Shipping and Marine Issue 114 Early Edition

ISSUE 114 EARLY

The magazine for maritime management

A new

approach

For customers seeking a yachting experience slightly off the beaten track, catamarans and increasingly trimarans offer an exclusive sailing experience

the smart way

Vessel performance monitoring equipment is key to economically viable compliance with emissions regulations

the heart of the valve

The trend towards using LNG as a marine fuel means that cryogenic valves are increasingly being required in this sector

ready for anything

The deployment of ruggedized technology should be based upon the nature of the process performed

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

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ISSUE 114 EARLY

Editor’s comment ThE mAgAzInE foR mARITImE mAnAgEmEnT

A new

approach

For customers seeking a yachting experience slightly off the beaten track, catamarans and increasingly trimarans offer an exclusive sailing experience

the smart way

vessel performance monitoring equipment is key to economically viable compliance with emissions regulations

the heart of the valve

the trend towards using lng as a marine fuel means that cryogenic valves are increasingly being required in this sector

ready for anything

the deployment of ruggedized technology should be based upon the nature of the process performed

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

It’s not easy, being

green

As the new low sulphur fuel regulations continue to approach, ship owners and operators are looking for technology solutions that will help them deal with these more stringent requirements.

But with one set of improvements another set of issues arise – as Dr Steven Dye puts it in the article on page 16: ‘The unintended consequences of progress are often unavoidable.’ New generation engines may improve fuel oil consumption but a side effect is cold corrosion – his article discusses how this can be tackled.

Peter Mantel also flags up environmental concerns – this time on page 10, where he looks at measuring and recording tools and how they can

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

help address compliance issues.

Advertisement Administrator Tracy Chynoweth studio@schofieldpublishing.co.uk

– perhaps the best place to think about it is on the deck of one of

Are green issues giving you a headache? I’d love to hear your feedback Sunreef’s superyachts – see page 6 to see if you agree.

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

libbie@schofieldpublishing.co.uk

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

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6

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

6 A new approach Do catamaran and trimaran designs offer advantages over the traditional superyacht?

Sunreef founder Francis Lapp explains why he believes they are the future

8 The smart way How can vessel efficiency be calculated with the degree of accuracy required to make it more than just a best guess?

13 Turn on 2014 The Valve World 2014 Expo & Conference will offer the latest updates on technical advancements in the field of valves, valve applications and flow control technology and associated products

8

14 The heart of the valve Valves fitted on board a ship must offer high performance and longevity and be able to withstand the individual conditions of that vessel

16 From art to science Feed rate optimisation technology can help to fight the cost of cold corrosion

18 Distributed data Geographic remoteness and poor connectivity mean many organisations encounter issues when attempting to keep offshore sites or workers up-to-date with essential data

20 Ready for anything?

20

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The deployment of ruggedized technology such as tablet PCs should be based upon the level of the ‘business-critical’ nature of the process performed and how vital the technology is to the completion of that process

contents 26

profiles 23 Grieg Star 26 Koja Marine 29 Fred. Olsen Cruise Lines 33 Containerships

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35 MEC Panama 39 Institute of Marine Research 41 Sunborn Gibraltar 44 LMG Marin 46 Marine Technology 48 Jotron

48

50 Thorco Shipping 52 Maritime Protection 54 Yilport

54

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The next step E-navigation pioneer NAVTOR and maritime weather routing specialist Applied Weather Technology (AWT) have signed an agreement that will see the two companies integrating their services to offer the ultimate in route planning and decision making tools. As a result of the deal, AWT’s market leading routing and optimisation systems will now be offered on NAVTOR’s recently launched NavStation software.

NavStation operates as the world’s first ‘digital chart table,’ gathering and overlaying all the data maritime navigators require – including ENCs, digital publications, and other services like piracy updates – on a single screen for the very first time. The product is available as standalone software for standard computers and touch devices, or with an optional, OEM developed and supplied 46-inch ‘gigapad’ touch device for use on the bridge.

AWT’s Optimization Routing Service will now be offered as a ‘layer’ within NavStation, giving users around-the-clock weather routing information and analysis, with optimal planning capabilities. AWT communicates the latest data from its onshore base in highly compressed, economical formats, minimising communication costs. This gives navigators the freedom to constantly update routes, maximising safety and accurate scheduling, while keeping fuel use and emissions to a minimum.

“This heralds another significant e-navigation breakthrough,” comments Tor Svanes, NAVTOR CEO. “By integrating AWT’s software and expertise into our own products, we can further refine the service we offer to navigators to reach a new e-navigation reality. It’s an exciting development, not only for us and AWT, but also for the industry.”

Haydn Jones, CEO at AWT, agrees, “NavStation’s launch at SMM this year was a watershed moment. Like all the best innovations, it answers a real need in the market and simplifies tasks – freeing navigators from the burden of rushing around the bridge, between different consoles, software and charts to access voyage critical information. Everything is now accessible in one user-friendly interface.”

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£2.2 million refurbishment Trimline has been awarded a major contract by Red Funnel Isle of Wight Ferries to refurbish the 94-metre passenger and vehicle ferry, MV Red Osprey.

The £2.2 million refurbishment and extension to Red Osprey will see the vessel converted to match the new interior on Red Falcon with two brand new lounges added to the Promenade Deck and a complete refurbishment of the ships interior. This will include new galley equipment and appliances, electrical and air conditioning installation along with the extension of the existing lift and creation of new accessible toilets, cafes and bars.

Maritime management module Maritime organisations now have a new, efficient way to track time and attendance of crew members, capture overtime for payroll, and stay in compliance with MLC regulations pertaining to work and rest hours, thanks to the launch of Adonis Time Clock. The Time Clock module is a part of Adonis’ complete HR and Personnel solution for crew planning, administration and payroll. In addition to powerful and flexible tools for time and attendance monitoring and management, the solution facilitates seamless and reliable synchronisation of all crew and payroll related data between a company’s fleet and main offices, including time registration.

“The Adonis Time Clock was developed and refined in close association with the Crystal Cruises project team, who required specific functionality, flexibility and ease-ofuse in monitoring and administering their crew and simplifying MLC compliance,” said Adonis product director Erick Meijer. “As anyone who’s been aboard any of Crystal’s cruise ships knows, their standards are high and exacting, which is clearly reflected in the Time Clock module we developed and the enhancements we made during a close collaborative process. As a result, companies can now realise the benefits of the industry’s most flexible, robust and modern time tracking solution, and centralise all their key processes using Adonis’ complete HR and Personnel platform.”

First Canadian order FAUN Trackway USA has secured a landmark order from the Hamlet of Kugluktuk in Canada, for its Boat Ramp Kit. Geographically isolated, Kugluktuk’s municipal authority required a unique solution that would provide the safe transit of marine equipment to and from shore, as well as goods delivered by sealift. The harsh conditions of Canada’s Northwest Passage meant ramps previously used, from materials such as cement, were subject to major damage and required yearly repair or replacement. Using the Boat Ramp Kit ensures the community can deploy a stable ramp system during the spring and then remove it before the winter ice forms.

FAUN Trackway’s Boat Ramp Kit is a specially designed deployment and transportation device constructed from MLC 70 Trackway panels, laying and recovery kit, and Anchorage kit. Once unpacked and assembled, the MLC 70 panels can be rolled out into water and used again in a different location once picked up, providing both permanent and temporary solutions.

MARITIME NEWS Brand new boilers

PARAT Halvorsen AS has been awarded new boiler plant contracts for two freezer trawlers to be built at TERSAN Shipyard located in Telova, Turkey. The boiler plants are for Tersan’s new buildings No. 1060 & No. 1066 and which will be equipped with Parat combined oil fired and exhaust gas boilers, type MCS, to comply steam production for the freezer trawlers fishmeal and fish oil factory.

Both freezer trawlers are designed by Skipsteknisk in Ålesund, Norway and will be of ST-116 and ST-118 design. The intentions of the process deck layout and selected equipment for transport and handling are to obtain a system with the largest amount of automation, assisting the employees working in the processing area. This arrangement is designed to achieve very high throughput with minimum fish damage, improve employee efficiency all in a clean and safe work area.

The vessels will have the latest in emission Tier 2 certification.

The ST-116 design is to be delivered to the Russian ship owner Agricultural Processing Cooperative Fishing Collective Farm ‘ANDEG’.

The ST-118 is for the Greenland ship owner Sikuaq Trawl A/S and Christensen family.

Both trawlers are scheduled for delivery in 2016.

Share of £111m

Marine Specialised Tech Ltd (MST) is one of six UK companies that will share £111 million of new contracts to maintain its fleet of small boats. The five year contract will involve support for a fleet of 1450 boats used by the Royal Navy, Royal Marines, Army and MoD Police, including offshore raiding craft, Pontoons up to 50 metres in length, police launches and Pacific 24 Ribs and inflatables. MST will provide maintenance, upkeep, repair, chartering, defect rectification, technical support, provision of spares and replacements for the fleet.

MST’s managing director of fleet services, Alan Ashton said “This is wonderful news for MST and the Marine sector in Liverpool. The new MoD contract is recognition of our continuing commitment to excellence in every area of operation. We want every craft we maintain to perform at 100 per cent, essential in the challenging conditions in which they are engaged.”

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60 Sunreef Power

Sunreef 156 ULTIMATE

210 Power Trimaran

A new

For customers seeking a yachting experience slightly off the beaten track, catamarans and increasingly trimarans offer an exclusive sailing experience. Andrew Dann talks to Sunreef Yachts CEO and founder Mr. Francis Lapp about the design of these impressive craft and their unique appeal

approach By displaying a passion for design and listening to its clients’ feedback, Sunreef has established itself as major player in highlighting the advantages of multihull design over traditional superyachts. “Thanks to the large distance between their two hulls and proper weight distribution catamarans are much more stable than typical mono-hulls,” Lapp observes.

“They are significantly wider so that they can provide even double the living space of a mono-hull. On a catamaran of a certain size there is no need to compromise on the comfort, which boat owners, and guests are used to from their homes. It is possible to accommodate a large number of guests, dine and rest comfortably in any of the nicely arranged areas indoors or outdoors no matter whether cruising on the ocean, anchored in the bay or moored in the marina.”

In focusing exclusively on the construction of multi-hull vessels Sunreef is well placed to not only best utilise the benefits of multi-hull design, but also to understand the relationship between this niche area and the wider market. “All of the catamaran’s strong features

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made the decision to focus solely on catamarans and trimarans rather easy to make. Nowadays, multi-hulls are becoming real competitors for traditional yachts, although it will be an on-going process because a luxury catamaran is still relatively a new product on the market and clients have to get used to the concept. At Sunreef we are promoting catamarans as the superyachts of a new generation with extensive living space, great stability, and comfort of cruising as well as the finest quality and customised design for every single client. I believe we have bright future ahead of us, inspiring the owners and the industry itself,” Lapp says.

“The story of Sunreef Yachts started in 2002 in Gdansk- Poland where I decided to open the shipyard and make my dreams of catamaran manufacture come true. The company has the knowledge, experience and technical background necessary to create unique multi-hulls of the highest quality composite using the most advanced technology practiced in the yachting industry today,” Lapp continues, giving some background on the formation of Sunreef as a builder of world-class luxury catamarans and trimarans. “Thus far the shipyard has launched almost 80 super sailing and power catamarans and every year Sunreef Yachts introduces minimum two highly advanced new models to its range in terms of design and technology.” Indeed, a passion for the

superyachts yachting and cutting edge design were at the forefront of the company’s inception and remains at the core of the business today.

Mixing its innovative blend of passion and vision, Sunreef Yachts continues to introduce new designs and expand its range. Between 2010 and the present day in 2014 the company has released several landmark designs that have made an indelible mark on the superyacht world and demonstrated that catamarans are a fantastic alternative to super and mega yachts. 2010 proved to be a landmark year for Sunreef with the launch of two catamaran-superyachts exceeding 100 feet LOA, the 102 ft. Ipharra and Che at 114 ft. Later during 2011 Sunreef unveiled a new catamaran cruising model, the Sunreef 58 and two new models again followed in 2012 in the 60 Sunreef Power and Sunreef 82 Double Deck. In 2013, the shipyard introduced a new sailing superyacht model based on light displacement, performance and speed, the Sunreef 80 Carbon Line and ‘ready-to–sail’ vessel Sunreef 60 LOFT. Furthermore during the same year Sunreef also unveiled two revolutionary superyacht concepts in its 210 Power Trimaran and the modern sailing catamaran 165 Ultimate.

In 2014 Sunreef introduced its first model of powerboat-70 Sunreef Power-equipped with an integrated propulsion system (IPS), which enables ease of manoeuvring and accommodates side cruising and simple turning with the use of a single joystick. The system was delivered in collaboration with engineers from Volvo, and is very uncommon on catamarans despite being widely used on regular motoryachts. Sunreef took the decision to implement Volvo’s IPS at the specific requests of its customers and the result is a craft that encompasses greatly improved manoeuvrability and fuel efficiency.

