 2016/17 there is the option to add scrubbers on the rest of the fleet at a later date.

“We are a growing company with a proven and fully certified system. Having established several contracts with major shipyards

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Clean Marine

www.cleanmarine.no • Patented solution to emission challenge • Growing number of commercial contracts • Vessel in operation with pioneering technology

Profile: Chiefmar

An alternative

solution

Chiefmar is totally focused on supplying high quality products

E

stablished in 1982, Chiefmar has more than 30 years experience in supplying the highest quality Alfa Laval alternatives on the market. As an unofficial supplier of compatible spare parts for centrifugal separators within the Alfa Laval range, Chiefmar dedicates a lot of effort to being up-to-date; no easy feat for a company that employs a small selected staff and has a single site in Genoa. However, this only makes the high quality of Chiefmar’s 5000 products, ready for immediate supply on demand, all the more impressive.

With its wholly owned premises located in a prominently industrial part of Genoa, Italy, Chiefmar’s facility consists of 1000 square metres of warehouse space and 250 square metres of office space. It is here that the company retains a complete range of Alfa Laval separators and fresh water generators spare parts for all sizes and models.

Retaining a long tradition for delivering the best possible solutions for clients tailored for each shipment, the ISO 9001

qualified supplier of alternatives has a clear focus on quality to ensure safe operation, low maintenance cost and high efficiency.

Readily available components include accessories for separator control systems such as EPC 400 and EPC 41 control boards, solenoid valve groups water and air, flow switches, pressure switches and pneumatic three-way valves.

Having developed a significant presence in the Far East in the last decade, Chiefmar continues to address the needs of the market by maintaining a dedication to supplying products of the highest quality and building on its reputation for excellence. l Chiefmar Srl www.chiefmar.com • Premier supplier of Alfa Laval alternatives • Can supply worldwide • Consolidate experience into the main shipping hubs

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LNG will drive

the future

F

rom 1 January 2015, drastically reduced emission limits will apply for shipping in certain special zones. For example, in the entire Baltic, parts of the North Sea including the English Channel, as well as in front of the coasts of North America, the proportion of sulphur in marine fuels must not exceed 0.1 per cent - which corresponds to a tenth of the limit which applies at present.

One way to comply with these limits is to operate ships with LNG (Liquefied Natural Gas). LNG contains neither sulphur nor heavy metals and reduces the CO emissions by 20 to 30 per cent and the NOX

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Cryogenic LNG-valves from HEROSE are tight even under extreme conditions according to EN ISO 10497

emissions (nitrogen monoxide and nitrogen dioxide) by approx.

90 per cent compared to fuel oil.

Although there are still gaps in the development of an LNG infrastructure with full coverage and there is not yet a sufficient number of bunkering points for ships, the future belongs to the construction of LNG-operated ships. For example, two major car ferries were launched by the Norwegian Fjordline shipping company on the route Bergen-Hirtshals in 2013. In the design of these new constructions safety topped the agenda - after all, every ship carries up to 600,000 cubic metres of fuel gas.

Profile: HEROSE

A major contribution was provided by the valves of the HEROSE company in Bad Oldesloe. With its safety and globe valves HEROSE is a globally leading supplier in the field of LNG. Pneumatically actuated valves fitted with an additional hand wheel for emergency control, for example, the filling of the tanks in the new ships of Fjordline, and HEROSE safety valves are fitted to all gas pipes, one between every two globe valves. The HEROSE globe and control valves are also available in a fire-safe design with the unique design feature of soft seat for increased performance during day to day operation.

As a leading manufacturer of fittings for cryogenic technology and pressure vessel construction, Herose has dealt with the safe handling of technical gases, vapours and liquids for more than 140 years. Certificates from classification societies such as ‘Det Norske Veritas’, for example, confirm the adherence to the most stringent standards. In 2007, TÜV approval in accordance with EN 12567 was obtained for the stainless steel cryogenic valves. This standard defines the general requirements for the suitability of globe valves used in the manufacture, storage and transportation of liquid natural gas. Special attention was paid to the standard reference to the fire resistance test in accordance with EN ISO 10497 which must be performed upon customer request. This international standard defines the requirements and methods for the evaluation of the functionality of valves exposed to a fire under defined conditions. The fire duration was defined as the maximum time required for extinguishing most fires.

Herose currently views the market as divided into two sections: On the one hand, fittings with fireproof approval are generally required for ships and LNG terminals, i.e. the valves must have been approved in accordance with EN 12567 and EN ISO 10497. On the other hand, the valves only need to have EN12567 approval for the remaining on-shore installations.

Dependent on the operator's safety concept, shut off valves with fire-safe approval are, however, also used.

As a consequence there must be a smooth transition between the two requirements (EN 12567 approval or EN ISO 10497 approval) and a clear separation is not possible! l Visitors to the Hamburg SMM exhibition (Shipbuilding, Machinery & Marine Technology) from 9 to 12 September, long established as the leading exhibition for representatives of the ship building industry, can obtain information on all LNG-relevant valves from the Bad Oldesloe company at the HEROSE exhibition stand.

HEROSE

www.herose.com • Leading supplier in LNG field • Adheres to the most stringent standards • Will exhibiting at SMM 2014

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Profile: Data Modul

Displayed to

perfection T

he history of Data Modul begins in 1972 when it was founded as a distributor and manufacturer for flat panel displays and subsystems, today holding the position as a leader in display technology. In 1998 the business acquired Conrac GmbH, a manufacturer of flat panel monitors in LCD technology for the marine and other very specialised industries. “The marriage of both these companies has proved a perfect combination, both for the business and for providing the best solutions to the marine industry,” says Joern Wittig, Head of Product Marketing for industrial solutions.

With state-of-the-art electronics, a long experience in the market and a large modern production facility in Germany, the company has a fundamental understanding of all aspects of the market. “The marine market is one of our core businesses, and has been for many years. We know how to handle the marine market, and recognise early the trends and demands. As such we have been able to bring many industry firsts to the market, such as the introduction of the first high-resolution CRT monitor, and also the first widescreen monitor,” explains Joern. Recognised for launching such products, the business continues to grow on its position as an industry leader, renowned for its innovative style.

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As a result of its strong presence in the market and the rapid advancement of display technology, the business focuses its efforts in the development of new products, from the earliest stages through to the final construction. “Our approach to the marine market is different to our competitors’ in that we are only working as a distributor and original equipment manufacturer (DOEM), so we do not provide products under our own brand to the end user. Our customers include marine equipment suppliers and with our knowledge and access to the latest technology, we can really support and advise those clients effectively,” points out Joern. As such, the global reach of its products is large, albeit understated.

The introduction of the wide screen displays in 2006 was one of the significant milestones for the business, grounding its position in the marine field. The strategic expansion of its business is

carried out through targeted activities in both Germany and abroad, adhering to its goal of holding its position as the market leader in display technology, delivering the right product at the right time, in both quality and at a competitive price. Driving its sales forward, a team will be attending the SMM fair in Hamburg in September 2014, where it will introduce the next generation of ship monitors, which includes LED backlit displays, multi-touch functionality and automated optical bonding capabilities amongst other innovative technologies and possibilities.

“A growing feature of integration is our embedded boards, of course, designed and developed by Data Modul’s designated design team. The demand for panel computers within the marine sector is very high at the moment. Customers are attracted to the service we provide, because we really focus on what they require.

The modular concept on which our systems are based provides a platform that keeps cost down, and eliminates any features that are not required by the client,” says Joern.

As the company looks to develop new working relationships, Joern explains that long-term production contracts are of key interest, hugely benefiting the customer in the service it provides: “Clients today are looking to receive a long-term solution and, despite the shorter life-cycle trend of the individual components, we are able to offer stability of the final product for a long time. We are also able to operate on a project basis as required, supporting our partners in this field.” From its modern production site, with a total area of more than 18,000 square metres the business is able to process several hundred units each day, meeting the highest quality and traceability standards. With a high degree of flexibility it is able to cope with all requirements from the market by accommodating a varying production volume and a growing product range.

Holding its strong position in a very stable market, the company’s market share continues to grow based on its innovative concepts. Commenting on the success over the past years Joern explains: “The merger of the two businesses brought two very strong sales forces together, a wealth of important contacts in the marine field, and a talented design team. The result is that we are able to offer complete solutions to the market, and ultimately this has led to the continued growth of our market share.”

Looking towards the future, Joern highlights the technologies that will ultimately lead the way: “Over the next 12 months we see embedded solutions, low power and green technology as the main features which are already being demanded from the market. Our own products and solutions provide quality and reliability, and we are driven to offer long-term solutions to our customers, an aspect of our service we believe is very much appreciated. Further ahead we expect to grow within navigation systems, as well as focusing on new applications such as PCAP technology, multi touch functionality, and the development of embedded boards into OEM products. The goal and focus in the marine industry is to have a vertical integration of application in the marine market.” l

Data Modul

www.data-modul.com • Display technology manufacturer • Leader in innovative design • Attending SMM Hamburg 2014

www.shippingandmarine.co.uk - 39

Strong

identity

H

einen & Hopman Engineering B.V. was founded in 1965 as a family business, and its main activity at that time was to carry out heating, ventilation and air conditioning (HVAC) installation and contracting work in buildings. Within a short period, shipyards had begun to invite the company to quote for complete packages in more specialised fields, and as a result, Heinen & Hopman started developing its own products for marine applications. Today it has become a financially healthy multinational with over 1100 enthusiastic and capable employees worldwide and representation in North America, South America, Europe, Russia, the Middle East and Asia. It works with all the major shipbuilding industries and is proud of its well-filled order portfolio.

As Eric Stoffelsen, sales manager noted, Heinen & Hopman works very closely with its main customers. “These are both ship-owners and shipyards,” he said. “I think our close working relationships are what keeps our clients returning to us.”

He continued with some further benefits that the company offers to its clients: “Being a family-owned business means that decisions are made on a long-term basis and the human factor is kept in mind,” he said. “We also have a dedicated research and development (R&D) department that continuously adds innovation to existing products, and stimulates the development of new products and systems. We also have a programme to improve our already high level of health, safety and environmental standards, and furthermore, our 24/7 global service network means we are always reachable for our clients.”

Out of the industries and sectors in which Heinen & Hopman operates, the company has seen the biggest increase in demand for its superyachts and offshore products, and Eric credits the company’s knowledge, know-how, value for money and good service for its steadily growing order book.

Indeed, there is little doubt that Heinen & Hopman has built

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up a very respected name for itself over the past 49 years in all the market sectors where it is present, but as its fifth decade in business approaches, the organisation has taken the decision to step up its marketing and communications strategy.

It believes that the challenge for companies today is to ensure that their brands are recognisable and memorable - seen as lifestyle experiences and choices, not products. As a result, Heinen & Hopman aims to reinforce its worldwide brand with a uniform, consistent identity and communication style across its global subsidiaries. This involves creating a single strong global brand, modernisation of communication items and logo, and the creation of a green label and manifesto. The results will be a uniform logo and style across subsidiaries, and the establishment of a single global website linking the local offices.

The beginning of this process required the board of directors and management team of Heinen & Hopman to classify the company’s identity, and after much deliberation, they created the following definition: ‘a reliable partner in the global maritime sector, offering top quality products and service in the field of climate control.’

They also created a mission statement: “It is our number one priority to dedicate ourselves to our customers with top service, high-quality products and sustainable, innovative technology.”

And finally, spelled out a forward vision: “To provide the best HVAC services in the world, by continuously expanding our global network and by offering more innovative and sustainable solutions.”

Results Heinen & Hopman’s new brand and communication strategy is based on this mission and vision. “Enrolling the new branding programme throughout the whole Heinen & Hopman group is our main focus for 2014,” confirmed Eric. “But we will also be

Profile: Heinen & Hopman strengthening our current market position, as well as constantly searching for better methods to service our customers in the best way possible and give them value for money.”

A crucial aspect of Heinen & Hopman’s new philosophy is its focus on sustainable innovation, which is reflected by its green manifesto. This aims to increase awareness within the industry of the importance of environmentally sound solutions. The green manifesto logo will appear on Heinen & Hopman’s sustainable products and systems and relevant information materials. Its green beliefs will be shared across all communication platforms, including the website, advertisements and brochures. This will further increase awareness of how Heinen & Hopman is investing in a better and more efficient tomorrow.

Eric highlighted some examples of eco-friendly solutions from the company: “Our Turbocor compressor is the world’s first totally oil-free, energy efficient and lightweight compressor,” he said, “and we also utilise jet fans in engine rooms, and offer annual check-up of systems to ensure they are running at their most efficient.”

The new brand strategy will be displayed at the SMM Exhibition in Hamburg, Germany. “From 9th to 12th September, Heinen & Hopman will be present at the Show,” explained Eric.

“To involve visitors with its new announcements, the company has created a Tradeshow App and visitors are encouraged to visit booth B5.112 to find out more details,” he concluded. l

Heinen & Hopman

www.heinenhopman.com • Leading specialist for marine HVAC & R systems • Fitted over 10,000 systems worldwide • New brand strategy being unveiled at SMM

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Supreme

marine T

he family owned business Van Aalst Group began in the 1950’s, and is today fronted by the third generation of the family. Today the company specialises in the pneumatic cargo handling of machinery, equipment and its development for transport and distribution to the marine, offshore and construction industry. Initially in the market of cement handling from its location in Holland it subsequently became involved in the import of cement, working at shipyards.

Recognising that the concepts behind the products it developed to move the cement from ship to shore could be used in other industries, its scope of work began to diversify.

In a period of restructuring and focus the business entered the offshore industry, developing products for installation on supply vessels and expanding its capabilities. “The cement industry is a relatively small market in comparison with the scale of the offshore industry. We wanted to develop a different type of product, which can handle multiple cargos. It was in 2007 that we developed the CargoMaxx division, which has ultimately led to more than 50 orders in supply vessels, witnessing a growing demand from the drilling market, picking up orders for large drilling rigs,� says Jeroen Van Lakerveld, commercial director.

The core business is the engineering and enhancement of cargo handling systems aiming for ultimate operational safety, maximised availability and efficiency, at minimum cost. Driven to achieving a more effective use of vessel and cargo capacity, reduced berthing times, plus faster, easier and safer cargo loading/discharging procedures it has saved operators time and money while performing substantially more environmental-friendly procedures. The demand for its products has grown from the requirement to move waste products with a higher degree of safety and flexibility.

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Profile: Van Aalst Group

Research and development (R&D) is the backbone of CargoMaxx and Van Aalst’s continuous growth and success. Its highly skilled, field experienced engineers have tailored the products to the specific demands of clients. From the R&D centre, based at Van Aalst’s headquarters in the Netherlands, it works on a variety of products and innovations, including state-of-the-art sustainable machinery and equipment that requires less complicated maintenance cycles. With this in focus, the business constantly monitors the machineries and liquid and dry cargo systems, striving to optimise the performance and endurance in harsh or even arctic environmental conditions.

“We have been able to utilise our knowledge to develop innovative products for different markets. Our focus is on providing solutions to oil companies and ship owners, offering a product that is environmentally friendly and safe,” points out Jeroen. Through an operational history that has encompassed Europe, Asia, the US and Brazil, the business has seen varying trends. “The thriving market in China is currently pushing cost down, and as a European company labour expenses are higher than those competitors so we have to remain very cost efficient whilst ensuring that the products we supply are of a higher quality.

“In 2012 we established an office in Houston, which resulted in picking up contracts from the large oil companies and rig owners with offices located in the region. These companies also have technical offices in Singapore, China and Korea. On the back of the contracts we had won in the Asian region we took the decision to open up an office in Singapore,” he adds. For several years the business has traded in Singapore, recognising the important position in serving the offshore market. As a hub for many supply vessels, ship owners and shipyards, it is a base from which a lot of engineering work is carried out. As well as these benefits the move brings ease of communication, and brings the shipyards into direct contact with the trade that enters the region, complementing the service it provides from its office in Shanghai.

Continuing the global growth of the business, Van Aalst has expanded its agency network into Turkey on the back of a very good relationship with Norwegian ship owners undertaking fabrication work in Turkey. “The Turkish market is upcoming and we need to be there on the front line. We expect that in the next couple of years Turkey will begin manufacturing its own vessels,” says Jeroen. The Korean market too is very important for the business with fabrication of large vessels, FPSOs and drilling rigs in the region particularly high. “We see a lot of potential in the area, but it takes time to establish good relationships and develop enquiries into orders. We are operating in a very niche market, but our strength comes from being an innovative company, delivering products that the client requires. Our latest development is the drill cutting system and this is picking up particularly well. In 2007 we were asked by Statoil and Petrobras to come up with a solution for

moving and transporting waste material such as drill cuttings from the rig back to shore,” he points out.

Drill cuttings are a waste product that needs to be recycled within strict guidelines. The material contains different chemicals and materials and as such it is a very difficult material to pump. In normal operation this would be emptied into a skip and hoisted from the rig to a supply vessel. With safety implications relating to the use of the crane, Van Aalst developed its new solution.

The pumped solution removes material quickly and in a safe manner. Eliminating manual handling and the use of the crane not only significantly improves the safety aspect, but the speed of the operation means the supply vessel does not have to stay on location for as long.

Promoting its innovative approach to the demands of the industry, the business will later this year be at ONS in Norway highlighting the benefits of it products, capable of storing and pumping high-density solids. Looking ahead to the future, the business is set to maintain its worldwide focus, and continue to develop an array of products. “Our focus remains on driving innovation, developing new technologies and establishing ways of implementing these into new markets. Additionally we are looking to diversify with our existing clients and addressing demands of the continuously growing Asian market. However, the market in Europe is also picking up, and as a result for the next two years we expect to be very busy on a global scale,” concludes Jeroen. l

Van Aalst Group

www.vanaalstmarine.com • Developed the CargoMaxx division in 2007 • Expanded agency network in Turkey • Looking to divesify with existing clients

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Profile: Scanunit

A complete

solution

A

s Scandinavia’s leading supplier of comprehensive lifting and maintenance solutions, Scanunit AB has enhanced its services within the maritime and industrial sectors over the last 26 years to become a total solutions provider to major companies within the shipping industry. Indeed, following relatively humble beginnings as a firm with just five staff members and a turnover of £160,000, the company has made strategic developments to ensure success in a challenging and turbulent market. Focused on company progression, founder Per Ekelund acquired the majority share of Scanunit AB in 1995; in line with this development the organisation was moved to larger premises in Helsingborg, where it remains to this day. Following further business transactions, Per Ekelund today retains 33 per cent shares, while Martin Nilsson, another original founder, holds three per cent and Ahlmark Lines retains the majority share with 64 per cent.

With a long-term approach to projects, the fast-growing firm uses the best people in their respective fields and works with customers to provide the best possible solution; it is core values such as these that have led to high customer retention rates and high demand for Scanunit’s services. By operating in four key business areas - onboard marine services, surveys and classification, products and workshop facilities - the company can not only provide services such as rigging, lashing and lifting, surveying and testing as well as maintenance and repair, but can also offer benefits such as environmental impact reduction, shorter lead times and enhanced cost efficiency as a total solutions supplier.

Having witnessed steady growth and achieved increases of up to 20 per cent per annum over the last decade, Scanunit AB has also expanded outside of its traditional home market through the establishment of subsidiaries in surrounding areas. In early 2012 the company opened a site in Copenhagen, which specialised in the production of lifeboat and pilot ladders and installation and servicing of fall arrests. By the end of the year the firm had also established an office and workshop in Federicia, Denmark and rebranded the Danish subsidiary as Scanunit Danmark ApS. As the two subsidiaries provide the same services as in Sweden, this development allowed the company to focus on the shipping and marine industry in one of the biggest and ever-growing markets in the world; meanwhile, its branch in Jutland enabled it to cover major ports such as Ebsjerg, the centre of the Danish offshore industry, and Aarhus, the largest container port in Denmark.

As customers and fleet began to disappear from the Swedish market, the company made a strategic decision to open Scanunit Norge AS in early 2013; this development not only gave Scanunit the opportunity to develop a stronger presence in Norway and closer relationships with customers, but also aided its plan to be

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present in all Scandinavian markets. Today the ISO 9001:2008 and ISO 14001:2004 accredited company boasts a turnover of £14 million, employs 75 permanent staff as well as 150 temporary employees on an annual basis, who all work to the same values and level of quality.

Since his last discussion with Shipping & Marine magazine in February 2013, managing director Per Ekelund notes how these recent developments have progressed over the last 18 months: “The office in Denmark is progressing very well, showing an increase in turnover of 90 per cent, while Norway is still in its beginning stages and operating in a market that is currently a little slow; the new office in Stockholm is also turning out quite well for us as it enables us to be closer to our customers. Since the last we spoke, Scanunit has gained several large orders for the installation of GRE pipes to scrubbers onboard cargo ships; these contracts are with DFDS Seaways and Color Lines.”

The major contract, worth 12 million SEK, follows the company’s previous project on board DFDS Seaways Ficaria, and involves the installation of GRE (glass reinforced epoxy) from Future Pipe Industries, the company Scanunit has been representing in Sweden and Denmark since 2009. Elaborating further on the project with DFDS Seaways, Per continues: “We will deliver all involved material such as bulkhead penetration, valves, supports, pipes and flanges. Because we are not only doing the installation at both shipyards, but also during the vessel’s normal trading operations, this is a challenge for us as it puts a lot of strain on logistics to keep the schedule. We use GRE pipes because they are low maintenance, lighter than steel, minimise hotwork on board and offer a longer life-span when compared to most other materials.”

