Shipping and Marine Issue 121 June 2015

Issue 121/JUNE

The magazine for maritime management

Looking to the

future Celebrating its 50th anniversary in 2015, the Nor-Shipping exhibition and conference promises to be an action packed event for the maritime industry

Risks in store

Understanding the potential risks of 'contango' and its impact on marine insurance

In the mist

Low-pressure water mist systems are becoming more popular as proven fire-fighting solutions

The right equipment

Responsible ship owners have to ensure their passengers are safe by adhering to the necessary standards

Issue 121

Editor’s comments The magazine for mariTime managemenT

‘‘

This showcases approximately 22,500 square metres of the best and latest in maritime technology, services and solutions spread across six halls

Looking to the

future Celebrating its 50th anniversary in 2015, the Nor-Shipping exhibition and conference promises to be an action packed event for the maritime industry

Risks in store

Understanding the potential risks of 'contango' and its impact on marine insurance

In the mist

Low-pressure water mist systems are becoming more popular as proven fire-fighting solutions

The right equipment

Responsible ship owners have to ensure their passengers are safe by adhering to the necessary standards

Chairman Andrew Schofield Group Managing Director Mike Tulloch Business Development Director David Garner Editor Libbie Hammond libbie @ schofieldpublishing.co.uk Art Editor/Design David Howard Profiles Editor Jo Cooper Staff Writers Andrew Dann Ben Clark Production Manager Fleur Daniels Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk

Advertisement Administrator Tracy Chynoweth studio @ schofieldpublishing.co.uk Head of Research Philip Monument Editorial Researchers Gavin Watson Rory Gallacher Jo-Ann Jeffery Andy Green Advertising Sales Joe Woolsgrove Tim Eakins Dave King Darren Jolliffe Gareth Stevens Mark Cawston

The main

event

C

elebrating 50 years in 2015, Nor-Shipping has evolved over the decades from its origins as a niche shipbuilding exhibition into a weeklong industry-wide event filled with conferences, professional networking gatherings and countless other activities, with the exhibition at the centre of it all. This showcases approximately 22,500 square metres of the best and latest in maritime technology, services and solutions spread across six halls.

This year, which celebrates the event’s anniversary, promises to be extra special, with visitors from all over the world meeting in Norway to explore the future.

This issue highlights the stories of some of the exhibitors at the event, and if you are a visitor, be sure to pay a trip to their stands, as I am confident they will have interesting products and valuable experiences to share.

Editor: Libbie Hammond

Subscriptions ikidd @ schofieldpublishing.co.uk

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

www.shippingandmarine.co.uk.

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.

©2015 Schofield Publishing Ltd

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contents Features 4 News Updates and announcements from the shipping and maritime arena

5 Moving target Jonathan Moss discusses the worrying rise of pirate attacks in South East Asia – have international security efforts to deter piracy in areas like the Horn of Africa resulted in a shift in this activity eastwards?

8 In the mist Low-pressure water mist fire-fighting solutions are increasing in popularity - in many cases low-pressure alternatives are cheaper to buy and install and have lower operational costs

11 The right equipment Anyone who spends time at sea should appreciate the efforts that go into creating modern life saving equipment, as well as be grateful that they have standards such as SOLAS dedicated to keeping them safe at sea

6 6 Risks in store?

The dramatic and sustained drop in the oil price that began in the autumn last year has given rise to a market phenomenon known as ‘contango’, also known as the oil-storage trade

Nor-Shipping 2015 16 Nor-Shipping Jo Cooper talks to Nor-Shipping director Vidar Pederstad about the challenges in the industry and how exchanging knowledge can lead to a brighter future

18 Idromar 21 Scanunit AB 24 Euro Marine Logistics 28 Guidance Marine 30 Evoqua Water Technologies Ltd 32 Frese 34 Mampaey Offshore Industries 36 Insatech Marine 38 Nordkalk Corporation

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Profiles 40 Hirtshals Havn 43 Wightlink 52 LaNaval Shipyard 55 LMG Marin 58 Luyt Group 61 Skipper Electronics 64 Unigas International 67 TransAtlantic AB 70 Nicolas George Moundreas Group of companies

73

73 Quartzelec 77 SQA 79 Bunkers International 82 Port of Tilbury 86 Rotortug 90 Irish Mainport 92 Ships Electronic Services 94 Spliethoff Group 96 Dan-Bunkering 98 MEC Panama 100 Port of Ystad 102 Baltic Port Organization

119

104 Chinese Maritime Transport 106 Europlan Engineering 108 Grieg Star 110 J. M端ller Breakbulk 112 M.E. Solutions 114 OceanSaver 116 Brightside Services 119 P&O Cruises/Cunard Line

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Maritime news Scrubbing up uFollowing a lengthy selection and qualification process, four Alfa Laval PureSOx scrubbers have been ordered by Royal Caribbean Cruises Ltd (RCL). Three of these will be PureSOx 2.0 systems, while the fourth will be the first test inline version of PureSOx. Alfa Laval’s deliveries to RCL will extend over the summer of 2015. The PureSOx systems will be installed as retrofits aboard four Royal Caribbean International ships: three of the Freedom Class and one of the Voyager Class. Freedom of the Seas, Independence of the Seas and Liberty of the Seas will each receive a hybrid scrubber with multiple inlets, while Adventure of the Seas will receive an inline hybrid with one main engine connected.