Later in the year, during September 2014 Sunreef also announced its latest vessel, the new Sunreef 74 Sailing Catamaran. The Sunreef 74 is an advanced vessel that has been in developed with feedback from 70 Sunreef owners around the world. The result is a craft that heralds a new era in lifestyle at sea, meeting the needs of the most demanding clientele looking for a spacious, long-range vessel that can be easily handled by two people. The Sunreef 74 exudes supreme comfort and easy, high-end performance with an impressive 35 square metre saloon with a breathtaking 360° view and a flybridge navigation station from which all of the craft’s sails are handled, to name but a few of the vessel’s features.

In little over a decade Sunreef has grown from a start-up business with a single vessel design in 2003 to an industry leading boat designer and builder with a comprehensive range of catamaran and trimaran designs. “The key to the company’s spectacular success is due to a combination of several factors; activity in a niche market sector, locating the design office and production facility under one roof, availability for client meetings at all times, high quality custom finishes and innovative solutions for each client. Sunreef also has a wide range of support services that are highly appreciated by owners, such as yacht charter, yacht management and after sales service with technical support,” Lapp says.

“In 2013 we took another step forward in luxury multihull design with the completion of the superb 210ft mega power trimaran concept,” he continues. “The project was prepared upon the request of a potential client who was looking for an extraordinary multihull and appreciates Sunreef’s strong position in custom catamaran-yachts and superyachts design and construction. The 210ft power trimaran is a true design masterpiece, with unique and innovative in a world scale solutions such as the use of the three hulls for the interior space providing a remarkable equalling nearly 1000 square metres of living surface.”

As the company continues to develop the multi-hull concept Sunreef

Sunreef 74

Sunreef 80 Carbon Line LEVANTE

will look into new areas including a new special hydrofoil system. “The catamaran hull and integrated hydrofoil system are optimised to achieve unmatched performance, fuel economy and ride comfort in any seastate. The advantage of this unique, hybrid system is that it further amplifies many of the existing benefits of the catamaran hull-form by additionally reducing the running resistance of the hull, improving ride quality in rough seas due to the motion damping effect of the hydrofoil and reducing wake size as the catamaran hull is partially lifted out the water by the hydrofoils causing less disturbance to the body of water the hull is operating in. This will all result in greatly improved fuel economy, lower horsepower requirement, extended range and increased speed,” Lapp says.

“The future of the luxury yacht market is all about even more personalised projects, maximum of technology and advanced designs,” he concludes. “I think that multi-hulls highly outweigh all mono-hulls units. I am confident that, in the following years, customers will more and more appreciate the stability and functionality of catamarans and trimarans, that will provide even greater comfort on board than traditional mono-hulls.” n www.sunreef-yachts.com

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The smart

way Peter Mantel discusses how legislation governing emissions from ships is impacting ship owners, operators and charterers at a time when trading conditions are particularly challenging. He goes on to explain how the drivers that are pushing fuel efficiency to the top of the agenda could deliver expected commercial benefits if vessel performance management systems are adopted

Ship owners, operators and charterers are currently faced with unprecedented legislative and commercial pressures. The price-softening and lack of demand in the market, mainly as a result of the credit crunch post2008, has led to large numbers of vessels being laid-up in either hot or even cold mode. The steady delivery of new build vessels into an already oversupplied market, coupled with a weak global economy, has put yet more downward pressure on freight and charter rates. On top of this there is also far stricter legislation to control emissions.

The introduction of the International Maritime Organization’s (IMO) Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) guidelines were driven by a desire to reduce CO2 emissions but the greater efficiency they promote should also lead to cost savings. This particular cloud might just turn out to have a silver lining, but how can vessel efficiency be calculated with the degree of accuracy required to make it more than just a best guess?

Vessel performance monitoring equipment is key to economically viable compliance with emissions regulations. In the mid-1990’s estimates indicated that the shipping industry’s share of global CO2 emissions could increase 20-30 per cent by 2050. In response, the IMO introduced a raft of new regulations including the ship pollution rules contained in the ‘International Convention on the Prevention of Pollution from Ships’, known as MARPOL 73/78. Since October 2013, every ship visiting French shores must report its CO2 emissions for their particular voyage.

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Emission Control Areas (ECA) for the US Caribbean, including Puerto Rico and the US Virgin Islands come into force during 2014. Worldwide, it is likely that increased regulatory requirements to reduce CO2, NOx, SOx and other effluents, as well as the general environmental impact of ships, will lead to even more stringent recording and reporting requirements. Furthermore by 2015 the EEDI requires new ships to meet agreed efficiency targets.

Measuring and recording tools such as SMARTSERVICES will not only help address compliance issues, but will also help ship owners, operators and charterers to manage the restrictions on CO2, NOx and SOx production within the context of the bigger commercial picture.

The commercial reality is that ships not only need to be operated in compliance with the emissions regulations, they need to be operating as efficiently as possible, to ensure they deliver an optimum level of profitability. In truth, this equates to reducing operational costs and promoting efficiency wherever practicable.

The four major costs in ship operation are bunker, crew, fuel and dry-docking for maintenance (Moore Stephens OpCost 2013). As crew numbers are governed by best practice and legislation, key savings must be made by making fuel usage as economical as possible and timing dry docking for maintenance to when it will be most beneficial in terms of performance and reliability. Bunker fuel costs can often account for up to 60 per cent of total operating costs so the assessment of fuel consumption is fast becoming an integral part of ship owners, operators and charterers’ operational strategies and an understanding of overall fuel efficiency should soon be high on the agenda.

The key to understanding vessel efficiency is the ability to collect

emissions

smart data by accurately measuring all the different parameters relating to energy efficiency. Parameters that influence a ship’s energy consumption include its technical efficiency, its state of maintenance, prevailing weather and sea conditions and operational factors such as load and trim conditions. Using SMARTSERVICES as an example, data from existing vessel systems is collected on-board and combined with external environmental data including wind, waves and current, and further processed using the system’s unique coefficients and derived values to analyse many different performance parameters.

SMARTSERVICES automatically monitors vessel performance and visualises key indicators and trends using intuitive, interlinked on-board and on-shore applications. All parameters are measured through sensors installed during newbuild or retro-fitted during routine maintenance.

The importance of deploying an independently validated system cannot be overstated. When measuring, validating and benchmarking vessel performance there are a wide range of stakeholders within the supply chain, each with their own vested interests. It’s far too easy for a vested interest to become a conflict of interest. The most effective way of dealing with this eventuality is to ring-fence the measurement and validation process, keeping it completely separate from any other consultancy or equipment supply arrangement.

Demand for Fleet and Vessel Performance Management (FVPM) is increasing, as growing numbers of ship owners and contractors realise the benefits. The multiple pressures on the global maritime industry mean that ship owners and contractors can no longer afford to ignore the performance of their fleet. However, there is still scepticism within

certain elements of the shipping community and some ship owners, operators and charterers are still wary of the value such a monitoring system can deliver. Perhaps this is understandable having been used to an environment where chief engineers produced miracles on a regular basis, armed only with the data from dials in their engine rooms.

However, the industry is changing and there is a growing need to deliver stakeholder transparency on top of commercial and regulatory considerations. Cargo owners, charter companies, banks, investors and insurance companies are increasingly demanding evidence of environmental and operational efficiency commitments when making contract decisions. Ship owners, operators and charterers need to be able to provide independently validated performance results to satisfy their stakeholders.

Eradicating this cynicism is crucial in order to give the shipping industry a fighting chance of securing real, long term improvements in operational efficiency. This can only be achieved through independently monitoring, reporting, verifying and analysing vessel and fleet performance, providing complete performance visibility on-board and on-shore. By introducing accurate on board sensor technology, owners and operators can effectively obtain data related to the vessel’s outputs including fuel flow meters, shaft torque meter, GPS, speed log, ECDIS and emission sensors.

Arguably, the greatest value that performance monitoring tools like SMARTSERVICES can deliver becomes clear when one looks beyond the benefit to a single ship on a single voyage. Once multiple data-sets become available from multiple vessels over a period of time, the information can be used to benchmark performance and

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EMISSIONS

drive improvements across a fleet. Key indicators and trends that could lead to a positive change for future voyages can be leveraged, while single parameters that are causing a drop in efficiency can be identified and addressed. Dry-docking for maintenance and renewal of antifouling can be timed to take place just before any rapid drop-off in vessel performance, highlighted by historical and probalistic efficiency and operational data.

Looking to the future it is not unrealistic to envisage a time when all merchant vessels are equipped with a fully integrated bridge where performance parameters and emissions data is displayed alongside navigation systems and thruster controls. Voyage planning can already be checked against efficiency and emissions requirements to identify the most appropriate routing, while performance management reports can be produced automatically. Such reports can cover everything from environmental impact, hull and propeller efficiency and bunkering factors through to crew data, scheduled maintenance results, economic modelling and SEEMP/legislation.

The combination of more rigorous legislation and harder economic conditions has led to a situation where ship-owners and operators need to have easy access to the emissions and performance data for their vessels. Yes there is still scepticism, but the tide is turning. The benefits of being able to use real-time data to dynamically manage the performance of a fleet of vessels, or choose to analyse and review data over a period of time, to be able to make informed operational and maintenance decisions are hard to ignore. n Peter Mantel is managing director of BMT SMART, a subsidiary of BMT Group. BMT SMART Ltd is a leading global provider of innovative vessel performance monitoring solutions and advisory services for the international maritime industry. Its solutions support sophisticated, real-time monitoring of vessel management and handling, and in turn produce analytics and reporting on key performance indicators.

Access to management information on vessel and fleet performance is available via its simple-to-use web application.

For further information visit: www.bmtsmart.com.

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AGROMATIC and Aris going their different ways: Actuators made of metal now supplied straight from the AGROMATIC factory

T

he vendor lists of many engineers responsible for the planning, construction and sale of industrial systems contain actuators with the product designations NK, NL, N1, N2, N3, N4, N5, N6, N7, N8, NV, NEx, K, KA, V and VK. These were sold through Aris with their rating plate attached. However, these high-quality rotary, part-turn, linear, valve and gas/air ratio control actuators made of metal have been developed and manufactured for more than 40 years by the German company AGROMATIC Regelungstechnik GmbH based in Oerlinghausen.

As of July 2014 AGROMATIC Regelungstechnik supplies its products to its customers exclusively from its factory. Sales and customer service have been significantly expanded and staffed with experienced specialists, who are already providing an excellent service as has been attested by many customers including those operating in systems engineering serving the gas and oil and shipbuilding industries to mention a few.

Top priority: product care and new developments AGROMATIC Regelungstechnik produces and constantly improves its compact rotary and part-turn actuators with a torque range from 1 Nm up to 500 Nm as well as its linear actuators up to 5000 Newton and compact valve actuators up to 1000 Newton. All actuators work with absolute precision.

They are controlled either by means of a classic combination of cams and switches supported by one or two Hall effect sensors / potentiometers or by electronic control systems utilising switches without any cams. In addition to its own actuators developed in-house AGROMATIC Regelungstechnik also offers standard pneumatic actuators and valves according to customer requirements.

“To emphasise our customer service AGROMATIC Regelungstechnik has maintained a database since we were founded; this enables us to supply our customers with spare parts or replacement actuators for actuators that have been in service in their systems for decades,” says managing director Dr. Christian Lutz, explaining a substantial promise his company offers with regard to service.

AGROMATIC is currently upgrading its Ex zone actuators for protection classes I and II, which already have a track record of decades of proven reliability. All NEx series rotary and part-turn actuators supplied to date fulfil protection class 2G Ex de IIC Gb requirements, and have proven their value in systems operating in the oil and gas

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industry, refineries, oil depots, shipping and more. Ex zone actuators from AGROMATIC designed to fulfil the new regulations due to come into force in 2016 are presently in the development phase and will shortly enter series production.

High-performance production location The ability to develop and produce standard and custom designs to customer specifications is just one of the strengths of the ISO 9001:2008 certified company AGROMATIC Steuerungstechnik GmbH. A high-precision 3D measuring machine as well as a modern production plant and test laboratory equipped with a climate cabinet to carry out temperature and air humidity tests ensure all AGROMATIC actuators leave the company at the same high level of quality to provide many years of reliable service.

“Our long-lasting products have more than satisfied our customers for years; that is why they are included in invitations to tender, quite often under the name of our former sales partner Aris,” explains Dr. Lutz. “That is why the sales team still has a lot of work to do to set the record straight and ensure satisfied users of our actuators find their way direct to us – the manufacturer and supplier. It goes without saying that we are pleased to show interested customers around our production facility. We are always willing to discuss the possibility of developing and producing dedicated actuators to meet individual requirements.”

AGROMATIC employs some 30 employees in Oerlinghausen. Many of them completed their apprenticeship with the business, and as Dr. Lutz concluded: “That is one reason why we benefit from a wellbonded team and in some cases from decades of experience of the people in the company.” n

Turn on

2014 The Valve World event in Europe is the world’s leading technology event for the valve and actuator industry

Hosted by Valve World, in close co-operation with Messe Düsseldorf, the Valve World 2014 Expo & Conference is held in Düsseldorf, Germany, from 02 – 04 December 2014.

Expo The exhibition will offer the latest updates on technical advancements in the field of valves, valve applications and flow control technology and associated products. The technical and commercial staff of around 600 specialised valve companies in the process industries, oil & gas, petrochemical, chemical, power generation, onshore and offshore and many more will be on hand to discuss the features and benefits of their products. The Expo is one of the leading information and order platforms for global business for industrial valves and fittings, and is always committed to showcasing innovation as well as sustainability. Over the course of the three-day event, the organisers expect to attract more than 10,000 professional visitors.