However, with such a diverse service offering, the company is also taking on projects in other areas, as Per states: “We are in the market for more scrubber projects, but also for the installation of ballast water treatment units, as well as welding and repair work. In addition, we are involved in a lot of blasting and painting projects that involve putting on Bimagrip, an anti-slip compound.”

Although the company is riding a wave of demand for its services, Scanunit AB is also facing the challenges of sourcing highly skilled and flexible personnel; despite these difficulties, it has strengthened its project department with three highly competent and experienced members of staff who will further enable the flexible firm to grow. l

Scanunit BV

www.scanunit.se • Celebrated 25th anniversary in 2013 • Provide complete marine solutions • New subsidiaries

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Profile: Guntermann and Drunck

Extending success

E

stablished in 1985, Guntermann and Drunck (G&D) has close to three decades of experience in delivering keyboard, video and mouse (KVM) interfacing and distribution services. Today G&D continues to deliver KVM equipment that enables users to control multiple computers from a single workstation or several computers from several workstations. Furthermore the equipment also offers extenders that bridge distances between the user and the computer up to 10,000 metres, which provides far greater flexibility when considering the design and layout of remote access terminals and administrative systems.

Udo Guntermann and Martin Drunck founded the company through the development of the pioneering Video-Net system, which provided hardware support in software training. Video-Net proved to be an early triumph for the company and enjoyed great success through its distribution

by Philips. In the wake of its initial success, G&D went on to deliver its next landmark product, the VN-32 Plus in 1987. The VN-32 Plus acted as a multifunctional PC network capable of transmitting both keystrokes and video signals and numerous spinoffs. From this basic design across a host of applications provided further success as well as the financial

footing to develop the first of the company’s modern range. The resulting Multi-PC Control (MPC) switch was designed to allow the control of up to ten PCs from a single console and would form the base from which G&D would go on to develop a comprehensive range of KVM units and accessories.

Today G&D is a well-established brand operating in broad spectrum of applications including media broadcast, industrial and air control sectors where its products are supplied to end users via integrators. The company has developed its presence within the maritime industry over the course of almost 20 years, beginning with initial collaborations with the Dutch

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firm Van Oord to solve workspace issues. With its initial success in the maritime market and the widely established presence enjoyed by the company in other areas, the decision was taken in recent years to established G&D as a leading partner to businesses operation within the marine environment.

“We discovered over time that G&D was gaining experience in vessels and offshore platforms as a result of our partnerships,” comments CEO of sales and marketing Roland Ollek. “Because we are also expanding into markets beyond Germany the reach of the maritime industry was very appealing to us. Furthermore there is some comparability between the maritime and air traffic markets in terms of quality, reliability and durability expended by end users.”

During October 2013 Van Oord launched its first shallow water pipelay vessel the Stingray. The vessel is a sizable ship with an overall length of 120 metres and a breadth of 40 metres.

Its design incorporates accommodation for up to 300 persons, free deck area of 2000 sq m and a 250 tonne Kobelco 2500 CE crawler crane with a 42-metre boom. Such a complex vessel requires a sophisticated and effective control solution to link all of its internal systems, such as the hardware package supplied

by G&D. “Onboard the Stingray vessel the pipeman uses the DVICenter for monitoring all computer processes in tandem with the pipe laying. Onboard, multiple computers control and monitor the processes of the precision work,” says Annette Haebel, press officer at G&D. “They are installed in a safe technical equipment room via G&D’s KVM matrix DVICenter,

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the dual graphic card consoles of the KVM matrix onboard are operated by the surveyor and the chief officer.”

As the company continues to develop its presence within the marine market it is currently focused on several projects in the marine environment with a particular focus on control rooms, as Annette elaborates: “Because operating and monitoring processes in control rooms requires fast reactions. The interaction between humans and machines has to run smoothly and has to relieve the staff instead of adding to their workload. Therefore, KVM systems from G&D provide ergonomic user interfaces guaranteeing intuitive operation. Comprehensive monitoring functions and firmware expansions offer various ways to considerably expand the functional range of equipment.

“For customers in mission-critical areas, we have especially implemented proactive monitoring functions in our devices.

Therefore KVM monitoring can be easily implemented into the global network. The monitoring of G&D devices is an all-round solution, the devices monitor themselves internally and their peripherals over their interfaces are shared. If any operating values are exceeded and hence deviate from their defined values, or if a status changes the system alerts the administrator. On top of that users can define their own operating values. These functions include the monitoring of device statuses and sending messages over SNMP and Syslog as KVM devices stay in contact with each other over the network. Users can immediately recognise critical values in the KVM’s web interface where they are highlighted in red. Over time the transported management

Profile: Guntermann and Drunck

information and status messages are helpful in generating statistics, so that the operator is always one step ahead in the instance that a failure occurs.”

In constantly developing its product portfolio, G&D technology was recently declared compliant with the international standard IEC-60945 indicating that it is suitable for operation in the marine environment, while a percentage of G&D’s KVM switches are Tempest certified and meet the quality and security standards required for use in public safety and the military.

“An independent testing laboratory issued certification of G&D product’s compliance with the IEC-60945. This specification includes numerous tests regarding the environment including heat, cold and vibration as well as security and electromagnetic compatibility at a level that meets an international standard. We carefully selected specific products from our portfolio to have them tested according to specification IEC-60945. Complying to this norm, G&D KVM products are now ready to be applied in engine rooms and even on ship bridges. This means that acquiring G&D products allows freedom for ship builders, because of the flexibility of the KVM and IT equipment onboard,” Annette says.

“Our DL-MUX-MC2 is a KVM switch for switching over four computers across a single keyboard, two monitors and mouse. As a high-quality safety switch the device fulfils the demanding standards imposed by use in military and public safety applications,” she continues. “The certification according to SDIP 27 Level B (ER) indicates that the switch can be used in a Zone 1 environment, meaning it is tap-proof from attacks within 20 to 100 metres from the installation. With the DLMUX4-MC2, sensitive and confidential data transmitted in public safety and military organisations is protected from interception because electro-magnetic radiations from devices can be tapped, reconstructed and evaluated through hacker attacks when not protected.”

Although the company has enjoyed strong growth and innovative product development throughout its history, it remains focused on the future as a continuing source of inspiration. “‘If you don’t know where you are going, you’ll end up somewhere else’, Mark Twain once said,” Roland begins. “We are happy with what we have achieved so far and our company has had strong and healthy growth. For me as part of the management

team, it is important to count on motivated and passionate staff and I am happy to have such staff to help the company continue forward. One of our visions is to help develop our staff to lead us into an increasingly ‘digital’ future.”

As G&D continues to look to markets outside of its native Germany it plans to attend several trade shows and events to raise the profile of the company and further demonstrate the effectiveness of its products to clients old and new. During 2014 G&D will exhibit its products for the first time in Australia at the Integrate 2014 trade event. “Australia is a huge and prosperous country,” Annette begins. “On the mainland our products are perfectly suited to the broadcast and post production industries as well as the industrial the process control and air traffic control (ATC) markets. It is a country that needs to deal with great distances so air traffic control plays an important role.

“The country itself is surrounded by water and it has strong business activities within the Asian region, so it is a great gateway into that market as well. Additionally Australian business and culture is quite similar to our European experience,” she concludes. “All of these reasons make Australia a great market for us and all of our expertise.” l

Guntermann and Drunck

www.gdsys.de • Leading manufacturer of digital and analogue KVM solutions • Strong market position from expansive KVM portfolio • Aims to be number one option for the airtraffic control and marine sectors

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Profile: Spliethoff Group

Across the

oceans T

he Spliethoff Group is one of the largest ship management companies in the Netherlands. It manages more than 100 multi-purpose tween-deck cargo vessels, heavy-lift and ro-ro vessels, trading worldwide. Transportation of forest products, such as paper, pulp and sawn timber is a core activity next to project cargoes, generals, containers and bulk.

Today managing some of the largest vessels in the world, over the years since it was established Spliethoff has grown both organically and by acquisition. Today the Group consists of Spliethoff and its subsidiaries: BigLift Shipping, Transfennica, Sevenstar Yacht Transport and Wijnne Barends.

Visser v/h I. van Raalte Visser v/h I. van Raalte B.V. is a Rotterdam based, globally supplying wholesaler in ships’ supplies.

Cutting its customer’s costs is, and always has been its cutting edge. It has been a supplier to Spliethoff’s Bevrachtingskantoor for over 50 years now and this relationship has always been based on mutual trust. There is no order, big or small that the company cannot handle. It supplies without back-orders, at the right quality and always on time. The highest service possible is normal for Visser.

Trust the company and you’ll see for yourself.

BigLift Shipping is one of the world’s leading heavy lift ship management companies, specialising in worldwide ocean transportation of heavy lift and project cargoes, with a history dating back to 1973. Its modern fleet of 14 specialised heavy lift vessels transports a great variety of heavy and over-sized cargoes for long-standing clients in the oil & gas, mining and power generating industries.

Transfennica is a European shipping company with fast scheduled liner services. Its fleet comprises 15 advanced multipurpose Ro-Ro vessels, and with a speed of 20+ knots. The vessels allow weekly turnarounds between the biggest European ports and Finland. Their advantage lies in the fastest total lead times coupled with extensive information technology back-up plus fast cargo handling, flexibility and safety.

Sevenstar Yacht Transport was founded in 1985 to serve the North European market. Acquired by Spliethoff in 2000, it expanded to become a worldwide network with offices in the United States, the UK, Australia and Turkey, and agents in Monaco, Germany, Russia and New Zealand.

Today Sevenstar is the world's leading provider of yacht transportation services on a lift-on, lift-off basis. It arranges the transport of around 1400 yachts annually and is expanding in www.shippingandmarine.co.uk - 51

the developing economies of Asia, South America and Africa.

Wijnne Barends is the Netherlands’ oldest active shipping company. It offers a combination of the right vessels with excellent maritime management, experienced personnel with knowledge of the cargo and the navigation area, an extensive network of road, sea and inland waterway transport and outstanding storage and transhipment facilities at strategic locations.

This combination of subsidiaries and expertise has created in Spliethoff a reliable, resourceful and dedicated shipping partner with a wealth of experience and a vast range of ships in its fleet. Indeed, to ensure its customers have access to the latest technology in shipping the fleet is constantly being renewed. Recently four F-type vessels and six M-type vessels were added and a new ship was recently delivered to Big Lift.

The Happy Star was launched successfully by Ouhua Shipyard

VMS With over 25 years of experience and knowledge of fibre ropes VMS is able to tend to your every need. Its central location in the Rotterdam Harbour, extensive and balanced stock and its own means of transport will ensure fast and on the spot delivery of our quality products.

VMS carries all types of fibre ropes in any construction and can provide from full coils to tailormade solutions. Its well trained and expert staff is also at your service for splicing, inspection and repair of all types of fibre ropes.

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in Zhousan, China, in January 2014, and further outfitting and commissioning has taken place since. Two 900 mt heavy mast cranes were fitted at the Huisman factory in Zhangzhou and she entered management by BigLift shipping at the beginning of August.

Maintaining a young fleet helps to keep Spliethoff at the forefront of innovation and this is even more valuable when considering the latest focus in the shipping market on emissions.

Profile: Spliethoff Group

Spliethoff endeavours to minimise its vessels’ environmental impact by limiting their emissions of SOx, NOx, soot (fine particles) and CO2, by cleaning waste and ballast water, by doing the utmost to prevent oil spills and by following a strict waste management plan. Furthermore, the Spliethoff Group not only has high standards for the design, maintenance and operation of its vessels, but also for the training of its crews, which guarantees a minimal environmental impact.

The highly trained personnel that staff the Group’s global network offices, work onboard its ships and operate in ports all over the world, are dedicated to maintaining these high standards. In fact, its port captains are experts in cargo and port operations. They keep in close contact with cargo owners and take care of the planning and cargo operations of a voyage from beginning to end. Their expertise is vital in the pre-planning phase, which is carried out in a professional and efficient manner, thus saving time and avoiding complications on the day cargo is loaded or discharged. Apart from preparing the stowage plans, the port captains also attend the vessel during cargo operations to co-ordinate and supervise loading and discharging operations. Because Spliethoff port captains have sailed as captains of the vessels for many years, they are a perfect liaison between ship and shore. With their expertise and experience in handling similar cargoes when they were at sea, they can speed up loading and discharging operations considerably whilst minimising the chance of damage.

It is thanks to its dedication to all the areas of excellence referenced above that Spliethoff was able to win a significant new contract, signed in December 2013. In April 2014, the first cargo was shipped from Antwerp on the new Spliethoff liner service to the Port of Cleveland in America.

The route, dubbed the ‘Cleveland-Europe Express’ (CEE), opened slightly late for the season, due to the cold winter conditions in North America. The Fortunagracht, one of the modern multi-purpose vessels managed by Spliethoff, loaded its first containers and project cargo at the port of Antwerp for its 12 day journey arriving in mid-April. The route took the vessel from the Atlantic Ocean through the Saint Lawrence Seaway, a system of locks, canals and channels to the Port of Cleveland in the Great Lakes.

‘Through Bills of Lading’ are offered from door to door using Spliethoff’s rapid European logistics network between Antwerp and Russia, Finland, the Baltic States, Poland, UK and Spain. In the US it is Spliethoff Cleveland that takes care of the onward connections to and from Cleveland and Midwestern America.

Spliethoff will operate a year round service on this route, and cargo will vary from containers, to project cargoes, yachts, windmill equipment, heavy lifts, break-bulk cargo, various steel cargoes and dry bulk.

Spliethoff has vast experience with sailings to the Great Lakes and sees great potential in this new contract. The Dutch ice-classed ships that can sail through the seaway will operate a fast direct monthly scheduled service between Cleveland and Antwerp. The partnership will mean that more European businesses can reach Midwestern American markets and vice versa, and Spliethoff looks forward to creating even more successful partnerships as it highlights its exemplary service across the world. l

Spliethoff Group

www.spliethoff.com • Global provider of ocean transport • Operates some of the world’s largest vessels • Owns Big Lift, Transfennica, Sevenstar and Wijnne Barends

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Profile: Jenkins Marine

Rapid solutions P

reviously featured in Shipping and Marine magazine during December 2012, Jenkins Marine continues to service the local and national maritime market with specialised boats from its base in Poole as it has done for the past 30 years. Over past three decades Jenkins Marine has provided workboats, split hopper barges, and other generalpurpose vessels to undertake dredging, maintenance and logistical operations. Presently the company is focused on expanding its fleet and it capabilities to ensure that Jenkins Marine will always be on hand with the necessary solution to meet the needs of its clients. This has spurred the acquisition of several new vessels since 2012, as managing director Dan Jenkins elaborates: “Our aim is to maintain a modern fleet of vessels to support our diverse operations. 2013 saw the acquisition of the 25 metre multi-cat Avon and 2015 will see a further addition of another 25-metre

Commercial and Specialised Diving Ltd Commercial and Specialised Diving Ltd (CSD) has been working with Jenkins Marine for over a decade and in that time the two companies have established a mutually beneficial relationship.

Jenkins Marine has provided CSD with specialised workboats, barges and plant for a diverse array of contracts including civil engineering and shipping works. During a recent two month inspection contract Jenkins Marine provided Commercial and Specialised Diving with a work platform and transport barge. Jenkins liaised with CSD regarding the initial logistics prior to the works being carried out to ensure the project was completed within timescales and to the client’s satisfaction.

WM Plant Hire

WM Plant Hire specialise in long reach excavators for marine applications such as dredging, cable excavation and burial operations, underwater construction and demolition and the team has worked on many high profile projects. Its recent involvement with Jenkins Marine has included the Isle of Wight power supply cable project, the excavation of rock as part of a new linkspan bridge in the Channel Islands at the port of St Helier and has enjoyed a long-term relationship for many years.

multi-cat to our fleet, with a deposit already paid on this vessel, which will be the sister-ship to the Avon.”

Furthermore in 2013 the company also acquired the 37-metre salvage vessel Crossness from the Port of London Authority. “We extensively modified the vessel, including reducing the length to 25 metres and building a new bow, reorganisation of deck equipment to increase free deck area and installing a set of spud legs,” Dan explains.

Presently the Jenkins Marine fleet of vessels sits at more than 20 workboats, which allow the company to be ready with the right tools whenever it is needed. “We pride ourselves in our ability to rapidly respond to our clients needs,” Dan says. “I was personally called to attend storm damage to the 100-metre long concrete breakwater pontoons for the Port of Poole Marina on Christmas Eve 2013 and assisted in damage control to prevent further damage, works continued over the next few weeks and months to make repairs, culminating in the re-piling of the breakwater.

We constantly maintain our fleet of vessels, keeping them ready for deployment. This together with a 24 hour, seven day manned telephone service, enables us to respond rapidly to our clients’ needs.”

Indeed Jenkins Marine has been on-call throughout 2013 and 2014 to attend and address damage caused throughout the country by the winter’s bad weather and storms. Following its emergency attendance and damage control actions, the company has worked on several timber jetties to repair storm damage, including the complete re-piling and re-decking of a 75-metre long residential timber jetty. Flood damage repairs are still on-going including works on the River Severn near Gloucester for the Environment Agency, which involves rock placement to stabilise river banks affected by floodwaters as part of David Cameron’s pledge to improve flood defences in the wake of the bad weather.

Since 2013, the newly arrived Avon has wasted no time in www.shippingandmarine.co.uk - 55

Profile: Jenkins Marine

proving itself to be a vital component in the Jenkins Marine fleet.

During May 2014 the vessel assisted Bam Nuttall by providing support services to the contractor in the Port of Dover in on-going maintenance and improvement of the port’s existing berths and docking facilities. The Avon was called on to assist in the on-site movement of an 18 metre by 18 metre jack-up barge. Equipped with push bows, a ten tonne triple drum deck winch and powerful 375bhp Caterpillar engines, the Avon was well suited to the task and completed the move without incident. In addition to movement and lifting operations, the Avon will make use of its 100m2 deck and 120mt deck crane to deliver and collect materials from the deck barge over a deployment set to last around eight weeks.

Also, during June 2014 Jenkins Marine began work on a vital role in bringing a state-of-the-art power solution to the Isle of Wight from the UK mainland. The multi-role vessel Doreen Dorward, operating on charter to the Dutch firm Visser Smit Marine Contractors (VSMC) is currently aiding in the renewal of a subsea cable running between the UK mainland to the Isle of Wight at a distance of some 5.6 kilometres. Once the project is completed the new and two existing high voltage cables will be buried to ensure a continuous and efficient supply of power to the island. Of the three cables currently supplying power to the island, one has become badly damaged. It was first installed during 1972 directly onto the seabed and has over the years, suffered from multiple vessel and anchor strikes.

Doreen Dorwood has been providing a working platform for full dive spread and a long reach 65 tonne excavator supplied by WM Plant Hire to install the new cable. This will run alongside the existing subsea cable running from Thorness Bay on the Isle of Wight to Lepe near Beaulieu. Incorporating three 15-metre spud legs, the Doreen Dorwood has provided an invaluable solution in enabling the 65 tonne excavator compete the challenging job of excavating a 20-metre wide, two metre deep launch pit at Thorness Bay into which the cable burial tool is lowered to start burial operations. In ensuring that the operation runs smoothly and efficiently, John Garsden, master of Doreen Dorwood has played a key role in organising critical operations for both the vessel and

its crew. Additionally Jenkins Marine employed 24 tonne and 35 tonne excavators with operators working 24 hours a day on the foreshore at Lepe to assist with cable reception and burial operations.

In responding quickly to areas affected by floodwaters and working in co-operation with contractors on high profile projects such the cable renewal with VSMC, Jenkins Marine has shown itself to be a reliable partner in a variety of roles. Commenting on the strengths that have allowed the company to define itself in such a way Dan says: “We own 100 per cent of our vessels and therefore do not have the financial pressures of finance companies forcing us to raise our prices. We are able to keep our prices competitive, which is important to maintain a good relationship with our clients. Also as a family-owned business we are able to make quick decisions, without having to keep any shareholders happy, or pay out annual dividends, which enables us to continually invest our profits into maintaining a modern fleet of vessels.”

Moving forward, Jenkins Marine is always looking to improve and enhance its service offering. It is currently in the process of gaining ISO9001 and ISO14001 accreditation and also intends to complete ISO18001 in 2015. “I hope that these improvements will open more customers’ doors and demonstrate to clients our high standards. We will also be focusing on our maintenance dredging activities over the coming winter season,” Dan concludes. l

Jenkins Marine

www.jenkinsmarine.co.uk • Dredging contractors • Growing fleet of specialised workboats and barges

• Flexible and reliable

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Profile: LGS Matrix

Code of

conduct

L

GS Matrix provides security services to its clients all over the world, wherever demanded, with operations supported by offices in the UK, Middle East, Asia and Africa. Offering expert professional services from maritime security, asset and personal security to facilities management, the business specialises in the provision of embarked security teams and close protection vessels (CPVs) for merchant ships transiting through high-risk areas of the world’s oceans.

From its strategically placed headquarters in Dubai, the business maintains a global hub from which it can monitor and track all of its operations, vehicles and vessels from the worldclass operations centre. With specific expertise in the protection of its client’s ships in East and West African waters the company has an ongoing proven operational track record since 2006, providing consultancy and armed maritime security teams supported by integrated intelligence analysis, 24/7 monitoring and tracking.

The business has a well-established network of expert consultants and highly trained operational staff offering first class security and other support services to businesses and individual clients.

