Shipping and Marine Issue 113 Final Edition

ISSUE 113 FINAL

The magazine for maritime management

Laying the

pipes cutting the paper trail It seems inevitable that electronic shipping documents will continue to gain traction

threat detection and recognition

Trucks, trains, ships and oil rigs are all potential targets for criminal organisations

The technology used on board pipelay vessels is continuously evolving

the power of silence

The importance of minimising noise and vibration onboard vessels and how it can be achieved

ISSUE 113 EARLY

Editor’s editor’s comment ThE mAgAzInE foR mARITImE mAnAgEmEnT

Laying the

pipes cutting the paper trail it seems inevitable that electronic shipping documents will continue to gain traction

threat detection and recognition

trucks, trains, ships and oil rigs are all potential targets for criminal organisations

The technology used on board pipelay vessels is continuously evolving

the power of silence

the importance of minimising noise and vibration onboard vessels and how it can be achieved

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 Editorial Administrator Emma Crane Production Manager Fleur Daniels Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk Advertisement Administrator Tracy Chynoweth studio@schofieldpublishing.co.uk Head of Research Philip Monument

Technical

achievements I wasn’t able to attend SMM this year and it sounds like I missed a great event. Were you there?

The review on page 20 highlights visitor numbers of 50,000 and exhibitors are reporting positively.

One of the highlights of SMM is the Ship of the Year Award, and this year the all-electric car ferry ‘ZeroCat 120’ owned by Norwegian ferry operator Norled AS won this honour. The vessel does not discharge greenhouse gases, CO 2, methane or nitrogen oxides to the environment.

In addition to the environmental benefits, the ferry’s operational and maintenance costs will be lower compared to a conventional ferry. This award has acknowledged all her technical achievements.

SMM always gives a preview of what we can expect in the future – what caught your eye?

libbie@schofieldpublishing.co.uk

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

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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FEATURES

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8 The journey Travel co-ordinators fulfil a vital role in ensuring crew get to their destinations in good time to rendezvous with their ships

10 Cutting the paper trail It seems inevitable that electronic shipping documents will not only continue to gain traction but also start to be viewed industrywide as an essential part of world trade

12 Laying the pipes There are four well-established systems for subsea pipelay. Each has its pros and cons with the selection being dependent on a wide range of factors

14 Threat detection and recognition A growing refusal to accept that piracy, hijacking and thefts are part of life, has helped to put the issue to the top of the EU agenda

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16 Rock the boat High-quality communications infrastructure is playing a critical role in the maritime industry today

18 The power of silence Andrew Davies discusses the importance of minimising noise and vibration onboard vessels and the various ways it can be achieved

20 SMM 2014 Review The leading international maritime trade fair - SMM - once again demonstrated the massive potential of the shipping industry

23 Fit for the future

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Ship repair and refurbishment providers need to be at the top of their game to meet all the requirements of modern customers

contents

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profiles 25 SEC Groningen 28 MacDuff Ship Design 31 Scheepswerf Hoebee (The Kooiman Group)

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34 South End Tanker Management 37 Fred. Olsen Cruise Lines 41 Moran Towing Corporation 44 Jotron 47 Port of Milford Haven 51 Maestro Ship Management 54 Wilhelmsen Ship Management

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56 Fareast Ship Management Hong Kong 58 Rosslare-Europort 60 Koja Marine 62 Maja Stevedores 64 Port of Ystad

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22 64

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Further approvals Following a rigorous review process, The US Coast Guard (USCG) has granted alternate management system (AMS) acceptance of Evoqua Water Technologies’ SeaCURE ballast water management system for use in fresh, brackish and sea water. This will provide ship owners with a type approved and AMS accepted solution that can be deployed in any trade lane worldwide. AMS acceptance means that vessel owners and operators are now permitted to use the SeaCURE ballast water treatment system in US waters.

SeaCURE has previously been typed approved by the International Maritime Organization (IMO) and BSH, the Federal Maritime and Hydrographic Agency of Germany (Bundesamt für Seeschifffahrt und Hydrographie). Evoqua also will apply for and undergo thorough testing required toward full USCG type approval. Currently, no ballast water treatment system has full USCG type approval.

SeaCURE is an efficient, reliable, low cost to operate ballast water management system based on proven, widely deployed Chloropac electrochlorination technology from Electrocatalytic, now an Evoqua brand.

Safe transfer An innovative telescopic gangway is providing a safe and reliable means of transferring marine personnel from vessels or accommodation platforms onto offshore structures.

Tyne Gangway and Osbit Power joined forces to design and manufacture the MaXccess P35 telescopic gangway system for offshore services subcontractor Subsea 7 for installation at the Lianzi oil field off the coast of Angola, which is due to start production next year.

The 35-metre walk to work gangway system incorporates tailor-made connection technology to compensate for movement between the vessel and target structure, which will provide high sea state access with virtually no power consumption during operation.

In a collaborative approach, Osbit was responsible for the design, and manufacture of the system’s steel parts including its ‘slewring structure’ and rapid mobilisation tower that will enable it to be easily installed offshore on Subsea 7’s accommodation vessel, together with the hydraulic and control systems.

An accumulator system ensures the gangway can be lifted and stowed even in the event of vessel power loss, minimising the risk to life or possibility of damage to the gangway or platform. Osbit’s state of the art PLC control system provides monitoring and diagnostics of the system to ensure the highest levels of safety are maintained during operation.

Prestigious contract Hydro Group plc, a global design and manufacturer of underwater cables and connectors for subsea, underwater, topside and onshore applications, has secured a contract with BAE Systems, valued at approximately £2 million, for work to be delivered over the next two years.

Hydro Group has been selected by BAE Systems to design, develop and qualify a range of connectorised through hull penetrators. These connectors are being developed for the Successor programme as a replacement to the Vanguard class fleet of nuclear submarines, which will equip the UK Royal Navy with its long term nuclear deterrent capability.

Hydro Group’s technical director, Mark Hendry says his team is delighted to be engaged in this demanding project. The technology requirements fit well within the group’s current pioneering R&D programme. This includes extending the company’s range of subsea electrical and fibre optic penetrators, connector and cable systems to meet ever more harsh and dynamic environmental factors and operating conditions.

Successor submarine

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MARITIME NEWS Unique process In a refurbishment programme to upgrade lifeboats on offshore platforms, Ampelmann has completed a second successful re-installation using its full motion compensation technology.

The eight tonne lifeboat was kept completely stationary above the vessel deck, to allow lifting by the platform’s davit cranes.

Traditionally, refurbished lifeboats are reinstalled on the offshore structure in the following manner: a platform supply vessel takes the lifeboat offshore, where it is lifted from the deck to the sea. Crew then enter the lifeboat, sail it under the offshore structure and attach the davit fall wires. The crew is removed from the lifeboat before lifting can commence. This operation is generally limited to calm weather and wave conditions, and requires challenging manhandling actions by the crew.

Consolidated portfolio To cater for industry demands, Trelleborg’s offshore operation has consolidated its range of high performance thermal insulation materials, to house them all under one brand – Vikotherm.

“As subsea environments become increasingly more demanding; going deeper and further than ever before, temperatures and hydrostatic pressure become much greater,” commented Oddvar Kopstad, sales manager with Trelleborg’s offshore operation. “As a result, the demand for more sophisticated products which can cope with these harsher environments is growing. And this is certainly the case with our thermal insulation materials; so we’ve taken the strategic decision to group all of our solutions together to allow for easier product selection and ensure that all customer needs can be met in one place.”

Trelleborg has successfully supplied to the subsea oil and gas industry for five decades, continuously researching to ensure that its products consistently meet the growing demands placed on them. As such, all solutions in the Vikotherm range will guarantee maintained flow rates, optimum productivity, reduced costs and protection against wax and hydrate formations.

Tidal lagoon

In late December 2013, Talisman Sinopec Energy UK contracted Ampelmann to assist in making this operation less weather-dependent and to reduce risk to the offshore crew.

Together with partner TSG Marine, Ampelmann developed an installation method that was deployed in March for a first successful lift, followed by a second installation in July.

The Ampelmann hexapod is capable of compensating actual heave motions of the vessel up to 2.5 metres, which increases the workability significantly, even in adverse weather conditions. Where normally an Ampelmann system is topped with a gangway to transfer people, for this operation TSG Marine designed a cradle to support the lifeboat. The vessel was manoeuvred beneath the davit crane with the fall wires lowered to the deck of the ship and safely connected to the lifting ropes of the lifeboat. Ampelmann then performed its full motion compensation while the ropes were pulled in.

Thanks to this unique process, the installation of lifeboats is not tied to the summer period, but can also take place during the winter months. The Ampelmann ‘plug & play’ motion compensated gangway systems can be installed on any vessel with sufficient deck space in about eight hours.

Atkins has been appointed by Tidal Lagoon Swansea Bay Plc to act as the client’s engineer for its Swansea Bay Tidal Lagoon project in Wales, UK, the first renewable energy scheme of its type in the world.

Under the contract, Atkins will provide specialist design and engineering support acting on behalf of the client, including producing outline designs for the breakwater, turbine house and ancillary works and supporting the tender process by helping develop documents and reviewing responses and detailed designs. Once a design and build contractor is appointed and construction work starts, scheduled for Spring 2015, Atkins will also provide a range of site supervision, auditing and technical checking services.

Mike McNicholas, managing director of Atkins’ UK design and engineering business, said: “There are strong arguments for increased energy capacity and more self-sufficiency and the need is pressing. This scheme can move tidal lagoons from being a great idea to something real, which can deliver green and reliable energy for thousands of homes and businesses around the UK within the next few years.

“This is a major civil engineering project, which combines a wide range of disciplines from building services, power and architecture to structural and marine engineering. It is a world first and something which will make a positive difference to people in the UK and possibly wider afield. As designers and engineers, these are the things that make us get out of bed in the morning and it’s great to be part of the team.” www.shippingandmarine.co.uk - 5

MARITIME NEWS World’s largest tidal energy project RenewableUK has celebrated the announcement that funding has been secured to build the first phase of the world’s largest tidal energy array in the Pentland Firth region in North Scotland.

The Meygen project has a capacity of up to 398MW and will provide clean electricity for 175,000 homes and 100 jobs in the area upon completion. The first phase of the Meygen project alone will almost double the tidal energy capacity installed in UK waters today.

The £51m needed for the 6MW first phase of the project will be partly funded by a £10m grant from the UK Government, with major funding initiatives also coming from Atlantis Resources Limited, Scottish Enterprise, Highlands and Islands Enterprise and The Crown Estate.

The site lies in an area with one of the highest tidal resources in the UK and will greatly advance the operating experience needed to run tidal energy on a greater scale.

Construction on the first four turbines is expected to begin later this year with electricity being provided to the grid by 2016.

RenewableUK’s chief executive Maria McCaffery said: “This is a major step forward in bringing commercial tidal projects online. We have moved one step closer to seeing tidal energy fulfil its great potential and become a significant contributor to the electricity mix. Collaboration between government and industry, as witnessed in this project, is fundamental to the success of this sector and the fact that 60 per cent of the project cost will be spent in the UK supply chain demonstrates the economic benefits that this can unlock, with potential for thousands of jobs over the next decade. This news further solidifies the UK’s position as the world leader in tidal energy.”

Heading towards trials Rapidly-growing subsea services and technology products company Cortez Subsea has been granted a UK patent for its Modular Pipelay System, making new shallow water pipelay technology available to the North Sea for the first time.

The culmination of three years of research and development to bring the technology - a collaboration between Cortez Subsea and NOV Tuboscope Zap-Lok - to the marketplace, the first trials will get underway at the beginning of 2015 and will see Cortez Subsea build on its current six-figure investment over the next six to 12 months.

“This is a significant step in the development of our company towards advancing technology and maximising value for the subsea market,” said Cortez Subsea managing director, Alasdair Cowie.

“The Zap-Lok connection, which has been used onshore and offshore for over 40 years, has gone through significant testing and is now approved by a number of major and independent oil and gas companies who see the advantage of the Zap-Lok technology. We are now progressing towards fabrication and trials

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of the first of the units for operations at the beginning of 2015.”

The collaboration has seen the continued development in the application of the Zap-Lok mechanical pipeline connection for offshore application.

The Modular Pipelay System allows the use of the Zap-Lok connected pipeline to be installed from a suitable offshore multipurpose DP vessel. The Modular Pipelay System is designed to facilitate the storage, handling, connection and deployment of the pipeline in an S-lay configuration onto the seabed at a speed of three to five minutes per joint, which is a daily installation rate of up to five kilometres.

“The market for shallow water and replacement pipelines is significant and expected to continue growing as operators increasingly look to maximise the return on their investments,” added Mr Cowie.

“The Zap-Lok connection coupled with the Modular Pipelay System provides the market with a cost effective pipeline installation method and positions us, as a business, for the next stage of our growth strategy.”