Clearly valves and valve-related products are the main items being exhibited at Valve World Expo, however, other areas will be present, including seals and sealing materials and engineering. Visitors will be from target markets such as oil, gas and LNG, marine and offshore industry, shipbuilding and water and wastewater management.

2014’s event is seeing the Expo take over three halls – in addition to exhibition Halls 3 and 4, now Hall 5 and the adjacent North Entrance will also be opened. This decision was made by the organisers in order to address an expected rise in exhibitor numbers. Opening the second entrance will allow exhibitors and visitors to use both the South Entrance on the Rhine and the North Entrance with the underground station.

Furthermore, the End Users’ Pavilion will be located in Hall 5 for the first time. This is a Special Show where initially some 20 end users, i.e. the exhibitors’ customers, will present their corporate portfolios. The aim is to promote matchmaking between exhibitors and end users.

Congress Center Düsseldorf (accessed via the South Entrance), a large proportion of Conference events are now to be held in Hall 4: more compact, transparent and right in the middle of the action.

This move means conference content is to be embedded in the exhibition activities and conference delegates are to be brought closer to exhibitor ranges. Since the conference organiser, KCI from Kleve, expects further growth, Hall 4 is ideal to also accommodate growing attendance figures in future.

At the conference, piping and valve professionals from all around the world can update their knowledge of valve applications in a variety of industries with a clear focus on the chemical, petrochemical, power generation, oil & gas and process industries. The conference sessions will be held in English, and the combination of a content-focused, end-user driven conference and a hands-on exhibition offers a unique international platform for content and business. Topics that will be covered in the conference sessions include amongst others: fugitive emissions, control valves and instrumentation, new designs, wear & tear of valves, severe service, sealing, actuation and counterfeiting.

Successful history

Conference

The 2014 Expo and Conference is building on a firm foundation of success – the 2012 event saw all the leading companies from the valves and fittings industry present their products at the show.

Visitors found that there was intensive linkage between the exhibition, the conference and were delighted with the resulting networking opportunities. The focus was clearly on enabling meetings between manufacturers and end users at the Düsseldorf Exhibition Centre.

“The exhibitors praised the compact diversity of the products presented at the trade fair and the clear presentation in exhibition halls 3 and 4,” commented a pleased Joachim Schäfer, managing director at Messe Düsseldorf GmbH, following the 2012 event. With the extended exhibition areas and redesigned conference arrangements, the Valve World 2014 Expo & Conference looks set to be the must attend event for any business related to the valve and actuator industry. n

Also new for 2014 is the location of the Expo’s accompanying conference. While it used to be held in the rooms of the adjacent

For more information, visit: www.valveworldexpo.com

www.shippingandmarine.co.uk - 13

The

heart

of the

valve

Duncan Gaskin looks at the importance of fire safety in marine valves

Fire safe valves are essential for use on board vessels that carry or store liquefied natural gas (LNG). In recent years, with the growth of LNG as a marine fuel, it has become equally important that fire safety valves are used in these applications too.

Fire safe valves are not there to prevent a fire from starting on board a ship, but to ensure that in the event of such an incident, the valves have no components that will melt or burn and cause them to leak, which could lead to a catastrophic failure and endanger the crew and vessel. With these valves, it is essential that they are ‘firesafe by design’ which means that the materials used are individually capable of withstanding high temperatures. However, it is a worrying fact that very few cryogenic valves undergo fire simulation testing to see how they react in a fire scenario.

Safety is paramount in the marine industry and this has had a huge influence on cryogenic valve design. The trend towards environmentally friendly LNG as a marine fuel means that cryogenic valves are increasingly being required in this sector, following the International Maritime Organization establishing Emission Control Areas covering the Baltic Sea, North Sea, North America and the United States Caribbean Sea. The need for ships operating in these areas to change over to using an ECA-compliant fuel oil, such as LNG has led to many opportunities for our cryogenic valves.

Valves fitted on board a ship must offer high performance and longevity and be able to withstand the individual conditions of that vessel. Some marine applications, especially those involving LNG, put valves to the test, requiring them to withstand the extreme temperature fluctuations – down to as low as o o -196 C, right through to 80 C. The reference point here is the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) which explicitly states that ‘Material having o a melting point below 925 C should not be used for piping outside the gas tanks’. Piping also includes the valves. This means that all cryogenic valves for marine service have to include fire-safe glands and gaskets that can stand this minimum

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valves temperature. This ensures that they will not melt if exposed to fire and that they will also prevent gas leaking to atmosphere and causing a fire to escalate.

With all metal valves, it is important to ensure that should a fire break out on board a ship, the valve integrity is maintained and there is no leakage of gas through the seat of the valve which could cause a fire to escalate.

The IGC Code applies to gas carriers constructed after July 1986, with any such vessel before that time required to adhere to the Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk or the Code for Existing Ships carrying Liquefied gases in bulk. The aim of these codes is to minimise the risk to the ship, crew and environment. The IGC code and Interim IGF code are international standards of the International Maritime Organization for the shipping industry.

If an owner of a gas carrier or LNG fuelled vessel is unsure as to whether their valves are fire-safe or not, they should be fire tested at an approved test house to the following standards.

The owner should then obtain a valid firesafe certificate for the valves: BS EN ISO 10497 AND ANSI/API 607.

Designing in safety

‘‘

The marine industry more than ever needs strong regulation

to ensure the near impeccable safety record of transporting and using LNG for transport at sea is maintained where LNG is used in future applications

On board vessels, factors such as space, fire resistance/containment, actuator power, maintenance and vibration have meant that some manufacturers, such as Bestobell, have developed all-metal valves specifically for this purpose. Consideration should be given to pressure, actuation and environmental forces of the application, which could cause leakage problems if the right valve is not selected for that particular application.

Cyclic thermal stresses can cause leakage during cool down and warm up operations if the design of the valve cannot compensate for extremes of temperature. Boil-off effects of a very cold liquid hitting much warmer metal should also be minimised too, with risks of pressure spikes reduced if valves are designed with minimum material mass to ensure cryogenic operating temperatures are reached as quickly as possible.

It is not just the valve body that needs to cope with the extreme temperatures. Other parts, such as the spindle and gland packing also need special attention, which led to our design of a graphite/carbon gland packing, together with a diamond-burnished finish on the stem that prevents leakage at the top of the valve.

Valves as part of LNG fuel systems In response to the increase in the use of LNG and other new fuels, the IMO is drafting the International Code of Safety for Ships Using Gases or Other Low-Flash Point Fuels (IGF Code) to create a set of standards similar to the IGC Code, but for fuel systems. Currently there are interim guidelines that essentially follow the requirements of the IGC code, but the lack of definite rules and inexperience of LNG fuel applications has seen the adoption of sub-standard cryogenic valves for fuel systems.

The full IGF code is likely to be approved at the IMO in 2015.

A more recent development has been the publication of the OGP

Draft 118683 guidelines for bunkering of LNG to ships. The guidelines were drafted by the International Association of Oil and Gas Producers (OGP) and International Organization for Standardization (ISO), and aim to give ship operators and LNG bunker providers safety guidelines on the bunkering of LNG. They are not formal IMO regulations at this stage, but may well form the basis of more legally binding regulations in the future.

As mentioned earlier, the IGC code explicitly requires components o of valves to be able to stand a temperature of 925 C. This has been adopted in the interim IGF guidelines. However there is already evidence that cryogenic valves using PTFE or PCTFE seals, with a melting point below 400oC are being used in LNG fuel systems. This is worrying from a safety point of view, as the valves installed in a fuel system need to keep their integrity at all cost or the engine could lose its fuel source and be left drifting at sea, potentially endangering crew and cargo.

As the drive continues towards more environmentally friendly fuel sources, we see huge opportunities for our fire safe cryogenic valves on new and refurbished vessels where LNG is chosen as a marine fuel.

Without doubt, the LNG transport sector is undergoing a rapid period of growth, with significant changes in how LNG will be transported and used. Therefore the marine industry more than ever needs strong regulation to ensure the near impeccable safety record of transporting and using LNG for transport at sea is maintained where LNG is used in future applications. n Duncan Gaskin is sales director at Bestobell Valves. Based in Sheffield, England, Bestobell is at the forefront of meeting the challenges posed by the demand for new applications of cryogenic valve in marine LNG transport. The company designs and produces valves to meet specific requirements in the marine sector and has supplied cryogenic valves to a majority of the major shipyards building LNG Carriers. For further information visit: www.bestobellvalves.com.

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From art to

science

Dr Steve Dye discusses feed rate optimisation: fighting the cost of cold corrosion

In a shipping industry adapting to new eco technologies and measures, there is plenty of development to celebrate. The unintended consequences of progress, however, are often unavoidable.

New generation engines, such as Mark 8.1 or newer, improve fuel oil consumption and utilise longer piston strokes. Unfortunately this process brings water condensation on the surfaces of cylinder liners, reacting with sulphur dioxide in combustion gasses, leading to the formation of sulphuric acid, which corrodes the liner surface. The iron compounds formed are flushed into the cylinder oil, leading to excessive wear of the cylinder liner.

Over-lubricating to tackle cold corrosion To target increased acidity within the cylinder liner, increasing the feed rate of an alkaline lubricant is an obvious, but costly short-term solution.

Often four times the normal level of required lubricant is used; in an

efficiency-conscious era, minimising fuel and lube oil consumption is a high priority. Successful feed rate optimisation relies upon quantifying an acceptable reduction of cylinder lube oil injection, to achieve the optimum operating conditions.

Monitoring to optimise feed rate Laboratory analysis Laboratory testing to monitor scrapedown oils is a primary method used to inform adjustment of lubrication levels. Each of the oil majors provides a drain oil analysis programme; Exxon Mobil’s Signum Oil Analysis and Total Lubmarine’s DIAGOMAR CARE heighten savings by monitoring the engine to determine its sensitivity to particular parameters, optimise lube oil feed rate, and improve maintenance management and extension of overhaul periods.

Flame Marine’s service is perhaps the best-known independent provider of detailed diagnostics. The company estimates that overlubrication of cylinder lubricating oil in slow speed two stroke marine diesel engines can cost over $100,000 per year per ship.

There are two main challenges in adopting this approach in isolation.

Firstly, results depend upon engineers understanding how to draw and test a representative sample. Secondly, inherent delays accompany the collection of information, meaning a costly repair opportunity could be inadvertently missed.

Electronically-controlled lubricating systems These systems provide the next step in meeting demands for lower cylinder oil feed rates. The MAN Alpha Lubricator, Wärtsilä’s Pulse Lubricating System (PLS) and Hans Jensen SIP system all aim to inject cylinder oil into the cylinder at the exact position and time where effect is optimal. These systems have achieved significant savings, for example the guide feed rate for Wärtsilä RTA and RT-flex engines equipped with the Pulse Lubrication System as original equipment is 0.7 – 0.8 g/ kWh of cylinder lubricating oil when previously the average would have been 1 – 1.2 g/kWh. Electronic lubrication systems can reduce cylinder oil consumption, but as an open loop system it does not provide feedback on the impact of such reduction and, sensibly, a safety buffer is often applied. Without a reliable feedback system to accurately monitor the effect on the engine,

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MARINE LUBRICANTS changing feed rates based solely on OEM’s recommendations could increase associated wear caused by under-lubrication and seriously harm the engine. To penetrate the lubrication safety buffer, safely achieve the true optimum feed rate and realise maximum savings, offline or online tools are available to closely monitor lubrication conditions.

Offline tools The Shell Onboard Alert and Exxon Mobil Scrapedown Analyser are portable, touch screen devices, helping monitor cylinder liner wear by providing daily onboard measurement and recording of metallic iron content in scrape down oil.

Although wear rate is monitored by measuring magnetic iron particles, these devices do not monitor corrosive iron oxide particles.

To manage this, Total Base Number should be measured post fuel switching, ensuring sufficient additive content.

Online tools Constant real-time monitoring is arguably the ultimate tool for safely optimising cylinder lube oil feed rate by improving efficiency.

Parker Kittiwake’s LinerSCAN, used by companies including AP Möller-Maersk Group, Hapag Lloyd, Ernst Russ and Reederei F. Laeisz, informs feed rate reduction and helps achieve maximum penetration of the lubrication safety buffer.

Using magnetometry, LinerSCAN‘s sensors fit to each cylinder of the engine and report changes caused by abrasive wear, highlighting periods of increased physical or thermal stress. By monitoring change trends and wear particles in real time, engineers are alerted to escalating cylinder liner damage, facilitating a fast reaction time, enabling preventative maintenance during the ship’s passage to the next port, insuring against costly downtime.

LinerSCAN minimises liner wear, improves maintenance scheduling, decreases sampling and testing costs, and detects ingress of catalyst fines. With fuel testing agencies continuing to correlate declining sulphur levels, increasing levels of catalyst fines and subsequent engine damage, online testing to safeguard vessels from costly engine damage is crucial.