Frequently calling upon the fundamental strengths on which the business was built, the company is able to identify and deliver the right mix of services to meet its clients’ needs together with a steadfast commitment to quality of delivery and value for money.

Through the bank of experts and the support of the UK based operational support team the company is able to train local staff to deliver services to the high standards that its clients have come to appreciate.

All consultants working within the company are hand picked former British Royal Marines, Royal Navy personnel, Special Forces and former heads of security for Commonwealth and Foreign Office (FCO) Diplomatic missions providing close protection for British and Foreign Heads of States. Consultants have comprehensive experience in defensive maritime measures and can man dedicated and fully equipped support vessels for satellite patrolling of static installations or mobile maritime assets.

This network of highly skilled consultants and independently owned and operated delivery companies provide high quality security and other services to corporate and individual clients across the world. Working as either heads of security for FCO diplomatic missions, team leaders for European Union protection teams, project managers for corporate businesses and as managers in government organisations, the business has gained extensive experience in high threat environments such as Afghanistan, Algeria, Angola, Bosnia and Herzegovina, Columbia, Democratic Republic of the Congo, Haiti, Iraq, Kuwait, Lebanon, Rwanda, Sierra Leone, Nigeria, Sudan and Uganda.

In January 2013, following a rigorous assessment process, LGS Matrix successfully achieved Security Association for the Maritime Industry (SAMI) STAGE 1 accreditation, applicable to the group’s maritime operations worldwide. The announcement that the company had completed and passed the stage demonstrates its commitment to operating at the highest level within the maritime security industry. SAMI has an important role in assisting the development and reputation of the sector, and accreditation with

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Profile: LGS Matrix

the association further confirms that LGS Matrix is a reputable organisation based on sound financial and managerial principles.

At the time of the announcement, company CEO Steve Hodson, said: “STAGE 1 certification proves that we are a reliable and credible organisation focused on delivering services of the highest possible standards. We value our reputation and recognise that to maintain it we have to guarantee that our clients receive maritime security services in a professional fashion and in accordance with international laws and conventions,” adding: “We invest a considerable amount in choosing and training our operators so it’s a great satisfaction to see this recognised by SAMI. The accreditation process should be tied into a company’s due-diligence process when evaluating the services of a potential maritime security provider, by choosing a company that has been accredited by SAMI, a part of this important process has already been answered.”

One area that really requires specialist knowledge is Nigeria, and LGS Matrix hosts a permanent British Operations Manager and British team in the country. This team utilise the services of a locally registered Nigerian company and personnel to operate fast support vessels, ensuring safe and cost effective protection.

The LGS Matrix team orchestrates and trains the local personnel to operate to their standards as it is illegal for foreign private maritime security companies to carry firearms in any of the West African territorial waters such as Nigeria, Togo, Benin and Ghana, and any armed security personnel must be serving members of the National Armed Forces. As a solution to this problem the business utilises the knowledge of its experienced team to orchestrate armed local security teams onboard, without compromising the LGS Matrix corporate standards. With an operational license (MOU) held between the local delivery partner and the Nigerian Navy it is able to deploy highly trained teams, delivering guidance on the International Code of Conduct as well as understanding what is required when operating on a commercial vessel. By providing a liaison between the Master of the vessel and the local armed forces, the experience gives the master and the crew confidence to enter troubled waters.

Operating round the clock, the response centre is at the heart of the company’s operations, providing the best professional capabilities to its customers, utilising the global network to provide accurate information. Under the management of the global maritime manager, the operations team provides 24/7

incident response and vessel tracking. The vigilance of the personnel ensures that high levels of operational support are provided to both clients and deployed teams, across the globe.

The constant monitoring of its clients' vessels coupled with the advice from the intelligence analysts, enables the company to advise vessel masters on any developing threats and offer advice to counteract such incidences, whilst transiting high risk areas.

Understanding the challenges facing the maritime industry, LGS Matrix expertise is the result of hundreds of successful operations and furthermore the business guarantees the security of the crew and assets that it secures. With a string of satisfied customers such as SBM Offshore who recognise that LGS Matrix have been fundamental in ensuring a zero security incident rating over that past seven years, the Wallem Group, Glaxo Smith Kline, Stena Drilling, The Universal American School Kuwait, BSM Ship Management, Anglo-Eastern Ship Management, BAE Systems and PPI, the business moves into 2015 focused on building on its successful reputation.

More recently, as piracy hots up in the South East Asian waters around Singapore, Malacca Strait and Indonesia, LGS Matrix is maximising the benefits of its strategically placed Singapore, Shanghai and Hong-Kong offices to support its clients in providing offshore security solutions in these busy shipping channels. With reported armed pirates attacks on the rapid increase in this area, LGS Matrix is advising any ship owners operating in this region to heighten their security measures in order to mitigate the ever increasing risks.

Through the continued provision of both armed and unarmed security teams, the primary mission remains to deter pirates’ attack, utilising its internationally compliant rules of use of force. l

LGS Matrix www.lgsmatrix.com • Specialist in maritime security • Globally active business • Proven operational track record

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Logistical T

leader

he Peel Ports Group is an ambitious business operating a strategic networks of ports, terminals and hubs that connect major population areas across England, Scotland and Ireland. Committed to investing in its future the business uses the flexibility of its assets to offer environmentally sustainable solutions. Differentiated by its diverse offering of agility, efficiency, and promotion of progressive partnerships, the complete solution was further enhanced in January 2014 when the company announced the introduction of the latest Navis N4 TOS (Terminal Operation System), allowing it to streamline operations and align customer experience at its eight terminal sites.

“The Navis N4 TOS provides a single operating platform to deliver a fully integrated solution which is user friendly from a customer perspective. It is ‘one IT complex’,” says David Huck, port director. The driving force of this investment is the £300 million development of Liverpool2, which remains on track for completion in Q4 2015. When it opens it will help round out the connected infrastructure by providing shippers the ability to bring larger vessels closer to the UK’s industrial manufacturing heartland than any other UK port, while also offering access to Belfast, Dublin and Glasgow via a short-sea feeder crossing way, making the port a central gateway for the UK and Ireland. “Liverpool2 will not only double the Port of Liverpool’s container capacity, but will also connect directly to a number of port-centric logistics hubs along the Manchester Ship Canal and serve as a major transhipment hub to Peel Ports terminals in the Irish Sea in Dublin and Belfast, and Glasgow.

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“Liverpool2 essentially adds to the UK’s first ‘green logistics hub’ in an effort to reduce the three Cs in cargo owners’ supply chains: cost, congestion and carbon footprint,” explains David.

Today, many imported and manufactured goods enter and exit the UK through southeast ports in and around the London area, yet 65 per cent of the UK population is 150 miles from Liverpool. “Whilst Peel Ports Liverpool does not have the infrastructure to

Profile: Peel Ports Group

handle post panamax vessels today, Liverpool2 (a deep water in river container terminal) means that we can address the demand while also working on the value-added aspects our customers’ require, such as port centric and hinterland warehousing in the central UK corridor of Liverpool, Manchester and Leeds,” he highlights.

Despite the numerous challenges posed by the weather and undertaking a major project of this scale the company has successfully ensured a low environmental impact construction remains on track. “In fact on the AutoGate project we are ten months ahead of plan,” announces David. The AutoGate technology will ensure faster turnaround times for vehicles and minimise administration for drivers and operators.

As well focusing on construction activities, the group has entered into a partnership with Liverpool Universities, Colleges and Training Centres to build the foundations for University Technical College, and the Liverpool Global Maritime Knowledge Hub, ensuring sustainable investment for the future, as David explains: “The People agenda is one of our core business pillars and a significant

enabler to delivering business success and is underpinned by our values. We are committed to the enhancement of maritime skills through the development of our staff, optimising their skills as the business changes to meet the needs of our customers.

Our future growth depends on our people and developing the engineering, management development and apprenticeship schemes.”

Liverpool2 is expected to create 500 direct jobs at the Port and related sectors and for every one direct job; five incremental indirect jobs are created in associated industries, sectors and services, such as haulage, distribution and warehousing. This will be a major contributor to the North West UK economy providing jobs opportunities and exciting career options for local people. The skills agenda is supported by an integrated approach to learning and development with vocational courses designed to align industry needs with skills training, apprenticeship programmes and graduate development schemes.

“We are committed to a sustainable future and investing in initiatives to redefine the organisational structure and steer away from the ‘Old Port’ mind set, engaging with the workforce to flex capacity to demand and undertaking grass roots development with a focus on ‘in context’ training. By enhancing the understanding and roles in the logistics chain, recruiting the right people and instilling a sense of culture, mind-set and behaviour we can effectively reduce the skills gap,” David points out.

As the business looks forward, focus will ultimately remain on its customers, designing sustainable solutions for the short, medium and long term, continuing to bring transformational

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Profile: Peel Ports Group

leading edge solutions to the market, and concluding the implementation of Navis N4 TOS and AutoGates at Liverpool Container Terminal. “We are more than a group of UK ports and we offer a unique innovative network supported by a superior infrastructure, facilities and services.

We pride ourselves on being forward thinking and ambitious, operating at the centre of the supply chain to offer flexible, agile and cost effective solutions to our customers. You can have the best equipment, process and technology but if you don’t have the right people and people development

Deloitte

Deloitte in the North West have worked alongside Peel Ports over a sustained period, delivering audit, tax, consulting and corporate finance advice, helping Peel Ports to grow and have an enduring, visible impact on the local economy. We are delighted to have played a small part in Peel Ports’ ongoing success, and look forward to partnering with them for many years to come as the group continues to develop and expand.

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programmes you will not realise the business and customer benefits from the investments. Our ambition is to lead and inspire partners to grow through game changing logistics solutions.” l

Peel Ports Group

www.peelports.com • Undertaking massive investment project • Supporter of local employment • Well positioned to serve industries

Carmet Tug Company

Carmet Tug Company Ltd are a small and successful family run company and since 1989 have been the sole towage contractors for the Manchester Ship Canal. Over the last 25 years they have managed and operated the four tugs which are owned by Peel Ports, and the exceptional 24/7 towage service is a credit to the loyal crews on board. Hopefully the strong relationship between Carmet Tugs and Peel Ports will continue for many years to come.

Profile: Marine Delivery (MDPL)

Quality

service

E

stablished during the economic crisis in 2007 and beginning operations in 2008, Marine Delivery (MDPL) has developed an impressive portfolio of clients within the shipping and offshore industries over the last six years. Indeed, by combining strengths such as the professional competency and long-term experience of its employees with a diverse fleet of high quality, new generation vessels, the company has gained a reputation for excellence and a core customer base within the Asia Pacific as well other strategic regions around the world.

Discussing the inception of MDPL, CEO and managing director Amandeep Singh begins: “Marine Delivery was established in Singapore in 2007 and laid its foundation on ship chartering, thus building an impressive portfolio of clientele from within the Asia Pacific and other regions across the globe. Despite the global downturn from the time of inception, having competent and focused hands over its helm since the beginning has enabled the company to stand tall amongst the well-established organisations in the industry as an owner and operator of a diverse range of new generation vessels/ships.”

With a globally recognised team of experts capable of

operating in all maritime disciplines, MDPL has offered a diverse range of offshore marine assets, either from its own fleet or its managed/chartered assets to oil majors. As a provider of a 24/7 high-quality, global service, the company possesses the in-depth knowledge of critical business areas such as commercial, legal, offshore logistics, health and safety, offshore standards and the requirement/technical aspects surrounding mobile equipment use for exploration, development and production of offshore oil and gas reserves to ensure all challenges are met.

“Chartering had remained a core strength for the company and West Africa has been a key focus area where, alongside associate companies, we achieved optimal performance of operations and continuous/multiple long term contracts since 2009. We have explored the region extensively, with a notable amount of activity in Nigeria, through our associated company CS-Offshore.com.

Furthermore, one of our new vessels has commenced operations in Angola with the State Oil Co of Angola, so we are looking into establishing a base there as well.”

Having gained a proven track record for the operation of vessels on long term charter for accommodation service/subsea construction support units, AHTS, ASDs harbour tugs, PSVs www.shippingandmarine.co.uk - 63

Profile: Marine Delivery (MDPL)

and MPSVs, the company has further strengthened its superior service endorsing two 4000 DWT PSVs: MDPL Randeep and MDPL Anjali. Delivered in June and August respectively, the two vessels were designed and built specifically to ensure the safety of all personnel working on an oil field or offshore installation; to ensure safe and successful operations, these multi-role vessels surpass the stringent emergency response/safety requirements of the oil and gas industry while providing innovative solutions to clients. For example, the SPS 2008 and MLC 2006 compliant MDPL Randeep is the first in its class safety, standby, rescue (SSR) multi-role vessel with class approved survivor rescue facilities. Already operating in West Africa, the vessel is proving highly advantageous to oil majors, who can not only be confident of their ability to rescue personnel should an incident occur, but also benefit from the protection of a high wall deck, which protects cargo and other equipment from harsh offshore environments.

Elaborating further on the success of MDPL Randeep, Amandeep highlights: “Having arrived in West Africa recently, MDPL Randeep was very well received by oil companies, and has been welcomed with much appreciation of the modern and versatile design of the vessel with her enhanced features and multi-role / flexible capabilities – for PSV supply roles, accommodation support (SPS), undertake ROV/deepwater inspection duties and complete SSR. “The multi-functional vessels are innovatively designed and operated to fulfil the performance requirements of the oil majors and to meet the much-emphasised safety aspects of offshore operations - by offering one full deck dedicated to its SSR / ERRV capabilities with special features for evacuation and receiving personnel working on offshore installations.”

Sister vessel MDPL Anjali, meanwhile, is underway to Africa, where it is anticipated she will generate as much attention as MDPL Randeep. “Built for care and performance, these vessels with their cutting-edge designs have set high standards for the industry, exceedingly meeting the diverse demands of the OSV market,” enthuses Amandeep. “Having undergone major modifications and upgrades to the basic / original design on the duo, the vessels stand out to be highly sophisticated vessels as we see today, and the pair are proving to be incredible competition for many of our competitors in the market.” Indeed, by enhancing safety and care levels for the personnel on offshore

and oil fields, MDPL’s groundbreaking new vessels are certain to be a catalyst in the way current operations are being conducted in oil fields, particularly in South East Asia and Africa.

Despite being a relatively young company within the shipping industry, the self-sustaining and independent firm’s decision to begin operations during the economic crisis has left it wholly prepared to face challenges through the delivery of competent, effective solutions and high quality vessels. “We laid the foundation of MDPL in a fallen market environment for a brighter future, which meant we had nothing to lose as the market had already fallen; however it also meant we had the burden of establishing ourselves and raising the company under such circumstances. Thus the company straight from inception has learnt to be self-sustaining and grow independently. The company has continued to rise in a fallen market and is in good position to grow,” says Amandeep.

Having grown year-on-year, the company is looking to strategically develop a stronger presence in booming oil and gas areas; it will also continue growing its fleet with high quality vessels that can contribute to the safety of personnel while adding value to operations, as Amandeep concludes: “Headquartered in Singapore, we are at a disadvantage to competitors who are established in such countries and are therefore enjoying first right of refusal. We Amandeep Singh, need to step out with CEO and managing new establishments director of MDPL in strategic countries with local partners in order to have both long-term and firm business expansions.

We will also be spending some time with various shipyards and naval architects to ensure our future vessels are well suited as much as possible to absorb the downturns should there be any in the future.” l

Marine Delivery (MDPL) www.marinedelivery.com.sg • Global turnkey service provider • Provides niche support to the infrastructure sector • Took delivery of two new multi role vessels in August 2014

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Reading the

signals

J

otron was founded in 1967 and was involved in the early stages of building television links to cover the whole of Norway. The geography of high mountains, deep valleys and long fjords made it difficult to receive radio signals in certain areas and was the basis for establishing the company.

In 1968 the Norwegian Government made contact with selected Norwegian companies to see if there was some interest in developing an alarm system for ships in distress along Norway’s long and dangerous coastline. At this time, Emergency Locating Transmitters (ELT) were already used in mandatory aircraft safety equipment worldwide. Jotron recommended the development of a marine ELT, later named Emergency Position-Indicating Radio Beacon (EPIRB), and was granted the development contract. The world’s first EPIRB, Tron 1, was tested and approved in 1970, and since this beginning, Jotron has been in the forefront within the field of maritime safety communication.

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Across the record of its history, Jotron has made a number of acquisitions, establishing new businesses that have allowed it to develop the product range of intercom systems in close cooperation with customers like the Royal Norwegian Navy in 1987.

Since 1997 Jotron Phontech has been a member of the Jotron Group and in April 2012 the company was merged into Jotron AS. The product lines Tron and Phontech are now fundamental in Jotron’s Maritime division, and represent 60 per cent of its total activity.

“Our Air Traffic Control (ATC) division represents the remaining 40 per cent and is an area in which we have a long tradition. During early 1970 the Norwegian CAA was planning to replace all the ground to air radios in Norwegian airports. With the VHF/AM technology already available in Jotron's Tron 2, we were granted a development contract with the Norwegian CAA. The first VHF/AM ground to air receiver was delivered in 1975.

Profile: Jotron

Since then thousands of ground to air radios and remote control systems have been installed worldwide,” explains Merete Berdal, managing director.

In 2012, Jotron made further investment, acquiring Ricochet AS, a business that was founded in the late 1990’s to provide customers with new concept solutions that would bring real value and benefits within the field of ATC recording. Ricochet’s revolutionary product changed the way air traffic control viewed ‘mission-critical recording’, and elevated the field of recording to a totally new and higher standard. Now more than 400 recording and replay systems have been supplied worldwide.

Jotron has a wide range of customers worldwide ranging from oil companies, ship owners, partners, service providers and systems integrators to civil aviation and national defence authorities. “Our products and systems are associated with high quality and top performance, and represent state-of-the-art products within the market segments. The fact that we have been in this industry for almost five decades has proven that we are a reliable supplier, and our customers know that they can trust us.

Stability and innovation is a good combination both for Jotron and for our customers and partners,” says Merete. Jotron invests approximately ten per cent of its annual turnover on R&D, to which she adds: “We have a large group of highly skilled engineers who are our main asset in this respect. Further, Jotron also invests heavily in suitable and efficient facilities and modern equipment.

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This commitment to development, in combination with our long experience within the field, makes it possible to be in the technological forefront.”

Jotron is launching the Tron 40VDR float free capsule and the multi-functional GMDSS VHF handheld radio: Tron TR30 GMDSS at the SMM show in Hamburg in 2014. Its additional features, switching from general to emergency modes automatically,

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dependent on fitted battery, highlights Jotron’s commitment to innovate and enhance GMDSS products. “The Tron TR30 GMDSS handheld VHF radio meets all the requirements of the IMO for carriage on SOLAS vessels. Tron TR30 has the ultimate functional design. Every detail has been developed based on user functionality, both in an emergency situation and in general on board communications.

Profile: Jotron

Division director Tor Martin Røed of our Maritime and Energy division holding a TR30 radio, with development engineer Arne Fredriksen

for both ship installations and drilling units. With this strong order backlog, the delivery of all the projects we have committed to is of course overly important for the company as we look towards the next 12 months. Furthermore, in the autumn of 2014 we will look into our group strategy for the coming years. Although we do not expect any major shifts, it is always interesting to gather and evaluate the facts. The analysis leads on to interesting discussions topics, developments in product strategies and engaging plans for the future.”

With the vision to remain the world’s leading supplier within safety communication to the maritime industry, Jotron ensures that its team work hard every day, as Merete concludes: “Continuously improving all our products and processes is fundamental to our success. The world is shifting faster and faster, and we see big changes in the industry. Brands and vendors appear and disappear and the ones that are present today may be gone tomorrow. Jotron customers and partners know that Jotron has been a reliable supplier for almost 50 years, and can be confident that we will still be there throughout the next half century.” l

Jotron

www.jotron.co.uk • Leader in maritime safety communication • Launching new extended range of products • Continuously growing organisation “With the new Tron 40VDR float free capsule we have proved that Jotron is at the forefront of maritime safety technology and products. It is designed according to the latest requirements for VDR performance standards, valid from July 2014,” says Merete.

A VDR system and the recorded data stored in the final recording medium is a vital contribution and helps to identify the cause of any accident for investigators, shipowners and authorities. The Tron 40VDR float free capsule design construction and innovative technology provides a maintenance friendly product for the shipowner.

Tron 40VDR is already supplied to all major manufacturers of VDR systems, all working closely with Jotron to obtain the most reliable solution for recording in a float free capsule. The contracts signed exceed approximately 20 million NOK and Jotron expects a continued increase of sales in the coming years. “The TR30 VHF is being made available to the market by the end of 2014, having already attracted lots of interest as it has been presented at various exhibitions this autumn. We expect this radio to become an important part of our GMDSS portfolio the coming years.

“There are lots of interesting products in our portfolio and we work hard to keep our product portfolios in the forefront and to make sure that we are able to meet our customers’ requirements,” explains Merete. Over the last few years the business has been in a process of a major restructuring of Jotron. Following several changes in the management structure, she points out: “Our management team now reflects a good combination of stability and innovation with a major focus to develop Jotron as a world leading supplier.

“Our strong position has led to us securing a very strong order backlog and we are experiencing a very high interest in the market for our products. On the Maritime and Energy side of the business we have won several contracts for fixed installations and floaters in the North Sea as well as several contracts in the Asian markets www.shippingandmarine.co.uk - 69

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Profile: PRONAV Ship Management GmbH & Co KG

Expert

service

F

ounded as part of PRONAV Group alongside crew management arm PRONAV Schiffahrtsberatung (PSB) in 1995, PRONAV Ship Management (PSM) has been focused on the LNG carrier business and management of LNG carriers since its inception. With specialist expertise in the development, construction and operation of LNG carriers under long-term contracts, the company has established itself as a reliable, high quality partner for major companies within the energy and utilities industries. To complement this dedication to the LNG market, a number of the company’s employees have over 30 years worth of expertise in LNG operations.