“SOx scrubber systems are part of our commitment to meeting or exceeding important environmental standards, as they allow compliance even where low-sulphur fuels have limited availability,” says Harri Kulovaara, executive vice president, Maritime at RCL. “We chose Alfa Laval and PureSOx on the basis of strong references, a strong technical platform and a strong willingness to co-operate in implementing the technology on our vessels.”

Dynamic debate uCombating corruption and bribery in the maritime industry was the key topic of conversation at a recent Annual General Meeting (AGM) for WISTA-UK, part of the Women’s International Shipping & Trading Association (WISTA).

The two guest speakers who powered the anti-bribery and anti-corruption debate were Jake Storey, vice chairman of the Maritime Anti-Corruption Network (MACN) and Howard Shaw, head of Mazars Anti-Bribery and Corruption Services.

Jake Storey helped to provide a background context of how bribery and corruption are manifested in the maritime industry, the current and potential issues at hand and ways in which companies can collaborate with stakeholders to determine and alleviate the root causes.

“About 90 per cent of world trade is transported by vessels. However, historically the maritime industry has turned a blind eye to bribery and corruption within its industry. Now key players within the supply chain are demanding greater compliance which creates a real challenge for maritime companies wanting to trade and operate globally,” said Storey.

According to Storey, the only way to break the vicious cycle of bribery and corruption is if maritime companies collectively stop paying but there are associated risks with this approach.

This led neatly into Howard Shaw’s presentation on the value of companies in having an effective internal whistleblowing strategy and programme as well as building a robust anti-bribery procedure.

Both presentations were followed by a strong debate and discussion on the issues.

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Left: Alfa Laval PureSOx Inline, right: Alfa Laval PureSOx 2.0

Support vessel solution uActa Marine has contracted Ampelmann, the global leader in motion compensated access solutions, for its newbuild wind farm support vessel, the Acta Orion.

The Acta Orion is a vessel designed for optimal crew comfort and increased uptime. An important factor in the vessel’s capabilities is the inclusion of Ampelmann’s motion compensated gangway. The Ampelmann gangway provides a stable platform in sea states of up to 2.5m Hs to ensure safe, efficient and reliable transfers of personnel to and from the wind turbines.

In addition, Ampelmann, in close collaboration with Acta Marine, has developed a fully motion compensated cargo solution to enable the transfer of cargo and equipment weighing up to 300 KG to the wind turbine without the need for a crane - a revolutionary step in the industry.

The Acta Orion will initially work as service vessel to the offshore wind industry with the first project being the construction of the Gemini Offshore Wind Park 55km north of the Dutch island of Schiermonnikoog. The combination of the vessel with an Ampelmann system meets the tough requirements of working for extended periods in the North Sea far from shore.

Award winners uThe Sustainable Shipping Initiative (SSI), a pioneering coalition of companies from across the global shipping industry, has won the Guardian Sustainable Business award for ‘Consultancy of the Year’.

Several initiatives captured the judges’ attention including the SSI’s Save as you Sail financial model that demonstrates how charterers, owners and financiers can model ROI and profits from more efficient vessels; three pilot projects on closed-loop materials management which collected data on more than 96 per cent of all the materials used on two new vessels and a cruise ship cabin to test the feasibility and value of using a database system to track ship materials; and analysis and recommendations on ship rating schemes to draw a closer link for charterers and operators between vessel efficiency and commercial incentivisation.

Piracy risk

Moving target Jonathan Moss discusses the worrying rise of pirate attacks in South East Asia

The recent attack on the Malaysian-owned tanker, DongFang Glory, by pirates who siphoned $100,000 of its cargo of oil is just one example of an increasing trend of hijackings in the South China Sea. According to data published by Control Risks, there were a reported 269 incidents in the Asia Pacific in 2014 - a 650 per cent increase in hijacking compared with a 40 per cent decrease in incidents in the Middle East and North Africa. Successful international security efforts to deter piracy in areas like the Horn of Africa have resulted in a shift in this activity eastwards to the Singapore Strait, Strait of Malacca and the South China Sea. Some have questioned whether this is due to better reporting rather than an actual rise in incidents. Nevertheless, the increase in trading activity in the region and lack of experience in dealing with pirates (in contrast with the Gulf of Aden and the Gulf of Guinea, where the nature of pirate attacks is better understood) make these areas attractive targets. There are also fewer maritime security guards in operation in South East Asia because local laws and regulations limit their deployment. Vessels in the region have rich pickings and certain shipping lines are becoming targets. So far this year, the International Maritime Bureau has detailed a total 30 armed robbery and piracy incidents recorded in South East Asia – including six hijacking-for-fuel cases in the last three months (there were a total of 15 in 2014).