The LinerSCAN system is particularly useful for reducing risk of high wear in unfamiliar environments. In areas of high humidity water can enter the combustion chamber with the air from the turbo charger, disturb the oil film and lead to wear and scuffing, endangering the liner. When used in conjunction with Parker Kittiwake’s Cold Corrosion Test Kit, the shipowner will receive the most comprehensive analysis of corrosive wear in cylinder lubricants, with the Test Kit providing a measurement of non-ferrous iron compounds present in a sample almost instantly, negating the need to send samples to a laboratory for analysis and avoiding the time and cost this incurs. By having quick and simple access to this information onboard, operators can easily identify where adjustments need to be made to alter the operating conditions within the cylinder in order to minimise corrosive wear and reduce cost. The Test Kit, when used alongside ferro-magnetic analysers, will indicate the levels of both metallic and non-metallic iron compounds so that operators can isolate and address the different processes, which result in these corrosive elements being formed.

Many OEMs are now advocating the use of higher

BN lubricants in engines with a longer stroke and so it becomes more important to monitor cylinder oil to understand the effects of this change on conditions within the cylinder chamber. Scrape down oil is continually exposed to acidic combustion products that need to be neutralised before they corrode engine parts. By frequently testing residual BN of used cylinder lubricant, operators can ensure that alkaline reserve levels within the oil are sufficient to neutralise these acidic products. Parker Kittiwake recently updated the Digi TBN Test Kit that measures residual BN levels in used cylinder oil, providing an onboard figure in minutes.

This allows operators to monitor efficiency of cylinder lubricants over a long period of time, maximising potential life of the product as well as saving both the time and cost incurred with repairs resulting from corrosive damage.

Optimise not compromise Achieving the optimal feed rate solution may require a combination of traditional and state-of-the-art tools and techniques. It is certainly possible to simply adjust lubrication according to OEM instructions, but this is risky. You may only experience the effects later on when you notice the loss of more liners, and with the average insurance claim for unexpected liner loss being over $250,000, this can be an expensive realisation.

Effective feed rate optimisation is a dynamic, ongoing exercise – it is not based on a single test at a fixed point in time. To get as close to the optimum feed rate as possible without harming the engine, combining traditional methods with a reliable, real time feedback system is the safest way to make the transition from art to science. n Dr. Steve Dye is business development and marketing manager at Parker Kittiwake.

With annual sales of $13 billion in fiscal year 2013, Parker Hannifin is the world’s leading diversified manufacturer of motion and control technologies and systems, providing precision-engineered solutions for a wide variety of mobile, industrial and aerospace markets. For further information, visit: www.kittiwake.com.

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Distributed

data

Data replication ensures optimum quality of service all the way to the edge of the enterprise where connectivity is intermittent or limited, says Steve Driver

Geographic remoteness and poor connectivity mean many organisations encounter issues when attempting to keep offshore sites or workers upto-date with essential data. Although the increasing pervasiveness of broadband fixed and wireless networks has made physical proximity to the central office much less important than it was, the fact remains that connectivity varies dramatically at sea, while the internet was never intended as a backbone for business applications.

The problem of inconsistent connectivity and limited bandwidth is compounded by the trend towards ever-more distributed enterprises.

The growing number of offshore workers and remote sites has meant the centralised architectures employed by most business applications today are out of sync with the distributed enterprise.

Latency is a major source of frustration for users of remote applications. Network outages and connectivity issues aside, the fact that an application must communicate via a network during its operation introduces noticeable delays in processing and usability – even over high-speed networks. The effect becomes more pronounced as the distance between the user and the data centre increases.

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Where organisations are attempting to run applications locally at remote sites that use large database systems such as Microsoft SQL, Oracle, or IBM DB2 at head office, it can be almost impossible to achieve the level of quality of service (QoS) required to keep the local instance in sync with the central database.

This is why a fundamental change in the way business applications are architected is required by users such as marine, oil & gas operators and the armed forces – for whom access to current data is business or mission critical.

Delivering a distributed model There are several ways to improve access to applications and data. The first step is to recognise the internet’s inability to provide reliable access, and change its role in the application architecture from ‘mission-critical backbone’ to ‘occasionally needed service’. Based on this approach, there are four core technology options: N-Tier Client Server – closest to the traditional, in-house, centralised application environment, this scenario involves a central database server and deployment of robust client applications at each remote site or user location. Network connectivity is essential, with performance tied to available bandwidth and reliability hinging on network availability.

Thin Client ‘Application Access Portals’ – a remote control operation where network dependant terminals access one or more central servers. Each user has their own virtual machines running on these central servers, on which the applications are loaded and executed.

Regardless of bandwidth requirements, network connectivity is necessary to use the application. Latency may be an issue as keystroke and GUI data must be sent between the thin client and the server.

CONNECTIVITY Web Client – encompasses several different client implementations, the most common being web browser based, ‘thick client’-based applications using web services technologies, or server-deployed but locally executed. As with the previous two approaches, network and server reliability is the determining factor for application availability.

Distributed Applications & Data – involves deploying independent, replicated database instances together with a robust client application, either in a remote office or on a user’s laptop. The database needs to be synchronised at regular intervals, with frequency dependent on application and business requirement. This solution can tolerate frequent network outages and bandwidth restrictions and still allow remote users to continue working.

Breaking from the past Decentralisation, or the distributed data and applications approach, has become a major trend because when applications are deployed in this way, remote offices do not shut down when network connectivity is slow or lost, and the data centre is no longer a single point of failure and off-the-shelf computers can be employed. Rather than providing all access to the data and business logic from a central location, processing is distributed to smaller servers across the enterprise, reducing the need for expensive, multi-processor servers at the data centre.

However, centralised systems may still be needed for reporting purposes or to serve large sites. In addition, there is a potential for several disadvantages depending upon the technologies chosen to construct a decentralised or distributed solution: l Extensive application redesign – some middleware solutions require special APIs for an application to communicate with the database. l Data conflicts – some data replication solutions also require extensive administrative intervention to resolve data conflicts (because the typical unit of replication is an entire data record) l High bandwidth utilisation – most replication solutions send the full content of all transactions to each site, including all intermediate changes to the same data. The complete dataset must also be maintained at all sites. l High maintenance burden – log-based replication solutions need to be synchronised periodically. Additionally, when sites haven’t replicated for extended periods of time, the log file may fill

the server’s disk and result in downtime and an unscheduled synchronisation session.

These issues can be addressed using a variety of approaches: l Multiple programming language support – a solution that supports any programming language can eliminate the need for application changes to access or update the database. l Partitioning records by update authority – enables administrators to allow simultaneous updates when they comply with the business rules defined by the user and thus avoid false conflicts. l ‘Net change’ model – bandwidth utilisation is reduced substantially if only data that has been updated since the last replication is sent through the network. It is also possible to partition data so that only the information pertinent to a specific site is sent through the network. l ‘Live’ database access during replication sessions – means synchronisation is not required and log files do not need to be managed.

Read-write access Database replication technologies allow a rich-client interface to operate uninterrupted via a local database, even during periods of complete network unavailability. They can then allow updates to stream back and forth over the network during periods of acceptable network QoS. This distributed or decentralised model gives all workers – whether they are on a remote rig using their laptop, or at sea and using a satellite link – equal access to perfectly performing and fully functional enterprise applications.

Enabling disconnected use of fully functional applications and data is an essential requirement for any distributed approach. This does not mean providing users with read-only versions of their data. It means fully functional, read-write access to data as if they were still connected to the network without degrading application performance. This is achieved using asynchronous update-everywhere replication, as opposed to less efficient message-based or synchronous replication.

Asynchronous update-everywhere replication allows organisations to manage their disconnected remote sites and mobile workforce centrally from the office, regardless of latency or bandwidth. Moreover, it doesn’t rely on email or FTP, and it doesn’t require all sites to be available at the same time for replication to take place. Such solutions are particularly important in sectors such as marine transportation, offshore oil & gas, and manufacturing & production, but are just as applicable for any organisation needing to manage data across multiple sites, geographies, platforms, or database management systems.

Crucially, users don’t have to be connected to a network to access their data. Instead, they can obtain up to date information at any time with the same levels of QoS, performance and management costs as those in the central office – using either simple data replication or complete synchronisation. n Steve Driver works at DXSTRO, a leading developer of first-class software tools for data replication, data migration and data integration across multiple sites, geographies, platforms, or database management systems. The company’s flagship DataXtendRE (DXRE) data replication technology enables enterprises to synchronise data securely and reliably between head office, remote sites and mobile workers in locations where connectivity is intermittent or limited.

For further information visit: www.dxstro.com.

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Ready for

anything?

Sandy McCaskie takes a look at rugged technologies in shipping and marine industries Few environments are as demanding as those found in the shipping and marine sectors. Wind, waves, water and very real danger accompany almost every process. Be it onboard a ship, atop a rig or even in coastline buildings, the sector is a clear contender for the title of ‘toughest office’.

This means that any technology introduced into the industry has to withstand some incredibly harsh treatment. It is however, important to clarify that the demands of the environment are not the ONLY considerations business managers need to consider.

All too often the deployment of ruggedized technology is borne of a quick analysis of the environment where the work will be carried out. At one extreme, if you are working in a safe, plush office full of suits, then you can successfully use a consumer device. At the other extreme are the demands of an oilrig or cargo tanker where a rugged tablet such as Xplore Technology’s Bobcat is the minimum requirement. But even in such an environment, this thinking is dangerously limited – a throwback to the mindset that technology exists separately from the business it serves.

The deployment of ruggedized technology such as tablet PCs should be based upon the level of the ‘business-critical’ nature of the process performed and how vital the technology is to the completion of that process. The considerations of the environment follow on after that. An intelligent approach to rugged technology must be grounded in the task at hand, in addition to the place it has to work.

Getting business specific Of course, on a boat or rig, every process is vital. There is simply no room for extraneous activity. This alone necessitates a tablet with the ability to access and operate mission-critical business applications.

Rugged technology should have hardware and connectivity for

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enterprise performance. The engineering and design should allow for complex applications to run at a lower power output to optimise battery life. Tablet PCs rely on battery power, and in environments that don’t operate on strict business hours, battery life is critical as well as the ability to swap additional external batteries as needed.

Once a tablet PC has passed the evaluation criteria for business use, the type of challenges a tablet PC will face in a marine or shippingbased deployment must be evaluated as well.

Firstly of course there is the issue of water and dampness. The IP Code, known as Ingress Protection, classifies and rates the degree of protection provided against the intrusion of dust and water into mechanical casings and electrical enclosures. The standard aims to provide users more detailed information than vague marketing terms such as ‘waterproof.’

The second digit of the rating indicates the level of protection that the enclosure provides against ingress of water. The number ‘0’ indicates no protection at all, whereas ‘6’ means the unit has been tested against powerful water jets for at least three minutes pushing through 100 litres per minute from three metres away, and ‘8’ means the unit has been continuously submerged in water.

Obviously it is vital to ensure any tablet measures up to these standards on a ship. But it is not just about the naturally wet environment or the risk of water during the primary operation of the unit. Secondary concerns can soon make a big difference. For example, the resistance against jets of water may be necessitated by the need to clean the device.

Thorough review of every area and conditions in which the tablet will operate is critical and helps map the decision to every aspect of the workflow - the devil is in the detail. The IP ratings for example do not cover the effects of icing or coolants, or corrosion resistance. If the tablet will be operating in such environments, it pays to do the extra

RUGGED SOLUTIONS

research needed to ensure the tablet chosen is still reliable.

The MIL-STD-810G tests assess product suitability for the environmental conditions anticipated throughout its life cycle. In the case of shipping and marine, this could be with regard to the computer’s use on offshore rigs, in extremely hot or cold temperatures, dusty or chemical spill-prone areas, inclement weather, high humidity, and around heavy machinery. For longest life cycle, hardware should be MIL-STD certified for a four-foot operating drop. If the equipment is used near heavy machinery or vibrating vehicles, it is important that tablet has undergone vibration testing. MIL-STD also includes tests for temperature extremes, thermal shock, humidity, blowing rain/ wind, various drop/ shock tests, salt fog (for offshore), fungus, emissions, and more.

Usability There is then the critical concern of input. Any tablet PC and indeed, the software running on it depend on the data inputted into it. This rapidly becomes more complicated in a shipping and marine context. Most workers will be wearing gloves. The screen is going to have water drops all over it. A ‘resistive’ touch screen, which responds to pressure and not the electrical properties of a person’s fingertips, allows workers to easily manipulate the screen with gloves on or in damp or rainy areas where raindrops might distort the display.

However, no condition excuses poor quality data input - indeed, accuracy of the information is often the first line of safety. Likewise, a sunlight-readable display is a must for outdoor workers; proper screen visibility allows workers to assess written instructions and information with ease and accurately input data.

Tasks can often involve collecting data about equipment via scanners.

Some tablets are equipped with barcode, mag stripe, smart card and RFID scanners, or offer them as options. Others are able to integrate with scanning peripherals. In addition, many rugged tablet PCs come

with a GPS option, which allows for geo-verification options when performing compliance checks. Always check to ensure integrated features are robust enough and do not create a weak link in the chain.

Lastly, there is the need to account for the risk of explosions. The HazLoc Certifications for Potentially Explosive Environments are vital considerations for technology on ships and rigs.