The

journey Andy Cloke takes a look at the role of the crew travel co-ordinator

Shipping and marine is a well-oiled global operation where everything appears to work like clockwork.

But have you ever considered how ships, rigs, ferries or even super yachts would operate if they did not have any crew? This is a nightmare scenario that travel co-ordinators face on a daily basis for they are responsible for getting crew to rendezvous with vessels, often in remote locations.

Travel co-ordinators fulfil a vital role in ensuring crew get to their destinations in good time to rendezvous with their ships, while fulfilling duty of care obligations to ensure safe and secure passage for their crews and taking into account any issues such as visa restrictions or bad weather that could cause even the best laid plans to go awry. And as if that was not enough, they are also required to ensure that they get the best value for money on the travel arrangements.

With so many balls to juggle it’s no surprise that travel co-ordinators enlist the help of specialist companies to help relieve some of the pressure and to help achieve financial savings into the bargain.

Perhaps the most tangible benefit that these marine travel companies can bring is in providing access to special negotiated marine airfares.

These fares, which are usually substantially lower than the published fares, are only available to specialist agents. So if you are using a corporate travel management company (TMC) you may well be missing out on substantial savings.

Some travel co-ordinators may not be aware that these special marine fares are not restricted to just seamen. In fact anyone can be booked on them as long as they are travelling to or from a motorised vessel, offshore or other ‘wet destination’ or harbour.

As long as they possess a seaman book and a letter of guarantee

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from the company detailing the dates they will be travelling to or from a ship, all crew and other related staff can be booked on these fares. So if you are regularly booking travel for maintenance staff, safety inspectors or cruise ship staff, you could be booking them on the marine fares. It’s well worth getting these fares as they also offer more favourable terms regarding changes, cancellations and luggage allowances.

But having access to these fares is meaningless if your booking agency fails to secure them for you. So the wily travel co-ordinator should also look at how efficiently the agency can work. Airlines offer limited seats at the specialist marine fares, so speed is of the essence if the booking agency is to secure the best possible rates. Look for the fastest response times, as that should give you the best chance of grabbing the best available fares.

And for the times when the marine fares are not available it is worth looking for an agency that can access other competitive fares. Booking agencies tied to corporate TMCs should be able to tap into the TMCs specially negotiated rates, again at lower rates than published rates.

Earlier we mentioned that travel co-ordinators also have to fulfill a duty of care role. And an experienced team that really understands the marine sector should be able to help here too.

A dedicated agency will have up-to-date knowledge of visa and passport requirements. With marine travel often being to obscure destinations, this knowledge can be invaluable and may not be so easy to find independently.

We hear on a daily basis of travel being affected by all manner of factors ranging from flight delays and strikes, to bad weather and natural disasters. All of these have the potential to create major headaches for the travel co-ordinator. A specialist agency will be on top of all these events and ensure that travellers are kept abreast of any events that

tra travel vel services services

are likely to affect their travel. By keeping ahead of these developments, they can also take action to change itineraries to take travellers away from problems and to their end destination on time.

A knowledgeable agency will also look at making travel as efficient and comfortable as possible for crew. Agencies will look at the best possible routing without extensive lay overs so that crew arrive as fresh as possible and ready to start work.

Taking this a stage further, agencies can help companies to better manage their travel. Agencies can provide management information tracking buying patterns and route choices to determine if crew could have travelled in a more cost effective manner.

Travel data can even be automatically delivered into crew management or mid or back office systems making it much easier to gather, monitor and analyse information and track expenditure and trends.

With problems invariably arising outside normal working hours, it is imperative that travel co-ordinators have access to a 24/7, 365 days a

year service to resolve these issues quickly and efficiently. Again it’s worth checking if the out of hours service will be provided by people who are fully conversant with the bookings and itineraries rather than having to explain everything to someone who is coming to it completely new.

So next time you see ships criss crossing the seas or use gas or oil pumped from offshore rigs, spare a thought for the hard pressed travel co-ordinator and the vital role they play in keeping everything working efficiently. l Andy Cloke is manager, marine travel services, Business Travel Direct.

Business Travel Direct is a multi-award winning travel management company providing corporate clients with full service travel fulfilment, exceptional service, expertise and demonstrable value. For further information visit: www.businesstraveldirect.co.uk.

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Cutting the

paper trail

Aline Bezerra looks at the advantages of connected trade finance in the commodity and carrier communities

Rather than continuing to settle for slow, outdated trade finance workflows, many commodity firms and carrier companies are implementing ePresentation systems and electronic Bills of Lading (eBLs). In most cases, manufacturers and other key players in the global commodities markets want to use the technology to overcome age-old problems associated with complex, time-consuming shipping and trade finance documentation.

Mirroring rising demand across other commodity groups, in the UK a significant proportion of the chemical industry is now in the early stages of adopting ePresentation, with heavy engineering firms across the Indian subcontinent also showing strong interest.

In the mining industry, appetite for this technology has been so strong that it is now close to becoming the de facto standard. This has in turn prompted major Chinese banks such as Bank of China and Agricultural Bank of China (ABC) to offer it as a key part of their international trade finance product pipeline.

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Fewer errors and delays Although cumbersome, letters of credit still offer one of the most effective ways for exporters to ensure predictable payment. However, the need to deal with multiple paper documents leaves the entire process wide open to error and delays.

Moving to an ePresentation system accelerates the process of carrying out transactions under a letter of credit by removing the need to courier original paper documents.

Crucially, the fact that these electronic documents – including eBLs – are accepted by all parties and sent electronically, effectively means that the technology can be used to carry out complex letter of credit presentations and transactions, as well as being used for more straightforward company-to-company invoices.

Having made the switch to electronic presentations, major mining exporters have reported substantial reductions in their reliance on high-risk ‘workarounds’, such as Letters of Indemnity (LOI), to complete the discharge of goods. In turn, this has accelerated overall cycle times, with end-to-end transactions now

electronic electronic documents documents

completed in just two days, increasing working capital benefits.

One major oil company built its business case almost exclusively on overcoming the direct costs it was incurring through being unable to send paperwork and have it with the recipient on time. Elsewhere, implementing the technology has also opened the door to those looking for collateralised financing and discounted pricing.

Crucially, in automating trade finance workflows, some firms also report a reduction in exposure to market movement and volatility – a key benefit in the often fluctuating world of commodities.

Greater efficiencies, tangible ROI As well as speeding up internal processes and reducing costs, the fact that ePresentation can also serve to help reduce working capital and days sales outstanding is increasingly being viewed as an important financial benefit of the technology.

In fact, reducing working capital is probably the biggest universal advantage of ePresentations, along with the diminished dependency on Letters of Indemnity. The latter is repeatedly confirmed as a factor driving the growing adoption of the technology. The payback begins almost immediately; within just six months, businesses typically report a 90 per cent reduction in the number of these issued against transactions where electronic presentations and electronic bills of lading are used.

Industry endorsement and adoption As well as being used in bulk, increasingly, eBLs are also being rolled out in container shipments too, with multiple carriers now using container eBLs effectively and with confidence. Recently, this has included leading global resources company BHP Billiton carrying out a full ePresentation involving a container electronic bill of lading (eBL) to send a commodity shipment from Australia to China via Pacific International Lines (PIL).

Industry-wide, consultations between the shipping association BIMCO and the industry have led to a new clause giving eBLs the same status as paper bills of lading under the terms of the charter party. This will now appear as standard in agreements. Normal protection and indemnity (P&I) insurance liabilities are also covered by the clubs to the same extent when using eBLs as their paper equivalent.

Although the impetus for change is still coming largely from the seller’s side, there are important benefits for carriers like PIL beyond day-to-day operations. With capacity currently outstripping demand in many areas, the ability to offer an eBL capability is becoming a valuable differentiator against competitors unwilling to move away from traditional paper-based methods.

In some bulk carrier markets using Handy, Handymax and Panamax vessels, for example, the adoption of eBLs has moved on a stage further, as the ability to offer this has become an essential prerequisite for trade with some major commodity suppliers.

With many carriers and commodity firms moving from trial phase to full adoption and BIMCO putting its weight behind eBLs, it seems inevitable that electronic shipping documents will not only continue to gain traction but also start to be viewed industry-wide as an essential part of world trade. l Aline Bezerra is carrier product manager at Bolero International. Bolero is a cloud-based platform which provides a different way to optimise complex international trade chains.

For further information visit: www.bolero.net.

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Laying the

pipes The demand for subsea pipelines continues to look very strong. Up to 70,000 kilometres of pipelines will need to be laid by 2020. The question is has the offshore contracting industry the capacity to respond to this challenge. On top of the massive investments already made it is estimated that a further 25 vessels will be needed to satisfy the projected demand.

IHC Merwede, recently renamed Royal IHC courtesy of the Dutch crown, is unique in being able to supply vessels and equipment across the full spectrum of pipelay technology.

Subsea pipelay – how one company can offer the full range of vessels and construction technology

Pipelay technology There are four well established systems for subsea pipelay. Each has its pros and cons with the selection being dependent on a wide range of factors which are considered below.

J-Lay: designed for deep water capability IHC built one of the largest and most complex J-Lay systems which was delivered to Saipem in 2010. This category of lay system takes its name from the ‘J’ shape that the rigid, pipe catenary makes between the vessel and the seabed as it is being laid. J-Lay is optimised for large diameter pipe and ultra-deepwate ng at line tensions of up to 1500 tonnes and is able to hold the pipe string in the hang-off clamp at catenary tensions of up to 2000 tonnes.

The system is able to accommodate pipes from 4” to 36” diameter and can work in shallow and ultra-deep water up to 3000m. The tower angle is adjustable from 0 to 96 degrees dependent on operation and water depth. Multiple travelling tower clamps, an adjustable stinger and a dedicated bulky-item handler also contribute to the high functionality and low cycle time of the system.

A key component in the design of such highly stressed offshore structures is the ability to cope with cyclical loadings which can result in fatigue problems. IHC has developed dedicated software systems to optimise structural design to deal with such loading conditions.

Flex-Lay: high-quality engineering Flex-lay systems have been developed for the fast and efficient laying of a wide range of flexible products at all water depths up to 3000m. A good example is the integration of a new 300-tonne capacity vertical

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pipela pipelaying ying

Flex-Lay system – as an upgrade to the existing horizontal lay system – on to one of McDermott International’s vessels during the early part of 2013.

This ship is a modern, high-payload, dynamically positioned, fasttransit and flexible system. It incorporates a 7000-tonne capacity carousel for pipe storage; also designed and built by IHC. In current projects the capacity of Flex-lay systems continues to rise. IHC is now working on five integrated pipelay vessels of 600t lay capacity for the Brazilian joint venture established by Sapura Kencana and Seadrill. Special-purpose vessels are being built in the company’s facility at Krimpen in Rotterdam. These are fully integrated vessels incorporating the lay equipment and 4000 tonnes of pipe storage capacity. Both the vessel and the mission equipment have been designed to meet the demanding specification requirements of Petrobras in Brazil.

S-Lay: built for reliability IHC’s capacity for S-Lay systems – that lay rigid pipelines in deep water – may be evidenced by the equipment that was designed, manufactured and commissioned for Allseas. This delivery involved the turnkey supply of the pipe-handling equipment including a fully integrated control system.

S-Lay systems provide precise control of the pipe through the use of variable speed drives and synchronisation of line-up buggies and

tensioners during the laying process. The finished product emerges from within the vessel and moves over a stinger, which controls the bend and makes the ‘S’ shape as the pipe is lowered on to the seabed. Safe and efficient operations are achieved through the use of an integrated control and monitoring system with automatic control interlocks.

IHC supplied the pipe-handling systems and working stations for the Allseas vessel. It has the capacity to weld 12m-long, 48”-diameter pipes.

This continuous process includes fit-up, welding, NDT and coating operations before the pipe string is overboarded.

Reel-Lay: large capacity and capability Finally, IHC EB also specialises in the supply of tailor-made Reel-Lay systems such as the turnkey equipment supplied in early 2013 for Technip’s DEEP ENERGY. This is one of the most capable pipelaying vessels ever built, with the capacity to handle up to 18” rigid pipe and incorporating an integrated PLET handling system.

Up to 5000 tonnes of rigid pipe is preloaded onto two huge reels.

During the lay process, it moves over the top of the IHC tower and down through straightening tracks which eliminate the plastic deformation of the spooling process. The pipe then passes through two tensioners with a combined capacity of 350 tonnes these provide controlled support of the pipe string as it is lowered to the seabed. l

For further information visit: www.ihcmerwede.com. www.shippingandmarine.co.uk - 13

Threat detection

&

recognition Trucks, trains, ships and oil rigs are all potential targets for criminal organisations says Maria Anderson.

Pirates, highwaymen and train robbers may all sound faintly quaint and old fashioned, but anyone involved in the transport industry will tell you that their modern counterparts are as big a threat as they ever were.

There is every sign that they will remain so, as long as goods and vehicles remain vulnerable when on the move and isolated. While the threat looms large, the technology installed on vehicles to detect potential security breaches remains crude in comparison to that now becoming available for static deployment.