The calculated nature and professionalism of these attacks suggest that they are underpinned by serious organised criminal activity. Whilst crewmembers have often been held at gunpoint or threatened, most incidents have not entailed significant harm towards the crew. That said, there have been recent attacks which have resulted in the death of a crewmember and reports of others suffering serious injuries. The lucrative appeal of siphoning may mean attacks will become more aggressive, and considering that the agenda of these hijackers does not revolve around exploiting the crew for ransom, their lack of value may deem them vulnerable and so increase safety fears for crewmembers in the future.

In response to the threats to their cargo and crew, vessels need to consider how to prepare their crew to deal with these encounters and how to protect their cargo. Singapore-based Ocean Tankers, victim of two pirate attacks within a year, say they plan to strengthen their anti-piracy measures – with a focus on ensuring the safety of its crew members. Anti-piracy organisation ReCAPP also advises that increased vigilance and raising the alarm in the event of a suspicious

approach will help scare off and deter pirates and robbers. However, merely being alert to the security risks may not prove adequate if current trends continue, and attention may turn to measures similar to those used against Somali pirates and considering increasing security on board.

Increased risk obviously entails increased costs. Those higher costs represent lost cargo, higher insurance, added shipping times, extra compensation to crews, litigation and legal fees. These attacks revolve around a network of criminal activity, whether it’s an organised operation to siphon fuel or an opportunistic theft, insurers will find it difficult to mitigate their losses. Local crewmembers who have knowledge pertaining to perpetrators fear coming forward, some are even considered to be involved, and stolen cargo such as oil is difficult to trace in the midst of one of the world’s busiest sea routes. This will create difficulties for insurers to seek to recover the lost cargo and instigate legal action against perpetrators. The concern thereby being that the insurer will inevitably pay up and the cost of this will be borne by the insured through having to pay higher premiums and expending costs to protect their vessel and crew. n Jonathan Moss is partner and head of transport at DWF. Additional research was undertaken by Stephanie Hobbs. DWF’s Transport group brings together a national network of over 50 lawyers, offering a full range of legal services to government and private sector clients across the automotive, rail, maritime, and logistics industries. The firm helps its clients navigate the challenges of the dynamic national business environment, providing counsel on issues related to insurance, employment, asset finance, and government procurement, and advising on issues as diverse as intellectual property rights and supply-chain risk management. www.dwf.co.uk

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Marine insurance

Risks in

store?

Christian Ott takes a look at marine insurance and ‘contango’ The dramatic and sustained drop in the oil price that began in the autumn last year has given rise to a market phenomenon known as ‘contango’, also known as the oil-storage trade. This has created a great opportunity for tanker owners looking for employment of their vessels as floating storage facilities. However, such an opportunity is not without its risks.

Christian Ott

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The reason why this market condition arises is because the oil price has fallen rapidly to almost historic (modern) lows, creating the opportunity to buy it cheap now with the aim of storing it until the price increases sufficiently to turn a profit.

That will happen when the price of oil is greater than the acquisition + storage costs. Essentially it is a bullish bet on the future price of oil, and dramatic drops in oil prices have at times been

followed by steep rises, which would explain the popularity of this trade.

The reasons why vessels are being used to store the oil are threefold. First, it is due to the limited availability of medium to long-term shore-side storage facilities. Second, because of the potentially attractive cost of storage, and finally (and most importantly) because a vessel can quickly move to a desired location for actual delivery once the price moves sufficiently.

- It may be ‘smuggled’, particularly as a way to avoid taxes and export controls - It may originate from a country or source that has been subjected to sanctions by the United States, the United Nations, the European Union, the United Kingdom or other nations or supranational institutions - There is a dispute as to the legitimate ownership and control of the oil (this issue is of particular concern with respect to Iraq and Libya) These risks are particularly high when oil is being offered by way of a STS, which makes it difficult to verify the true source of the oil especially if it has been the subject of repeat STS operations, co-mingling or blending.

Given that P&I liability cover expressly excludes smuggling as well as breaches of sanctions, it is important to take all due care not to be the unwitting participant in an illegal operation.

Next steps

Impact on marine insurance Understanding the potential risks and the impact on marine insurance will be important to ensure these risks are properly managed. Typically oil is shipped over voyages of known length and these last generally no more than 30 to 40 days on the longer routes taken by the VLCCs. Tanks are cleaned and prepared before the voyage, and again upon completion.