This shopping list of requirements goes a long way to explaining the increased cost of ruggedized tablets, but that very design prevents breakdowns, increasing uptime and limiting need for repairs. In addition, rugged tablets can typically be used across a multitude of applications, depending on their internal configurations and operating systems. The ultimate aim is to realise the benefits of integrating rugged tablet PCs into operations - benefits that include improved productivity levels, data accuracy, response time, risk management, and insight into equipment performance - all contributing to reduced costs of operation in the rugged environments of the shipping and marine sectors. n Sandy McCaskie works at Xplore Technologies. Xplore Technologies Corp. has been a leading global provider of truly rugged tablets since 1998. Xplore tablets are among the most powerful and longest lasting in their class, withstand nearly any hazardous condition or environmental extreme. The company’s products are sold on a global basis, with channel partners in the United States, Canada, Europe and Asia Pacific.

For further information, visit: www.xploretech.com.

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Profiles There are thousands of ships sailing the oceans today, transporting every kind of cargo.

The global fleet is manned by over a million seafarers of virtually every nationality and the companies involved in this sector are among the most technologically sophisticated of any in the world.

The prominent and successful companies that are highlighted in the next pages of Shipping & Marine provide real world examples of how state-of-the-art technology, best practices and modern innovations are put into practice in the maritime sector.

Grieg Star Koja Marine Fred. Olsen Cruise Lines Containerships MEC Panama Institute of Marine Research Sunborn Gibraltar LMG Marin Marine Technology Jotron Thorco Shipping Maritime Protection Yilport

Profile: Grieg Star

Shining

bright

G

rieg Star is part of the privately owned Grieg Group and is a fully integrated shipping company and owner of one of the world’s largest open hatch fleets.

The highly respected company also manages a fleet of conventional dry bulk carriers as well as a financial investment portfolio. Operating worldwide, with offices in the US, Canada, Europe, Asia and South America, overall management of the organisation is governed from Bergen and Oslo in Norway.

The organisation owns Squamish Terminals, which is a deepwater, pulp and break-bulk terminal located at the north end of Howe Sound – just 32 nautical miles north of the Port of Vancouver. With an intermodal transportation infrastructure that includes access to rail, ocean and truck, two berths, three warehouses, specialised handling equipment and an experienced team, Squamish Terminals efficiently handles cargo bound for the US and around the world.

Experienced commercial employees, dealing directly with customers from initial booking and enquiries through to the conclusion of contracts, staff the global branches of Grieg Star. The scope of work that includes stowage, loading and discharging of the ships is supported by long and well-established relationships with stevedores, agents and vendors. Since 1961 the company has been part of the fast-growing worldwide trade in wood pulp and paper, which historically has accounted for most of its business. However, recognised for the quality of its

specialised fleet, many other industries have come to value the service.

Today’s flexible fleet carries a variety of cargoes such as coal, coke, sugar, salt, alumina, fertilisers and ores, providing clients with quality shipping, modern carriers in excellent condition, highly competent staff and a focus on customer’s demands on each stage of the voyage. The specialised, box shaped tonnage, is designed for carrying unitised loads such as forestry products, pipes, steel and project cargoes. These versatile, general cargo carriers also carry bulk in full and parcel sizes, and with an additional fleet of conventional bulk carriers it covers the complete transportation needs of its customers.

The company’s fleet, built to meet customers’ high quality requirements, delivers superior cargo care. The ‘open hatch’ vessels are designed with box-shaped holds, gantry cranes with rain protection, dehumidification systems and state-of-the art cargo equipment. The design enables the fast and safe loading and discharge of the cargo with minimum handling, ensuring safe stowage and minimum delays. Additionally, most of the vessels are equipped with removable tween-decks at two levels in some of the cargo holds, combining a mixture of fragile, sensitive and project cargoes, resulting in a high degree of flexibility. The rain protection on the cranes ensures vessels can work a number of cargoes in moderate precipitation maintaining cargo care and efficiency during loading and discharge. Modern www.shippingandmarine.co.uk - 23

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Profile: Grieg Star

dehumidification systems ensure that the air quality in the holds is right for the various types of goods carried, and further, the vessels’ unobstructed deck provides for excellent stowage, and a safe and damage free ocean transit.

The square holds, heavy gantry cranes and adjustable tweendecks make fast work of loading, stowing and discharging the most awkward pieces. The large flat hatch covers are ideal for oversize pieces as well as containers. Today, around 50 per cent of Grieg’s cargo is made from forest products with aluminum ingots, steel billets, copper cathodes and coils making up some of the other products moved regularly. The big holds are also very suited to the shipping of pipe, and manufacturers regularly use this service, appreciating the speed of handling as well as the damage free outturn. Although a fairly new industry, the wind energy movers have been quick to take advantage of its large, flat decks and square holds and the business is one of the leading carriers of masts, blades, hubs and nacelles.

As the latest generation L-Class vessels to be delivered to Grieg Star, they are equipped with sophisticated cranes that are capable of handling specialised project cargo; these are particularly designed for smooth cargo care and sophisticated cargo handling. Many of the vessels have cell guides, and the big gantry cranes are well suited for fast handling of containers in terminals without suitable cranes. Meanwhile, one of the latest developments for the company is the handling of diameter pipes with handling equipment, which has resulted in the elimination of human interface during cargo handling.

Committed to the future, Grieg Star’s environmental vision is to have no harmful emissions to air, sea and land. It is making solid progress in improving the energy efficiency of the fleet, however, it recognises that it will remain dependent on fossil fuel for decades to come. Developing solutions to replace fossil fuel is on top of the agenda in international shipping, and although the changing technologies are not yet known, the need for sustainable solutions is spurring innovation. The organisation aims to be part of the solution and be proactive in seeking better solutions for the industry. Through close engagement with other shipping companies in Norway, Grieg Star has developed a voluntary reporting system for CO2-emissions from vessels; the FRAM project. Through this project it looks to further develop a platform for sharing best practices on energy efficiency whilst preparing for a future CO2-reporting regime for the shipping industry. The most effective way of reducing CO2 emissions is to reduce the fleet’s total energy consumption, and the company is on track to reduce CO2-emissions by 20 per cent by the end of 2015 compared to 2006 levels. l

Grieg Star

www.griegstar.com • Fully integrated shipping company • One of the world’s largest open hatch fleets • Operational across the globe

Alfsen og Gunderson

These L-class vessels have installed Cargo Holds Dehumidifier System from Alfsen og Gunderson.

Dry cargo are particularly vulnerable to damage from moisture. For example, when shipping newsprint (paper) from cold to warm climates, cargo temperature can lag behind, and warmer humid air from the ambient can cause condensation in cargo holds, thus damaging the cargo.

The same problem can result from differences in daytime and nighttime temperatures.

Designed to control and monitor the air humidity in cargo holds, Alfsen og Gunderson Cargo Holds Dehumidifier System for these L-class vessels features a sorption dehumidifier of 12,000m3/h, a circulating air fan of 20,000m3/h, and a control/monitoring system. The dehumidifier system ensures that cargo arrives dry and undamaged.

Paper products are not the only goods that are sensitive to humidity. In fact most materials are. For example, dry cargo like cacao or other hygroscopic products require low and controlled humidity to arrive the destination port with maintained quality. Similarly, cargoes like steel products and electronic/electrical equipment are also better off in a dehumidified cargo hold.

Then corrosion attacks and other moisture damages are prevented.

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air

Caring for

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

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as Quantum class cruise ships and represent the cutting-edge of cruise ship design, presenting a prestigious if challenging undertaking for Koja 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.”

Profile: Koja Marine

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 to win future projects incorporating stateof-the-art 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.”

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Profile: Koja Marine

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

The cruise

experience 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-on-year 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, we are committed to ensuring that we engage with the public to enhance our reputation,” explains Mike. www.shippingandmarine.co.uk - 29

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

Beechdean Ice Cream Group

Beechdean provide Fred. Olsen Cruise Lines with a luxurious range of five litre tubs of ice cream and sorbets for their scooping parlours on board.

“Beechdean are very proud to supply Fred. Olsen Cruise Lines with all their ice cream requirements.

Having been supplying them for many years, we have seen the fleet grow and the standards continually improve, and it is great to be involved in such a success story,” comments Andrew Howard, managing director.

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be made. For example, in the early part of 2014, we installed specialist coffee bars on Black Watch and Boudicca and made the Library areas on board a little more exciting to be in. These are innovations that we will extend to the rest of the fleet over the coming year, along with other upgrades, such as alternative dining experiences, including an exclusive Grill restaurant, which provides a premium on-deck dining option ‘under the stars’,” Mike points out.

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

Having revamped its marketing effort, introducing more

Profile: Fred. Olsen Cruise Lines

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

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

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

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 secondhand 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: Containerships

Thinking outside the

I

box

n 1966, entrepreneur Veli Nordstrom conceptualised endto-end container transport operations between Finland and the UK, establishing the business Containerships.

“Today we operate in 21 countries, split across two business areas. The north consists of the Baltic Sea, the North Sea and the English Channel, where we sail two different freight lanes – East bound from UK, Benelux, France and Germany to Scandinavia, the Baltic and Russia with consumer product cargo including automotive products, food and vegetables. West bound trade consists of paper and forestry, steel products and semi-raw material type products, which are transported back to Europe,” explains Kari-Pekka Laaksonen, CEO. To be able to respond to a high level of demand, the business utilises nine vessels permanently on the routes.

Containerships’ southern routes across the Mediterranean Sea functions as an independent separate business unit, with between four to five vessels depending on the time of the year. Operating from Turkey it exports a large variety of containerised products to North African countries and in both trading situations, the service is provided as an end-toend solution, with about 40 per cent of its service conducted utilising transport across land. “Our sea-going vessels range between 700 and 1000 TEU vessels, specifically designed for shipping 45’ containers. We operate our own container fleet of 15,000 units, which is the core asset of our business. We

provide this container space for our customers and depending on the requirements, we either transport by sea, rail, road, or barge. The container is always the uniting factor,” points out Kari-Pekka.

The implementation of the ever-nearing sulphur emission legislation will change vessel design across the shipping industry, especially in the Baltic and North Sea region. In partnership with a ship owner Containerships has ordered stateof-the-art LNG vessels under long-term charter agreements.

“We have taken the decision to drive forward an LNG powered fleet for the future, and so far have ordered four new vessels, due to commence operation between 2016 and 2017,” says Kari-Pekka. The commitment to LNG will be run out across the rest of the fleet, as he adds: “We need to bridge the gap up to the introduction of the new LNG vessels so we have decided to handle the sulphur emission regulations by equipping vessels with scrubber technology so that exhaust emissions can be washed.”

The transition into LNG is a huge step because it not only reduces sulphur emissions but also lowers CO2 and nitrogen emissions. Although these are not yet regulated, when future restrictions come into play, the business will be positioned to conform. “As a door-to-door operator with landside operations, we aim to extend the LNG solutions across our entire operations. We have already started the piloting phase of www.shippingandmarine.co.uk - 33

Profile: Containerships

changing a portion of our existing truck fleet into LNG and dual fuel powered engines. We have one truck in Finland that is completely LNG powered and two in the UK that we have modified from diesel engines to become dual fuel engines, burning 50 per cent LNG and 50 per cent diesel.

“From our company’s point of view, the whole of our supply chain must be sustainable, both in sea activities as well as on land. Our customers recognise our high levels of service, operation with modern equipment and high frequency between our main markets of Scandinavia and Russia, the UK, and the

First on Board the Future of Ship Propulsion

After almost four years without iceclass new building orders for container feeder vessels in the Baltic and North Sea, Hamburg based ship owner Nordic Hamburg / GNS Shipping ordered from Yangzhou Guoyu Shipbuilding a series of four ultra-modern, LNG/dual-fuel driven container feeder vessels for the Baltic trade. Charter is Containerships OY, Finland.

LNG is seen as a future fuel for the marine industry. It will be the answer to the biggest challenges faced by ship owners and ship operators: Rising fuel prices and stringent environmental regulations. Containerships and Nordic Hamburg / GNS Shipping are leading the way with their first four LNG/dualfuel container ships. Latest generation dual fuel two stroke engines gas engines burning LNG but also liquid fuel as a backup as well as an innovative vessel design and state-of-the-art technology are the technical backbone of the Project.

Nordic Hamburg offers a full range of services in new-building project management, ship management and crewing. The Nordic fleet consists of modern and innovative container, dry bulk and heavy lift/MPP vessels. GNS Shipping is a joint venture between the Guoyu Group, Hong Kong and Nordic Hamburg focusing on modern economic ships in the dry bulk and container market with a fleet of currently 11 vessels in service and six vessels under construction.

Benelux countries, which allows us to implement frequent cargo flow between those areas. As a family owned company we have a passion within our organisation to serve the industry in the best way possible,” highlights Kari-Pekka.

Aimed at delivering solutions, the business has introduced some route changes that both enhance the service on land, as well as reducing sailing time. From a terminal change in Lübeck, to the addition of a second terminal in Finland, its customers benefit from an improved service to the rest of Europe. “The business climate has, for some, appeared a little dismal over the past 12 months, however, we have witnessed some growth and we feel that there is quite a big opportunity for Containerships to improve the volume across the business.