A ship, a lorry or a train is often highly secure while in a port or depot, being physically protected and under close surveillance, but once outside they are a relatively soft target for bands of organised and often dangerous criminals. The theft of high value, high risk products in transit cost businesses over 8.2 billion euros a year, according to recent European Union figures. Since the terrorist attacks on New York on September 11th 2001 the threat of terrorism has also loomed large over the transport sector. Oil rigs’ isolation means they face similar threats.

Terror organisations may engage in theft to fund their operations or they may see it as an end in itself, potentially disrupting, destroying or capturing vehicles containing hazardous or dangerous materials such as chemical liquids, gas, or radioactive material. After the September 11th attacks the United Nations agreed proposals to enhance the security of dangerous goods in transport. Terror organisations have demonstrated their willingness to target mass transportation networks along with other areas of critical infrastructure.

Over 70 per cent of all goods transported in the EU are transported using road haulage, a transport method which carries one of the highest risks of being victim of criminal activity. Truck thieves generally steal the whole vehicle or break into trailers to take the contents, sometimes cutting panels and causing other costly damage to gain access. Drivers too are vulnerable to attack and theft. The most

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common place for a truck to be attacked is at an unguarded parking lot while the driver is asleep. Large cities, like London and Madrid are the biggest hot spots, but countries like Belgium also have a problem. In the UK alone, 324,000 crimes were recorded against the transport and storage sector in 2012.

The threat is equally pressing at sea as it is on land. Modern day piracy has presented a significant challenge since civil war broke out in Somalia in the early 1990s with an upsurge in recent years posing a threat to critical maritime infrastructure. There were no fewer than 49 piracy incidents in the first quarter of 2014 according to the International Maritime Bureau (IMB), an offshoot of the International Chamber of Commerce focused on fighting maritime crime. Two of these vessels were hijacked, 37 boarded and five fired on board. Five more attempted attacks were reported. There were 12 reports off the Africa’s west coast, including the hijacking of two vessels with 39 crew taken hostage and two kidnapped.

Security on the move The impossibility of securing all main roads, rivers and open seas means the ships, trucks and trains they convey need to be equipped to detect threats themselves. Advance warning offers the chance to evade, deter or repel an intruder.

A European Commission-backed research project called ARENA, short for Architecture for Recognition of thrEats to mobile assets using Networks of Affordable sensors, has attempted to deliver a solution which could work in a wide range of transport scenarios. There are currently no affordable early warning or deterrent technologies to address the threat.

FOI, the Swedish Defence Research Agency, co-ordinated the seven-strong research partnership drawn from five EU countries. FOI’s partners were: Leading international maritime design and engineering company, BMT Group; ITTI, an IT company from Poland; hi-tech firm

ship ship security security

SAFRAN Sagem Défense Sécurité of France; electronic security company SAFRAN MORPHO, the Netherlands Organisation for Applied Scientific Research (TNO); and the University of Reading, in the UK. The project came to a close in July 2014 at the end of its three-year lifespan. Over that time the project sought to investigate a system applicable to a range of different deployments: stationary platforms relative to the land, such as a truck or train stop; stationary platforms relative to the sea, such as ships in port or oil rigs; mobile platforms relative to land, such as trucks or trains in transit; and mobile platforms relative to the sea, such as ships at sea or oil rig support vessels.

Its research built on existing work on the surveillance of public spaces. No new sensor development was done. Instead, the team focused on exploiting existing, low-cost sensor technologies like visual and infra-red video, acoustic sensors, seismic sensors and radar. It also built on other work, such as the Integrated Mobile Security Kit where a multi-sensor surveillance system is installed in a van which can be brought to public space when needed. Another contributing technology, known as ADABTS (Automatic Detection of Abnormal Behaviour and Threats in crowded Spaces), addresses automatic detection of abnormal human behaviour that might signal crime is afoot.

And another, called SECTRONIC, is a 24-hour small area surveillance system for maritime application.

ARENA also aimed to minimise nuisance the system might cause if it were to go off for no reason. Humans are naturally good at putting together lots of fragmentary information and signals and spotting what is a threat and what is not. Machines on the other hand are not.

The ARENA system combined complementary sensors to reduce false alarm rates. The threat-detection task was also broken down into four interconnected steps: object detection, object tracking; event recognition; and threat recognition. The fewer the bystanders to the vehicle, the easier the system could interpret what is going on, meaning that it would be easier to detect a threat in a quiet railway siding than

when standing by a busy platform. For the same reason, trains may, on the whole, prove easier to protect than trucks, which often park in places where there is innocent foot traffic.

The project also tackled the sensitive legal and ethical issues involved in surveillance and electronic security, particularly those revolving around privacy. It will be crucial to have the consent of the driver for any camera system which secures a vehicle on the basis of facial recognition. Facial recognition cameras were only used in the cab of a vehicle, so presented no challenge in respect of the privacy of passers-by.

ARENA’s innovative combination of existing surveillance technology provides autonomous monitoring and situational awareness of the environment surrounding critical mobile assets, alerting personnel to threats. In achieving this goal it has the potential to fill the yawning security gap between harbours, depots and garages, currently a cash cow for criminals and potentially a loophole exploited by terrorists.

There has been an uneasy acceptance that piracy, hijacking and thefts are facts of commercial life, particularly when trading in some parts of the world. But a growing refusal to accept this situation has helped to put the issue to the top of the EU agenda. ARENA may signal the beginning of a fundamental shift in the balance of power away from criminals, improving the safety of transport personnel and ultimately, cutting costs for everyone. l Dr Maria Andersson works at FOI, the Swedish Defence Research Agency and was Technical Co-ordinator for ARENA. FOI is the largest combined defence and national security research organisation in Sweden. Its main role is to pursue research and the development of methods and technologies plus investigative work for the Swedish Armed Forces, but the defence and security know-how that FOI has built up can also be applied on behalf of other clients.

For further information visit: www.foi.se.

www.shippingandmarine.co.uk - 15

Rock the

boat Maritime organisations must make broadband a business priority says Michel Verbist

The maritime industry is operating in an increasingly tough environment. According to ratings agency Moody’s, the outlook for the global shipping industry will remain negative over the next 12-18 months, as the supply of vessels is likely to outstrip demand in most shipping services.

Not only are players in the industry managing the effects from the economic fallout, but competitive pressure is also pushing shipping fleets to operate in some of the most remote places on earth. This is placing increased strain in areas such as vessel safety, navigation, and crew welfare, which in turn impacts the ability to achieve operational efficiency. This, coupled with increasingly stringent regulations such as the 2018 Electronic Chart Display Information Systems (ECDIS) requirement, radical new strategies are needed to overcome the currently challenges and increase operational efficiency.

High-quality communications infrastructure plays a critical role in the industry today. Safety issues and regulatory compliance require ships to be in contact with on-shore headquarters as much as possible. For example, many vessels today will spend more time at sea, in turn reducing time at port for routine maintenance.

Similarly, Information

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communications communications

Technology (IT) plays a significant role in practically all aspects of international fleet management. However, it simply doesn’t make commercial sense to deploy an entire IT department or specialist engineer within each and every vessel in the fleet.

There are equally important day-to-day needs such as Internet and phone access for crew members, real-time weather and navigation data for maximizing fuel efficiency, as well as emerging trends including remote patient diagnosis so that onshore doctors can provide vital care.

It may then come as a surprise to hear that in many instances, even at a basic level, the communication backbone for the maritime industry is out of touch with the modern demands of global business.

Take for example Lorentzen & Stemoco, a shipbroking and consulting services provider. Its 100 employees manage a global operation that works with ship owners and companies that require bulk transportation around the world. Being out of contact is not an option.

Prior to working with Orange Business Services, the firm’s brokers, who operated on a 24x7 basis, would use the best communication tools they could, despite the cost implications. This meant that when its legacy phone system delivered poor voice quality, employees were communicating via mobile phones globally, and with the vast majority of calls being for internal purposes only.

The firm adopted a solution based on a fully managed VoIP for Microsoft telephony. In addition to considerably lower costs, this has delivered significant business benefits including a modernised platform for the future use of collaboration technology. Herein lies one of the wider legacy challenges facing a large number firms. Historically, maritime communications have been powered by restrictive L-Band frequency connections, and whilst newer versions of this technology can reach broadband speeds, they are typically pay-per-use and often subject to congestion in high-traffic areas.

Conversely, satellite broadband has changed what maritime communications can be. It has opened opportunities for vessels to act as always-on hubs for communication. Today, vessels can stay in touch using next-generation very small aperture terminal (VSAT) satellite technology. VSAT delivers stable, high-quality broadband-speed network access to vessels at sea. In addition, it provides connectivity to solutions such as Multiprotocol Label Switching (MPLS) IP VPN so that ships can be effectively become integrated with the corporate network.

With this type of capability it becomes easier and cost effective to

implement many of the vast number of regulations coming downstream to shipping firms. For example, the International Maritime Organization (IMO) has set a timetable that requires all vessels to be fitted with ECDIS by 2018, with the legislation already applying to all newly-built ships.

Specifically, ECDIS mandates that vessels utilise the very latest available charts and navigational information.

One route to achieving ECDIS compliance is to implement updates via CDs or USB drives when vessels are in port. However, as previously mentioned, to stay competitive, the goal for shipping bosses is keep vessels out at sea for longer. Hence, maritime organisations should be looking for secure broadband connectivity as a means of receiving these updates without having to make regular port stops.

We recently partnered with maritime technology specialist MARIS to deliver ECDIS and maritime digital services directly to navigators. The solution, aptly called ‘Current At Sea’, marks a move toward paperless maritime navigation and vessel operations management by basing it on the most up-to-date digital chart information available. This opens the door to a variety of innovative applications. For example, with the looming regulations which require shipping firms adopt cleaner yet considerably more expensive fuels, Current at Sea pinpoints weather and current data to determine the safe, most cost/time effective voyage routes, demonstrating fuel savings of between four and eight per cent.

The global maritime industry may well be facing a tough time ahead.

However, with the sustained focus on modernisation starting with a world class communications infrastructure there is a good opportunity to ship up before shipping out. l Michel Verbist is a spokesperson for Orange Business Services, which is the Orange branch dedicated to B2B services. It is a leading global integrator of communications solutions for multinational corporations.

With the world’s largest, seamless network for voice and data, Orange Business Services reaches 220 countries and territories with local support in more than 160.

For further information visit: www.orange-business.com.

www.shippingandmarine.co.uk - 17

The power of

silence Andrew Davies discusses the importance of minimising noise and vibration onboard vessels and the various ways it can be achieved

Following the new SOLAS requirements that came into force in July 2014, there has been a renewed focus on the harmful impact noise and vibration can have on people at sea.

The SOLAS regulations set maximum noise limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships. Similarly on the leisure side, in 2006 the European Union introduced noise limits for all new craft produced under the Recreational Craft Directive (RCD).

Engines, generators and exhaust systems can all lead to overbearing noise that can make it difficult to hear what’s going on around you. The result of prolonged exposure to high levels of engine and mechanical noise is fatigue, seasickness and an uncomfortable and unhealthy environment for crews.

Medical research has shown that a person exposed to noise greater than 80 decibels for eight hours plus each day, harms the inner ear, bilaterally and symmetrically, and this damage will worsen as the period of exposure lengthens.

Noise control is a critical factor for improving performance in the marine industry, as quiet ships lead to improved crew morale, fewer occurrences of long-term hearing loss, improved staff performance and reduced fatigue.

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Exhaust systems When it comes to keeping commercial vessel exhaust systems quiet, there are a number of options to choose from if an engine doesn’t have a silencer in the exhaust system. Whether wet or dry, an exhaust system should be emitting minimum noise while still working at optimum performance.

There are a few different options when it comes to kitting out commercial vessel exhaust systems with silencers. Which one is best suited to a craft is a question of its size and the type of exhaust system in place (i.e. wet or dry).

A composite lift silencer is used to reduce noise on engine applications where noise only needs to be reduced by 40 per cent.

The silencer essentially traps the water to protect the engine. A trained engineer will be able to assist with fitting the correct application according to the noise requirements of the vessel.

A composite inline silencer is a small, compact silencer that can be installed on most small to medium sized vessels on which the engine is above the waterline. The exhaust gas and water is directed through piping, cutting the noise of exhaust emissions by around 40 per cent.

Wet system composite silencers are manufactured with a temperature tolerant resin to Lloyd’s Type Approval to protect against heat damage, so they can simply be installed for a quieter environment.

noise noise

For large commercial vessels, an exhaust usually requires a bespoke system.

The type of silencer needed depends on what type of exhaust system you have, how large it is and if it’s above or below the waterline.

Most commercial vessels have previously opted for dry exhaust systems, but these have a tendency to be heavier and hotter than a wet system. This is where a water injected wet silencer can be hugely beneficial, and more cost-effective than a dry system.

reduce unwanted movement. Similarly check if the engine mount has deteriorated, as that can be a factor too.