Today the Hamburg-based company is among the world’s largest privately owned LNG carrier operators, with nine currently under operation, four of which are partly owned. Its success stems from its forward thinking approach in focusing on an unusual sector during the mid 1990s; as a pioneer, the company developed strong long-term partnerships in a market that has grown in importance over the last decade.

Indeed, as PSM enters its 20th year in operation in 2015, the firm has earned itself a spotless record while managing complex projects and delivering highly integrated technical

solutions; a record that stems from an unwavering commitment to health and safety, environmental protection and quality.

Managing director Karl-W Braun talks more about PSM’s fleet at present: “There are currently nine LNG carriers as a mixture of older steam-propelled and newer diesel-driven ships. Steam has proven to be very reliable since the first LNG vessels, built more than 30 years ago, were steam ships continue to operate today but the demands on costs and fuel efficiency mean it has become increasingly difficult to maintain. In 2004, QatarGas awarded us a contract for four Q-Flex vessels that included design, new building supervision, plan approval, commissioning, and vessel management tasks. All of this was carried out in-house; external resources aren’t often used because we have a lot of expertise within the company. The Q-Flex ships are two-stroke diesel propelled ships ftted with five four-stroke generator sets for aux. power generation.”

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Profile: PRONAV Ship Management GmbH & Co KG Kloska Group The Kloska Group is a general ship supplier located at all important ports in Germany, Belgium, the Netherlands and Poland. The Kloska Group supplies cargo vessels, cruise liners, ferries, research vessels and offshore vessels and facilities with technical stores and provisions, spare parts and repair services and furthermore offers both provisional and technical store catering worldwide.

The Kloska Group can look back at a long lasting co-operative relationship with PRONAV and would like to thank them for the past successful years. It looks forward to further deepening this trustful business relationship.

Involved in steam-propelled ships from the start, PSM’s commitment to the long-term is proven in the age of three of its steam vessels, which were built in 1978/1979. However, despite being conservative to new technologies, the company has remained at the forefront of changes surrounding increasing fuel prices by participating in the development of two-stroke diesel engines that can be retrofitted to utilise LNG as a fuel source.

Current technology converts four-stroke diesel engines into highly efficient dual-fuel propulsion systems, with results of the conversion proving highly beneficial. However, PSM continues with the research and development of two-stroke conversions through engaging with engine manufacturer MAN and its charterers.

“We are constantly looking for the latest developments and technologies in order to improve our efficiency and reliability.

We are not a manufacturing company with a laboratory or R&D department but we are monitoring these developments through participation in meetings, exhibitions, panels and so on. SMM, the world’s biggest ship component and supplier exhibition in Hamburg, is coming up and this is always a good showcase to find opportunities for the further improvement and adaptation of our fleet,” highlights Karl. In addition to networking with peers at events, the company also takes advantage of its SIGGTO membership, which enables it to follow up on gas developments and exchange knowledge with other companies in the sector.

With the upcoming SECA regulations coming into effect in January 2015, Karl notes that these ongoing efforts to enhance efficiency and reliability are not only a focal point of PSM, but the shipping industry as a whole: “Since PSM was last featured in Shipping & Marine magazine in September 2013 I can safely say that fuel consumption remains the hot topic in the industry; everything is aimed towards gaining the best possible efficiency and the lowest possible consumption figures. With regards to innovative developments, all aspects of the industry - from the engineers to the propeller and paint manufacturers – are all working towards the same goal to boosting efficiency and lowering fuel consumption. It isn’t just about the operations of PSM, we are the integrating part of all of these areas of operation.”

Already in an advantageous position from its three decades of experience within an increasingly important sector, PSM also benefits from its focus on long-term contracts as an influx of LNG carriers have entered the market. “Over the last 12 months we have witnessed growth in Germany’s shipping industry, which is great because there will be a piece of cake for everybody and we will be looking to take our portion of that. However, alongside this growth there has also been an over-tonnage situation, with an over-capacity of LNG carriers that have been ordered on speculation without long-term employment. Because we only deal with long-term contracts we haven’t been affected by this,” explains Karl.

In addition to this, the company remains competitive through ongoing collaborations with crew management segment PSB; as both business segments are operating under the same umbrella, the two benefit from the same impressive technical expertise that ensures customers are provided with a highly efficient, reliable and punctual service, as Karl highlights: “The nature of the LNG business is worldwide and despite being German, we have gained clients from the US, Middle East, and in the past Japan.

In a segment where safety and reliability are the core concerns, the fact we can offer that much experience for a comparatively reasonable price base has promoted the PRONAV name worldwide. A day of downtime on an LNG carrier has far more effect than just the charter rate and the consequential damages are substantial, so we work very closely with our customers to reassure them. We have an open, trustworthy, and amicable approach that achieves the best from both ship and client.”

Still focused on its goal to partner with customers that share its values, PSM and PSB will continue to achieve stability in a rapidly expanding sector that is receiving new competitors every day. Looking further ahead, Karl anticipates LNG may become a bunker fuel, which will not only expand PSM’s operations through increased demand, but will benefit the sector as a whole.

In preparation for this, the company aims to steadily grow its fleet with more modern and new-build tonnage.

“We want to improve operational fuel efficiency, which means looking at everything from the consumer onboard to the propulsion efficiency; there isn’t one piece of the puzzle to be solved, there are multiple challenges that we face. However, it is our target to participate in the expanding market, on a long-term basis, and to optimise the efficient transportation of LNG for many years to come,” concludes Karl. l

PRONAV Ship Management GmbH & Co KG www.pronav.com/ship-management • World’s largest privately owned LNG carrier operator • Part of Pronav Group • Focused on improving fuel efficiency and service

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Profile: Feederlines

Hunger for

success

F

ounded in 1995 by Captain Alfred Hartmann, of German firm Hartmann Shipping Group, Feederlines BV was established with the intention of owning and operating vessels in the Netherlands’ fast-growing short sea sector. Over the years the subsidiary’s fleet of 2500 to 9000 DWT dry cargo vessels and 290 TEU and 750 TEU container feeder vessels has grown at a respectable level, at one point reaching a total fleet of 52 multi-purpose vessels. However, like many shipping companies at the time, Feederlines BV was hit hard by the economic crisis and has since adapted its fleet and services in accordance to market demand.

Indeed, since it was previously featured in Shipping & Marine magazine in November 2010, the company has become leaner and

more quality conscious to ensure customers receive a superior service, as managing director Jan van der Laan explains: “The market is still struggling, at the moment the smaller sized short sea, up to 10,000 dwt is almost impossible. So what we have focused on in the meantime is to provide the highest quality service at the lowest price possible with a lot of support and trust from our major suppliers. We have also upgraded our quality systems to succeed in being recognised as a high performance company in the market.

“We could only do that because we got rid of a huge part of our fleet, which wasn’t performing to our level; laying up a number of vessels is also a major step that we undertook a www.shippingandmarine.co.uk - 75

number of years ago because sailing vessels under OPEX is not a very wise strategy in my opinion. In August 2014 I sold the last vessel in my fleet that was a loss-bringer; by saying goodbye to approximately 25 per cent of my fleet we have further enabled Feederlines to service the needs of the current market.”

This strengthening of Feederlines’ fleet is complemented by the company’s 19 years of experience in responding to the demands of charterers and operators in an efficient and accurate manner;

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values that have only been enhanced by its focus on quality over the last few years. “It is well known that when I took over the position as managing director in 2010 we were under strict supervision of the Holland Shipping Inspectorate because of elements from the past, which clearly showed that internal procedures and standards where not up to par,” says Jan. “That was my main focus point when I took over, it was not acceptable to be in that position. So we expanded our office staff with a lot of quality people and have been fighting ever since to focus our attention on the vessel because at the end of the day; that’s where we make our money. So we don’t cut back on expenses on repairs because in the end you will only end up with less quality vessels.”

Following continuous efforts to improve quality, the company reached a milestone when it was officially certified to ISO 9001:2008 standard by Lloyds Register in May 2014.

However, despite reaching this highly regarded standard, the company is keen to continue with its ongoing process of improvement to become an organisation that is renowned for quality, as Jan notes: “Currently we are happy with the way we are performing; we set out on a journey to become a high performance company and slowly and surely we are getting there. We are getting towards operating with as few deficiencies as is possible. Furthermore, to ensure we provide high quality at a low cost, we have established a lot of procedures and

Profile: Feederlines

software systems internally; these have allowed us to plan in advance when certain repairs needed to be done, which thus limits the downtime of our vessels. In 2012 we created our own technical support team, which enables us even better to react quickly to incidents. And enables us to cut down on expensive external support. And last but not least our own service team also trains our own engineers on board to become more selfsupporting.”

With these developments completed at a time when freight rates are increasing, the company is in an excellent position to take advantage of market demand. Although this is a positive step towards recovery in the industry and the company’s future growth, Jan is aware that Feederlines’ operational locations will lead to further challenges. “We are mainly operating in the Baltic region and the Mediterranean; of course as ship owners we have to take into consideration the impact of the SECA regulations that will come into effect during 2015,” he says.

“However, as the affected area only accounts for 25 per cent of our time and the solutions for emissions on the market are so costly, for us it doesn’t make much sense to install scrubbers and so on. We will have to sail with gas oil in that area.”

Moving forward, the company’s strategy is to gain a positive reputation with banks to ensure funding can be gained for new-builds over the coming years. “Our fleet isn’t getting any younger so it is important we can receive funding to develop new-builds,” says Jan. “In addition to these plans, we recently gave a local design company a project to develop a new 12,000 tonne design for the underwater part of a vessel. Because designers have focused more on the front of the ship, we feel this is an area that has the potential to deliver more cost-efficient shipping. Ultimately, we are now set for the recovery of the market and when that happens we will be able to bring in new builds,” concludes Jan. l

Admarel, Advanced Marine Electronics Admarel specializes in servicing and taking care of your marine electronics and is representative of various high-end navigation and communication products. Admarel can deliver you a complete bridge for all kind of vessels. With its 24/7 support Admarel assists Feederlines in advice, training, services or spare parts. The corporation between Feederlines and Admarel is successful and growing, our sales and service department makes sure, the vessels of Feederlines will keep sailing!

Admarel, navigating on experience.

Feederlines

www.feederlines.nl/en • Ship management specialist • Own dry cargo and container feeder vessels • Achieved the ISO 9001:2008 standard in May 2014

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Riding the

waves S

ince it was first formally established in 1974, Rederiet Stenersen AS accrued 40 years of experience in operating in a spectrum of marine markets, before taking the decision to focus solely on chemical and product carriers. “We have operated in all of the main maritime sectors including reefers, bulkers, containers, Ro-Ro and other vessels,” explains director of ship management, John Stenersen. “In 1991 we received our first tanker and that was in co-operation with Norske Hydro, although that company no longer exists after it was bought by Statoil some years ago. That was our opening into the tanker market and we continued to grow in that area until we became solely focused on the tanker market in 2002 when we sold off all of our non-tanker vessels.”

The strategic decision to focus on tankers over other vessels was driven by the apparent buoyancy of this segment and the desire to offer clients a targeted and specialised service, as John elaborates: “It was really the market that drove us into this area, at the time tankers were certainly more lucrative than the other areas that we had worked in. Of course after the 2008 financial crisis we were more or less back to scratch regarding earnings, but an important part of the decision was that we wanted to focus more on the tanker segment rather than having a diverse spectrum of shipping sectors to work in. It is far easier to be exceptional in one sector than to try to be good in many areas.

Tankers are a challenging market but we pride ourselves on being one of the leading providers in the 10,000 DWT to 20,000 DWT segment

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and while it remains challenging it seems that we are doing well.”

Today Rederiet Stenersen operates a fleet of 17 chemical and product tankers ranging in size from 13,000 DWT to 19,000 DWT. The company specialises in offering its clients innovative and efficient shipping solutions, especially in the transport of liquid products. Its vessel are deployed within the North Western European/Baltic market and equipped to the highest standard to meet the requirements of both its clients and the harsh sailing conditions of Northern Europe/Baltic Trade. A key part of the company’s strategy was to focus on long-charters and longstanding relationships with clients, although in the wake of the global economic down turn the business has had to remain flexible to move forward.

“We work with all of the major oil traders in the North Sea/ Baltic because that is our main area; the North Sea/Baltic,” says John. “Of course we work with all of the traders in this area but the companies that we have a more direct relationship with are Statoil, Neste Oil and Bromstrom/AP Moller Maersk.

Prior to the financial crisis the strategy was to have long-term charters and this was very fortunate for us as just before the crisis hit we then had solid contracts that reduced

Profile: Rederiet Stenersen

the impact of the crisis for us. The challenge that we have today is that previously we were focused on long-term charters, whereas today around ten of 17 vessels are on spot charters. In that regard we had to set up our own chartering department in Oslo, but what we can see now is that the market is improving year on year.

The rate of this is still very slow however, so the market remains challenging.”

Although the financial situation of 2008 continues to have reverberating effects throughout the maritime market, it was also an opportunity for Rederiet Stenersen to demonstrate its position as a robust, yet flexible business able to adapt to the volatile fortunes of the global economy. As a 100-per cent family owned and operated company, Rederiet Stenersen benefits from a short decision-making process, which allowed the business to make key strategic decisions effectively prior to the economic downturn and during the crisis. The shift to a targeted segment and the company’s focus on long-term charters placed it well to weather the impact of the market crash and by remaining adaptable the shift to spot market operations in the face of market uncertainty was kept from being a lengthy, painful transition. As the market begins to show signs of recovery, Rederiet Stenersen will begin to focus on again increasing the scope of its long-term charters while it likewise depends of its efficient decision making process and flexibility to meet the challenges on increasing maritime regulations throughout 2015 and beyond.

“Now there is now a demand for low sulphur and we are looking into areas like ballast water treatment and investments into other technologies to meet the new rules and regulations, which can be a strain when earnings are not the best but this is the case across the maritime market,” John observes. Commenting on the company’s strategy to address 2015’s SECA regulations he adds: “For us the short-term plan is to run on diesel since we mainly trade within the SECA. One of the options we are looking at that is the use of scrubbers. However, there is perhaps a oneyear gap between signing a contract and installing a scrubber so we are also looking into the challenges in running on diesel in the

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Profile: Rederiet Stenersen

meantime and one of the considerations there will be whether the equipment can run for long periods of time on diesel fuel.”

The issue of efficient fuel economy in line with emissions is at the heart of the business as it transitions through the remainder of 2014 and into 2015 as John concludes: “Our challenge is bunker

PK OEM Parts

For years PK OEM Parts has been a stable business partner of Rederiet Stenersen AS, supplying their fleet with high quality OEM diesel engine spares. PK OEM Parts is situated in the city of Dordrecht, The Netherlands, strategically located between the international ports of Rotterdam and Antwerp. Its modernly equipped warehouses hold more than 4000 different OEM parts suitable for several Wärtsilä diesel engines and Westfalia separators. Over the years, PK OEM Parts has proved to be a reliable and flexible partner in the shipping and power plant industry. Its high quality OEM spares are used worldwide, meet the highest standards and are fully interchangeable with the original. These claims are supported with a 12 month guarantee after delivery. PK OEM Parts provides quality and has a team of dedicated professionals at your service, 365 days a year, seven days a week, 24 hours a day.

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consumption. We have already implemented fuel efficiency projects on most of the vessels, but will at the end of September, be looking to reduce fuel consumption further by moving from fixed RPM to variable RPM on our main engines, which we feel will reduce the amount of fuel used. This will benefit both our vessels in the spot market as well as those on long-term contracts. Although our fleet is modern and new, we still have to adapt to new demands and requirements, and especially in regard to bunker consumption. In the long-term we will look to expand, but that will depend on the tides of market.” l

Rederiet Stenersen

www.stenersen.com • Established in 1974 • Fleet of 17 chemical/product tankers all with ice class • North Western European/Baltic market operation

Profile: Enzian Ship Management

A safe

haven F

ounded in 1998 by Hansjuerg Grunder and partners in Bern, Switzerland, Enzian Ship Management has continued to grow despite turbulent market conditions and today represents a significant market player with vessels ranging from 7600 dwt to 18,000 dwt. The company is currently based in Zürich, from where it manages a fleet of around 15 owned multi-purpose vessels as well as providing technical management for a further five vessels owned by Safmarine. Its multi-purpose dry bulk operations are largely based in the Atlantic, however it will on occasion trade with other regions as required. Further to these operations, Enzian provides management services for a number of chemical tankers following a merger between Enzian Ship Management and Mega Chemicals AG. The merger between the two companies was a response to the shifting market conditions within the volatile marine sector and has served to expand the range of services that Enzian Ship management is able to supply. Unlike its dry bulk fleet, it chemical tankers regularly trade globally, which is also an

important contributing factor in increasing the global presence of the company as a whole. “Mega Chemicals was established as an independent Swiss chemical tanker owning group in the beginning of the 2000’s,” explains COO Arne Solaas. Against the background of succession problems in the group, coinciding with the serious worldwide shipping crisis, the board opted for transferring the management to a suitable Swiss shipowner.

It looked within the community of Swiss ship owners and Mr Grunder offered to take over the company with its existing debt so that there wouldn’t be any issues with guarantees or losses to creditors etc.

Mr Grunder is the chairman and owner of most of the shares in Enzian and he then created a separate vehicle called Swiss Chemical Tankers, which is the holding company for Mega Chemicals. Since the owned chemical tankers had been built under the Swiss state guarantee scheme and registered in Switzerland, a specific approval by the relevant federal Swiss authorities was necessary to arrange the transfer of ownership.

Although a core staff is kept in place to manage the day to

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day running of Mega Chemicals, its tankers and the vessels of Enzian are managed under common ownership and on a practical level it is Enzian that provides management services including internal contracts for crewing, legal and insurance considerations.

As well as enabling the on-going merger between Enzian Ship Management and Mega Chemical AG, the Swiss Government’s support of the nation’s ship owners has been highly beneficial

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Profile: Enzian Ship Management

to the company and allowed it to make further investment in its fleets. Responding to the importance of this level of support to the marine industry Arne says: “If you look at it from the perspective that more than 50 per cent of our ships fly the Swiss flag, this more or less answers the question. If we have the government’s backing we get very good financing deals from the banks since the Swiss government is acting as a guarantor through its guarantee scheme for the purchasing and maintaining of the fleet under the Swiss flag. It is very encouraging to have this support from the government.

“We are looking together with some industrial partners at expanding our fleet further on the dry cargo side and on the tanker side through Mega Chemicals we are initiating a new building programme of four chemical tankers with stainless steel of a type of 34,000 tonne DWT. This is a rather hefty investment and it is also an inventive design that we will be employing because the ships will be designed for continuous LNG operation. This means that they will be environmentally friendly in their entire concept and layout and from their efficiency they will be well ahead of the mainstream. I will not say that they will be trailblazers because a lot of people claim to be inventing something new and better, but we do think we will build new and solid ships to match what is out on the market today.”

With encouraging support from the Swiss government and continued investment in its fleet, Enzian Ship Management is well placed to weather the turbulent marine market and define itself as a reliable partner to ship owners and cargo traders alike. “I think that we are in a very solid financial environment as today the fact that you can pay your invoices on time to

ship yards and bunker providers is almost an exception to the rule. Of course there is also a certain element of predictability that comes if you have a very solid financial base, it also allows you to enter into commitments with a good certainty that you will meet those obligations. We basically offer a good level of reliability on the financial side and operationally speaking,” Arne says.

While Enzian’s investment into new vessels is reflective of a move away from acting as a tonnage provider and further into facilitating direct contracts for freight forwarding, Arne is keen to highlight that the company is still very much able to offer third party management services in both dry bulk and chemicals.

“I think we can put it as simply as to say that Switzerland is a safe haven,” he concludes. “It is not a place where you go for ventures that are too adventurous, but for very positive, steady development. The market has every possibility to grow into having a sizable number of ships managed out of Switzerland because of the combination of stability and very well developed infrastructure. We have a very experienced management team here with people who have worked with some of the best-known companies in the industry. So as well as organic growth we will also look to grow with partners who share a similar philosophy.

It may well be that the safest haven for your assets these days is to be found in the Alps. “ l

Enzian Ship Management

www.enzian-shipping.com • Twenty managed vessels • Dry bulk and chemical tankers • Investment into new vessels

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Grand designs S

ince it was established in 1993, MacDuff Ship Design Limited has continued to deliver pioneering design solutions and prolific marine consultancy services to clients within the commercial shipping and fishing industries. “Traditionally we were a fishing boat design company, but with the decline of the fishing market in the UK that has led us to diversify into other markets,” says managing director Ian Ellis. “We had always designed the occasional workboat and so this was a natural area to expand into. We have increasingly designed a greater range of workboats and tugboats which have provided a more recent challenge for us.”

Presently as much as 90 per cent of the company’s business is derived from commercial shipping for vessels such as workboats and tugs, while the remaining ten per cent of the MacDuff design portfolio is still focused on fishing vessels, including crabbers, longliners, seiner variations and others. As the company’s design portfolio has increased, so has interest from UK and international clients looking to diversify their fleets with leading-edge design and bespoke vessels. As such, MacDuff Ship Design has developed successful relationships with a number of vessel operators throughout the world,

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building an international reputation. Indeed over the years, MacDuff has undertaken work for satisfied customers in many countries including the UK, Norway, the Netherlands, Spain, Canada, Turkey and Malaysia. Its increasing custom with international clients has seen global exports grow to account for the majority of the company’s business.