Volumes of inbound products to the UK have grown a lot, and export to Finland and Russia is something that is expected to grow within the coming 12 months.

“By extending our service and consolidating our position in the Baltic and North Sea region, we believe that the end-to-end and multiple services in the short sea business is something that will be expanding, and there is still a lot of cargo moving from the conventional transporting modes into the more containerised and unitised cargo. This is a tendency that has been picking up pace over a number of years and signs suggest this will continue. We also see the need to concentrate on some of the eastern European destinations as the need for the services and especially for the consumer product flows becomes more demanding. By switching to LNG, we have made a very important decision that places us in the market for a long time to come and we intend to work on developing that position over the coming years,” concludes Kari-Pekka. l

Containerships

www.containershipsgroup.com • Full service logistics service • Transition into LNG • Operating in 21 countries

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Profile: MEC Panama

The whole nine

yards O

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

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

Based in the advantageous position of the Pacific Entrance of the Panama Canal, the 16,301 metre square Veracruz facility is located within 15 minutes of the Balboa Port Terminal and www.shippingandmarine.co.uk - 35

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Profile: MEC Panama

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

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

“For the shipyard itself, some of our main clients include Chakos Marine Management in Greece, which has already sent 12 vessels to dry dock; we also have PMM from Mexico and Columbus Shipping from Greece, who have both sent two ships in the last month. We benefit from our location, right here on the entrance of the Canal, because we are perfectly placed to service the 30,000 transits that pass in front of us, which is something very few shipyards can say. Another strength that gives MEC Panama a competitive edge is the fact that, as part of the MEC Shipyard Group, we are a complete service provider that operates as a onestop-shop. For example, we can provide customers with cleaning services from our diving company, which offers faster and more cost effective results than providing this service in a shipyard,” highlights Jose.

“We also offer ship chandlering services, which has

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

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

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

The MEC shipyard, formerly Braswell Shipyard, is the largest on the Pacific coast from San Diego to Chile, and was reopened after the end of the drydock concession in 2011. Awarded the 20-year concession in July 2012, MEC Panama first entered the facility in January 2013 has since spent more than £10 million on equipment and the modernisation of the abandoned facility. So far this has included such investments as three tower cranes of 18 tonnes capacity and one 30-tonne RTG. “Some of the work carried out was highly critical for the functionality of the yard, for example it was necessary for the pumps in the dry docks to be renewed.

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

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

MEC Panama

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

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Profile: Institute of Marine Research

Go W

fish

ith a history dating back to the initiation of Norwegian Fisheries Investigation in 1900, the Institute of Marine Research (IMR) has officially contributed to the scientific development of sustainable fisheries as well as the understanding of ecosystems and aquaculture since its inception 114 years ago. The organisation’s core goal is to ensure the sustainable harvesting of Norway’s marine resources through research based management advice to the Norwegian Government.

“Despite IMR as an institute being 114 years old, the main activity has always been fisheries; however, in the 1970s the organisation diversified its services and also became focused on aquaculture. One of our main tasks is acting as the scientific advisor to the government when it comes to establishing the quota of various fish stocks, and we are proud to say that we have been instrumental in developing the aquaculture industry in Norway for around 40 years,” begins director of IMR’s research vessel department, Per Nieuwejaar. “Today our main task is the protection and management of the marine resources; we also research climate change and the interaction between climate change and living resources in the oceans. This could include looking at acidity indications in oceans and temperature changes, as well as any other issues that could affect marine biological production. Additionally, we also have a role in issues that negatively impact the living environment, from the oil and gas industry and mining to any other industrial activities that have an averse affect on marine life.”

Headquartered in Bergen, with a department in Tromso, research stations in Matre Austevoll and Floedevigen and four wholly owned research vessels in operation, IMR today is the largest centre of its kind in Norway and among the top four centres for marine science in the world. Focused on its main task of providing advice to Norwegian authorities on the aquaculture, fish stocks and ecosystems within the Barents Sea, the Norwegian Sea, the Norwegian coastal zone and the North Sea, the government funded institute benefits from having approximately 50 per cent of its activities financed by the Ministry of Trade, Industry and Fisheries.

“Our main activity is in Norwwegian waters, all the way from the border of Sweden in the south east to the border of Russia in the north east, around Svalbard and Jan Mayen and in the economical zones of our neighbouring countries. We are currently involved in two notable projects in these areas; the first is known as CRISP (the Centre for Research-based Innovation in Sustainable fishing and Pre-processing technology), which is a huge technology development project between the industry and the academia to find new tools and methodologies for sustainable fisheries. The second is Mareano, which is a project between IMR and the Geological Survey of Norway and the Norwegian Hydrographic Service (NHS) to conduct base-line mapping of bottom habitats in Norwegian waters. NHS is making a 3D model of the bottom contour, while the Geological Survey of Norway maps the bottom areas and IMR takes care of the living species on the ocean floor. This is a huge project that means if we open up this area

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Profile: Institute of Marine Research

to the oil and gas market for exploration we will know what the environment looked like before operations begin and as such can show the adverse impact of mining or oil and gas activities.”

He continues: “Additionally, we also have a ship operating in Africa and Asia, which has been used for foreign aid work for approximately 40 years now. We are now building the third vessel in a row, the Dr Fridtjof Nansen, which is fully owned and funded by the Ministry of Foreign Affairs, to ensure we can continue to support bilateral science programmes between Norway and and co-operating countries in Africa and Asia.”

Because Norway is the only country with territorial claims in both the Arctic and Antarctic, IMR also has huge economical interest in these locations, particularly with regards to Antarctica becoming an integral area for krill fisheries. “Norway is one of the countries to have a large number of activities in commercial krill fishing, and in order to maintain your claim or interest in these areas you must show a presence and scientific activity,” says Per. Aware of this fact, the krill fishing industry has worked with IMR on the annual krill monitoring and research surveys in the southern ocean since 2011. “We have developed a range of tools and improved methodologies to ensure good estimates on the volume of krill and predators, as well as their reproduction rate and other relevant issues. Unfortunately our work is currently more focused on methodology and tools than actual cruises, but with a new polar vessel due to be delivered in 2017 we anticipate more cruising opportunities in Antarctica in the future,” he adds.

With four ocean going vessels and two coastal vessels currently under stewardship, the institute is further enhancing its services by having two state-of-the-art vessels constructed, as Per discusses: “The new Dr Fridtjof Nansen is being built in Spain, while the new polar vessel is being constructed in Italy. You could say our vessel G.O. Sars is the reference for these two new-builds as it represents a new generation of marine research vessels and can carry out a wide variety of research work and marine trials such as pelagic and bottom trawling, hydro-acoustic research work, water sampling, stock assessment, oceanography, seismic, seafloor coring, sub-bottom profiling, bottom contour mapping. All of these activities will be possible on the polar vessel, and to a lesser

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extent on the new Nansen. We try to be as multifunctional as possible so the same ship can be reconfigured on different cruises for different tasks; this is something that Norway takes to the extreme because vessels can then be utilised as much as possible and thus deliver optimum utilisation.”

Knowing vessels have a fixed cost whether they are in operation or based at a port, IMR has become involved in several communities that share knowledge and utilise infrastructure in the best possible way. “One of our major strengths is the fact that we have a huge fleet and a huge land based infrastructure with research stations around the coast. However, these advantages are also an Achilles heel for IMR because there are a lot of people working for us and a continuously ongoing process of modifying and upgrading infrastructure requires a steady flow of projects that generates the necessary income. To find a solution to this challenge we have developed a network within the research vessel community; we meet once a year and communicate regularly to find ways to improve the sharing of information and infrastructure.”

Although activities are anticipated to remain more or less the same over the coming years, Per is looking forward to the arrival of the polar vessel in 2017, which will enable the Norwegian marine science community to expand its research activities even further.

“The polar vessel will be a major game changer for Norway in 2017 and onwards; we will have new tools and capabilities for ice edge activities and under ice exploration, which today is a highly undeveloped area,” he concludes. l

Institute of Marine Research

www.imr.no/om_havforskningsinstituttet/en • Norway’s largest centre of marine science • Provide advice and data to authorities about aquaculture and ecosystems

• Two vessels currently being constructed

Profile: Sunborn Gibraltar

Room with a

view

E

xuding five-star elegance, the €150 million floating hotel Sunborn Gibraltar has stood proudly in Gibraltar’s Ocean Village Marina since it was opened in March 2014. Created by Sunborn, a privately owned pioneer in innovative property development, Sunborn Gibraltar is one of two floating hotels to recently be developed, built and operated by the highly experienced organisation; the latter being Sunborn London, which opened in June 2014.

At 142 metres in length and seven storeys high, Sunborn Gibraltar was purpose built at Sunborn’s international shipbuilding operation in Malaysia; established in 2007 under the name Sunborn Marine, this development enabled the company to build floating hotels of optimum quality through the utilisation of state-of-the-art marine technology.

Sunborn Gibraltar meets virtually all classifications of a seafaring vessel; not only ground-breaking in being a floating hotel, Sunborn Gibraltar is also the first five-star hotel in the Ocean Village Marina. Secured by six hydraulic arms, which ensure no more than a tilt of one degrees each way, the yacht hotel is fully secured. Furthermore, it has a captain and first mate on-

board, despite a lack of fuel tank, and is particularly desirable in environmentally sensitive areas, or locations of heritage status, because no permanent footprint is created.

Providing customers with incredible views of the iconic 1400 foot ‘Rock’, the yacht hotel is a vital addition to Gibraltar’s hospitality offering as it meets an increasing demand for worldclass hotel and convention facilities in the region’s flourishing economic environment. Moreover, because of the lack of space within Gibraltar, Sunborn has found a unique solution to this issue by placing the hotel on sea instead of land.

As a yacht hotel, Sunborn Gibraltar provides guests with a unique opportunity to enjoy the privacy and exclusivity of an ocean-going superyacht alongside the comfort and quality that is expected from a five-star hotel. Permanently moored in the marina, Sunborn Gibraltar boasts 189 guest rooms and suites, all designed and furnished to five star quality; these include six penthouse suites, which offer spectacular views of the sea and the evening sunset, 18 suites, four executive rooms and 167 superior, deluxe, king or twin rooms. Approximately 90 per cent of these have private outdoor terraces and balconies, as well as full-height www.shippingandmarine.co.uk - 41

Profile: Sunborn Gibraltar wall-to-wall glazing, to ensure guests can enjoy panoramic views of the Mediterranean. Indeed, the accommodation goes above and beyond to deliver luxurious furnishings, elegant bathrooms and private balconies/terraces that provide views of either the marina, rock or sea.

Sunborn Gibraltar offers a variety of rooms available for its guests, depending on their budget or reason for staying; the first of which is the 35 square metres to 42 square metres superyacht executive rooms, which feature a spacious living area, king-sized sofa bed, white marble bathroom, with separate bath and power shower, and large feature windows. Also available to customers is the 25 square metre to 29 square metre superyacht kingsize rooms, which offers excellent features such as a marble bathroom, power shower, floor-to-floor sliding doors and Juliet balcony; the 30 square metre superyacht deluxe room, with a king size bed, power shower, marble bathroom and Juliet balcony; superyacht superior rooms, with 30 square metres of elegant accommodation, a king-sized bed, marble bathroom with power shower, sliding doors and a full balcony. There is also the 27 square metre to 32 square metre superyacht twin rooms, which provide comfortable twin accommodation, marina views, well-designed bathrooms with power shower and good storage areas.

Meanwhile, for guests wanting to up the ante on luxury, Sunborn Gibraltar offers an unforgettable stay in its suites and apartments; the most opulent option being its penthouse suites.

Featuring 50-74 square metres of impeccably designed interior living space, the penthouse suites boast elegant white marble bathrooms, large private sundeck with superior sea views, a deluxe king sized bed and a sophisticated room control system, which

can adjust temperature, lighting and multimedia with one touch.

Furthermore, the suites can be booked with a separate twin bed connecting room for families.

The provision of five star luxury extends further than the bedroom, with Sunborn Gibraltar putting a great deal of care into designing exceptionally designed spaces for customers to enjoy high quality food and impeccable service, all behind a backdrop of Mediterranean views. The Sky Restaurant, named after its retractable roof, provides guests with an intimate, world-class gastronomic experience under the stars. As expected, skilled international chefs are on board to deliver high quality, season relevant signature dishes.

Meanwhile, the all day pool bar, Sky Bar, offers a relaxed environment for guests wanting to enjoy tapas, snacks and a cocktail in the sun. Able to hold a capacity of 400, the Sky Restaurant and Bar are available for events, weddings and private parties. In addition to Sky Bar, the hotel has two other bars available to guests; the top-deck Aqua Bar and the glamorous third-floor cocktail bar and lounge, Sapphire Bar, which comes complete with an extensive menu of champagnes, cocktails, fine wines and spirits.

For those looking to treat themselves to a tranquil escape in a first-class private sanctuary, Sunborn Gibraltar has expert therapists to provide skin-specific treatments and a sense of wellness at its Infinity Spa. Specialising in anti-ageing, purifying and relaxing facial treatments, alongside soothing massages, wraps and day-long spa rituals, the spa is a perfect addition to a romantic holiday for couples.