General wear and tear of the engine amounts to minor vibrations, but if it is becoming problematic, an overhaul might be needed. It could be something as simple as insufficient lubrication, which causes unpleasant and loud vibration. Regular checks will help engine issues to be identified before they cause bigger problems.

Propellers can be a cause of vibration if they have become misaligned or out of balance. This will cause them to wobble, especially at slow speeds. To avoid issues, inspect the propeller and check for damage regularly, and run a test at slow speed. Ensuring propellers are securely fastened and operating safely will help combat vibration, and contribute to improving the comfort of all onboard.

More sophisticated anti-vibration systems are also available. These are designed to quieten and smooth voyages. Modern anti-vibration systems use soft mounts instead of stiff ones, which are often the cause of high levels of vibration. Stiff mounts are still commonly used as proper engine installations require a precise alignment between the propeller shaft and the engine itself.

However, more advanced systems aid the installation of the engine in a horizontal position, resulting in permanent, guaranteed alignment.

Using a system that comprises softer engine mounts, a CV shaft and thrust bearings, can immediately reduce vibration levels.

As the permanent alignment improves the driveline and reduces the vibration caused by stiff mounts, vibration can be reduced by up to 90 per cent. Although the engine mounts are soft, there is still enough freedom of movement so as not to hamper the boat’s performance.

These systems work by transmitting the thrust to the hull instead of the engine, reducing wear and tear significantly.

As the welfare of crews and passengers on board vessels becomes increasingly important, commercial owners and operators need to address head-on the noise and vibration levels on their craft..l

Vibration reduction Similarly to noise, vibration is also a considerable irritant onboard and should be minimised. Experts have estimated that engine mount issues account for anywhere between 60-80 per cent of vibration problems on boats. They cause vibration for numerous reasons. If it’s a pedestal engine mount (even a low-profile one), if it hasn’t been adjusted properly or if the installation nuts have come loose, are all causes for significant vibration. Ensuring mounts are properly fastened tightly can

Andrew Davies is sales & marketing director at Halyard (M&I) Ltd. Halyard has been supplying equipment for commercial craft for over 30 years and today is a key supplier for yards across the globe. Be it a wind farm support vessel, a lifeboat, a passenger ferry, a pilot boat or a landing craft or patrol vessel for the military, Halyard will be able to help – anywhere in the world.

For further information visit: www.halyard.eu.com.

www.shippingandmarine.co.uk - 19

Photo: Michael Zapf

Photo: Michael Zapf

Important

outcome SMM 2014 reported a record turnout of 50,000 industry visitors

After four days brimming with activity, the 26th SMM exhibition - under the patronage of the German Chancellor, Dr Angela Merkel - came to a close on 12th September. With more than 2100 exhibitors from all around the world, including 150 first-timers, with 50,000 industry visitors and roughly 90,000 square metres of exhibition space, once again SMM demonstrated why it is the leading international trade fair of the maritime industry.

“We set new records this year,” commented Bernd Aufderheide, CEO and president of Hamburg Messe und Congress GmbH. “The excellent turnout not only showed that companies are ready to meet the current challenges with determination, but it also revealed a growing appreciation for collaboration,” he added. “This fair generates ideas and fresh impetus for the maritime industry, and it is a perfect platform for networking, inspiring each other and negotiating deals. It sends a positive, encouraging signal to the maritime community.”

Major deals As in previous years, the 2014 event was witness to the signing of several significant business deals. For example, a major contract was signed by Peter Fetten (Carnival) and Blohm+Voss Repair CEO Jan-Kees Pilaar at the booth of B+V. With 92,000 employees, EUR 13 bn. in annual sales and 101 dream ships, Carnival Corporation, Miami (USA) is the world’s largest cruise ship operator. Carnival is going to have its entire Europe fleet, including the Club vessels of Aida Cruises, Costa Crociere, Cunard Line and P&O Cruises, among others, repaired and upgraded exclusively by Blohm+Voss. MAN Diesel & Turbo SE likewise reported a major business deal: The company signed a new licence agreement with Qingdao Haixi Marine Diesel Co., Ltd. (QMD), enabling the company to better serve its customers in the important northern Chinese market.

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Under discussion The top items discussed at the show included the protection of the marine environment and the improvement of ship efficiency. “The shipping industry, working closely together with shipbuilders and suppliers, continues to devote considerable resources and capital to the development and implementation of a wide range of new technologies that protect air and water quality and increase energy efficiency. SMM again gave tangible evidence of the range of modern technology,” said MAN Diesel & Turbo CEO Dr Stephan Timmermann.

Raytheon Anschütz used the event to announce that it will supply a new generation of its integrated navigation system (INS) ‘Synapsis’ for two new chemical and product tankers, among other ships.

Furthermore, the company showcased its newly developed NautoScan NX radar sensors, the core element of the new Synapsis generation.

“Real-time digital processing of the radar signals and the innovative way the signals are generated enhance the security of crews, passengers, the environment and coast lines,” said Dr Lüder Hogrefe, CEO of Raytheon Anschütz. He called the fair an ideal platform for presenting innovative products: “SMM is the main hub for our business. We are excited to come here every single time, to meet with global customers and pull together our international sales network,” he added.

Focus on LNG Another of the key topics of this year’s SMM was LNG as a ship fuel.

The demand for LNG technology concepts is strong. Wärtsilä, one of the leading manufacturers of ship engines, has been promoting more efficient ship propulsion systems for years. “Now we reap the benefits.

More efficient engines are today a major trend across the shipping industry,” said CEO Björn Rosengren. Much experience has been gained already with land-based power generation systems. Now it is time for the shipping sector to embrace natural gas, he added: “By 1 January 2015

Photo: HMC / Romanus Fuhrmann-Rickert

smm review

the Federal Ministry for Economic Affairs and Energy, and Federal Government Co-ordinator for the Maritime Industry. The industry is staying on track, as this year’s SMM motto stated: ‘Keeping the course.’ n For further information go to: www.smm-hamburg.com.

The next SMM is planned for 6 to 9 September 2016.

Photo: HMC / Romanus Fuhrmann-Rickert at the latest, when stricter emission limits come into force for the North and Baltic Seas, this topic will be on top of the agenda,” said Rosengren.

His prediction: “Today roughly 50 LNG-driven ships are sailing the world’s oceans. By 2020 there might be 1300.”

Stand-out stands One of the most impressive and innovative stands of the entire fair was that of DNV GL. To provide adequate space for lectures, panel discussions and debates, the world’s leading classification society had prepared the ‘DNV GL Forum’, a sizable auditorium right next to the company booth, which was used extensively. “We developed this format for an even more intensive conveyance of content,” explained Andreas Bodmann, Head of DNV GL Maritime Direct Communications.

“The core topics were operating safety, performance optimisation and complex system management.” One year after the DNV/GL merger and the choice of Hamburg as the maritime division’s headquarters, DNV GL Maritime CEO Tor E. Svensen gave a particularly positive assessment of the merger there. The combined strengths of the company offers customers true value added, as well, he said, also adding praise for the innovative impetus coming from SMM: “As a technology-focused industry fair, it vividly demonstrates the massive innovative potential of the shipbuilding industry,” said the CEO at DNV GL’s first SMM. DNV GL was this year’s main sponsor of SMM. “SMM is the showcase of the shipyards, the shipbuilding industry at large, and its supply industry. I am extremely pleased to see the industry looking more optimistically into the future after having gone through troublesome years. This positive message is being sent from Hamburg into the world,” said Mr. Uwe Beckmeyer, Parliamentary Secretary at

Gmec global maritime environmental congress 09 September 2014 Bernd Aufderheide, CEO and President of Hamburg Messe und Congress GmbH was delighted with the results of the gmec conference on SMM Environmental Protection Day. ‘Setting the Green Course’ was the motto of the event hosted jointly by Hamburg Messe und Congress GmbH and Seatrade Communications Ltd. This year for the first time, the conference was not spread across two days but compressed into one of the five SMM theme days.

“The declared aim of gmec was to investigate and discuss today’s key maritime environmental issues at the international level.

The conference has lent fresh impetus to the discussion within the shipping industry, examining the relevant topics from a variety of perspectives. Making gmec part of SMM’s Environmental Day has certainly been a great idea,” says Chris Hayman, Chairman of Seatrade Communications Limited and member of the gmec Steering Committee which is responsible for the conference programme. The 120 conference participants were especially pleased about being able to go directly from discussing current industry trends to studying innovative technologies at the SMM exhibition.

MS&D International conference on maritime security and defence 10 September 2014 MS&D, the international conference on maritime security and defence, was the key event of Security and Defence Day at SMM. Two consecutive expert panels examined current security topics from the maritime sector, such as protective measures to safeguard maritime logistics chains, or future technical, strategic and political developments relevant to the shipping industry.

“Our chosen topics were highly relevant to the maritime industry.

The MS&D conference pointed the way for the international community’s future collaboration in an increasingly globalised environment. Both panel discussions were extremely inspiring, and the participants showed great interest in the chosen topics,” says MS&D-Chairman Hans-Joachim Stricker, retired Vice Admiral of the German Navy and President of the German Maritime Institute (DMI).

Retired Rear Admiral Ulrich Otto, DMI Vice President and Member of the MS&D Advisory Board, agrees: “My assessment of this event is unequivocally positive. It became clear throughout these lectures that the current maritime challenges must be addressed in a global context. The requirements of maintaining maritime security today are highly complex and can only be met by collaborating across national and regional borders. In view of this compound situation and economic pressures, international cooperation is the best approach to developing future naval capabilities. The MS&D is the right forum to support international networking among companies, navies and scientific institutions.”

www.shippingandmarine.co.uk - 21

special feature

Fit for the

future

The vessel refit and refurbishment market is no stranger to challenges, but approaching legislation, more global competition and increasing demands from clients require the right investment and development strategies

All ships need maintenance and repairs. Furthermore, modern clients are looking for more efficiency, different fuel technology and cleaner ballast water, and end users are asking for more comfort inside and more stylish interiors. As a result, ship repair and refurbishment providers need be at the top of their game to meet all of these requirements and more.

The challenge is further compounded by the need for all these repair projects to be completed under the strictest health and safety legislation.

A large number of repair and maintenance works can only be carried out while the ship is out of commercial operation, in a yard. This means that those offering ship repairs need to ensure they have the most modern technology and facilities ready for any clients – both scheduled and unscheduled.

For example, Dammam Shipyard, located in the King Abdul-Aziz Port of Dammam on the Eastern side of the Kingdom of Saudi Arabia in the centre of the Arabian Gulf, has two large, fully IACS classified operational docks and a number of berths alongside them, which gives ample opportunity for routine dockings, as well as scheduled or unplanned repair or maintenance of any type. Other facilities include 600 metres of quay berth, two 90-metre jetties, fully equipped engineering workshops, a 125 ton test pull bollard and six dock/jetties cranes with a lifting capacity of up to 60 tons.

Jason French, CEO of Dammam Shipyard, highlighted the range of services the yard can provide, as an example of the specialisms that top

quality yards are able to offer: "Our fully equipped workshops, cranes and IACS classed docks, alongside our specialised workforce, allow us to perform services such as hull/steel fabrication, blasting and painting, mechanical and electrical works on both vessels and jack up rigs."

This range of facilities and equipment means that Dammam can address a variety of ship repair and refurbishment requirements, and maintaining the right tools is of paramount importance to this market.

However, ship repair firms are also recognising that the need to enhance that their operational efficiency and business agility, in order to create transparency and uniformity of information across the business, which in turn will improve quality overall.

A perfect example of this is Dubai-based Grandweld Shipyards, a fully integrated shipyard providing shipbuilding, ship repair, and engineering solutions. The company has made a significant investment in IFS Applications, and this will make improvements in several areas, as Ahmad Abki, operations and development manager at Grandweld Shipyards noted: “A fully integrated information and resource management system will cater to our growth, while maintaining a high degree of operational efficiency. IFS Applications will provide real-time visibility into the performance of processes, projects and the overall business, enabling us to further improve the quality of service to our clients,” he confirmed, adding: “Implementing IFS Applications will also provide a platform for future expansion to multiple work sites, including the company’s operations in Al Jaddaf.”

The contract above also highlights how the ship repair market is

www.shippingandmarine.co.uk - 23

special feature

adopting modern methods and how firms are prepared to adapt in order to survive. Another example of this is at Cammell Laird, one of the most famous names in British ship building. With an established history in military ship refit, commercial ship repair, upgrade and conversion and heavy fabrication and engineering, Cammell Laird has recognised the changing needs of the market and branched out, and as a result has become a hub of the offshore wind industry. It is now offering its facilities and highly trained workforce of engineers for work in the civil nuclear sector and the offshore oil and gas sector.