Macduff Ship Design has had a long-standing relationship with Torgem Shipyard in Turkey. Commenting on this relationship, Ian stated: “We have worked with Torgem for a considerable amount of time. In recent years, both companies have made similar decisions to branch out into new markets.

Macduff Ship Design has been designing vessels with Torgem since this time and we have worked alongside them to develop both companies. I think that the long relationship between the two businesses is a real strength and we have mutually supported each other in entering into new markets. We have seen success with this venture and have now designed and built a wide range of boats alongside each other, demonstrating that MacDuff are marine architects who can provide the design and that Torgem can deliver the build.”

Macduff Ship Design’s on-going work with Torgem has seen

Profile: MacDuff Ship Design

the company deliver designs for a broad spectrum of vessels including a 30-metre ASD tug as well a further two 25-metre ASD tugs: one has been delivered whilst the second was recently launched. Additionally, the company has designed two 46-metre oil separation barges, which have been completed and delivered as well as two 15-metre general service boats and a 15.9-metre pilot boat.

In addition to this highly successful first round of vessels, a second wave of ships designed by MacDuff is scheduled to be built at the Torgem shipyard. These will see MacDuff working in collaboration with Torgem until at least 2016 and will include a 15-metre dive boat, two garbage collection vessels, three 19-metre pilot boats and further repeat orders of previous MacDuff tug designs.

MacDuff Ship Design also works in close collaboration with Boustead Heavy Industries Group (BHIG) in Malaysia in an agreement which was first signed in 2011. In May 2014, North Tugz of New Zealand placed an order for a new 17-metre MacDuff harbour tug with BHIG. The vessel will be built at Boustead’s Langkawi Shipyard and is based on the highly successful Sally Mcloughlin class tugboat. BHIG first approached MacDuff in 2012 regarding a design based on the 16-metre Sally Mcloughlin with increased bollard pull, in line with the North Tugz specification. Following a submitted design from MacDuff, BHIG has gone on to win the complete tender for the project. In designing the vessel, MacDuff Ship Design was careful to satisfy the requirements of the client as well as those of Bureau Veritas. Furthermore, the design had to

meet the strict stability regulations of Maritime New Zealand to ensure the vessel’s suitability for operation in New Zealand waters. The vessel will have a length of 17-metres, a beam of eight-metres and an aft draft of 3.4-metres. Its twin Cat C 32 main engines and fixed nozzles will provide a bollard pull of 28 tonnes. The vessel’s capacities have been maximised to ensure a significant operating window, with storage for 19,000 litres of fuel and 3000 litres of fresh water. Its deck machinery will comprise a 30 tonne forward towing winch, a 30 tonne aft towing hook, a further two tonne tugger winch and a deck crane with a capacity of 2.15 tonnes at 7.8 metres reach.

This vessel marks the first entry of both MacDuff and BHIG into New Zealand and was won in the face of significant international competition. The working relationship between the two companies allows for the provision of unique, bespoke service and tailored, modern designs to clients that are both efficient and cost-effective.

In addition to continuing to win high volumes of orders, 2014 has been a transitional year for MacDuff Ship design.

After being with the company for 19 years Ian Ellis has taken over from Donald Cameron as managing director. “It has been a big change because Donald has been managing director of the company since it was set up over 20 years ago. The changes have meant that we have been able to review the roles of the company’s employees and to better balance the workload. The last ten years have seen a huge transition for us in terms of both the vessels we design and the staff that we have. We have brought in new staff and some of the experienced employees www.shippingandmarine.co.uk - 85

Profile: MacDuff Ship Design

have taken on new roles within the company. So it has been quite a transitional time, but it has been a very positive time in terms of the volume and the type of vessel that we have designed. As well as a wide range of tugs and workboats due for delivery over the next 12 months we also have several vessels of new types due for delivery. These include designs for both pilot boats and patrol boats and we anticipate that these designs will translate into fresh orders from these new markets.”

As well as current projects, the company’s reputation and solid links with previous clients have led to many new enquiries from both existing customers and new clients. MacDuff Ship Design is excited to be involved with all of these projects for an ever expanding client base and variety of vessel designs. The company looks forward to continuing its working relationship with valued clients as well as seeing new concepts come to fruition in an ever-changing and dynamic market. l

Scania Engines Scania Engine’s GB is proud to be associated with Macduff Ship Design, a leading partner to the commercial boat building industry. Scania’s record of supplying marine propulsion and auxiliary engines with outstanding fuel economy, proven reliability and high uptime ensures unequalled low cost of operations for displacement vessels. Incorporating a modular construction means its adaptability to meet different demands is second to none. Meaning there’s a Scania solution for every workboat application

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MacDuff Ship Design

www.macduffshipdesign.com • Naval architecture and ship design • Long-term customer relationships • Growing design portfolio

Profile: Port of Umeå

Port of Umeå. Photo: Lars Lindh/City of Umeå

A united

approach

O

riginally founded within the city of Umeå, increasing vessel sizes and a boom in ships being constructed meant Umeå Hamn, otherwise known as the Port of Umeå, had to relocate. Thus a new port, established remotely on the river’s mouth, was established in 1920. The yearround-port’s establishment resulted in it becoming the country’s most northerly container port, while its strategic location provides customers with the benefit of using the natural shortest route across the northern Gulf of Bothnia; in addition, its natural harbour has long provided an advantageous shelter from harsh weather conditions.

This adaptability to the demands of the market has held Umeå Hamn in good stead, with it becoming an integral logistical hub for the whole of northern Scandinavia as well as a vital link in the forest products supply chain. In fact, it handles an annual cargo of 2.2 million tonnes, evenly split between import and export; 50 per cent of trade consists of forest products such as kraft liner, wood products, wood fuels and recycled fibre. Other goods include liquid fuels such as oil, animal feed, cement, food, windmills, ferry goods, steel products, peat and intermediate goods for industry.

Organisations operating from the port include SCA, Statoil, Lantmannens Foderfabrik, Vasterbottens fodercentral, Wasaline, Nynas and iLogistic. Most are highly dependant on good

infrastructure in terms of road, railways and an effective port. The facilities at Port of Umeå have been geared towards its position as an important container port, including several long berths as well as heavy lift cranes. There are 11 berths in total including three of 150 metres, one of 172 metres and one of 350 metres as well as a 66 metre quay and an 80 metre quay dedicated to oil.

Below: Cargo arriving with the ferry from Vasa (Finland) to the port of Umeå. Photo: Johan Gunseus

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Below: NLC is a concept that aims to increase the amount of transports conducted by rail and sea. Photos: Andreas Nilsson/INAB

The Port of Umeå is owned by the city of Umeå, and has continued with infrastructure improvements since it was previously featured in Shipping & Marine magazine in April 2014. These developments, which include road link improvements and the electrification of the railway will ensure it is completely prepared for a recovering market. Running parallel with the harbour, the double track Bothnia Line electrified railway supports the good fairways for the ships and travels into the heart of Sweden; it also eradicates the need for diesel locomotives and increases speed while lowering costs.

“The new electrified railway makes it possible for us to have more efficient transport to and from the port; this is an important

Port-Trade Port of Umeå and Port-Trade have co-operated closely since 1984, when the first diesel electric Gottwald mobile harbour crane was delivered to Umeå.

Today, the Port operates three Gottwald mobile harbour cranes that support the continued growth and development of the port. The strongest of these cranes is a model GHMK 6407 that can lift 100 tons at 24 m outreach. As a very experienced and professional operator, Port of Umeå is a highly valued customer reference.

Port-Trade supplies a complete range of professional equipment for cargo and materials handling, as well as spare parts and service support to operators throughout the Nordic region, from Denmark to North Sweden and Iceland to Finland.

Products include harbour cranes, balance cranes, container spreaders and grabs, as well as bulk shiploaders from renowned manufacturers such as Terex Gottwald, MRS, E-Crane, Samson and VDL.

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development for us because the port is no longer just a port, but is also a terminal where ships, trucks and trains all meet. We are now working with the railway in the older part of the port,” explains chief executive officer Curt Kristofferson. Furthermore, the port has progressed with plans to construct a new terminal, which is to be based close to the ferry terminal and will be dedicated to the intermodal handling of cargo; a strategic development in line with plans to expand its interests in the handling of cargo and containers.

Moreover, the port has further strengthened its service following an agreement between the owners of the harbours and

Profile: Port of Umeå Left photos: Malin Grönborg Below: Cargo handling at the intermodal terminal NLC in Umeå.

municipalities of Umeå and Vaasa to set up a joint company.

Announced in July 2014, the 50/50 joint venture, under the name Kvarkenhamnar AB, will benefit from a contribution of 1.65 million euros from each founder and will begin operations from January 1st 2015. “We will be serving both in Sweden (Umeå) and Finland (Vaasa); the sea between us is named ‘Kvarken’, which is the reason behind the name ‘Kvarkenports’. We understand that in the future there will be bigger and bigger ships due to the sulphur directive so we need larger facilities to accommodate this market development. By having two ports in the same company we can have more personnel working, more business development and so on. Because ports in North Sweden and North Finland are small in comparison to the rest of Europe and Finland we need to be bigger,” says Curt.

“Furthermore, Vaasa is a port with good space and large areas, which enables us to provide a diverse range of services – its volume is 1.6 million tonnes per year. Vaasa also has good, strong cranes that can handle up to 200 tonnes because it is producing big machines for ships or electrified generators for windmills, so I don’t think we need any more,” he adds. Current employees at the two ports will be employed in the new company, while Kvarkenhamnar’s board of directors will be split equally between Umeå Hamn and Vaasa.

This merger of the two port authorities will enable smaller harbours to achieve economies of scales, co-ordinate marketing and development activities, streamline administrative works and ensure each port cuts unnecessary double investments to boost the competitiveness of both Umeå and Vaasa. Aside from benefits such as smaller overhead costs, increased equipment and versatility of services, the joint venture will also be able to take advantage of The city of Umeå and city of Vaasa’s 50/50 ownership of the Wasaline ferry company, which offers a ro-pax route between the two ports.

“With this merger we can have the ferry to transport cargo from

Finland to the port and load it onto the electrified train for Sweden before transporting it into Europe. It is also possible to have connections to Italy and other areas via this port,” highlights Curt.

All of these developments will not only prepare the Port of Umeå for future demand of a changing market, but will also enable it to face challenges such as increasingly larger vessels and the International Maritime Organization (IMO) Annex IV sulphur regulations coming into effect, as Curt highlights: “Ships in the future will be bigger and we must be a bigger company with more resources. We shall, for example, employ a business developer. We also see opportunities in container shipping, which is why we must be more efficient in container handling. It is important to show the market that, despite market challenges such as the sulphur directive, shipping is still an attractive business option and is much better than using truck transportation throughout the whole of Sweden and Finland. To prepare for the sulphur regulations we will invest in equipment and a new system to deliver an improved service that is prepared for handling bigger ships.”

Focused on becoming the most important container hub in the Gulf of Bothnia, the Port of Umeå has begun laying the foundations to ensure these aims become a reality over the coming years. Through preparing for upcoming market changes in advance, the port is ready to retain its position as a key player in the industry, both now and in the future, as Curt concludes: “This merger has been planned over a long period of time and will make us an attractive option for cargo owners.” l

Port of Umeå

www.umeahamn.se • Invested in a new electrified railway • Merging with Vaasa port to strengthen services • Will change name to ‘Kvarkenports’ in January 2015

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Rolling R

trade

osslare-Europort is the second largest unitised freight port in Ireland, handling more unitised freight than all Irish ports combined, excluding Dublin. “In the southeast corner of Ireland we are extremely well located as the closest port to both the Continent and to the UK. From this pivotal corner we serve a catchment for the continental corridor and the entire island,” says John Lynch, General Manager. In a history that dates back to 1906, major developments in the last 50 years include the construction of Ireland’s first roll-on roll-off (RoRo) ramp in 1966 and the deepening of the harbour to its current depth of 7.2 metres in 1993. “Significantly for the business we reached our peak traffic levels in 2007 with almost 175,000 RoRo units,” he adds.

Geographically benefiting from its proximity to Dublin - “if Ryanair did our marketing, they’d probably call us Rosslare South Dublin Europort,” quipped John - Rosslare is connected to the entire country through good road connections, ensuring that most of the country is accessible within four and a half hours, the upper limit of the driving hour regulations. The eastern and southern coast account for 42 per cent of the land area and 73 per cent of the population of Ireland, all within easy reach from Rosslare. Currently operating exclusively as a RoRo port, the business is at the concluding phase of a development plan, which will be taken to the board in September

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2014. The business is looking to address the potential of the further deepening of the port in the development of the RoRo operations and the construction of a new ConRo berth which would enable increased RoRo, ConRo and Lift-on/Lift-off (LoLo) business. The ConRo vessel is a hybrid of a RoRo and a container ship. This type of vessel has a below-deck area used for vehicle storage while stacking containerised freight on the top decks.

“Moving and expanding our potential markets presents a

Profile: Rosslare-Europort

supporting case for the additional cost of the constructing a ConRo berth over the deepening of the RoRo berth. The port is the economic engine of the southeast yet unlike other ports, we do not have a major conurbation on our doorstep. In fact, Rosslare has grown to be the second biggest unitised freight port in spite of the fact that it does not have a major city or town locally, unlike other ports such as Dublin. We are at the ideal point to transit between the sea and land and connect with all of Ireland and the Continent. Ireland is a very open, internationally trading, economy and most of our exported goods are moved in the form of unitised freight and this is why Rosslare is so strategically significant for the country,� explains John.

Many people have a belief that freight traffic originates and is destined for the Greater Dublin Area where the population density is

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Profile: Rosslare-Europort

Graphic represents 42 per cent of the land area and 73 per cent of the population of the island

greatest, but John says that this is an oversimplification which ignores the fact that export industry is not concentrated around Dublin. The points of origin of exports are distributed right across the country, and this is a major contributor to Rosslare’s strategic importnance to the nation. It is easy to understand this point in relation to food & beverage products, but it is equally true of other imporntant export sectors, such as life sciences, engineering products, etc.

Following an overall decline in traffic from 2007 to 2013, business has steadily increased and is well on track to achieve targets for 2014, thanks to strong European links as John points out: “In 2007 the freight breakdown was 15:85 Continental to Channel. Today the balance has changed to 75:25 with the continental corridor growing significantly through the recession, which has given us the strength to remain profitable throughout the recession. In 2013 we made a profit of about €2million on a turnover of between €10million. The lowest profit made since 2007 was €1.7million.”

Building on long working relationships with companies such as Irish Ferries, Stena Line and LD Lines, the port provides to its customers a very flexible service. “We recognise the importance of facilitating our customers’ demands. We have a ‘can-do’ attitude and bend over backwards to give our customers what they want. The passenger business has grown significantly, particularly on the continental routes. The LD Lines services to France and Spain are relatively new routes and the demand highlights that there is plenty of business,” says John. In line with the potential ConRo developments, Rosslare Europort is working together with its mother company Irish Rail on future requirements to offer a rail freight service directly from the port. “As container traffic increases in frequency to the port, the demand for transporting freight across the country will rise significantly. There is a lot of potential behind such developments that utilises the synergies between

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both businesses,” highlights John.

Future growth for the business is heavily reliant on the performance of the Irish economy and as this improves, levels of traffic will increase.

Targeting new business, Rosslare-Europort continues to work with a number of shipping lines, developing new services.

“These may take several years to come to fruition so it is hard to say exactly what new services will be brought in during the next 12 months but I am very confident that the traffic volumes on the existing routes will continue to rise. There is potential for more midday routes between Rosslare and South Wales, as well as a long distance RoRo service to the Benelux region and further to Iberia, but these service extensions will take around three years to develop. Strategically, we have many ideas for the development of the port, which leads to an exciting and positive future,” concludes John. l

Rosslare-Europort

www.rosslareeuroport.irishrail.ie • Second largest unitised freight port in Ireland • Future development for the port • Regular trade to the UK and Europe

Managing

expertise M

anaging over 160 vessels globally, Wilhelmsen Ship Management represents one of the world’s largest, leading third party ship management companies.

Presently Wilhelmsen Ship Management is 100per cent owned by Wilhelmsen Maritime Services, which is in turn owned by the Wilh. Wilhelmsen Group. The business is headquartered in Kuala Lumpur and maintains further regional offices in Oslo, Houston, Singapore, Southampton and Pusan. In all the company employs 514 staff and as many as 10,900 seafarers, which are recruited from 24 countries including Norway, Sweden, India, Indonesia, the Philippines, Russia, Poland and countries in Eastern Europe, Asia and Central and South America.

As one of the world’s largest ship management companies, Wilhelmsen Ship Management manages a comprehensive range of commercial vessels including Ro-Ros, container ships, bulk carriers, car carriers, seismic ships, LNG, LPG, product tankers, offshore supply ships, passenger vessels and specialised vessels.

Further more the company is fully committed to safe and efficient operation and is certified to operate ships to the ISM code as well as to ISO 9001:2000 and ISO 14001:2004 standards of quality and environmental assurance.

As well as managing a diverse portfolio of ships, Wilhelmsen Ship Management offers a host of other key services including dry docking services, new building supervision, marine insurance, crew management, pre-purchase inspection, green ship recycling and inventory of hazardous materials (IHM) services, thus making the company a one-stop-shop for clients operating within the marine sector. While this may appear to be relatively comprehensive breadth of services in its own right, Wilhelmsen Ship Management is committed to expanding it service offering still further. Indeed during February 2014 the company announced the opening of its New Building Supervision Services branch after months of groundwork, studies and evaluations. Based in Kuala Lumpur, the New Building, Docking and Projects team have refined the scope of services offered by the new division to meet the requirements of both new and existing clients. Services undertaken and monitored by the Wilhelmsen New Build Supervision division will include shipyard evaluation and selection, design and equipment review, technical specification and contract review, drawing and plan

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approval as well as building supervision at the shipyard from steel cutting to the final delivery of the vessel. The newly formed New Building Supervision team wasted no time in concluding a project for one of Wilhelmsen’s existing customers, Leo Ocean Pte. Ltd., Japan. The project called for the supervision of the construction of a 35,000 cbm LPG/Ammonia carrier at the HMD Dockyard in Ulsan Korea. The vessel was successfully delivered in early August 2014.

Although the company places great emphasis on the construction and upkeep of the vessels within its fleet, Wilhelmsen Ship Management understands that the quality of officers and crew are the most important factors in the management of a vessel. As such, the company operates its crew management services in accordance to the highest standards in HR management. It is Wilhelmsen Ship Management’s aim to act as a strategic partner, developing human resources in a cost-effective and quality-minded way to ensure longterm value. All of its crewing operations are ISO-9002 certified so that clients can approach the company with complete peace of mind, knowing that its seafarers are expertly trained.

Wilhelmsen Ship Management operates a global network of 17 manning offices, situated in key maritime centres as well as training centres in India, Poland and the Philippines. From these locations the company delivers crew management services including crew planning, crew processing, database management, followup cases, crew accounting, payroll and crew travel. Furthermore, the company is able to expertly screen crews to ensure that individual members are suitable for the unique requirements of each assignment. It is able to call on experienced crew for LNG/ LPG; chemical, product and oil tankers; bulk vessels; car carriers; container vessels; hydrographic and seismic survey vessels; FPSO; FSO; MOPU and cruise assignments and constant in-house training ensures that Wilhelmsen Ship Management steadily generates greater value for its clients.

The success and proficiency of Wilhelmsen Ship Management was highlighted in 2013, when three vessels in its fleet won the NYK Car Carriers Award for the year 2013. The three vessels that won awards were the MV Salzgitter, MV Hyerion and MV Leo Leader. All three of the vessels received a commendation plaque from NYK Line and a small token to allow the crew a celebration

Profile: Wilhelmsen Ship Management practical fault; 2) ships which caused neither at-fault cargo damage nor loading incident; 3) ships which actively contributed to the prevention of cargo accidents, ship crews that took preventive actions specified by NYK port captains and closely based on PCC Quality Instructions; 4) ships which received a high evaluation from the operator for participation in the Save Bunker Programme and; 5) ships which achieved effective bunker saving.

With the strength of a large parent organisation behind it, Wilhelmsen Ship Management is well supported in its mission to maintain its place as a leading ship management company while it seeks to increase its presence in the offshore sector and continue to enjoy strong, sustainable growth. Accolades like the NYK Car Carriers Award and a proven track-record of experience highlight Wilhelmsen Ship Management as a vital partner for ship owners the world over. l

Wilhelmsen Ship Management

www.wilhelmsen.com • Third party ship management • 165 vessels managed globally • Focus on steady, sustainable growth for their achievements. Additionally, all crewmembers who were onboard during 2013 will receive a special tumbler. In all the vessels were evaluated in five areas and the age of the nominated vessels was also taken into consideration. The evaluation categories considered were 1) ships which had neither an incident that caused delay nor a delay caused by the vessel’s own technical or

SeaStar Management SeaStar Management is proud to have been one of the leading catering providers to Wilhelmsen Ship Management since 2009, where its team of dedicated specialists ensures that the Wilhelmsen bulkers, tankers and seismic vessels are provided with nutritious, healthy, ample and cost-efficient provision supplies.