Meanwhile, for those wanting to keep fit, Sunborn Gibraltar boasts a fully equipped fitness room, complete with qualified gym

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instructors; moreover, guests can get involved in an exercise class or yoga session.

As the majority of visitors to Gibraltar tend to be travelling on business, Sunborn Gibraltar has provided ample space for conferences and events to take place within it. For example, the 430 square metre Aurora Ballroom has a capacity of 400, while the adjacent Atlas Rooms offer an additional 246 square metres of flexible conference space, which brings the maximum capacity of all conference facilities on deck two to 600. However, the grand ballroom is not only suitable for corporate events, and, much like the cocktail bar, restaurant and pool area, can be transformed to customer requirements. Weddings in particular are a speciality for Sunborn, as it provides a wedding planner to help tailor the customer’s special occasion on board the luxurious venue.

Mainly attracting businessmen on day trips, Gibraltar is keen to extend its customer base through promoting itself as a destination for weekend trips, business conferences and holiday destinations.

Through providing five-star quality bedrooms, a diverse range of activities, experiences and dining options, as well as game-changing accommodation, Sunborn Gibraltar is certain to increase tourism in the area as new visitors arrive for the optimum holiday experience.

Meanwhile, the innovative Sunborn will continue its success story with several further yacht hotel developments, such as Sunborn Barcelona, a 140 metre yacht hotel that will be based in the Port Forum Marina, plus other developments in North America, the Middle East, Russia, and Asia. l

Sunborn Gibraltar

sunborn.com/sunborn-gibraltar/ • 150 million euro five star yacht hotel • Opened in March 2014 • Permanently moored in Gibraltar’s idyllic marina

www.shippingandmarine.co.uk - 43

I

Drawn out

n 1943 three naval architects, namely Mr. Lund, Mr. Mohr, and Mr. Giæver-Enger established LMG Marin, heading the company through its first decades, and founding a legacy of reliability, experience and innovation.

The business has contributed to the development of the modern maritime and offshore industries in Norway, and is now recognised as one of Europe’s leading independent naval architect and maritime engineering companies. The scope of services to the maritime and offshore industries covers both naval architecture and marine technology disciplines.

With references from more than 1000 ships built at shipyards worldwide, LMG Marin has throughout the years developed strong ties to industries with a global coverage. Calling upon its well-experienced workforce, the company is able to confidently tackle most tasks in offshore engineering, utilising the most modern tooling for the building and operation of reliable and economically attractive ships and floaters. The design portfolio consists of reefers, oil, product and chemical tankers, RoPax and RoRo ships, general cargo ships, passenger ships and ferries, LNG powered ships as well as special duty ships.

The business is one of the few independent naval architect companies of the world that offers purpose designed naval ships for particular duties, such as landing craft, high speed craft – surface effect ships (SES) for special duties capable of speeds up to 60 knots, mine countermeasure vessels, coastal ranger commando, coast guard ice breaker vessels and logistic support vessels. The track record of its design and engineering experience is extensive, with a specialisation in ferries and other types of passenger vessels. During the last few years the business

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has also become a world leader in the design of LNG powered ships, with several advanced and environmentally friendly ships both delivered and under construction.

Having designed a number of separately classified vessels including the Bergensfjord and Moldefjord class double ended ferries, the Vestfjorden class ocean going Ropax type ferry and the Tresfjord, an LNG converted diesel vessel, the industry is well aware of the company’s capabilities. In 2010 the Moldefjord LNG ferries were awarded the prestigious international Green Ship of the Year prize. Highlighting the importance of green technology for the future, LMG Marin offers reliable and highly advanced ship design for a range of ship types, with low fuel consumption based on state-of-theart design principles. With references from design of 14 LNG powered ships, either already delivered or under construction, the company has become a leader in the design of fuel-efficient ships with a minimum discharge of green house gases.

Through active participation in the development of a novel generation of LNG terminals, a technology called GraviFloat has been designed that allows the LNG terminal to be fully built and completed at a shipyard and installed in shallow waters to facilitate direct ship loading of LNG. The GraviFloat terminal is very cost competitive compared to both FSRUs and land terminals, and can be designed for both liquefaction and receiving terminal duties.

From conceptual design to full engineering packages LMG produces solutions for new-builds and conversions, offering project management, inspection and surveyor services, HSE and risk management combined with the latest technology

Profile: LMG Marin and R&D services. The business is also spearheading the industry through independent designs of drill ships, and offers its services to shipyards and clients across the globe. The experience in design combines the many years of experience with the deep-water drill ship Navis Explorer 1, and recent drill ships currently under construction at reputable shipyards. The needs of the client are always at the forefront of consideration complementing the most recent requirements for offshore drilling operations.

Drill ship design combines the drilling operability of semisubmersible drilling units with the many advantages of a ship hull. It is offered for any environment, for both shallow and deep-water operations, from benign African waters to the hostile North Sea, and even for year round operations in Arctic conditions.

With design and engineering services for FSO, FPSO and FPSO/D type vessels, both new build and conversions, complete solutions are also available for vessels combining drilling and production. Its designs meet the requirements for worldwide operation, and are able to undertake services in offshore and subsea construction work, consisting of projects that include accommodation, well intervention and diving. Vessels are developed in close co-operation with the owner and the

construction yard, ensuring that operational requirements are met, and cost effective solutions achieved.

Professional, customer friendly and open-minded project teams work with consistency on both large and small projects for shipowners, yards, oil companies and a range of other clients. With a department specialising in analytical services, LMG Marin is able to provide ship evaluation, feasibility studies and vessel optimisation, complementing the project services of concept development, specification, standard and special design and conversions in a scope that extends from project inception to detailed design and draughting. Continual recognition of its innovation, combined with favourable market conditions ensure that the business holds a comfortable position as it looks towards the future. l

LMG Marin

www.lmgmarin.no • Leader in ship design and technology • Innovative and experienced • Huge portfolio of designs

CTO

CTO and LMG have co-operated since 2007. The first project included significant optimisation parts and a broad range of model tests. Both computational and experimental methods were used. It was visible right from the start that LMG considers hydrodynamic optimisation of their vessels as a priority. Therefore results obtained at different stages of the project were discussed in depth and our suggestions were usually implemented. Numerous double-ended ferry projects strengthened our relations which were recently enriched by new challenges in the off-shore market. We not only benefit from co-operation but also enjoy working together.

www.shippingandmarine.co.uk - 45

Locator

beacon M

arine Technologies LLC was established in 2002 with the goal of developing a better dynamic positioning (DP) system. Dedicated to providing superior vessel control solutions to the international offshore and commercial shipping industries, within just 16 months it had successfully equipped its first vessel with a positioning system that was awarded a DP-2 classification by the American Bureau of Shipping (ABS).

Building on the initial success, the company has continued to work hard to become a one-stop resource for shipping and offshore industries, headquartered in the US with offices in Norway, Singapore and Brazil. Offering numerous vessel control systems and related services, its products include DP systems, integrated bridge systems and advanced VSAT communications. Marine Technologies produces and delivers type-approved DP systems of all IMO classes, as well as less complex DP and joystick solutions. It has also developed a more sophisticated system, the Bridge Mate Integrated Bridge System (IBS) that holds DNV type approval of NAUT-AW, the most comprehensive bridge class notation in the industry today.

The IBS concept is based on segregated architecture comprising a dual redundant network, flexible console and monitor solutions, and extremely durable marine-approved computers without fans or hard disks. The Bridge Mate IBS is designed to optimise the human-machine interface, taking into account that different information is required depending

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on the type of operation at hand. All applications, including ARPA radar, ECDIS, conning, ICAS, cameras, sensor control and monitoring are readily available on any multi-function workstation (MFW), giving the operator unique redundancy and flexibility. As an option, the business offers secure satellite communication solutions for remote diagnostics and monitoring of IBS functions, enhancing operations and enabling more costefficient system maintenance.

While Marine Technologies has targeted the offshore market, the Bridge Mate IBS is adaptable to the requirements of all sea-going ship types. It is designed to meet all International Maritime Organization (IMO) and classification society requirements, all the way up to one-man bridge operation. The organisation’s initial objective was to develop a superior DP system in compliance with the IMO guidelines for a DP-2 class system. Since equipping the M/V Amber, a 280 ft OSV owned

by Edison Chouest Offshore, with its first DP-2 system, Marine Technologies has delivered more than three hundred DP systems worldwide, the majority being DP class 2.

The product range is completed by the C-Comm, a telephone and satellite communication solution that partners with VSAT and antenna providers, along with Intelsat, the world’s largest satellite communications operator to offer customers seamless global coverage at affordable prices. The overall goal for Marine Technologies is to support market demand with cost-effective DP systems that provide extra value based on

Profile: Marine Technologies

added safety through functional design and software, reduced installation cost and commissioning time, reduced service cost and improved spare parts availability, and remote operation and service assistance to fleet management.

C-Comm is an end-to-end communications solution with a complete range of VSAT technologies, both above and below deck, global C and Ku band coverage through the strategic co-operation. It enhances user-friendliness through seamless roaming, known as automatic beam switching, as well as increasing the welfare and wellbeing of the crew through voice, internet, e-mail, entertainment and health care or telemedicine options. Through enhancing operational cost-efficiency through the availability of remote monitoring, diagnostics and maintenance, and distant learning/training it ensures predictable cost with flat rate fees.

Furthermore the product offers a new realm of communications options to the maritime marketplace, including VoIP phones, vessel tracking, weather service, ENC, content management, GSM and much more, all available with Ku band and global C band coverage. In one of its latest projects Marine Technologies provided a complete bridge package for Siem Offshore’s new build, a 243 ft infield support vessel (ISV) of Ulstein SX 163 design. The vessel, built at Fjellstrand Verft in Norway and delivered in 2014, was supplied with the Bridge Mate IBS, along with DP, joystick and thruster control systems.

Concentrating on the future developments, Marine Technologies, trading in Asia, offers basic and advanced DP

courses in Singapore in co-operation with Maersk Training of Denmark. The courses are designed to familiarise students with the principles of DP and further give them knowledge of the practical aspects of DP operations. Attendees learn from theoretical sessions, as well as practical simulated exercises using the company’s systems. The training centre is accredited by the Nautical Institute in London and follows the recommendations of the IMO and International Marine Contractors Association guidelines.

Continued promotion of its business is set to continue throughout the remainder of 2014, attending Digital Ship Singapore Exhibition, the OilComm Conference Exhibition and the International WorkBoat Show. In addition to this, Marine Technologies has recently approved a number of product enhancements, such as ECDIS, which now also combines autopilot. The company has also approved a feature that can now be supplied in the DP system, which enables more automatic SMEA testing. Thus, this combination of a wellestablished portfolio and a string of satisfied customers ensures the company looks towards the future with confidence. l

Marine Technologies

www.marine-technologies.com • Vessel control solutions • Strong global presence • DP classified systems

www.shippingandmarine.co.uk - 47

Stable

signals J

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

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

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 co-operation 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

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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.

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

Profile: 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.

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.

“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

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Hammer

T

time

horco Shipping entered the industry in 2003, established in Denmark with four geared multipurpose tween deck vessels varying between 4200 to 6000 DWT. With expansion on its mind, by 2008 the business had grown to 25 vessels, at which point Thorco Shipping launched its first newbuildings, Thorco Galaxy and Thorco Svendborg. To establish a more global presence, the first foreign representation was opened in the shipping centre of Singapore. The move, which was completed in 2009, was followed by expansion into the South American continent when the company opened the office in Rio de Janeiro, Brazil.

A second highlight in 2010 was the launch of Thorco Africa, the first 2nd generation new building, which as a gesture of good will, the company donates part of its profits made with the vessel to the Danish Red Cross. With a guaranteed minimum of EUR 22,500 per year, the Red Cross receives a percentage of all Thorco Africa’s earnings, which they use for their developing projects in Africa. Thorco Shipping has also established an agreement with Red Cross to offer the vessel as a transportation ship of aid cargo to Africa and for hosting events in aid of Africa. In this way Thorco Shipping ensures that it supports the trade and contribute to the development in Africa through its core business.

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Following suit, 2011 saw expansion on the shore side as it established office in Houston, accessing the US market, later backed up by the opening of the Bremen office. To grow its presence in the Mediterranean, an office in Genoa was opened in late 2011, at which point the fleet of Thorco Shipping counted 45 vessels. With its first 3rd generation new building delivered in 2012, its footprint continued to grow with offices in London, Dubai and Japan. By 2013 its staff numbered 70 people, managing a fleet of over 55 vessels. In July that year, the business merged with Clipper Projects under the name Thorco Shipping, becoming one of the largest multi-purpose owner and operator in the world. The merger was responsible for increasing the workforce to 130 people and a fleet of around 100 vessels.

Offices in Chile and China followed and in 2014 the organisation once again strengthened its fleet with the acquisition of the heavy lift vessels Thorca Isabella and Isadora. Today the business trades from 16 locations across the globe offering its services of ship owning, commercial ship management, time charter operations, ship brokering and tailormade transport solutions.

An important shipment contract was undertaken in 2014, delivering modular pieces for a wind park that will be installed in Chile’s central region. Utilising the full charter multipurpose

Profile: Thorco Shipping

specialty, along with different types of project cargo. In the case of Chile, specifically, we are also interested in aiming at mining and energy project cargo.”