In August 2014 the company invested more than a million pounds in its facilities and appointed John Eldridge - a leading nuclear sector engineer. Cammell Laird CEO John Syvret CBE explained where this latest investment is being used: “We have spent more than £1.5m in renovating one of the large workshops near the construction hall. The refurbishment has seen six cranes overhauled and a new roof, floor, electrics and lighting installed.” He emphasised that the workshop

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investment and appointment of John Eldridge demonstrates Cammell Laird’s ability and desire to grow in the nuclear sector, as well as the knock-on positive effects it could have for the wider community. “We believe the nuclear sector can ignite job and wealth creation at Cammell Laird for the benefit of Wirral, Merseyside and the wider North West,” he said.

John Eldridge went on to note that finding and developing innovative solutions would be fundamental to Cammell Laird’s future work in the nuclear sector. He also highlighted the need to recognise the benefits of technology and innovation: “There is an understanding that things cannot just be done in the same way. Technology has changed, and is changing, faster than ever before. For example, major process systems will be manufactured and commissioned under factory conditions before transfer to site and the typical ‘stick built’ approach to concrete structures will be transformed by the incorporation of huge steel modules. The steel modules we will make at Cammell Laird need to embrace innovation and have that adaptability. In decommissioning there are many unknowns given the nature and age of the materials, some of which go back 50 years to the beginning of the industry. So the modular systems we provide have to be sophisticated and have to be flexible.”

Alongside investment, another crucial element recognised by Cammell Laird and in some ways represented by the appointment of John, is the urgent need to recruit the right talent, as well as train and provide experience for the young engineers who will drive the programmes forward.

As the end of 2014 draws near, the ship repair and refit market faces the future knowing that its clients will have to deal with a raft of upcoming legislation changes. Recent trends in green shipping will have an effect on refit strategies, as will energy management and efficiency measures. Yards need to ensure that their investments and future development plans are targeted in the right areas if they want to attract customers and stay ahead of the competition. l

Profile: SEC Groningen

Attention on

deck F

ounded during 1890 in the Netherlands, Ship’s Equipment Centre (SEC) Groningen started operation as a local supplier and through over a century in business it has grown to become a partner for shipyards, owners and design bureaus throughout the world.

Today the company supplies deck equipment in three main areas comprising winches, POOL®-anchors and mooring equipment. Increasingly SEC Groningen delivers equipment to the offshore market and since the company was last featured in Shipping and Marine magazine during August 2012, it has continued to provide market-leading solutions to clients old and new within the maritime and offshore industries.

Within the offshore sector SEC Groningen supplies an increasing number of winches in combined hydraulic versions that include an integrated power pack within the winch gearbox, which results in low installation cost and accurate operation and standard hydraulic driven winches and electric driven winches are also available. “As the market for offshore and work boats is becoming more and more important for SEC, we have heavily invested in new designs for towing winches, anchor handling winches and dredging winches,” says SEC Groningen sales director, Tom Jonker. “All these winches can be www.shippingandmarine.co.uk - 25

Profile: SEC Groningen

either electric or hydraulic driven. For the past two years, SEC has also been able to deliver the winches in an electric version where the motors are controlled through frequency convertors.

This allows the operator to operate the winch with variable speed, improving the ease of operation considerably.”

The benefits of frequency-controlled winches are that they use a smaller generator allowing for low starting current and only use energy on demand, resulting in an energy saving of around 30-50 per cent. The winches are simple to install and feature stepless control of speed and pull for smooth operation, as well as peak torque protection to prevent overloading. Furthermore the design allows for system monitoring of cable length, tension and drum speed and includes an integrated constant tension system, which works without loadpins and with low power consumption and noise.

Throughout its range, SEC Groningen winches are designed to allow ship’s crews to hoist and release ropes and cables easily, safely and efficiently. All of the company’s winches are built to meet the required standards for operation in the marsh marine environment and to encompass a long life cycle. Anchor winches are available for chain diameters up to 102mm as well as mooring winches with pulling forces up to 60 tonnes. All of the company’s winches are developed and manufactured inhouse drawing on several decades of experience and innovation, allowing SEC Groningen to deliver bespoke options specific for its clients’ needs.

Further to its comprehensive range of winches, SEC Groningen’s portfolio of POOL anchors are similarly designed to endure harsh environments and encompass large crownplates to prevent the anchors from digging in too deep. This also results in low breakout force, which greatly reduces damage

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and potential injuries. The range is comprised of four primary models: TW-anchors, a high holding power (HHP) flatfluke anchor designed for easy dig in; N-anchors, which are structurally similar to TW-anchors except that they use bended plate flukes for higher resistance against bending forces; KManchors for mono bow applications, designed in conjunction with the Royal Dutch Navy and the Technical University of Delft and used by navies across the world; and the super high holding power (SHHP) anchor, intended for use by high speed light craft due to its 50 per cent reduction in weight.

Additionally SEC Groningen continues to develop its portfolio and has added an upgraded version of the TW-anchor, the TWM-anchor, which features the addition of fluke side shirts and a re-positioned stopper plate for improved harsh environment performance. “SEC always stays in close contact with the end user. Hence, we are always well informed about their latest requirements,” Tom explains. “A good example is the latest version of our POOL-TWM anchor which, is a modified version of the successful POOL-TW anchor. By listening to our end users we were able to introduce an upgraded model that embodies their requests and requirements.”

Furthermore the company offers a targeted range of smaller anchors aimed at yachts. Yacht builders can make use of the SEC Groningen range of POOL PC-anchors for vessels from 8kg to 48kg in weight. As a standard all anchors are hot dip galvanised and are available in mirror polished stainless steel or glass beaten stainless steel.

The third component in the SEC Groningen business is its mooring equipment division. The company supplies a diverse selection of mooring equipment suitable for virtually any type of vessel. Its mooring equipment portfolio consists of chocks,

warping rollers, bollards and fairleads. Most standard models of equipment are available directly from stock and sandblasted and given a coating of shop primer. Like its range of winches and anchors, SEC Groningen is able to deliver a full range of standard and custom-designed solutions on request.

SEC Groningen also offers a comprehensive package of aftersales and support services to ensure that its customers’ receive the very best support and are able to order from the company in full confidence. These services along with its strong and growing product portfolio will help SEC Groningen maintain its market leading position for many years to come, as Tom concludes: “We feel that the offshore market is still offering a lot of opportunities and that this will continue for at least the next ten years, as many companies are anticipating an increasing demand for oil and gas. As a result we expect that we will see an ongoing growth in the building of supply vessels, anchor handling vessels and support vessels.

“For the next three to five years we will keep our focus on the offshore market. During this period we will look closely at the current designs of our equipment and look for ways to further increase standardisation of parts, which should result in further decrease of delivery times. Next to this we will look for further ways to increase the maintenance friendliness of the winches.” l

SEC Groningen

www.centralindustrygroup.com • Deck equipment and winches • Unique equipment designs • Increasing business in the offshore sector

Brevini Group Benelux

Brevini Power Transmission and Brevini Winches are parts of the globally active Brevini Group. Together, they provide a complete product and knowledge portfolio in the field of drive systems and hydraulics.

Used across a range of market sectors, its applications guarantee the seamless, powerful motion SEC Groningen was looking for.

For various projects Brevini Group Benelux has supplied SEC Groningen with gearboxes for their custom built winches and capstans, and with winches for the custom built solutions SEC is known for.

By choosing Brevini Group Benelux, SEC Groningen chooses the components and systems that are very well trusted in the offshore and dredging sector. These products ensure the perfect performance of cranes, propulsion equipment and winches, guaranteeing high production and low maintenance costs.

You will find Brevini components and systems in a diversity of market sectors: construction, agriculture, mining, transport and shipbuilding.

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Diversified design 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 - 29

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

TOR Group By securing some of the largest shipbuilding orders in Turkey since the year 2008, TOR Marine is proud to be at the forefront of modern and innovative shipbuilding in Turkey.

TOR Marine is dedicated to the turnkey production of tugs, pilot boats, offshore patrol vessels, crew boats and other kinds of specialist workboats that are designed by Macduff Ship Design to support the logistics of sectors such as port operations, oil and gas, and gffshore.

With over 100 successful turnkey deliveries, five generations ofs hipbuilding experience, and a capability to provide tailor made solutions designed for a client’s specific requirements, TOR Marine strives to be your shipbuilding partner.

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MacDuff Ship Design

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

Profile: Scheepswerf

Hoebee (The Kooiman Group)

service A complete

C

omprised of three Dutch shipyards and a further five qualified organisations that are active in the marine sector, the family owned The Kooiman Group is involved in a diverse range of services such as ship design, shipbuilding & repairs, conversions, major overhauls and ship operations. With extensive building capacity, the medium sized business focuses on developing customer requirements and turning them into a competitively priced design, as director of business development Jos Blom explains: “The group has new-building and repair shipyards in three different locations in The Netherlands, where most of its activities are concentrated.

The main facilities are Scheepswerf Gebr. Kooiman, which is situated in Zwijndrecht; meanwhile Scheepswerf Hoebee is based in Dordrecht, which is where new building, repair and complete renovations of river going and sea going vessels are carried out.

Both yards have an open connection to the Rotterdam harbor area and as such to the open sea. Further the smaller Scheepswerf van Os is located in Yerseke.”

Established more than 125 years ago, the group has developed its umbrella formation of stand-alone operating companies throughout the last century to provide superior 24/7 in-house services to its broad customer base. “With more than 125 years

experience in serving ship owners, The Kooiman Group has developed itself as a provider of services to very demanding clients and has therefore become well known in the industry for providing high quality solutions in an efficient manner. Our policy is to own modern machines that ensure the jobs are completed in a quick, accurate and high quality manner,” says Jos. “As such, we have recently completed a new slipway at Scheepswerf Hoebee and also made CNC milling machines and pipe bending machines available for our personnel.”

Due to reach its centenary year in 2015, Scheepswerf Hoebee has garnered a reputation for excellence within the Dutch shipping industry, which is due to its ease of access from the river Rhine, its in-house shipbuilding department, machine shop and a carpentry shop, making use of the electrical workshop and the design office of the group. Services at the yard include above and underwater steelwork repairs and overhauls, machinery repairs and overhauls, both inside and outside the vessel, repairs/renewal of underwater ship components; machining of components, engine room repairs and pipe system renewal, installation of new equipment, AC and mechanical ventilation works, electrical jobs and carpentry and painting works.

However, as a group that is committed to continued

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Profile: Scheepswerf

improvements to ensure customer satisfaction, the yard further enhanced its facilities with a completely new, in-house designed slipway in 2012. “The Kooiman Group has its own design office, which makes us fully capable and used to carrying out design works for new-builds and overhauls; throughout contracts we work in close co-operation with owners and convert their requirements into technical solutions,” highlights Jos. Designed by sister company Ontwerp en Adviesbureau Kooiman, the stateof-the-art slipway ensures shipping is easier and safer thanks to the cradles and supports now being hydraulically controlled. The cradles were, of course, constructed at Scheepswerf Hoebee. “The new, in-house designed slipway was built at Scheepswerf Hoebee in Dordrecht, which has the capabilities to dry dock vessels with a maximum length of 150 metres and a lifting weight of 4200 tons divided over seven lorries. With this slipway, the largest inland waterway vessels can be dry-docked, as well as smaller sea going vessels,” highlights Jos. Able to lift several vessels up to 150 metres simultaneously, the slipway also boasts extensive outfitting/repair quays with satisfactory hoisting facilities; however, despite the success of the slipway, Jos notes that a major development such as this had its challenges: “As a slipway operator with more than 125 years of experience, we knew specific requirements had to be implemented into the slipway system design. These include ensuring the slipway could dry dock the biggest of inland waterway vessels, which are currently operating in Western Europe, as well as coasters and

Hoebee (The Kooiman Group)

workboats; reducing man-hour labour during docking/undocking as well as when placing hydraulically regulated supports under a vessel and utilising the heavy table type spring loaded lorries to support the vessel over a large area, which would thus minimise the risk of damage to the hull while docking.”

Despite the vast amount of challenges the company faced throughout this investment project, the now completed slipway is a vital investment into the future of the shipyard. Proving its capabilities in May 2012, the slipway passed its first test when the Vorstenbosch of 147 metres long became the first ship to go on it and therefore cemented Scheepswerf Hoebee’s reputation as one of the most modern and largest shipyards in Europe. Discussing the benefits of this development, Jos states: “In The Netherlands a lot of very big cargo vessels from the USA and Far East trade are unloaded; a substantial part of the cargo is then distributed over Europe, using inland waterways and coastal vessels. Now not only these inland waterway vessels, but also coastal vessels up to approx. 5000 DWT can be handled by Hoebee.”

Believing in the motto ‘standstill is equivalent to decline’, The Kooiman Group is committed to continuous investment to ensure a more enhanced, faster and more economic service. Recent investments include the expansion of its construction hall in 2013, which quickly went into operation and delivered two ships in March of the same year. Furthermore, the engineering office is developing an LNG pusher, an environmentally friendly, hightechnology vessel that meets stringent IMO emissions regulations.