With the seismic fleet often trading in remote areas, SeaStar Management utilises its strong supplier network and close communication with the vessel crew to ensure all their requirements are met.

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Left: Balmoral, bottom left: Boudicca and main image Braemar

Wave of

success T

he cruise industry has generally faced the same problems as the rest of the economy over the past few years, but as we come out of the recession and the GDP levels rise again, we have seen that cruise bookings for 2015 and 2016 are racing ahead,” begins Mike Rodwell, managing director. Fred. Olsen Cruise Lines operates services from ten ports in the UK and Northern Ireland, with the increased number of regional departures reflecting the company’s interest in attracting new business from all around the UK. “The recent increase in business is not simply due to the improved economy, but as a result of several innovations that we have introduced across our operation,” he adds.

Records for 2015 show an impressive 20 per cent year-onyear increase in passenger numbers across the whole range of Fred. Olsen Cruise Lines’ products, signifying a considerable growth in demand for the scope of services on offer. “We have definitely broadened our product range and we have some exciting cruises coming up in 2015, such as our Asian ‘Grand Voyage’, as well as three solar eclipse cruises, which sold out extremely quickly. We are offering more and more exciting destinations and ‘unique’ cruise experiences and, as a business,

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we are committed to ensuring that we engage with the public to enhance our reputation,” explains Mike.

The business is currently focusing on its operations around the Baltic and Norway, building upon its knowledge of the Norwegian coastline, extending from the Olsen family’s proud Norwegian heritage. Commenting, Mike says: “Our strategy addresses a mixture of the ‘tried and tested’ and innovative new ideas. As well as offering the cruises that have proved to be our most successful, we also address what our guests’ desire, such as overnight stays in more destinations, such as our ‘City Break’ cruises to Oslo, Hamburg and Amsterdam, where guests have the chance to really spend some quality time ashore.”

For a long time, the business has operated cruises to far-away destinations, such as South America, and this will be repeated in 2015, with its vessel, Black Watch. In early 2016, another popular vessel, Balmoral, will be undertaking a new, tailored 46-night voyage down to South America and Brazil. “It’s all a question of refining a product for our target market, not just looking at the destinations and durations, but also at the onboard products, establishing what enhancements need to be made. For example, in the early part of 2014, we installed

Profile: Fred. Olsen Cruise Lines

r

specialist coffee bars on Black Watch and Boudicca and made the Library areas on board a little more exciting to be in. These are innovations that we will extend to the rest of the fleet over the coming year, along with other upgrades, such as alternative dining experiences, including an exclusive Grill restaurant, which provides a premium on-deck dining option ‘under the stars’,” Mike points out.

Some 20 years ago, the cruise industry was very different to what it is today, and passengers now have a different outlook and expectations, compared to generations gone by. As such, it is important for any business looking to grow to ensure that its product is continually refined. “We have a focus word as we look ahead; ‘closer’. We are ‘closer’ to the market, offering regional departures, so that our guests can join their cruise at a nearby port, from ‘right on their doorstep’. Equally, we get ‘closer’ to the destinations, such as the Norwegian fjords, with our smaller, more intimate cruise ships. We actually route in a lot of ‘scenic cruising’, so that guests can feel the richness of the destination, along with overnight calls. We also feel that we are ‘closer’ to the people, building strong relationships and rapports with our guests on board, understanding the level of

formality required to serve in a professional way, but with a friendly approach, to make sure that they all have a wonderful experience,” highlights Mike.

Having revamped its marketing effort, introducing more direct mailings to customers and building stronger relationships with travel agents, Fred. Olsen Cruise Lines is ensuring that its product is better understood across the market place. The expansion of its itineraries is the next phase, lining up with the ambition to offer destinations that no other cruise lines visit.

The other big change facing the business comes into play in January 2015, as Mike explains: “Whilst operating in the North Sea, the Baltic area, and North America, we will be running our vessels on gas oil, ensuring that our services are fully compliant with national and international environmental requirements. A number of other lines have gone down the route of installing scrubbers on their vessels, but these are relatively untried technologies and at the moment, this is not cost-effective.”

With several itinerary-rich cruises set to sail over the coming two years, Mike provides an insight into just what is on offer with Fred. Olsen Cruise Lines: “Our Far East cruise is our longest-ever, at a total of 119 nights, sailing from and returning to the UK. This epic ‘Grand Voyage’ has been split into sectors, with some fantastic destinations scheduled. From Dubai to Tokyo, Kuala Lumpur to Hong Kong, guests have the opportunity to join at a number of stages and enjoy a truly magnificent cruise. We have also announced a new ‘murder mystery’ voyage, giving guests the chance to visit the ‘Poison Gardens’ in Tenerife, owned by Fred. Olsen himself, and sailing to the ‘Poison Gardens’ in the UK, created by the Duchess of Northumberland. With a theme of ‘Poison, Murder and www.shippingandmarine.co.uk - 97

Profile: Fred. Olsen Cruise Lines

Mike Rodwell, managing director Fred. Olsen Cruise Lines

Mystery’, the largest interactive murder mystery experience ever held at sea accompanies this 16-night cruise, in which both the Duchess and Fred. Olsen will take part.” The ‘murder mystery’ theme continues throughout the whole cruise, with the ‘big reveal’ at the end, when the ship docks in Northumberland; in addition, the cruise will also encompass several other events, with vignettes of murder mystery plays, and special guest speakers, who are experts in poison and murder mysteries.

Another new route that Fred. Olsen Cruise Lines will be introducing in 2016 is its 35-night cruise down to the US ‘Deep South’, along with maiden cruises to the South Pacific Islands, Africa and the Indian Ocean.

With an exciting future ahead, Mike comments on the outlook for the business: “We will focus on developing our ‘closer’

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strategy further, but principally we will build upon the solid foundations and the great product that we are offering. In August 2014, we were proud to be recognised by 'Which?' magazine as one the three highest-placed cruise lines in the UK; this clearly demonstrates the success of developing the product to ensure that it fits with guests’ requirements for exciting itineraries, taking in destinations that other vessels cannot access.

“In the medium term, we will look to expand our fleet where we can. In the past, we have done this through second-hand tonnage, but there is less and less of this available and importantly, that which suits our product, so we may consider looking at newbuild vessels for the future. Cruising is now such a wide-ranging industry, no longer the preserve of the extremely wealthy. Cruises are designed to suit everyone’s tastes, and ultimately this grows the market for smaller ships, offering cruise experiences with the ability to access the places that larger ships cannot. We aim to make sure that this point is well-vocalised across the market place, so that people understand just what Fred. Olsen Cruise Lines is offering.” l

Fred. Olsen Cruise Lines

www.fredolsencruises.com • Smaller, more personal cruise ships • Unique cruises to exciting destinations • Ten UK departure ports

Pulling forward

R

otortug BV has an established history at the forefront of the innovative Rotor tug design that was first constructed by Mr Ton Kooren in Spain during 1999. The company was founded over 20 years ago as Kooren Shipbuilding and Trading BV and was preeminent in the construction of the first generation of Rotor tugs, which were originally built exclusively for use by the international maritime service provider Kotug. With the increase in demand for specialised towage services, the strategic decision was made to extend the sale of the design to third parties.

“Our turnkey Rotor tugs were sold to Smit, Urag, Bugsier and Kotug,” says Evan Willemsen, managing director of Rotortug.

“Throughout this time period we co-operated with the Canadian naval architect Robert Allan Ltd on a number of the custom design projects that featured extensive model tests, confirming the added value of the Rotortug for towage operations and established the demand for custom designed (Rotortug) solutions.”

Initially the KST BV service portfolio included a shipbuilding arm, however as the company developed its efforts increasingly focused on design and newbuilding consultancy, marketing and training solutions. During 2012 a contract was signed between KST BV and Robert Allan that established an exclusive design agreement that provides prospects the opportunity to contact either firm for a license to construct a Rotor tug. “Each potential client can buy a design and license to build a Rotor tug at their preferred yard with their preferred equipment, incorporating their own ideas and securing the main working principles into the design with Robert Allan Ltd,” Mr Willemsen explains. The first vessel to emerge from the agreement, the third generation

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ART 80-32 has successfully completed its trials recently.

As of January 2014, KST underwent a successful rebranding operation to further cement its move away from shipbuilding and further into marketing and consultancy. Discussing the decision with Shipping and Marine magazine during January 2014, Evan said: “Under its new name, Rotortug BV will continue its focus on the marketing and development of the Rotortug as an established brand as well as other towage related solutions. Now that the shipbuilding aspect of the business is gone, it’s the perfect opportunity for us to rebrand.”

“We reviewed existing designs and explored what defines a good tugboat?” adds Marinus Jansen, technical innovations manager at Rotortug. “Within that scope we moved to a much more conceptual level reflecting on why do tugboats even exist?

What is their purpose? How are they deployed and how does that relate to their service? We decided to use a system-based approach on tugboats as risk management tools. This was basically a much more academic exercise where we re-defined key performance criteria for tugboats. How do you define performance in a tugboat? And how does it relate to its operability and usability?

Does it relate at all? And how does that affect the uptime of your terminal facility, whether that is a liquid natural gas (LNG) terminal onshore or an offshore floating liquid natural gas (FLNG) facility? Our partnership with Robert Allan Ltd enabled us to free up resources. They handle the design work, while we looked at how tugboats are used and deployed and look to guide the design in an operational sense.”

Presently Rotortug markets the Rotor tug concept and provides second to none design as well as expert training to the towage

Profile: Rotortug sector. Since it was introduced the Rotor tug system has been accepted as a leading tug concept in the towage industry and boasts several advantages that provide added value over ASD and tractor tugs. For example, the triple Z-drive propulsion configuration offers increased redundancy at all times and unequalled safety in towing and escort operations. Expanding a pilot’s options during maritime operations makes the Rotortug a real game-changer.

Through the competitive advantages of the Rotor tug system and the bespoke design options afforded by the company’s relationship with Robert Allan, Rotortug is able to meet both the needs of individual ship owners and operating companies as well as the business interests of terminal operators seeking to ensure that their facilities operate as efficiently and with as little down time as possible. “Terminal operators naturally want to make sure their facility has a safe, reasonable and practicable maritime operation” Marinus observes. “They want maximum uptime and having a traditional tugboat that is out of action because a thruster is down could potentially shut down their entire terminal operation.

We find that customers have their own preferences on how they want to run their ship and we work with them to see how we can help with that.”

As such Rotortug continues to market the benefits of the Rotor tug design and win clients across the globe. In an impressive display of industry acceptance of the Rotor tug system, Shell Australia recently awarded a contract for the design and operation of three infield support vessels for its Prelude FLNG

Project to a Kotug and Teekay joint-venture. That a major energy company has embraced the Rotor tug system on its first entry into the FLNG market is a significant endorsement of the technology and an indicator that Rotortug believes signals a strong presence for the system on the world’s oceans for many years to come. l

Rotortug

www.rotortug.com • Designs and markets the patented Rotor Tug • Exclusive design contract with Robert Allan Ltd • Rebranded company in January 2014

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Bold investments S

ince previously being featured in Shipping & Marine magazine in October 2013, the Port of Dover has continued its focus on meeting the ever-changing demands of the shipping industry and community of Dover through a range of incentives and investments, as chief executive officer Tim Waggott begins: “We work very hard as a board to develop our shared vision for the ports future, which has recently resulted in the launch of a plan to revive the Port of Dover’s Western Docks. Starting in early 2014, this development will help kick-start the regeneration of Dover by offering real opportunities to both our customers and community.”

As the busiest ferry port in Europe, the Port of Dover serves as a vital gateway for the transport of passengers and trade; in addition it operates as an award-winning cruise port, hosting a number of the world’s most renowned cruise lines. To ensure its ongoing success, the Port of Dover strives to not only maintain

Dover MP Charlie Elphicke stands alongside Dover Harbour Board chairman, George Jenkins OBE, and chief executive, Tim Waggott at the start of the demolition of the old Seacat berth at the former hoverport

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the port and its facilities, but also to also deliver improvements that will enable it to retain a competitive edge in a market of evolving demands.

“On Friday 22nd August, we were at the port with our chairman and local MP to witness the first part of the demolition of the old Seacat berth on the Western Docks. This is the first visible sign of us kick-starting the regeneration of this part of the Port of Dover,” says Tim. Home to the Dover Cruise Terminals, representing the second busiest cruise port in the UK, as well as the top award winning Marina, the Western Docks is to be massively enhanced following Government approval in 2012.

Estimated at £120 million, the major revival project has the potential to create more than 600 new jobs in Dover, in addition to safeguarding another 140 positions through the development of a new cargo terminal and port centric distribution facility.

“We believe that creating port capacity in the Western Docks will protect port capacity in the long-term; with the potential creation of a new marina and mixed use development on Dover’s waterfront we will also benefit from the opportunity for significant additional ferry capacity in the Eastern Docks. This is hugely important, because we boasted our best ever day for the export of freight vehicles on the 8th July 2014, with 5337 vehicles departing for Calais and Dunkirk. The previous record was 5322 freight vehicles in 2008, which shows we are now reaching a volume of freight traffic that hasn’t been seen since before the recession.”

Furthermore, the transformation of the Western Docks has the potential to support the wider agenda of having the port and town working in unity; a goal that is already being championed by the Port through its Dover waterfront regeneration project alongside Dover District Council. To cement this commitment, the Port submitted a Harbour Revision Order (HRO) to Government, which will enable it to increase its powers and thus play a stronger role in the regeneration of both the port and

Profile: Port of Dover

Artists impression of the new look Western Docks

way for a new and more efficient traffic management system to meet demands for what has been a growing market,” says Tim. With this influx of developments and the Port’s increasingly strengthened commitment to the community, the Port of Dover looks set to flourish over the coming years as it cements its status as Europe’s busiest and most successful port. l

town. “On June 2014 we submitted a HRO to Government; this is significant because, if and when it is approved, the HRO will give us additional powers to deliver the future as soon as possible. It is also a major step in delivering the shared vision we have developed alongside our customers and local community,” highlights Tim. “As the biggest economic engine in the region, we think that if we work together with the town, the leaders of the district council, the town council and the county council, alongside the local enterprise partnership, we will be able to attract more inward investment into Dover by virtue of the fact we are showing confidence and commitment to Dover itself.”

In addition to the major development of the Western Docks, the Port has continued with the ongoing £85 million capital plan for the upgrade of the Eastern Docks, which includes the Traffic Management Improvement (TMI) project due for completion in the fourth quarter of 2015. The project will not only improve operations and boost the aesthetics of the front of the port, but will most importantly improve traffic throughput and reduce congestion on the external road network through a new holding area; able to hold up to 220 freight vehicles, which is equivalent to 2.4 miles of single lane traffic, the new holding facility is anticipated to be used mainly at peak times, thus enabling the port to better facilitate traffic for ferry operators who are experiencing heavy demand at the check-in facility.

In order to ensure efficient port operations throughout the construction period, the TMI project has been segmented into nine separate phases; currently on phase five, the Eastern Docks is undergoing the demolition of the travel centre and Number 1 control building. “The travel centre, which has welcomed millions of passengers through the ferry port over the last 30 years, closed at the end of April 2014 and is now being largely demolished. We are clearing away the old infrastructure to make

Port of Dover

www.doverport.co.uk • Europe’s busiest and most successful ferry port • £120 million being spent on Western Dock revival project • Set new record for export freight vehicles in July 2014

Artist impression of the new cargo terminal

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An

energy

S

hub

ituated on the south west coast of Pembrokeshire in Wales, the deep-sea Port of Milford Haven represents one of the UK’s most vital energy and logistics hubs, handling over 29 per cent of the country’s seaborne trade in oil and gas. It is a Trust Port - an independent, commercially run organisation, which retains its profits to support the long term viability of the port for future generations. Staff at the Port work 24 hours a day, seven days a week to ensure that daily activities are undertaken with the highest of safety and service levels.

Milford Haven boasts a number of assets that mark it as a recognised energy hub for the UK and beyond. Within the oil and gas market the port is home to several major operators that manage terminals, tank farms and other key facilities. These include the South Hook LNG Terminal Company Ltd, which is a joint venture between Qatar Petroleum International, Exxon Mobil Corporation and Total, as well as Dragon LNG – a joint venture between BG Group and Petronas. In addition to some of the biggest names in the oil and gas market, the Port of Milford Haven is home to the UK’s largest independent tank farm with a capacity of 8.7 million barrels of product, owned by SEM Logistics and Europe’s largest and most efficient gas fired power station, owned by RWE. In all, Milford Haven boasts a cluster six terminals comprising South Hook LNG, Dragon LNG, the Valero refinery, the Murco

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Milford Haven refinery, SEM logistics’ tank farm and RWE Power Station. Collectively the terminals in Milford Haven represent a significant proportion of the UK’s energy solution and the Port works hard to ensure that terminal operators are afforded the most comprehensive levels of support. “In terms of the export of fuel products, the Valero and Murco sites alone account for around 25 per cent of Wales’ economic exports and the totality of the energy companies here can produce around 20 to 25 per cent of the UK’s energy demands in those commodities,” says Port of Milford Haven CEO Alec Don. “This makes the port a very significant and major location, based on the fact that operators can bring product in on the largest ships that are available and that all of the facilities and expertise needed to sustain those businesses are centred here in Milford Haven.”

During recent months the Milford Haven community has received good news in that the Klesch Group will acquire the Milford Haven refinery. The terminal’s future had been in some doubt since 2010, when its current owners, Murco (a subsidiary of Murphy Oil) announced that it planned to sell the facility. It had been feared that Murco would be forced to close the plant if a buyer could not be found, however in 2014 it was announced that the site will instead be purchased by the Klesch Group saving hundreds of jobs. “We are very glad to welcome Klesch to the Port of Milford Haven as a new operator that will manage the site as an active refinery,” says Alec.

In addition to providing an important base for the UK oil and gas market, the Port of Milford Haven incorporates Milford Dock and Pembroke Port which offer short sea operations and activities including cargo handing, fish landing, ferry operations and cruise

Profile: Port of Milford Haven calls. As such around 5000 jobs in Wales are currently supported by activities and facilities linked to the Port.

Now well known as the UK’s energy Port, the Port of Milford Haven’s new mission is to diversify into markets that can broaden and enhance its portfolio and it has recently been investing heavily in its assets at Pemboke Port and Milford Dock in order to achieve this. In 2013 Pembroke Port received a £1.5 million investment to create a state-of-the-art fabrication hal.

This investment marked the commencement of a ‘Master Plan’ to create bespoke areas for specialist engineering companies to fabricate and assemble large scale components on site and create a centre of excellence for marine renewables and engineering.

Today the port also plays a vital part in Wales’ renewable energy programme. During 2014 Tidal Energy Ltd unveiled its first tidal energy generator at Pembroke Port, prior to its deployment off the Pembrokeshire coast at Ramsey Sound. The DeltaStream 400kW demonstration device weighs 150 tonnes, with a frame measuring 16 metres long by 20 metres high. It was designed by Tidal Energy Ltd and fabricated and assembled by Mustang Marine at its base in Pembroke Dock. Furthermore £8 million in EU funding was delivered to the project via the Welsh Government, highlighting the international interest the project has received. “One of the reasons that this area is so beneficial to marine renewable energy is that is has attractive resources in terms of tidal flow and range in the sea off the coast of Milford Haven,” Alec says commenting on what makes Milford Haven an ideal location for the development of tidal energy.

“Beside the tidal resources in the area the other thing that is critical is the very high level of engineering design and fabrication expertise present due to the two refineries that are located here,” he continues. “This makes Pembroke Port a real base for engineering and marine renewables and we are already receiving enquiries from this developing sector. Within the port we have a cluster of engineering organisations and businesses that are at the heart of providing fabrication, welding and design and installation services, which you need to have to have a viable industry.”

Another significant development for Milford Haven is the £70 million of planned investment into Milford Dock as part of an initiative to strengthen the region’s fishing industry and develop the area as a busy marina and a vibrant new waterfront destination.

“Milford Dock’s history is interesting because it is also associated with energy in that it started as a whaling location. However its greatest success in history is as a fishing port and there is currently a new level of vibrancy of fishing at Milford Dock,” Alec observes.

“We have recently invested in facilities to suit modern fishing industry requirements. A new ice-making facility has been installed and we are about to invest in new food-safe facilities to entice additional processors and participants in the supply chain for fish.

We want to be on the map as a major port for the supply of all sorts of quality fresh fish.”

One of the Dock’s main activities is as a marina and as somewhere that people can find quality restaurants and shops. It’s a great place to spend an interesting afternoon or evening. “The Milford Dock Master Plan is about developing out that concept to make the location one of Pembrokeshire’s most vibrant waterside destinations.”

These are certainly exciting times for the Port of Milford Haven as a flurry of investment is beginning to further enhance the

already busy port as a major centre for retail and leisure, fishing and renewable energy and engineering in addition to its current status as an important energy hub. A number of commercial and government investors have signaled their confidence in the port as a growing presence that will continue to be at the heart of the UK’s energy solution and increasingly capture market share in expanding diversified industries. l

Port of Milford Haven

www.mhpa.co.uk • UK’s third largest port • Ongoing marina investment • Renewable energy development

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Profile: MEC Panama

The whole nine

yards O

riginally a pollution control services provider when first established in 1999, the Panama based MEC, under the name Marine Pollution Prevention & Consulting Services (MARPOL) soon noticed a gap in the market for cost-effective and superior ship repair services in the country. Aware of the urgent need for ship repair solutions for vessels transiting the Panama Canal, MEC diversified its services accordingly and changed its name to Marine Engineers Corporation (Panama) Inc, otherwise known as MEC. “We began as a small consultancy firm, which had no relation to shipyards at all, but following an aggressive marketing plan from our current CEO and founder, Mr Marvin Castillo, we evolved from a very small to relatively large business. The growth stemmed from Mr Castillo going to Europe, mainly Germany and Greece, where we gained our first international customers,� begins Jose Borrero, vice president of MEC.