With worldwide natural resources becoming more difficult to find and extract, oil and gas exploration has moved consistently to locations that are highly difficult to access. Building on opportunities for the future and in response to the global environment Thorco Shipping has joined forces with Comarco, combining assets and experience by forming Instant Ports Incorporated, based in Houston. Instant Ports focus is to service the niche sector of oil, gas, energy and exploration companies that require quick-established, eco friendly beach landing sites, thus enabling delivery of cargo from anywhere in the world to specific remote locations, whatever the conditions. The advantage of a risk mitigated, turnkey solution to deliver cargo anywhere has been missing from the shipping industry. The vision as the business drives forward is to combine each of its partners’ strengths to offer clients a one-stop-shop solution. l

Thorco Shipping

www.thorcoshipping.com • Globally operating shipping company • Multi-purpose tween deck vessels • Continued acquisition of vessels

Thorco Denmark vessel, coming from the Chinese port of Nangtong, a total of five wind turbines were unloaded, representing over 50 hours of work. Each turbine was made of four tower sections, three blades, the wind turbine rotor cover and the main rotor axis or nacelle, all of which reaches the dimensions of 20,000 cubic metres and 2000 tonnes. This contract was a major milestone for the business, as Michael Dragsbaek, managing director of Thorco Shipping Chile, was reported to say: “This is the first complete wind park we bring to Puerto Central in a full charter vessel. We expect to generate regular traffic by bringing in a ship from the Orient once a month, a second one from Northern Europe and, finally, a third one from the Mediterranean.”

The operation formed part of the company’s first goal, aiming to establish regular activities in South America’s west coast and promote the name, recognised as specialists in high complexity cargo projects, developed in co-ordination with several company offices. Although this delivery represented a first for Chile, the business itself has a vast experience with wind parks at different destinations around the world. Michael also highlighted: “Before November 2013 our operations in the South American west coast were controlled in our Rio de Janeiro office, now our Chilean office opens new business opportunities for us. This type of shipment is our company’s www.shippingandmarine.co.uk - 51

Onguard E

stablished in 1970 to deliver inert gas systems for crude oil tankers, ore-bulk carriers (OBO) and product carriers, Maritime Protection AS has been serving the marine and offshore industries for more than four decades. A renowned innovator, the company has become a global provider of fully engineered, cost-efficient solutions, equipments and services; it also boasts unrivalled expertise in fire suppression and prevention, water treatment, ventilation, heating, air-conditioning and refrigeration (HVAC-R), power optimisation and control systems.

Since being purchased by the Monsanto Company, alongside another three US organisations in 1985 – a move that led to the company being renamed Permea Maritime Protection – the firm has witnessed a number of important developments throughout its history. For example, in 1991 Permea Maritime Protection became part of Air Products AS, following the 100 per cent acquisition of Permea by the US company Air Products and Chemicals. Following eight years of integration, the division became a fully unified part of the Air Products Organisation.

After a decade of operating under the Air Product’s and Chemicals umbrella, Maritime Protection AS regained its original name in 2009 when the company sold its assets relating to the Norwegian combustion gas generation to Boss Montasje AS in 2009. The acquisition of combustion gas generation assets from Air Products enabled Maritime Protection to retain its position as a global supplier prepared for future challenges in the marine and offshore industries, while the move into Boss Montasje’s organisation further prepared the company for future challenges.

As it continued to grow within key markets such as Korea, China, Japan and the US, Maritime Protection caught the attention of Wilhelmsen Technical Solutions (WTS) and became a wholly owned subsidiary of the group in April 2013.

This mutually beneficial acquisition further strengthened the company, while also increasing WTS’s portfolio within

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the marine and offshore side of its business, as Knut ArildKaupang, senior sales manager of Maritime Protection notes: “Because WTS has offices based in all major shipping centres, complete with staff that we can use instead of agents, Maritime Protection benefits from this huge and well established network.

Furthermore, having a solid financial owner enables us to be more flexible and take on more orders.”

Since previously being featured in Shipping & Marine magazine in March 2014, the company has continued to witness growth thanks to demand in the market, particularly for its dry inert gas systems. These systems combine the classical inert gas generator based on combustion with a twostage dehumidification system for cooling and adsorption; in comparison to other absorption dryers, the company has replaced the traditional two-bed absorption towers with a new, more compact adsorption dryer. An innovative new concept based on a proven solution, the Maritime Protection dry inert gas generator is highly suitable for LNG carriers and LPG carriers, as it offers up to 50 per cent weight and footprint reduction when compared to conventional systems, continuous regeneration of the dryer, 100 per cent automatic control and a modern design for easy installation and maintenance.

“It has been ten years since we first developed the ‘next generation’ dry inert gas system, and it was designed with a focus on the future LPG and LNG carrier market; developed to be half the size and weight of conventional systems, the product has proven popular with LPG gas carriers, which have less available space than a LNG tanker. Although the size and weight are the main benefits to customers, the inert gas generator system also has fewer parts, which means less parts need to be changed on a regular basis and the system ultimately requires less maintenance; this thus results in less OPEX for the client,” highlights Knut.

The benefits of the dry inert gas generator system have not been lost on the shipping industry, resulting in an influx

Profile: Maritime Protection

of orders from customers across the globe. This includes a groundbreaking order for the installation of Maritime Protection’s largest ever dry inert gas generator systems in the Japanese shipbuilding market, which views the company’s dry inert gas generator systems as a ‘state-of-the-art’ solution; these systems will be installed on LNG carriers that are currently under construction at Japan Marine United’s Tsu shipyard.

Another area of growth for the company is China after it secured a number of contracts in the Chinese offshore sector; these include an order to supply two inert gas generator systems on an FPSO that will operate in the deepwater Enping oil field and the supply of inert gas generator systems for installation on three FPSOs that will operate in offshore China. Chosen for its experience in supplying tailor-made deck house modules, Maritime Protection ensures easier installation at the yard.

“These systems have been delivered and the FPSOs are now operating in Chinese waters,” says Knut.

Committed to the continuous enhancement of its products, Wilhelmsen Technical Solution / Maritime Protection will continue with its tradition of developing its existing product range to find cost-effective, safety focused solutions.

Meanwhile, to handle its increased order intake, the company has also invested in a new 1200 square metre production

facility with a new assembly line that will boost efficiency. “We are looking to expand, both on the gas transportation side, where we are already involved in more than 50 per cent of the LPG market and the offshore side of the business. This is a big focus for us in the coming years,” concludes Knut. l

Maritime Protection

www.maritimeprotection.no www.wilhelmsen.com/technicalsolutions • Engineer and manufacture inert gas systems • Acquired by Wilhelmsen Technical Solutions AS in April 2013 • Provide fire and explosion protection

www.shippingandmarine.co.uk - 53

Yilport Gemlik

Prime

import Y

ilport was established in 2005 by Yildirim Group, an international family-run holding company headquartered in Istanbul. Specialising in port operation, Yilport controls four ports within Turkey as well an increasingly growing worldwide footprint.

The first terminal to be constructed by the company, Gebze, was developed into a world-class facility, providing container, general cargo, and liquid services. The organisation is fully committed to the highest standards of customer service, round the clock.

The home terminal of Gebze has, throughout the years, facilitated the development of its unique expertise and one-stopshopping total supply chain proposition. With an investment focus on technology and expansion, Yilport has grown into the industrial port leader, and its aim to become a global logistics port cluster with integrated terminals, depots and warehouses continues. Located on the Northeast coast of the Marmara Sea, Gebze is in the economic heartland of Turkey with over 50 per cent of the Turkish GDP in a 200 km radius and is well connected to the hinterland through major motorway links.

Through continual investment in people, streamlined processes, facilities, superior equipment, and advanced technologies Yilport works hard to achieve a clean and healthy environment in and around the ports, and does so with close co-operation with its partners. The company provides consistently high performance by using state-of-the-art

54- www.shippingandmarine.co.uk

Yilport Gebze

technology and by hiring experienced and reliable staff. Further, it employs customised solutions, located in convenient locations with high accessibility to its terminals.

Yilport is a wholly owned subsidiary of Yildirim, which is a multi-national, operating in many different sectors, including chrome ore mining and trading, ferrochrome production and trading, port management, coal trading, fertiliser production and trading, chemical trading, energy, shipping, shipbuilding, and private equity. Yildirim enjoys having a recognised competitive advantage in Turkey, which has successfully developed in the global marketplace over the years. The organisation aims to generate long-term, sustainable growth and create continual value. This entails much more than just improving the operational profile and cutting costs; it leverages corporate resources in harmony with the environment to create

Profile: Yilport Yilport Yarimca

Above: Yilport Stockholm Nord Combi Terminal Below: Yilport Oslo Container Terminal

better performance and higher-value products.

With ambitious vision, a collective commitment to excellence, dynamic and honest business approach, a strong administrative-financial structure, and a vast amount of knowledge and experience gained over the past decades, the corporation has built up a strong presence in global markets.

The recent expansion of the home terminal at Gebze, which includes the installation of four Mitsui STS and APS crane OCR integration set the standard for future projects within Turkish ports. Furthermore, new electrified rubber tyred gantry (RTG) cranes increased productivity, efficiency, safety and customer dedication. In 2011 the business initiated the Gemlik project, designed to handle the largest vessels that previously were unable to dock in Turkey, and at the same time acquired Gemport, a leading 600k TEU capacity container and RoRo facility adjacent to Gemlik. Yilport Gemlik is one of the most important ports of the Turkish maritime sector with its strategic location, vast hinterland, and rational investments. Since the port was founded, its contribution to the region and national economy has been steadily increasing.

The expanding portfolio continued to increase that year when the Yildirim Group acquired 50 per cent of the Malta Freeport with Yilport soon inheriting the purchase. Malta Freeport has registered remarkable growth and is now a major maritime transshipment logistic centre in the Mediterranean region.

Currently ranked 12th among the top European ports, the port manages excessive container handling and industrial storage

facilities. Later, in 2012 it acquired RotaPort, in Yarimca, with dedicated bulk handling equipment and multimodality capacity that leads the port industry. The port is primarily focused on cement and grain and for bulk and value-added services for general cargo.

To manage this increasing portfolio Yilport established its Holding in 2012 to oversee and manage the increasing operations across the globe and to become the first Turkish global port operator. Furthermore, in 2013 Yilport integrated the wholly owned subsidiary Eti Logistics and the organisation continues to thrive in Turkey and will so expand outside of the country. Eti Logistics provides trucking, warehousing, depot, LCL, rail (intermodal), and vessel feeder services to provide a truly integrated logistics solution to Yilport customers.

Today, the set-up has become Turkey’s most developed container terminal as a result of the major investments that have continued since the establishment of the business nearly a decade ago. Aiming to connect end customers all over the world, Yilport actively co-ordinates with and supports customers by developing tailored port and logistics services. The creation of the one-stop-shopping value proposition has been achieved by partnering with customers and maximising added value to their supply chain.

Continuing its growth, Yilport Holding acquired the Gävle container terminal in 2014, an established and efficient container port in Sweden. Leading from this, the Holding obtained the 20 plus ten-year concession for the Oslo container terminal in Norway. The terminal will become the largest container terminal in Norway with a capacity exceeding 450,000 TEU when completed with container operations expected to commence in January 2015. One of Yilport Holding’s latest projects is the Stockholm Nord intermodal terminal, also scheduled to open in 2015, marking the beginning of the company’s Northern European expansion plan. The new facility is destined to become one of Sweden’s most efficient and technologically advanced logistic www.shippingandmarine.co.uk - 55

Profile: Yilport Yilport Malta Freeport

hubs. Set to continue developing in this way, the business remains committed to leading the industry standard not only operationally, but also environmentally.

Going forward, Yilport Holding’s goal is to be a Top Ten global port operator by 2025. The explosive growth is fully supported by an internationally experienced executive management team and centralised, state-of-the art technologies.

The company is positioned to take on projects in all parts of the globe.

According to Sean Pierce, CEO of Yilport Holding: “Yilport is an industrial, multi-purpose terminal operator with a very unique value proposition. Unlike many other terminal operators, we focus on integrating into the local economy and community and delivering solutions and economic benefits

56- www.shippingandmarine.co.uk

well beyond the borders of the port. This creates trade, jobs, and sustainability. We are perfectly suited to expansion in developing countries due to the fact that we have the strength of Yildirim behind us. Yildirim can provide comprehensive solutions that are needed in these developing regions which include the all aspects for ports and logistics (Yilport and Eti Logistics), energy (Yildirim Energy), metals and mining (Eti Krom), and fertilizer (Gemlik Gubre).” l

Yilport

www.yilport.com • Specialist port operator • Undertaking port expansion projects • Worldwide locations

Shipping &MARINE

The magazine for maritime management

www.shippingandmarine.co.uk

Editor: Libbie Hammond libbie@schofieldpublishing.co.uk Sales manager: Joe Woolsgrove jwoolsgrove@schofieldpublishing.co.uk

Schofield Publishing Schofield Publishing Limited Unit 10, Cringleford Business Centre, Intwood Road, Cringleford, Norwich, NR4 6AU, UK Tel: +44 (0) 1603 274130 Fax: +44 (0) 1603 274131