With customer satisfaction a primary goal for the Kooiman Group for the last 125 years, Scheepswerf Hoebee has taken on the values of its parent firm as well as the combined strength of its various subsidiaries, which has enabled it to successfully serve owners of all kinds of work boats. Able to deliver such a diverse service, the company is certain to flourish in its targeted market areas and increase the percentage of sea going vessels visiting its yard, as Jos concludes: “This vision of the company is controlled growth through meeting the needs of our demanding customer base. We will do this by providing efficient facilities and high quality services in the marine field.”

Scheepswerf Hoebee (TheKooiman Group) www.dekooimangroep.nl • Established in 1884 • New slipway is one of the largest in Europe • Part of The Kooiman Group

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Delivering

passion S

outh End Tanker management is a young and dynamic tanker company, built on a significant wealth of experience with its owner, Ebel Slobben drawing on his successful 30 year career as a shipowner. Having built up the company Unifleet Tankers, Ebel sold the business in 2002 and whilst contemplating his next steps the economic downturn set in with inevitable delays reverberating in the industry and unfinished projects across shipyards.

“We saw an opportunity to pick up a number of vessels that had become available as a result of bankruptcy and cancelled newbuild vessels. We were able to purchase two high-specification vessels from a shipyard in China. The modern design of the vessels, powered by a twin-propeller twin engine, means ecospeed - they can achieve 12 knots on 12 tonnes of fuel and a maximum speed of 14 knots. Having already made additional purchases of ships through similar cancelled arrangements, the young fleet of eight vessels was brought under the wing of our new venture in ship management which we established in 2013,” says Ebel, whose passion lays firmly in building vessels. With a small operational department consisting of nine people, the company manages the

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fleet that consists of two 4000 tonne, four 6500 tonnes and two 9000 tonnes vessels with an average age of just four years.

With the entire fleet contracted out on a time charter basis, the company benefits from a clear indication of its financial position at year-end, and ultimately is able to make well-educated, strategic investment decisions, as Ebel explains: “Throughout my career I have worked in much the same way, securing long term time charters for the vessels, and by outsourcing the management we are able to keep low overheads. Although we are a small company we have a strong financial status with modern ships and we are working hard towards improving our quality and securing approvals from the major oil companies on our ships. In this sense we are slowly going in the right direction.”

Headquarters for South End Tanker Management are located in Dordrecht, Netherlands, with its fleet operational in the North Sea and the Baltic, trading regularly with the UK, Sweden, Finland, Russia, Poland, Denmark, Holland, France, Spain, and its bigger vessels navigating as far as the eastern Mediterranean and the Black Sea. “With our present charterers we are mainly trading

Profile: South End Tanker Management

JOWA JOWA has been a trusted and reliable supplier of environmentally friendly protection equipment to the marine industry for many decades. With offices all over the world and in main ports, JOWA can offer clients the best service.

Its offices in Rotterdam are able to provide 24/7 help and support, while its service engineers can attend vessels within a short time.

South End Tanker Management is one of JOWA’s clients, which is making use of its service offerings in Rotterdam. JOWA’s 3SEP bilgewater separator and ODME2005 are installed on its vessels. JOWA’s engineers can easily maintain these units and verify or calibrate the measuring cell on board. As its central warehouse is close by, it can deliver any required spare parts directly to the ship.

With a wide range of systems in different segments, JOWA can be your reliable partner on board of your vessel.

with vegetable oil, molasses, light chemicals and wine. Despite the ongoing boycotting in Russia, the demand for wine from Spain continues to remain high,” jokes Ebel.

Operating in the waters subject to the upcoming emission restrictions, the company is looking into several options regarding environmental decisions on board its vessels, as Ebel points out: “The obvious answer for us at the moment is to switch to gas oil on our vessels at the beginning of 2015. For our biggest ships we are investigating the possibility of installing scrubbers, however, the real problem arises from the confusion of what fuels are going

to be available, and more importantly, what the cost of the fuel will be. Our vessels only operate in the restricted zones for about 25 per cent of their yearly running hours, so scrubber technology only makes business sense if the cost of gas oil is extremely high.

That decision also depends on the prices for the equipment, and often by waiting some time the cost decreases significantly and technology options become more realistic. For us, the use of LNG does not make sense as we are trading to several different ports and options of refuelling are not always possible.

“Additionally we are looking into possibilities surrounding ballast water management systems and again we are waiting for

www.shippingandmarine.co.uk - 35

Profile: South End Tanker Management

the technology to go down in price a little further. We expect to begin equipping our two largest ships with this technology next year.” The technology will further accentuate the strengths of the business that attract its client base to the service offering of quality, modern ships, with a well experienced crew, and short lines of communication, ensuring that quick decisions can be reached.

“Every captain or chief can call me or the technical staff at any time day or night and we have a very short and direct contact with our ships,” he highlights.

The strategic decision to engage its vessels on a time charter basis ensures that the organisation can function efficiently, even when the market is poor. Over the last 12 months the market has been relatively steady with was little stagnancy or ships laying spot, but August saw a downturn in which charterers and owners with similar vessels were forced to lay spot on several occasions for long periods. “The signs very recently however are that there is a lot more cargo to be shipped and things are looking positive for the future. Although we have no plans to significantly grow our fleet, we are looking at the feasibility behind the idea of selling our two smallest vessels and replacing them with bigger ships. Essentially, we don’t want to grow fast with bad quality but grow very slowly and keep good quality,” says Ebel.

Given his wealth of experience in the industry and having spent a lot of time in China over the last 12 years, Ebel has developed a broad knowledge of the conditions in the Chinese market and developed a buying power and understanding that has enabled him to make critical decisions at the right time. Sharing his insight, he explains: “There are only a small number of vessels between 4000 and 9000 tonnes that have been ordered in the last few years, with even less actually delivered. Although there are several new building contracts in force these are mostly on hold and there are still many ships halfway in production and cancelled due to late delivery. Many of these ships are in poor condition, with old fashioned and un-economical design so even completed they will only be used in lower quality local markets. Essentially this means there is a lack of modern and economical vessels operating in the market and that is one of the reasons I am rather optimistic for the near future.”

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South End Tanker Management www.se-tm.com • Ship owner and manager • Young and dynamic fleet • Preparations for ballast water technology

Profile: Fred. Olsen Cruise Lines Left: Balmoral, bottom left: Boudicca and main image Braemar

Getting

closer 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, www.shippingandmarine.co.uk - 37

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 specialist coffee bars on Jackson Nugent Vintners Limited Black Watch and Boudicca and made the Jackson Nugent Vintners Limited, the leading independent wine supplier to the UK Duty Free and travel retail market, is very proud to Library areas on board a little more exciting have enjoyed a long and successful working relationship with Fred. Olsen Cruise Lines.

The quality wine and champagne enjoyed by the passengers has been a major contributory factor in the development of the business to be in. These are innovations that we will over 15 years. It is expected that Jackson Nugent Vintners’ focus on quality and value for money will ensure the continued growth of this extend to the rest of the fleet over the coming mutually beneficial partnership. 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

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Profile: Fred. Olsen Cruise Lines

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 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’ 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

Mike Rodwell, managing director Fred. Olsen Cruise Lines

Fred. Olsen Cruise Lines

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

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Profile: Moran Towing

Corporation

A guiding

force W

ith a history dating back 154 years Moran Towing embodies first-class customer service and a rich, highly regarded maritime tradition. The company was founded in 1860 as a towing brokerage based at the busy New York harbour, before transforming itself into an owner an operator of tugboats with the purchase of a 50 per cent interest in the Ida Miller tugboat for $2700 in 1863. The company remained in the hands of the Moran family until 1994 when Paul Tregurtha and Jim Barker purchased the company and who remain the owners of the business as of 2014.

The Moran name has endured as a trusted partner in towing and marine transport throughout the company’s history and the business has continued to expand through a combination of organic growth and acquisitions. Today Moran operates from 16 ports throughout the US including nine sites along the east coast and owns a fleet comprised of 25 petroleum barges and 93 tugs. “Our two primary services are ship docking in those 16 ports, which is a large part of our business and the other major component is the transportation side, where we move dry bulk and petroleum and other liquid products on our barges,” says VP sales, Jim Murray. “The business has evolved from a company focused on towing other people’s barges to predominantly towing its own units. It has grown from a company that tows barges

out of harbours to one using articulated tug/barge units where the tug locks into the barge. We provide those services to major oil companies on long-term charters typically, or to other time charters in the dry bulk business moving fertilizer, coal, grain and so forth.”

As the company has evolved, so too has its fleet and the technology that the business has at its disposal. “We don’t prioritise either side of the business over the other and are making significant investments in both areas,” Jim explains. “We are currently building three new articulated tug units for customers and are in the middle of a building programme that started last year for 13 new tractor tugs for the ship docking part of the business. The market has changed significantly even though it is a very mature business, it started with tugboats that were less than 1000 horsepower and after World War Two the company was proud to say that its fleet included vessels up to 1000 horsepower.

Then by 1965 we had four tugs that were 3500 horsepower, which was considered an achievement and today we are building these 13 tugs that are 6000 horsepower and above. The big changes have been in the propulsion types; we started off with steam then went to diesel and then from single screw to twin screw. Now we are going onto tractor tugs, which is a significant improvement and a important change in such a mature business.”

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Several factors have contributed to the need to incorporate larger vessels in the Moran fleet, chief among them the increase in the size of ships throughout the maritime industry and the tightening regulations regarding sulphur content in ship bunker fuel. “Ships have gotten significantly bigger, which has necessitated the need for these higher horsepower tugs. It is not unusual at all for us to handle many thousand-foot ships in a single day. This is particularly the case on the container side, although tankers have grown too but they have been more stable for a number of years.

However tankers and bulk ships still require high-horsepower tugs and even car carriers are getting bigger, so everybody including pilots, ship owners and agencies all prefer these high powered, very manoeuvrable tugs,” Jim elaborates.

“The larger tugs have a higher horsepower and they do of course burn more fuel, but they are also more efficient,” he continues.

“The newer vessels that we are building are all in line with EPA requirements and are much more efficient than the older tugs

Buck Kreihs Marine Repair Buck Kreihs Marine Repair, LLC has been performing quality work for Moran Towing Corporation since 1999. During that time Buck Kreihs Marine Repair, LLC has consistently maintained a high level of efficiency, workmanship and professionalism in its services to Moran Towing Corporation.

Buck Kreihs Marine Repair, LLC has never delayed any of Moran Towing Corporation’s vessels because of repairs, due to its commitment to excellence.

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might have been. Increasingly there is a requirement for vessels to cut emissions by burning low sulphur fuel, however we burn low sulphur fuel ever day, in all of our Ports, and we are already at the lowest level of emissions that we can be with the products that we use today. It is a huge challenge throughout the industry, but because we are already doing it there is not so much of a shift for us. We are fortunate in that there is a supply of ultra low sulphur fuel in the ports from which we operate, often ship owners do not

Profile: Moran Towing

have a ready supply of that fuel at destination ports and that is causing them some problems.”

Core to the way that the company operates is the focus that Moran and its personnel place on health and safety. The company is dedicated to achieving operation with zero incidents or injuries and routinely introduces new initiatives that ensure that it achieves great results in this area. Furthermore, Moran draws on the expertise that it has gained through its operations within the safety critical LNG sector as Jim explains: “We provide ship-docking services in five different LNG terminals and in the LNG market where there is zero tolerance for any damage, injury or incident whatsoever and in the ten years that we have been offering these services we have had no incidents. We have taken the lessons, procedures and processes that we have learned in the LNG terminals and applied them throughout our entire fleet. We have

WR Systems Ltd

WR’s commercial maritime division has been honored to work with Moran Towing for several years providing equipment, repairs, regulatory and engineering support. Currently, they are providing all of the communication and navigation electronics, systems integration, bridge console design, and installation on three new construction ATBs at Patti Marine and Bay Shipbuilding. WR is looking forward to growing this working relationship with Moran Towing in the years ahead

Corporation

had the benefit of that diversified business throughout our industry, it is an ongoing process and it requires daily attention to make it work, which I think our record shows we are.”

Presently Moran is predominantly active within the US although it does operate internationally, including an operation at a LNG terminal based in Costa Azul, Mexico. Moving forward, the company will look to continue to grow and expand its footprint in new areas as Jim concludes: “We are always looking for good opportunities and we are always looking at areas that may or may not be at the operational core of the business, but we always try to stay focused on the marine environment in one shape or form. That is our comfort level and where our expertise is however we are not satisfied to stay where we are and I expect that over the next five years we will continue to grow at the rate that we have over the past 20 years.” l

Moran Towing Corporation www.morantug.com

• Marine towing and transport • Growing fleet of over 100 vessels • Tugs in the 6000 horsepower range

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Signal supplier

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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Profile: Jotron

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

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, 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.

“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.