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Over the following three years the company promoted its recently developed services and became firmly established as a key ship repair firm in Central America. Furthermore, in 2005 it began working with its first international organisation, the Braswell Shipyard; owned by the Panamanian Government and managed by the Braswell family. Throughout 2005 and 2007 the company became the main contractor of Braswell Shipyard, where it gained valuable experience, however, by the final quarter of 2007 MEC Panama made the strategic decision to become an independent shipyard; an ambitious goal that came into fruition in 2010 when the company acquired the Veracruz facility and began operations in the new shipyard on March 15 2010.

Based in the advantageous position of the Pacific Entrance of the Panama Canal, the 16,301 metre square Veracruz facility is located within 15 minutes of the Balboa Port Terminal and MEC headquarters. The facility consists of a slipway, with cradles

Profile: MEC Panama

Pintuco Central America Pintuco Central America is the leader in the region in the production and commercialisation of world-class paints, and is the authorised distributor of the International Paint, Devoe and Wasser brands through its trading Centro de Pinturas Glidden and KCI Export Trading. Since 2012, the company has been a strategic business partner of MEC Shipyards Panama, supplying the products used in the painting projects for boats and industrial type. The company has a specialised team, offering technical and commercial support to the MEC, providing coating systems tailored to the customer needs and projects.

capacity of up to 100 metres in length and 25 metres in beam, while the winch has a bollard pull certified up to 37 tonnes and has been tested for up to 42 tonnes. Furthermore, the yard has up to 12 positions for vessels of different beams and lengths, as well as a transfer system to locate ships on the yard area. The types of vessels to attend the yard include pleasure, passenger, tug boat, bunker barges, fishing vessels, megayachts and deck barges.

“For the shipyard itself, some of our main clients include Tsakos Columbia Management in Greece, which has already sent four vessels to dry dock; we also have Chronos Shipping from Greece, who has sent two ships in the last month. We benefit from our location, right here on the entrance of the Canal, because we are perfectly placed to service the 14,000 transits that pass in front of us, which is something very few shipyards can say. Another strength that gives MEC Panama a competitive edge is the fact that, as part of the MEC Group, we are a complete service provider that operates as a one-stop-shop. For example, we can provide customers with cleaning services from our diving company, which offers faster and more cost effective results than providing this service in a shipyard,” highlights Jose.

“We also offer ship chandlering services, which has

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knowledgeable and experienced shipyard and ship repair staff available to source what is needed for vessels, With almost 4000 items in stock, we have everything a vessel requires at a 30 per cent discount than the local market cost. Essentially, we clean repair and supply vessels to ensure they are fully serviced,” he adds.

Today the company’s facilities include seven dry docks at Veracruz and, most recently, Balboa Shipyard, where it provides expert services such as afloat ship repairs, permanent dry ship repairs, ship bow thruster repairs, temporary underwater repairs, permanent underwater repairs, crane repairs, dry docking repairs and mechanical ship repairs. Elaborating on the acquisition of Balboa, Jose states: “Every port and shipyard in Panama is owned by the government; they give the facilities to you in concessions, which is how we were awarded the Balboa yard for 20 years.

However, in the two years that passed from us being awarded the concession and the end of the previous concession the facility had been completely abandoned and a great deal of equipment had rapidly deteriorated from being located next to the sea.”

The MEC shipyard, formerly Braswell Shipyard, is the largest on the Pacific coast from San Diego to Chile, and was reopened after the end of the drydock concession in 2011. Awarded the 20-year concession in July 2012, MEC Panama first entered the facility in January 2013 has since spent more than £10 million on equipment and the modernisation of the abandoned facility. So far this has included such investments as three tower cranes of 12 tonnes capacity and one 30-tonne RTG. “Some of the work carried out was highly critical for the functionality of the yard, for example it was necessary for the pumps in the dry docks to be renewed.

Another major investment was in cranes; we had no cranes for almost a year and we now have five in operation. On top of that we have worked on the little things that people expect now, such as Wi-Fi all over the facility,” explains Jose. “These developments have enabled us to improve our service greatly, which has been reflected in the time it takes to complete ships. The first vessel from South America to come to us took 21 days to complete, but now we are taking nine to ten days to finish operations on panamax vessels.”

Having invested a huge amount of time, effort and money into the enhancement of its facilities, the company is now focusing its attentions on the production side of the business and has a goal to complete all projects within ten days, as Jose notes: “Our average statistic for getting vessels sent back out is nine to ten days, but sometimes it is 15. It has to be ten days every time for us; this is what we aim for so we can have this place running with firstclass operations.” To further strengthen this goal, the company is looking to expand the pier and develop two additional piers, which will thus give it the capacity to take on larger vessels. “This is more of a necessity than an option because vessels of this size don’t fit here or anywhere else in Panama; our aim is to complete these developments over the next five to seven years,” concludes Jose. l

MEC Panama

www.mecpanama.com • Only Panamax Shipyard in Panama • Full order books into 2015 • Invested more than £10 million in new yard

Profile: Seehafen Wismar

Innovation

&history

T

he German state of Mecklenburg-Vorpommern has a long maritime tradition dating back over 800 years, forming the roots that have allowed Seehafen Wismar GmbH to become a dynamic, modern logistics company with a reputation as a trusted partner both locally and internationally. The port was first referenced in an official document by German emperor Otto IV during 1211 and became the nucleus from which the town of Wismar developed and a strong contributor to the growth of the future Hanseatic city.

Following the Second World War the port was characterised by potash and timber handling, while the construction of a grain quay and fully automatic handling facilities during the 1950s made Wismar an increasingly efficient port. Following the political changes of the 1980s and 1990s Seehafen Wismar has grown into a modern logistics hub and is currently home to a variety of industrial business operating predominantly in wood, metal and chemistry.

Located in the Bay of Wismar, Seehafen Wismar GmbH represents Germany’s southernmost Baltic Sea port and provides an ideal gateway for goods between the Baltic, Germany and the rest of Europe. North-south traffic between Scandinavia, the Baltic States, Russia and Central Europe meets with excellent transport links via road rail and sea at Wismar, making the port a vital transport hub between Germany and the Baltic region. Today the Port is 90 per cent owned by Hanseatic City of Wismar, while

the remaining ten per cent is owned by the state of MecklenburgVorpommern. During 2004 the organisation celebrated reaching the three million tonne mark in goods handling and today this figure has increased to approximately eight million tonnes annual handling volume.

Throughout its history, innovation, growth and expansion have been at the forefront of the Seehafen Wismar operational approach. Its determination and ambition have led to continuing investment and development of the port’s facilities and as such the port today offers a comprehensive service portfolio to clients operating in a broad scope of industries. The port itself offers bunkering, IT and process support, intermodal transport and customised logistics concepts to clients operating in agricultural products; chemicals, salt and fertilizer; disposal and recycling; plant and machinery; wood and forest products; aggregates; cruise shipping; metal and renewable sources of energy. Furthermore, the port maintains an expansive fleet of equipment that ensures that whatever the needs of its clients, it is on hand with the best solution to keep goods moving in and out of the area. Cranes with lifting capabilities of between 6.3 tonnes and 104 tonnes and ground carrying vehicles with capacities of up to 45 tonnes ensure that the day-to-day running of the business is carried out effectively, while external transport links secure the link between cargo and final destination.

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Profile: Seehafen Wismar

Additionally the bulk terminal facilitates the loading and unloading of weather-sensitive bulk goods and includes continuous handling equipment with transfer rates of between 200 tonnes per hour and 600 tonnes per hour. Wagon unloading and ship loading systems are integrated directly with terminal equipment. The port’s liquid goods division represents a specially designed terminal for dangerous cargos. Here wagons are unloaded and tank trucks loaded, tankers are discharged via a special vessel unloaded and their cargo is then pumped on to tanks farms supplying local businesses.

In order to maintain a leading position, Seehafen Wismar works continuously to enhance the port’s capabilities. Measures to build up a new pier of 300 m length and an operational area of 45,000 m² are planned for 2015, as well as a fairway extension up to 11.50 m, planned to provide a safe access for vessels of a permissible draught up to 10.50 m. This will allow Panamax-size vessels to load or unload at the port of Wismar in the future.

The importance of renewable energies is also growing. Therefore Seehafen Wismar has increased its focus in this area, especially on the logistics of wind power plants and biomass products.

Overall, innovation is a central key driver at the port of Wismar. By the use of modern IT systems and the performance of environmentally friendly procedures, the company contributes to the automation of the operations and steering processes as well as to green logistics.

An example of innovation in progress occurred during February 2014, when Seehafen Wismar distinguished itself by loading the single largest tonnage onto a vessel in its history. Due to the severe winter weather experienced in the US, snow and heavy

storms created an urgent need for de-icing salt for road clearance. The largest European salt producer, Esco was able to respond at incredibly short notice and provide a shipload of approximately 26,000 tonnes in a matter of days. The MV Kiwi Trader arrived from the Danish port of Grenaa and was commissioned within hours to make the journey to the US east coast via the port of Newark. Following its arrival at the port of Wismar on 15th February, loading of the vessel commenced right away and was completed on the 17th. By using the maximum permitted draught of 8.50 metres, the port was able to set a new record of 25,680 tonnes loaded onto a single vessel. Furthermore, a short amount of time later, two more super-size vessels followed to load another 55,000 t. Thus all in all over 80,000 t of salt have been transhipped to the US East Coast.

Similarly, 2014 has seen the port break several other records with the lifting of two Siemens transformers with individual weights of 100 tonnes each. Previously the heaviest cargos handled

by Seehafen Wismar were transhipped; however port operators were able to load the heavy units directly from truck onto the transport ship to Hammerfest. Furthermore, the longest cargo to be handled by Seehafen Wismar; rotor blades with a total length of 58.7 metres, were transported by truck through the port’s barrierfree access route to and from the site. These projects demonstrate the increasing capabilities of the port, which are set to be further enhanced by a second round of port expansion designed to meet the continuing needs of its clients. The completion of this latest round of investment is expected in 2017.

Seehafen Wismar remains an effective transport terminal with a deeply rooted sense of tradition coupled with an ambitious drive to innovate. During the 1950s wood was one of the port’s key cargos and during 2013 the port remained a market-leader in this area transhipping 1.4 million tonnes of wood product throughout Europe. With its increasing presence in a host of markets and development of state-of-the-art facilities Wismar will remain a vital transport hub for years to come. l

Seehafen Wismar

www.hafen-wismar.de • Part of Germany’s long trade history • Southernmost German Baltic port • Dedicated to modern yet proven logistical solutions

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Setting the standard F

ounded by a pair of Danish brothers in 1902, Clorius Controls immediately began developing and producing a range of selfacting temperature controllers; 111 years later, this product line is still going strong, alongside the company’s passion for delivering reliable, economically friendly applications that meet the needs of an evolving industry. In fact, over the last century the company has continuously developed its knowledge on the monitoring, control and regulation of heat and ventilation to create a dynamic range of up-to-date products that match customer demands for technological advances, reliability and user-friendliness.

Since it was previously featured in Shipping & Marine magazine in September 2011, Clorius Controls has witnessed steady growth, with a sales increase of more than 40 per cent above the previous year in 2014. Discussing these positive developments, business unit director Anders Haugard begins: “During the financial crisis Clorius Controls was able to grow its market share to approximately 40 per cent in China despite increased competition. Our dedication and core market remains with in the commercial marine business, with its gravity centre in the Far East. Moreover we have secure orders in the offshore sector and have witnessed huge growth in the South East Asian region. To further accelerate our sales and better serve our client in the SEA region, we opened an office in Singapore in July 2014 and signed a new partner agreement in Vietnam.”

Having taken on the role of managing director in 2012, Anders has focused on strengthening the business through the consistent delivery of a high quality, reliable and flexible service. “Positive teamwork has been key to my business strategy. We spend more time with our customers now than we have ever done before, to seek answers on what their needs are and how we can further improve our service to them. We have initiated an ambitious product innovation programme with added R&D resources, to secure a continuous flow of new innovative solutions.”

The most recent example of the company’s newly strengthened tradition for innovation is the large capacity three-way control valve G3CM-T with grooved joints. Designed for the regulation of cooling water, sea water and lubrication oil in an integrated temperature control loop, the valve’s ability to handle large liquid flows makes it an ideal application for the marine industry; it is also lighter and slimmer than valve solutions in the same DN range. This is partly down to the replacement of flanges with grooved joints, which delivers a further weight reduction of up to 25 per cent. However, connecting with grooved joints and couplings not only offers the benefit of weight reduction, it also minimises the vibration, noise and stress level within the pipe system and ensures easy construction. Created with ISO top flange and square drive bush, the nodular cast iron G3CM-T valve has a robust and simple design, with very few moving parts, which thus limits risk of wear and virtually eliminates the need to repair or maintain the product.

“Clorius Controls’ rotating three-way control valves down to DN150 is a very simple product, which only contains three main pars – Cone, Controlling Slide and cover. The grooved in O-ring on the slide secures the lowest leakage rate on the market, which comes on top of competitive linear valves being 70 per cent heavier. In times where weight reductions and power consumption are important criterias, this product offers unique benefits. We will launch this maintenance free, EU manufactured product in DN100 and DN125 later in the year,” explains Anders. “This product has generated a great deal of interest in the market. The ease of installation, combined with the reliability and control characteristics has made a lot of shipyards and shipowners shift from traditional control valves to our rotating type.”

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Profile: Clorius Controls

its temperature and pressure control products for the shipping industry. “In November 2013 Michael Paschal, head of Clorius Controls in India Operations, met the Danish minister of Trade and European Affairs; the meeting took place at the Danish embassy in Mumbai, and was of a very positive nature and the Minister expressed his support to our effort in India,” highlights Anders. “It is my experience that persistence and time is your friend at the Indian market, as well as good relations can open new doors.”

Having developed its innovative product range and R&D resources, enhanced its customer service capabilities and expanded its presence in burgeoning markets, this highly adaptable company is fully in control. l

Clorius Controls

www.cloriuscontrols.com • Specialise in temperature and pressure control • Recently launched new products • Over 100 years of experience

Nomo Other recent products to be launched are the self-acting differential pressure controls, which come in types TD56-2G (PN 25) and TD56-2M (PN 16). Self acting and easy to install and use, this unit controls the differential pressure in the circuits and submains of individual users in a large distribution network.

“Our newly developed range of pressure reduction and pressure differential valves is an example of how we try to enlarge our portfolio to offer solutions rather than products. The pressure reducers are design to maintain the pressure downstream of the valve to an adjusted set point value. The product is self-acting and extremely easy to install and use. The products come in PN25 (Cast Iron) and PN40 (Cast steel),” states Anders.

Keen to continue developing its presence in the southeast, the company has remained focused on potential growth opportunities in India, which has a plan to gain a share of 7.5 per cent in the shipbuilding market by 2017. Although India has proven a difficult market to penetrate over recent years, Clorius Controls is certain that, with time and the development of positive relations, it can build a strong export market for

Clorious Controls rotary valves were designed with PTFE coated sliding bearings for high performance in harsh environments.

To ensure industry leading performance and reliability Clorius Controls source their bearings from Nomo, a leading supplier of bearings and related components in the Nordic region.

Nomo, founded in 1948, today serves the Nordic industry in a large number of sectors including shipping and offshore.

The region’s largest stock and an unparalleled supplier network enables Nomo to respond quickly to urgent demands, as well as serving major OEM customers with scheduled demands.

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Preferred

partner

D

ue to celebrate its centennial year in 2019, Kawasaki Kisen Kaisha Ltd, otherwise known as ‘K’ Line, is a longstanding, global Japanese shipping and logistics group with three decades of experience in the LNG market. Operating as a marine transporter of LNG from its Tokyo headquarters since the late 1970s, the company focused its attentions on the import of this fossil fuel into Japan before making a strategic decision to expand activities into the Atlantic region ten years ago. Keen to provide services in closer proximity to its developing client base in Europe and the wider Atlantic region, the group established ‘K’ Line LNG Shipping (UK) Ltd, a wholly owned subsidiary, in 2005.

Headquartered in London, ‘K’ Line LNG Shipping (UK) Ltd operates as a ship manager, owner and regional agent in support of the group’s business activities in this targeted area.

Over the last ten years, the office has accumulated a fleet of eight LNG carriers, which it now manages in the market; the fleet includes Celestine River, which is 100 per cent owned by the subsidiary, while ‘K’ Line and its joint venture partners are the owners of the remaining seven ships.

Since it was previously featured in Shipping & Marine magazine in November 2012, the company has continued to enjoy steady growth, while focusing on continuous improvement, as managing director Yuzuru Goto discusses: “In terms of developments within ‘K’ Line LNG Shipping (UK) Ltd, there have been no major changes in our set up. We still manage the same eight ships, but now we have some new-build projects coming up. As far as our customer base is concerned, we have

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added one of the largest Japanese trading firm Mitsui & Co. to our client list, which includes BP, Shell, Statoil and RasGas.” While other companies may be facing challenges from the over-supply of new LNG vessels hitting the water, ‘K’ Line LNG Shipping (UK) Ltd benefits from its ships being in medium to long-term contracts with first-class charterers. Already benefiting from the financial strength and expertise of its parent company, the subsidiary is keen to further enhance services within the whole group through shared values on quality and the sharing of knowledge and experience, as Yuzuru notes: “In London we don’t really have a huge hub; we have 30 people based in our office and eight ships. However, when you look at ‘K’ Line as a whole, it makes sense for the group to share its 30 years operational experience within the LNG market among its subsidiaries. There is another in-house ship management company set up in Tokyo, ‘K’ Line Ship Management Co., Ltd, which is working with our customers in Japan and the wider Pacific region; we are not only trying to enhance our knowledge but also share our experience with these entities so we can mutually learn from one another and improve our quality of services as an organisation. There is a definite value in integrating the strengths of ‘K’ Line Group.”

Not only looking to create a synergy between ‘K’ Line headquarters, ‘K’ Line Ship Management Co., Ltd and itself, the company’s interest in continuous improvement stems from a concern for safety standards within the LNG shipping market.

“Despite it supposedly being one of the safest sectors in the history of shipping, it seems there is an increase in incidents

Profile: ‘K’ Line LNG Shipping (UK) Ltd

within the LNG shipping market. This incident frequency could have a potentially large impact on the whole LNG value chain, which is why we are re-focusing our attention on safe operations and continuous improvement by going back to basics as a ship manager,” says Yuzuru.

“One way we are improving safety is by making sure our retention rate is high to prevent dilution in experience. In addition, we will enhance our culture for safety to ensure everyone in the company, from employees in the office to all seafarers on our ships, is fully aware of the importance of safe operation. The message has to come from me with a strong commitment, which I believe in, and needs to be shared and appreciated throughout the company, ideally without any dilution. We all need to work together to improve our safety culture and show that we all share the same vision.”

This vision will not only help prevent a negative impact on the LNG value chain, but will also ensure staff at ‘K’ Line LNG Shipping (UK) Ltd are fully prepared for their employer’s plans for steady and controlled growth over the upcoming years.

With controlled fleet expansion creeping forward in time for the group’s 100-year anniversary in 2019, the customer-orientated firm aims to grow alongside its clients in the region while providing superior services for new contracts in areas such as the great developments arising from the US shale gas revolution.

“The new projects we are currently looking into are mainly export related contracts in the US that will start in 2018-2019, when our new vessels will be due for delivery. This gives us time to prepare and increase our resources while maintaining our personnel to ensure we have sufficient experience in house.

“We don’t want to double the size of our fleet in a short amount of time, as this could lead to poor quality services.

For us, quality is more important than quantity and the goal is to safely deliver valuable cargoes for our customers and get these items from A to B in a safe, reliable and cost competitive manner. By providing our customers with the best possible service they will appreciate our work and hopefully see us as their preferred shipping partner for future projects,” concludes Yuzuru. l

‘K’ Line LNG Shipping (UK) Ltd www.klinelnguk.com • www.kline.co.jp • Part of ‘K’ Line Group • Serves the international LNG shipping industry • Focused on safety and continuous improvement

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Location is

quay

I

n 2012, the Port of Frederikshavn launched a project aimed at enlarging the port, ultimately generating substantial new business opportunities for both the port itself, and more than 100 companies already positioned within. The port is one of the ten biggest in Denmark and one of the most important commercial harbours in Denmark today. With a traffic harbour, ferry harbour and a versatile service industry, the port is modern and centrally located, with good facilities and a service set up which ensures fast, efficient handling of ships and cargos. The ambitious investment plan and clear strategy to further improve these facilities will position the port in an enviable position as it moves into the future.

The port links continental Europe to Scandinavia and is one of the busiest ferry harbours and ferry traffic hubs to and from Gothenburg, Oslo and the Danish island of Læsø.

Stemming from the landside of the port, the modern and efficient infrastructure allows the port’s users and their customers to directly enjoy access to Europe’s motorway and railway networks. With six kilometres of wharves, five ferry berths, one

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railway ferry berth and three Ro-Ro berths in a harbour basin of between seven to eight metres the busy port receives in the region of 4550 ships each year, employing more than 3000 people. With 100 private companies operating in the area, the port enjoys full support from the local community.