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“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 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

Profile: Port of Milford Haven

Close community S

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 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.” www.shippingandmarine.co.uk - 47

Haven Fuels

Haven Fuels is part of Certas Energy, one of the UK’s largest independent distributors of fuel and lubricants. As a local oil supplier, we are proud to offer you an excellent, personal service from start to finish. From the team who takes your call, to the driver who delivers your oil, we will ensure your experience with Haven Fuels is hassle-free. We are proud to supply Port of Milford Haven.

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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 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

Profile: Port of Milford Haven

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: Maestro Shipmanagement

sea

Master of the

E

stablished in January 2005, the Maestro Group is a privately held organisation that is active in the bulk, ro-ro, reefer and ship management segments; it has commercial offices in Copenhagen, Denmark; Fribourg, Switzerland and Melbourne, Australia, as well as a technical office in Limassol, Cyprus. With six reefers, four ro-ros and two bulk carriers under ownership, the group made the strategic decision to expand into ship management in 2006, as managing director of Maestro Shipmanagement Ltd Tony Loizou begins: “The services provided by Maestro Shipmanagement cover the full spectrum that you would expect of any ship management service provider. We are also able to offer commercial management services through our associated group companies enabling us to cover all needs.”

“While the ship management company as it is today is fairly young, having been formed in 2006, the roots of the company and the experience of the staff goes back many years. Principally founded to provide in-house vessel management services for a fully-owned fleet, we have subsequently diversified into third party business thanks to our positive reputation in the market.”

Having concluded a two-year contract, the company has

Brooktherm Refrigeration

For many years Brooktherm Refrigeration Ltd have successfully supported and worked closely with Maestro Shipmanagement Limited on all matters relating to marine refrigeration & air conditioning.

Utilising our in house resources and expertise we supply Maestro with a wide range of spare parts and provide refrigeration engineers both within the UK and overseas to handle a variety of service requirements.

Brooktherm specialise in marine refrigeration & air conditioning and offer the marine industry a ‘One Stop Shop’ for spare parts, service and projects.

We are proud to work in partnership with Maestro Shipmanagement Limited and a number of other key players in the marine industry.

expanded its services into third party ship management and believes opportunities for growth will be a natural result of this diversification. “There is often a perception of demarcation in quality when comparing between third party management and in-house management, as though the former is somehow inferior to the latter in terms of control and information flow. We disagree and firmly believe that that an owner should have his vessels managed with the same passion and attention to detail by his third-party service provider as if he were managing them himself.

It is this tailored level of service that we strive to provide and, in our opinion, successfully achieve,” says Tony.

Although the company is expanding its services, its main operations continue to be trading in the handy-supramax segment, with bulk activities operating on a global scale and its team divided between offices in Australia and Switzerland. To ensure firstclass performance for customers, its bulk fleet consists of owned and time chartered tonnage and is available for services such as spot voyages, contracts of affreightment and time chartering.

Meanwhile, the Maestro Reefers segment of the business is renowned as one of the strongest independent firms to operate in the reefer market today and its personnel are among the most experienced in the highly specialised industry. The reefer segment of the business has a commercial office in Copenhagen, where staff take care of the chartering and operation of its fleet of six reefer vessels. Trading worldwide, the company focuses on carrying any cargo that requires sophisticated carriage control, such as fresh fruit and frozen fish. Furthermore, the ro-ro fleet within Maestro Group consists of four low consumption sister vessels; the commercial operations for this are handled at the organisation’s office in Copenhagen. www.shippingandmarine.co.uk - 51

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Profile: Maestro Shipmanagement

Aware that the core fundamentals of ship management are the same as they were a century ago, the company maintains that optimum performance and a healthy respect for the environment in which it operates is key to safely transporting cargo from A to B in a challenging maritime environment. However, other aspects of the shipping industry have changed dramatically in more recent years, as Tony discusses: “Among the aspects that have changed in the last 20 to 30 years are tighter industry regulation, increased third party scrutiny and a heightened environmental awareness to which end we then need to adapt and grow pro-actively with these changes. As an example, following the ever-growing list of rules and regulations is an unavoidable, and to some degree, full time task in itself for members of the team here. We should always consider that regulation sets minimum standards and not the highest standards – in short – we set our sights at a higher level, not the minimum level required.”

Based in Limassol, Cyprus, Maestro Shipmanagement faces these challenges head on through the resourcing of qualified and experienced shore staff who are available 24/7 to monitor technical performance, assess and control vessel maintenance requirements and to make sure the fleet’s technical operation retains its reputation for reliability.

Elaborating further on the company’s competent workforce,

Mark van Schaick Marine Services

Mark van Schaick Marine Services is a specialist in the repair of crankshafts, connecting rods, lasercladding, engine- and industrial parts such as turbine parts, engineblocks, bearings and pistons. Its skilled and enthusiastic team has an extensive work shop at hand with unique machinery. Crankshaft lathes that grind shafts up to 12 metres long and soon another in-house laserclad installation! Mark van Schaick Marine Services has a worldwide reputation with know-how and service focused on the client in the area of repair of machine parts, bringing in orders from all around the world.

Tony highlights: “You cannot discuss maintaining quality at sea without touching upon the human element – the crew on board. Without a doubt building a pool of qualified, experienced and motivated crew is not a simple task, but we in Maestro are proud to have achieved this through a solid manning policy over the years, which has been aided by a healthy cadet training programme on all vessels that are able to carry. Good working conditions and favourable employment terms have further assisted this as does the provision of a clear career path for those that wish to progress with us. Despite the relative youth of the company, I personally have many colleagues sailing in the fleet where the relationship goes back many years and to visit the vessels and hear first-hand from these ‘old hands’ how things are going is one particularly favourite task of mine.”

He continues: “You can have the cleverest people behind desks in the office but without this level of quality in your crews and a strong one-to-one relationship with on-board senior managers the level of quality is lost completely. Simply put, good crews underpin quality operations.”

Certified in accordance with Safety at Sea (SOLAS) and International Safety Management (ISM), as adopted by the International Maritime Organization (IMO), the Maestro Group as a whole views environmental and safety issues as integral to its way of conducting business; as such, it continues striving to enhance safety for staff at sea, while also focusing on environmental protection. Furthermore, existing procedures, such as the company’s computer-based training programmes, electronic charting and electronic document handling, help ensure it meets regulatory requirements and retains its crown as best in class among competitors within the industry.

Renowned for its direct and efficient approach to operations as well as its close relationship with clients, Tony further discussed how Maestro Shipmanagement has developed a reputation for managing a high quality, reliable fleet: “We have a well-known no-nonsense approach to what we do, we manage a fleet known for its reliability and quality and we provide straight answers to client’s questions – whether good news or not. These points, combined with complete transparency in all aspects of our operation, provide our clients with a high level of confidence that the services they are receiving are of the highest standard.”

Looking ahead, the company is keen to continue its growth strategy through opportunities in an industry that is now recovering from the economic crisis; a move that involves fleet expansion, with two new bulk carriers currently being constructed.

“Shipping is traditionally a cyclical industry and it could be said that the timing was right for such a carefully considered expansion,” says Tony.

“We see opportunities for business growth over the coming 12 months, thanks to our excellent team offering a second-tonone level of ship management service; opportunities will come naturally from this. It is a ‘small industry’ in terms of who knows who and positive word of mouth is by far one of the best catalysts for our growth. Meanwhile, our strategic vision can be answered simply: to continue doing what we do well and to build on that firm foundation,” he concludes. l

Maestro Shipmanagement Ltd

www.maestroshipping.com • Expanding fleet with two new bulk carriers • Successfully entered the third party ship management market

www.shippingandmarine.co.uk - 53

Total

service

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 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

Wilhelmsen Ship Management

www.wilhelmsen.com • Third party ship management • 165 vessels managed globally • Focus on steady, sustainable growth

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Administering

control F

areast Ship Management Hong Kong (FSMHK) was established in 2012 by a group of young yet experienced professionals in Hong Kong. With high quality and personalised services in ship management operations, ship owners benefit from complete management of their sailing assets in operation worldwide. The global reach of the business is achieved through branch offices in India, Dubai and Singapore, as well as associated offices spread over Asia, Africa, Europe, the Middle East and the US.

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The company evolved under a combined synergy concept from not only well trained, but importantly, like minded professionals who honed their abilities working with well reputed oil majors, owners and ship management companies. Combining the experience and expertise to offer tailor made ship management planning in terms of technical, commercial, legal and insurance, ship purchase and takeover planning, dry docking/repairs and conversion management, certifications and day-to-day operational problem solving, its services allow the ship owner to concentrate purely on cargo fixture and freight collection.

Alongside the ship management services, FSMHK also maintains close relations with a number of chartering and brokering houses for assisting ship owners with commercial fixtures and providing pre-fixture and post-fixtures as value added services.

The organisation handles a huge range of services across a wide scale of shipping related projects, which enables it to provide full flexibility to select any type of service or package of service that suits a client’s needs.

Since it was previously featured in Shipping & Marine magazine, the company has witnessed a gradual demand for its technical management services and tailor made solutions, which is thanks to its growing reputation from the positive reviews of previous clients. Discussing the strengths of Fareast Ship Management Hong Kong and its ability to attract clients, managing director of Fareast Ship Management Hong Kong Surinder Singh states: “We have daily interaction with our clients, as well as regular meetings and updates with prompt advice on trade and operations.

In addition, we work with our supply chains to provide quick

Profile: Fareast

assistance to support our services, while also understanding their operations and using it to the advantage of all parties.”

Performance monitoring of vessels is a key issue for the quality conscious firm; this is undertaken both parametrically, by email and periodic predetermined reporting forms as well as by regular visits by the technical superintendent, with safety and quality internal audits. Although cost control is not a technical activity, the very nature of ship management initiated the demand from its clients for FSMHK to control the operational cost of the vessels and to make budgets for all foreseeable normal operating costs in line with operating standards. With technical activities the source of the primary costs, FSMHK’s technical superintendents monitor the various expenditures, and when abnormal expenses are incurred or imminent, then the vessel owners are closely consulted with appropriate technical advice provided on the pros and cons of such expenses. At the same time, high standards and overall performance is maintained with budgets and variance reports monitored by owners via client log-in to systems. Proud to deliver a turnkey solution in its approach to technical management, the company also has senior surveyors and new construction superintendents to lead customers through any construction project.

Having built up strong relationships with cargo owners and brokers so it can provide a complete solution in the commercial management of vessels, FSMHK is now looking to expand into new areas, such as the offshore sector, to ensure it retains a competitive edge in the market. Furthermore, following the economic downturn, the company’s core focus in 2013 was fleet expansion, which has resulted in gas tankers entering the fleet for the first time. “We are operating VLCC, VLGC, large and small oil tankers, chemical carriers, LPG carriers, capsize and handymax bulkers as well as some offshore vessels,” confirms Surinder. “We now have more than 20 vessels in our fleet.”

Although the economic crisis is now in a state of recovery within the shipping industry, FSMHK still faces challenges from service providers due to a constant concern with regards to the performance of new owners after the market downturn and too much variation in freight rates. “These issues have led to an increase in competition and sales being affected due to less regular business,” says Surinder. In addition to this, the organisation

Ship Management Hong Kong

is also preparing for the new IMO regulations that are coming into effect January 2015. “We are working very swiftly and have been planning with owners to ensure compliance prior to the regulations coming into force; we have especially been studying the trading ports and patterns,” notes Surinder.

Despite these challenges, FSMHK is currently enjoying the attention it has generated in the market and anticipates further growth over the coming years, as Surinder concludes: “Like all companies we would like to become bigger, however our main aim is to not compromise on our service strength of offering personalised attention to each client so we can continue delivering prompt, tailor made solutions. By working as our customers’ advisor and partner, we can ensure they get the best value for money out of our services. Meanwhile, over the next 12 months we anticipate more tanker vessels entering the fleet and increased demand within our offshore fleet along with our conventional fleet of large vessels.”

FSMHK has also taken up some new building supervision projects for large and small tankers, some offshore vessels, which will be commencing from the first quarter of 2015.

Fareast Ship Management Hong Kong

www.fsmhk.com • Provider of ship management services • Operational worldwide with global offices • Crewing management and technical services

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Great

connections R

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 2014. The business is looking to address the potential of the further deepening of the port in

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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 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,

Profile: Rosslare-Europort

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 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 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, RosslareEuroport 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

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Conditioned for

success

O

perating as Finland’s oldest heating, ventilating and air conditioning (HVAC) company, the Koja Group is fast approaching the 80-year milestone for operation in both land-based and marine applications. The group was founded as a family business during 1935 in Tampere, where it currently remains and today is still privately owed by the same family and has grown to include production facilities in Jalasjärvi.

The Koja Group presently employs 300 people within four core areas comprised of buildings, marine, process fans and targeted HVAC services, enjoying a turnover of €60 million. Since the company was last featured in Shipping and Marine magazine during January 2013, the Koja Group has continued to deliver market-leading HVAC solutions to clients throughout its market divisions and achieved significant returns despite challenging market conditions. “We have four main business areas and the marine segment currently encompasses around one third of the company’s turnover,” says Koja Group CEO Matti Sippola.

“Looking back over the 18 months we have seen some big projects in the marine and service sectors, which is counter to the current market in Europe, so I think we can be quite happy about that.

“On the other hand on the building side generally, particularly in Finland, the market remains challenging, but the Koja Group is fortunate to have three other segments that are growing.”

Within the maritime market, Koja Marine can call on nearly eight decades of experience and a large product portfolio enhanced with bespoke solutions to deliver market-leading solutions to the largest and most technically challenging vessels afloat. During February 2013 work began on the first of three revolutionary cruise ships under the former code-name ‘project sunshine’ for Royal Caribbean. Today these vessels are known as Quantum class cruise ships and represent the cutting-edge of cruise ship design, presenting a prestigious if challenging undertaking for Koja

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Marine in providing seamless HVAC integration. “The Quantum class of ship has been the most interesting and technically challenging project that we have undertaken,” elaborates operations director, Esko Nousianen. “It is a huge vessel, built with the most modern technology and the ships are also designed with very challenging architecture and that means that we have to hide the air conditioning (AC) system so that it is completely invisible. So we have used the latest technology throughout the vessel, including a new automation system, which is the most sophisticated and has never been done before.”

The Quantum of the Seas, Anthem of the Seas and the Ovation of the Seas are under construction at the Meyer Werft shipyard in Papenburg, Germany and are expected for delivery between November 2014 and 2016. Prior to beginning work on Royal Caribbean’s Quantum class ships, Koja Marine was involved in delivering HVAC systems to world’s largest cruise ships, the Oasis class of vessels. The design, fabrication and installation of a full AC system on the MS Allure of the Seas, the world’s largest cruise ship, was a technical challenge that paved the way for Koja Marine

Profile: Koja Marine

to win future projects incorporating state-of-theart design.

Furthermore following its many years of operation, Koja Marine has developed a full service package that encompasses everything from research and development, to fabrication, installation and servicing, which represents a major differentiating factor for the company as Matti explains: “Our competitors tend to work with integrators, which means that they will integrate various existing pieces of equipment together, whereas we have our own solid range of air handling units and are even able to tailor-make unique solutions.

This along with our huge range of equipment is a huge advantage for us.”

Operationally speaking, Koja Marine enjoys long-lasting customer relationships with several clients operating within the cruise ship market. Koja equipment is known for its long life, small footprint and high energy efficiency, which is an increasing concern within the marine market. As such, the company has worked with Royal Caribbean for over a decade as well as several other marketleaders such as Carnival, Viking Line and Brittany Ferries. “The newest vessels like the large cruise ships are highly demanding and require an advanced and flexible solution and that is what we are able to provide,” Matti says.

Although the marine market remains challenging in Europe concerning newbuilds, the cruise ship market has continued to grow for Koja and looks set to continue to be a strong area of opportunity over the coming years. This is partly due to the recent acquisition of STX Finland by Meyer Werft, during August 2014.

Both companies have been closely involved with the construction of some of the world’s largest and most technically advanced cruise ships on behalf of Royal Caribbean and expectation throughout the marine industry is that the new partnership will lead to further construction of large cruise ships. “We are expecting the market to grow next year,” said Matti.

Looking to the future, Koja Marine is keen to take advantage of its current momentum and seeks to add new contracts and markets to its portfolio. “We all know that within the marine business that top-class cruise ships are booming and we have naturally benefitted from that,” Matti says. “However, we want to remain number one in providing HVAC systems for top-class cruise ships today and continue to be tomorrow. We are also interested

in the offshore market and have started some projects in this segment already and this will be an ongoing interest for Koja,” he concludes. l

Koja Marine

www.koja.fi • Finland’s oldest HVAC company • Technologically innovative • Bespoke solutions

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The driving

force

A

household name in the transhipment industry since 1972, Maja Stevedores has been a family business since it was established. From its headquarters in Amsterdam the organisation manages stevedoring and specialist cargo handling services, and over the years it has evolved its offering, gradually accruing experience in the handling of agribulk, mixed cargo, energy products, minerals and scrap. The company is able to stevedore some break-bulk cargoes, but with a crane lifting capacity of 12 to 40 tonnes this is only a small fraction of its work. It can handle vessels from coaster to capesize through its range of floating cranes, which have a capacity of up to 800-tonnes per hour, and operates a fleet of seven floating cranes in various ports.

In addition, Maja Stevedores handles the transhipment of compound feeds and grain for animal consumption; for this the business is GMP+ (Good Manufacturing/Managing Practice) certified, which means it can guarantee that it is meeting all statutory regulations on cargo space hygiene and the handling and storage of cargo.

No stranger to business development, Maja Stevedores has

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continued with its tradition for both organic growth and change via acquisition since it was last featured in Shipping & Marine magazine in November 2012. For example, in 2013 the company made the strategic decision to move into a new office location at Pier Azie in Amsterdam. At this location the organisation has two 30,000 mt sheds available for dry storage, as well open storage options. The terminal has a double rail connection as well as a draft of 9.6 metres for seagoing vessels. This new storage capacity will sit alongside the company’s existing floating cranes and enable it to provide customers with an enhanced service offering.

Elaborating further on the company’s recent developments, managing director of Maja Stevedores Marco Holleman states: “We have expanded our geographical footprint with operations in the Dominican Republic, where we have one of our floating cranes, Skyline, rented out on a contract we acquired from Dovemco; to deliver optimum service to our client we gave Skyline an overhaul.” The cranebarge has a length of 60

Profile: Maja Stevedores do what the customer wants,” explains Marco.

Although much of the company’s work requires a foundation of traditional skills, in recent times Maja Stevedores has increasingly been called upon to handle cargo in extreme circumstances, such as salvage and rescue projects, over the last few years. “Our last special project involved handling some oil from cranes based on the quay side for an oil terminal; it is our goal to focus on a close customer relationship throughout all projects and to deliver smart stevedoring services,” says Marco.

Although the market currently seems positive for Maja Stevedores, the company faces challenges as environmental regulations and permits become more stringent. Keen to become greener, the company is updating equipment on its cranes and keeping up to date on training personnel to ensure minimal effects to the environment during operations. Discussing plans for Maja Stevedores future, Marco concludes: “Our goal is to continue delivering smart stevedoring services and to be a green stevedore, so we will try to diminish our carbon footprint through installing solid fly wheels and using gas instead of gas oil, which will make us as clean as possible with our floating cranes.” l

Maja Stevedores

www.majastuwadoors.nl • New cargo terminal in 2013 • Servicing a new scrap terminal in Amsterdam by delivery of a new LHM 550 crane

metres, a width of 22 metres and a depth of two metres; it has a maximum weight bucket of 25 tonnes, a maximum weight lifting hook of 32 tonnes and a range of between 12 to 40 metres. The crane will mainly load panamax and capesize vessels.

In addition to this contract, the company was also awarded a new contract with a new client, ALBA Group, as Marco highlights: “A major client, ALBA Group, has recently awarded a contract to Maja Stevedoring for stevedoring services at its new scrap terminal in Amsterdam. ALBA is a provider of environmental services and recycling materials that we have been able to offer as well floating transhipment as well a tailor made solution on their quay side for handling scrap by installing a mobile harbour crane. We are happy to build a new relationship with ALBA after it built a new scrap terminal in Amsterdam; in line with this contract, we have acquired our first Liebherr mobile harbour crane, LHM 550, which will provide a maximum lifting capacity of 124 tonnes and an outreach of up to 48 metres. This crane will be lifting 300,000 to 400,000 tonnes of scrap material per year.”

In addition to its impressive lifting capacity and outreach, the crane is equipped with two winches to enable optimum efficiency in scrap handling and boasts a maximum lifting capacity of 50 tonnes during four-rope grab operations. The flexibility of the new Liebherr machine will enable Maja to successfully complete all cargo handling tasks required by ALBA. Furthermore, the new machine’s ability to operate wherever it is required will offer benefits to other clients.

Proud of its customer focused approach to business, Maja Stevedores delivers a bespoke service to its clients through listening to their demands and finding the most innovative, energy efficient and cost-effective solution. “We deliver tailormade solutions, not only through floating cranes but also cranes on the quayside; these solutions offer better value than standard stevedoring, because we also provide advice during a project and

• Custom made stevedoring • The green stevedore • Skyline overhauled to serve Dovemco in Dominican Republic

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A collaborative

approach

L

isted as the tenth largest port in Sweden, the Port of Ystad has retained its focal activities in ferry traffic since its inception, which has lead to a steady rise in passenger traffic over the years; a trend that is anticipated to continue in the future. Facilities at the port include four berths for the handling of conventional ferries carrying passengers and freight – one ro-ro, two ropax, and one one ropaxrail – and one for passengers and vehicles on high-speed craft (HSC). Meanwhile, the maximum draft at the port is 7.2 metres, meaning it is able to dock small to mid-sized ships. Its onshore facilities include terminals, marshalling areas, and storage warehouses for general cargo.

Strategically located on the Swedish south coast, where it is managed by Ystad Port Logistic, the port plays a key role in both the transport industry and the Swedish economy. With ferries calling three to eight times daily to and from the Island of Bornholm, and to/from Swinoujscie, Poland, five times daily, the busy port also has conventional vessels calling. The cargo from these conventional vessels is mainly coke, timber, grain, woodchips and pellets, however, the port does not handle this type of cargo and instead deals with the trucks and trailers only.

As Sweden’s third largest passenger ferry port (after Stockholm and Helsinborg), the largest port for ferry traffic to

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Poland and Bornholm, the recent statistics unveiled by Swedish Ports has further proven the importance of the Port of Ystad to Sweden and the Swedish transportation industry. Finalised on 7th January 2014, the statistics showed 2699 calls in Ystad harbour were carried out in the first three quarters of 2013, an increase of 11 per cent compared to the same period in 2012.

Meanwhile, freight traffic increased by as much as ten per cent during the same time frame, a welcome result considering freight traffic in a number of other Swedish reports have witnessed a decrease in demand. Playing a major role in these positive results is the Polferries expansion in February 2013, in which the company doubled its capacity through the addition of a new ferry on the Ystad-Swinoujscie route.

One of the most crucial factors in the port’s ongoing growth stems from the resilient economy of Poland, which throughout the recession remained the only EU country to avoid a downturn in its economy. With Swinoujscie one of Port of Ystad’s two core destinations, it has played an important part in generating business for the port. In addition, Ystad Port Logistic believes it is close co-operation with shipping companies via open and transparent dialogue that ensures success, as CEO of Ystad Port Logistics AB discussed at the Annual Conference Ferry Shipping in April 2014: "I am

Profile: Port of

absolutely convinced that both ports and shipping companies get the best results through a dense collaboration. We must have an open and sincere dialogue to arrive at solutions that benefits both parties. At this open dialogue, we at Ystad harbour work with our partners Færgen, Unity Line and Polferries, which has led to good results.”

With forecasts showing that traffic to and from the port of Ystad will continue to increase by nearly 100,000 goods vehicles between 2017 and 2020, the future looks positive for the port and Ystad Port Logistics. Furthermore, as the Danish government continues to work on acquiring new ferry services to the island of Bornholm, due to come into force in 2017, there is potential for a further spike in traffic between Bornholm and Ystad. However, because the law is different in Denmark and Sweden, this anticipated growth will exacerbate the already troublesome challenge of border barriers between these two countries for Ystad Port Logistic.

Keen to find a solution to this issue, Bjorn Bostrom, alongside other personnel at Ystad Port Logistics, hosted a seminar on the topic with Swedish and Danish politicians as well as stakeholders in September 2014. The seminar was well received, with Hans Wallmark, member of parliament and vice president of the Nordic Council Presidium, stressing the importance of a good working relationship. Committed to Freedom of Movement, the Port of Ystad aims to fight cross border barriers with transboundary co-operation and constructive discussions that will hopefully lead to mutually beneficial solutions for all parties involved.

Looking ahead, Ystad Port Logistics aims to strengthen the support it provides to local regions, while also expanding its services to countries on the southern and eastern side of the Baltic Sea. To do this the organisation has entered a strategic partnership with Aahus Port & Stevedoring Co, which will involve the two companies remaining separate entities while collaborating on the strategic progression of common goals such as start-ups in Skane, the development of infrastructure, logistics development in southeastern Scania and strategic marketing to boost trade in these new areas of opportunity.

Believing this partnership will benefit both customers and shareholders, the two companies’ numerous similarities will enable both Port of Ystad and Aaahus Port & Stevedoring

Ystad

Co to deliver enhanced cost-efficiency to its customers, in addition to providing environmentally friendly, highly efficient transportation and logistics management. l

Port of Ystad

www.ystad.se/port • Sweden’s largest port for ferry traffic to Poland and Bornholm • Entered a strategic partnership with Aahus Port & Stevedoring Co • Tenth largest port in Sweden

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