The 80 tonne lifting capacity of the harbour crane with 40 metre extension makes it possible to handle containers, windturbine blades, and ship engines amongst various other project cargos, enabling the process of various bulk commodities at the port. As well as over 5000 sqm of warehousing space, the site also benefits from two repair shipyards. At the Orskov yard is a repair shipyard with two dry docks and two wet docks at its disposal, both equipped with fixed and mobile cranes. On the MAN Diesel PrimeServ, situated in Nordhavnen, the shipyard has a bedding, which can accommodate ships up to 600 tonnes, 60m long, 12m wide and with a 5m draught.

As an ideal commercial harbour, due to its central location the port has more than 100,000 sqm of vacant areas, which the port leases for the storing of goods or business activity. As more and more companies are discovering the advantages of establishing their businesses at the Port of Frederikshavn, the port is making a targeted effort to consolidate its position as a maritime hub and transportation corridor between Norway, Sweden and the European continent. The Port of Frederikshavn is a key partner in the Danish network Offshore Base Scandinavia.

The network offers custom-made complete solutions within service, repair and support for the offshore oil and gas industry.

With a vision to create Northern Europe’s strongest maritime

Profile: Port of Frederikshavn skill-sets are required. This optimises the procedures and ensures that all output is delivered on time, in the right quality and at the right price.

Both the Port and the many private companies operating at the port have experienced great success in recent years and are therefore demanding bigger and better harbour facilities. The requirement for increased capacity needs was confirmed in a survey involving 12 of the biggest maritime service companies at the port and as a result this led to the major steps being taken in 2012 to plan and design a large-scale enlargement of the port leading up to early 2017. With increasingly bigger ships arriving at the port, the depth of the harbour basin becomes more important, as does the width in which vessels up to Panamax category can manoeuvre. The port’s future in servicing offshore installations also prompted a need for being able to receive both jack-up platforms and semi-submersible platforms.

The future for the port will ultimately include more and deeper harbour basins, more wharves, wider entrances and significant extended hinterland areas. The planned enlargement redefines the concept of the ‘one-stop shop’. It will also be possible to strengthen business areas such as the offshore industry, offshore wind turbine industry, and environmentally correct scrapping of ships and oil rigs. l

Port of Frederikshavn

www.fhhavn.dk • Undertaking a port enlargement project • Positioned on busy shipping route • Modern, efficient infrastructure

cluster within service, repair and support for the offshore oil and gas industry, the network takes pride in understanding the customers’ challenges and needs and strives to help customers achieve success by always providing the best solution. The wellfunctioning co-operation between the parties of the network is the key to providing maximum value for customers.

In 2005 the Maritime Network Frederikshavn was founded.

Frederikshavn has always provided a complete range of services to the maritime industry, based on the town’s historical shipbuilding background, with two shipbuilding yards and an engine factory. The network was set up to highlight this and make it easier to locate the various services. The network is made up of some 40 different companies providing a complete spectrum of maritime services for Danish and foreign companies, most of whom operate in the shipping or offshore industry.

This means that any company, which chooses the Port of Frederikshavn, can get repairs and services in one and the same place. The numerous companies collaborate in a closely co-ordinated working relationship whenever a wide variety of www.shippingandmarine.co.uk - 117

One hull of a

ship W

ith its origins dating as far back as the 1880s, family-owned and operated Tor Group began as a small wooden boat manufacturer in the Rize provence of the Eastern Black Sea region. With Mustafa ‘the carpenter’ Torlak at the helm, the group slowly grew from its humble beginnings into a major international shipbuilding and maintenance group that delivers a diverse range of services to both Turkish and global clients. Within the organisation is Tor Marine, the business segment that focuses on the manufacture of vessels such as OSV’s PSV’s AHTS’, cargo ships, mega yachts and tankers, Lemmar, which carries out ship conversions, maintenance and repairs; Tor Construction, the segment that plans and executes offshore projects, and finally Torgem, which owns and operates shipyards, group offices and workshops that are used by the associated firms Tor Marine and Lemmar.

Strategically based in Tuzla Bay, Istanbul, the 19.186 m2 facility is protected by a waterbreak against challenging weather conditions and boasts modern facilities and technology in line with the demands of the market. Today the shipyard has the capacity to handle the building, repair, maintenance and conversion of up to 20 vessels per year, which includes cargo ships, mega-yachts, chemical tankers and tug boats. However, when the economic crisis hit the shipping industry, the company

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diversified its services further and noticed opportunities in the port and oil and gas industries, as Mustafa Kemal Torlak, chairman and fifth generation member of the family business, discusses: “In the past we were very much focused on chemical tankers and bulk carriers, but after the global crisis we made the strategic decision to step away from ship owners and to instead move our customer base more towards port operators/managers and oil and gas operators as we believe they are more inclined to invest money in vessels.”

Indeed, this adaptability has proven fruitful for the flexible company, as Mustafa discusses further: “We have been successful in developing our customer portfolio and have grown a very small share in the Middle East Market where there is demand for tug boats, private boats and offshore security boats between 45-70 metres to be built. In 2012 we were awarded a contract in Saudi Arabia from ATCO to send 19 boats to their owner, Saudi Sea Port Authority. These boats are of various sizes and types, and include six tugboats, four pilot boats, two oil recovery vessels, garbage collection and dive boats.” Designed by Macduff Ship Design and built by Torgem, the seven initial newbuilds within the contract have completed successful trials and been delivered to their owners, while the remaining 12 ships are currently at different design/production stages.

“At the moment we are concentrating on the construction of

Profile: Torgem Shipyard

high tech equipment and quality of the boat.”

Having worked with Macduff Ship Design for approximately six years, Torgem has developed a close and mutually beneficial relationship with the company over this period that feels more like a partnership. In addition to the security boat, the two organisations are working together on the second batch of vessels in the ATCO contract, as Mustafa discusses: “Right now we are building some more tug boats; these types of ships aren’t particularly unique but we are using the Macduff design on all of our vessels, which in our opinion is superior to other tug designs and gives us a competitive edge over other shipbuilders.”

Known for its tailor-made design and production services, Torgem looks to have a prosperous future ahead as it continues with its ATCO contract and develops a stronger presence in the oil and gas industry. “We have between five to ten years of experience in the tug boat market and two to three years in the offshore industry; we aim to spend the next decade gaining more experience in this area, which will enable us to survive in a challenging market,” concludes Mustafa. l

Torgem Shipyard

www.tor-group.net/torgem • New-build, repair and maintenance specialist • Expanded into the port and oil & gas markets • Currently building a unique security boat

an offshore security vessel, which we aim to launch in September 2014,” says Mustafa. “This security boat is very unique in the market because it is also a speed boat, with a displacement of 360 tonnes, a steel hull of 45 metres and a speed of 35 knots; I have researched other companies, including the navy, and no other vessel of this type has this speed.” The innovative, highspeed patrol vessel was designed in Aberdeen, tested in Poland and built in Turkey for operations in the Middle East, where it will patrol offshore installations in Arabian waters. Advanced features include a quadruple engine installation and four fixed pitch propeller systems, which will be supplied by Kort Propulsion.

Due for launch in September 2014, the unique vessel is certain to generate attention as a game-changer in the industry and further cement the future of Tor Group following the economic crisis. “We have an excellent reputation as Turkish ship builders but we can’t compete with foreign markets any more; this is why we searched for another source of income as a way to continue building high quality vessels without the cut throat competition from shipyards in areas such as China,” says Mustafa. “Although we are launching the vessel in four to five weeks, we are much more interested in publicising the vessel during sea trials and after name day. We may also have a special guest come on board and have a small tour, which will allow them to see the www.shippingandmarine.co.uk - 119

Waterway

I

works

n 1982 the business was founded by its namesake, Mr Walter Lauk, who began port barging activities and the transport of cargo utilising its own barges in the Port of Hamburg, navigating the waterways using river barges for international forwarding and transportation. Delivering a diverse range of services, the Group works with numerous companies involved in goods packing for export all over the world. “We also have clients involved in project forwarding who are specialised in the transport of project cargo worldwide,” says Volker Jäger, senior manager.

Offering an environmentally friendly transport alternative for large-volume project cargo, heavy weight cargo and containers, the Group is renowned for its cost competitive service, whilst also delivering on performance and quality. The significantly sized fleet is operated using the skilled staff it has worked hard to train and develop. “All our staff have a lot of experience within the industry and this enables us to provide a well organised service at a good price,” Volker points out. The variety of different sizes of vessels ensures that the business can react to all loading and discharge requirements of the shipping industry, as well as offering ancillary services within inland waterway transportation such as cargo controls.

As a privately owned company, the organisation benefits from a tight communication procedure that ensures decisions are made

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quickly with good flexibility when organising the transport.

Commenting, Volker says: “Without the large overheads that many other companies have, we start at an advantage in terms of cost. We also have very short communication links between the owners and the people who are doing the daily business, so if they come up with questions the process to conclude on how best to address the issues is very short.” Transporting project cargos and containers, the Walter Lauk Group has established a fine reputation over the last few years for its high degree of flexibility and commitment.

Working regularly with some of the largest organisations in the Hamburg region, the business looks to ongoing investment to maintain its strength, as Volker explains: “We are actively researching the feasibility of further investments into the fleet, but it is important to balance the cost and the benefits of the new equipment on the market. We have a very clear understanding of what business we are running, and focusing on future opportunities will ultimately determine what equipment we invest in to increase our capabilities. During the history of our business, operational demands have changed dramatically. This is why it is so important to remain at the forefront of the technology used.

“Today we are heavily involved in the transport of containers and flat racks and the barges that we have used since the beginning of our business were not designed for this purpose.

Profile: Walter Lauk Group

Responding to this requirement and demonstrating its commitment to providing a complete service, the group has developed a long distance transport ‘container trucking’ department offering several fast track routes throughout Germany. “The demand for transport using the port barges has slowly declined due to the fact that a greater amount of cargo was being moved into containers.

Being able to participate in this business is one of the reasons we established this division. As a business that is always looking to the next step, our strategy is to develop in a way that we remain both at the leading edge of the market as well as retaining our competitive advantage. We have a number of competitors so growth over the coming years will be piece by piece,” concludes Volker. l

Walter Lauk Group

www.walterlauk.de • Port barging and transport • International forwarding and transportation • Large fleet catering for range of cargo

Over the years we have purchased bigger barges and if a new business opportunity arises, we ensure that the relevant investment is made to undertake the work in the most efficient way,” says Volker. The crisis between 2008 and 2009 proved to be a big challenge for the business but during this time the benefits of being a privately owned company were really highlighted. “The combination of being a small company with the experts we employ gave us the chance to survive the difficult period. We look to the future with optimism because the container handling industry here in Hamburg has been growing continuously and we are participating heavily in that,” he adds.

The company has recently extended its services to include the Börde Container Feeder (BCF). Commenting on the development, Volker points out: “The BCF is a joint venture and under the arrangement Walter Lauk is a part of this feeder service. It is a transportation solution using river barges servicing a number of areas, and we are continuing to extend that service.” There are a number of environmental and cost benefits to running this service, but as a relatively slow method of transportation in comparison to hauling the loads by truck, it is not always the first consideration. With cargo destined for locations such as Saxony-Anhalt and Saxony it is sometimes essential to use a combination of river barge and truck solutions to ensure the most efficient option. www.shippingandmarine.co.uk - 121

Safe

transfers

W

ith 25 years of experience as a leading international vessel management company, Workships Contractors BV has developed a global reputation for providing competent and reliable services to the offshore oil & gas and renewables sectors.

Bringing over two decades of offshore expertise into the operation of its subsidiary Offshore Wind Services BV’s (OWS) fleet of 12 vessels, Workships Contractors has cemented its reputation as a provider of more than 390,000 safe transfers.

Workships’ ambition to continue growing OWS and its services to a total vessel solution provider while meeting the demand of its clients in the North Sea market has been progressing successfully. Next to many safety enhancing activities, OWS has increased its fleet of dedicated crew transfer vessels (CTVs) in two years from one to 11, as well as added in May this year a multipurpose/diving support vessel.

Two new builds from Damen Shipyards are also to be delivered this year. Boasting an improved accommodation layout, modified bow thrusters and gear boxes, on top of a unique cargo handling system, next generation Twin Axe FCS 2610 vessel ‘Offshore Wielingen’ will provide OWS with complete confidence when transferring crew in more extreme weather conditions. Not only will this vessel ensure safe transfer and vast cargo capacity further out to sea, her additional enhancements and add-ons will also further cement Workships’ reputation for having a proactive approach in meeting the demand of its clients while incorporating its experience.

The launch of ‘Offshore Waddanzee’, the smaller version of Offshore Wielingen, a DAMEN Twin Axe FCS 2008, will be

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in August 2014. The vessel is currently being finalised at the Damen Den Helder shipyard before she is delivered to Van Oord for deployment at the Dutch offshore wind farm (OWF) Eneco Luchterduinen.

Following the acquisition of its first multipurpose/diving support vessel, the Offshore Beaver, in May 2014, the company has made a strategic step in diversifying its fleet of CTVs. Having previously supported projects in the North Sea for an oil major, Offshore Beaver is currently using her 32 pax accommodation capacity and four-point mooring system on a wind farm project based in German waters. She is also capable of laying her own anchor pattern, providing solutions to oil spills, acting as a mother ship to daughter crafts and providing offshore craning services.

Not only is the company investing in high quality vessels, to completely ensure client satisfaction and zero accidents, OWS will also be focused on continuous improvement in all areas of the business throughout 2014. For example, it is implementing crew training and health and safety awareness while also installing BMO Offshore VesselBlackBox measurement systems on all of its vessels. Because the system provides automated daily reporting on vessel movements and automatic video recording of accidents/near misses, as well as comfort measurement in accordance with the DNV high speed craft code, the effectiveness of CTV operations is aimed at being drastically improved as it creates an easy framework for the optimisation of crew planning, fuel consumption, passenger comfort and safety.

Indeed, these developments have not only paved the way for the ongoing growth of Workships Contractors and its

Profile: Workships Contractors BV

industry since its early start in 2006. To complement this strategic development, Workships Contractors strengthened its services and presence within the Dutch and German offshore wind markets further by establishing a partnership with Frisia Offshore in 2013.

The mutually beneficial co-operation between OWS and Frisia Offshore has enabled the companies involved to share knowledge, experience and assets to ensure customer satisfaction, while also allowing OWS to expand into Germany and Frisia Offshore to gain a strong partner outside the country. l

Workships Contractors BV

www.workships.nl • Marine asset manager and vessel operator • New vessels Offshore Wielingen and Offshore Waddenzee to be delivered to OWS this year

• Acquisition of a diving support/multipurpose vessel • Strong partnership with Frisia Offshore

Pearson Marine associated companies, but have also ensured optimum delivery of all services within the organisation as a whole.

Background

Pearson Marine is currently growing and maintaining a network of customers within the renewable energy sector offering technical expertise on all installations and maintenance of HSSV to minimise any downtime.

It recently moved into larger premises which are situated within easy access to all the Docks in Hull. It has a dedicated staff offering the highest quality in the design build and installation of all services to the specialist marine environment along with all industrial and hazardous areas.

With 25 years of experience as a leading international vessel management company, Workships Contractors BV has developed a global reputation for providing competent and reliable services to the offshore oil & gas and renewables sectors. Specifically tailored for the owner, these services include offshore vessel projects, managing drilling and service platforms, crewing, vessel audits and concept development.

Proud to provide customers and stakeholders with a high quality, innovative service, the distinguished Dutch ship and project management firm has operated its vessels in strategic locations across the globe. This includes semi-submersible drilling rigs in the North Sea and Brazil, dynamic positioned accommodation vessels in Mexico and the Arabian Gulf, as well as mobile offshore production platforms in Thailand.

Seeing an opportunity to expand into the burgeoning wind market in 2006, Workships Contractors made the strategic decision to operate as an asset manager for the offshore wind industry via its subsidiary Offshore Wind Services BV (OWS).

Bringing over two decades of offshore expertise into the operation of OWS’ fleet of 12 dedicated crew transfer vessels, Workships Contractors has cemented its subsidiaries reputation as a provider of more than 390,000 safe transfers. Furthermore, OWS’ commitment to continuous improvement through the evaluation and enhancement of its fleet - with regards to crew and passenger facilities, operational capacity, safety levels and passenger facilities – has also aided OWS’ strategic aim of becoming a leading provider of quality crew transfer.

In 2012 OWS increased its presence within the offshore wind market with the acquisition of Offshore Wind Power Marine Services (OWPMS); a pioneer in the safe transfer of crew to offshore wind farms based in the UK, OWPMS has earned a leading reputation in the offshore wind crew transfer www.shippingandmarine.co.uk - 123

Greek

odyssey T

he history of Dorian LPG dates back to 1906 when the Hadjipateras family purchased its first steamship.

Over the next 70 years the business worked hard to establish itself within the tanker, and ultimately the Liquefied Petroleum Gas (LPG) markets. Today, with over a century of experience, Dorian LPG exists as a pure-play LPG shipping company and a leading owner and operator of modern fuel-efficient Very Large Gas Carriers (VLGCs), operating the newest generation of vessels to meet the requirements of the most demanding counterparties in the industry. In 2013, Dorian LPG entered an agreement to take over a fleet of 11 VLGC newbuildings and two VLGC options from the US company Scorpio Tankers. Commenting at the time, company CEO John Lycouris confirmed: “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.”

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The company currently has an operating fleet that consists of five LPG carriers, including one fuel-efficient 84,000 cbm VLGC, three modern 82,000 cbm VLGCs and one pressurised 5000 cbm vessel. Additionally it has another 18 fuel-efficient 84,000 cbm ECO VLGC newbuildings due for delivery in 2014, 2015 and early 2016 from Hyundai Heavy Industries and Daewoo Shipping and Marine Engineering Ltd, which includes the 13 it acquired from Scorpio Tankers. Each of the newbuildings promotes an ECO‑design that reduces technologies. Upon completion of the programme in January 2016, Dorian’s VLGC fleet of 22 vessels will have an average age of just 1.6 years, significantly less than the current average age of the worldwide fleet of approximately 11 years.

During the first half of 2014 the spot charter rates reached alltime high levels, followed by the delivery of nine vessels into the

Profile: Dorian LPG

global VLGC fleet in the latter quarters of 2014, ready to target the strong LPG seaborne trade. The LPG shipping market has enjoyed a strong environment with increased production of shale oil and gas exports from the US, due to growth from production.

Demand from India and China, in addition to traditional Asian markets, has also driven the requirement for LPG shipping and created a tighter shipping market.

Export infrastructure and fractionation capacity in the US has grown, and both Targa Resources and Sunoco / Energy Transfer Partners have been opening additional capacity during the second half of 2014. Coupled with production rates of LPG averaging two million barrels a day, the US is at the top of the LPG supply chain and continues to enjoy a price advantage over LPG sourced from the Middle East, ultimately creating more demand for US LPG in the important Asian markets.

Trans-it AS

Trans-it is a privately owned company specialised in creative ship spares logistics services worldwide.

Since 1998 Trans-it has pioneered the business remarkably - and been one of the most innovative companies seen from a conceptual point of view.

It is smoothly controlling onboard deliveries (cost-wise and communication-wise) in many difficult areas such as South America and Western Africa - to mention a few.

Trans-it today represents a large number of vessel operators (owners/managers) with different profiles - covering more than 2000 vessels.

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Profile: Dorian LPG

Naming of the newly delivered Comet and Corsair vessels

Liquefied gases are primarily used for industrial and domestic heating, as a chemical and refinery feedstock, as a transportation fuel and in agriculture. The liquefied gas carrier market is typically stronger in the spring and summer months in anticipation of increased consumption of propane and butane for heating during the winter months. In addition, unpredictable weather patterns in these months tend to disrupt vessel scheduling and the supply of certain commodities. As a result, demand for the company’s vessels tends to be stronger in quarters ending in June and September and relatively weaker during quarters ending December and March, although 12 month time charter rates tend to smooth these short‑term fluctuations. With the potential of the varying market demands, the business has a well-established and adaptable in-house technical, commercial and operations department that is a key element allowing a quick response to the request of its charterers.

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The ECO class vessel is of the type demanded by clients, who are ultimately the driving force of the industry, and throughout its operational history the company has worked closely with companies such as Statoil, Vitol, Stasco and Petredec in the pressurised and VLGC sectors. With offices in Connecticut US, London - UK and Piraeus - Greece, the business continues to develop through the contacts it has established throughout its many years trading. With the new vessels due for staged delivery between 2014 and 2015 Dorian aims to secure period employment through first class charterers. The new vessels have been designed to comply with the new regulations, and two of the newbuilds are to be equipped with scrubbers utilising seawater to neutralise the sulphur oxide contained in the exhaust gas, permitting them to burn heavy fuel oil in emission control areas. The ECO design of the vessels is aimed at reducing air pollution and, through a modified hull form and engine, saving bunker consumption.

Continuing in line with its commitment to health, safety and the environment the business aims to offer the best possible service to its clients by providing environmentally friendly ships and operations, maintaining safe working environments and realising a sound return for shareholders. Over the last 30 years Dorian LPG has consistently demonstrated its strengths, successfully securing growth through vessel acqusitions and newbuildings, while never sacrificing quality operations and will continue strive to achieve ongoing positive results as it moves forward. l

Dorian LPG

www.dorianlpg.com • LPG shipping company • Fleet of modern fuel-efficient VLGCs • 18 VLGS newbuildings on order

Shipping &MARINE

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