This means that tanks are regularly maintained, other issues can be attended to by the crew, and the crew themselves stay busy and attentive to their tasks ensuring that motivation and focus remains high. The length of the voyage also means that there should be little to no significant loss in volume over the time involved.

These ‘typical’ voyage matters are change fundamentally when a vessel is taken out of active sailing service and instead utilised as a floating storage facility. Unlike a lay up, however, the vessel remains laden and perhaps engages in ship-to-ship transfer (STS) operations during this employment. This means the potential for property and liability claims is increased, even as opposed to a hot lay-up scenario.

The risk scenarios include: l Physical damage to the vessel, her tanks and

her machinery (from the cargo, as well as

STS operations) l Engine maintenance issues, leading to

problems once she is ordered to move again l Hull fouling due to prolonged stays or drifting l Explosion risks due to temperature and

pressure variations l Cargo shortage claims originating from the

long-term storage and STS operations l Cargo settling and contamination issues from

long term storage as well as STS l Ensuring that crew remain alert, but also well

cared for l Contractual disputes over cleaning, supplies,

hull fouling and other consequences of this

particular employment of the vessel l Sanctions and smuggling It is a known risk in certain parts of the world, including parts of Africa and in some areas of the Middle East, that oil being offered for transport or storage has a significant legal risk attached to it because:

Given that there are myriad potential risks and issues that arise from the use of tankers as floating storage facilities for oil cargoes, it would be prudent for ship-owners to make contact with their insurers to discuss the proposed employment of the vessel. The insurers can then assist in assessing the situation, consider whether existing insurance coverage is sufficient or whether it needs to be augmented, and propose loss prevention strategies that keep the vessel safe (with the desired profit hopefully following, too).

What 2015 holds for the price of oil will continue to be the subject to keen debate as well as speculation. Tanker owners have been beneficiaries of the dramatic oil price movements in the last few months, due to higher spot charter rates and the possibility of longer-term storage contracts. To ensure that profit does indeed follow, risk management - be it technical or commercial – in conjunction with appropriate insurance cover will be key. n Christian Ott is vice president, head of claims, Skuld Singapore Branch, and loss prevention and recurring claims team leader. Skuld combines Scandinavian heritage with the talents of its people around the world to deliver bespoke marine insurance cover. A name synonymous with financial strength and stability, Skuld has grown from a Scandinavian P&I club into a diversified marine insurer with a global footprint and a sector-leading operating performance. For further information, visit: www.skuld.com.

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Fire fighting

In the

mist

Shipowners are increasingly aware of the advantages of low-pressure water mist systems as a proven fire-fighting solution, writes Stein Lovskar For a fire to survive, it must rely on the presence of the three elements. This is the ‘fire triangle’ comprising oxygen, heat and combustible material. The removal of any one of these is enough to suppress or extinguish a fire.

Stein Lovskar

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It is the ability to tackle two of the three elements that has made water mist systems popular in shipboard fire-fighting applications. While traditional water sprinkler fire-fighting systems remove only the heat element of the triangle, by dispersing water through specially designed nozzles, water mist systems remove both the heat and oxygen elements.

The smaller a water droplet’s size, the larger its surface area becomes and thus the more effective the system is in rapidly reducing the temperature of a fire. To put it another way, when water is converted to steam – which is what happens to

the water droplets in water mist – then a large amount of energy is taken from the fire, which results in rapid cooling.

First to be used in the maritime market were high-pressure water mist solutions, but their low pressure counterparts are increasingly popular among owners and yards. The key reasons for this are their simpler and less costly installation and maintenance.

Low-pressure systems have simpler piping requirements and less risk of clogging. Using a common pump unit and control system makes them simpler to operate and maintain. Furthermore,

low-pressure systems have smaller power requirements than high-pressure ones, providing a further potential saving in emergency generator costs.

All water mist systems must pass the same performance-based tests according to International Maritime Organization requirements. As a result there can be no difference in the extinguishing efficiency between low pressure and highpressure systems.

However, there remains a misconception that low-pressure water mist systems use more water than high-pressure systems. This has led to a perceived preference among shipowners to continue specifying high-pressure systems.

This is a puzzling choice when one considers that in many cases low-pressure alternatives are cheaper to buy and install, have lower operational costs and the water consumption is quite similar for the different systems.

Approval data published in DNV Exchange demonstrates that there is small difference between the systems and that low-pressure systems can even use less water in some cases.

Owners naturally have concerns when it comes to the combination of water and electrical equipment. However, a review of water mist fire suppression by ZG Liu and AK Kim published in the Journal of Fire Protection Engineering cites several studies showing that water mist is effective in electronic equipment applications and does not cause short circuits or other damage.

It is a further misconception that low-pressure systems can cause more damage to electric and electronic equipment than high-pressure systems.

In fact, cabinets and cables may be better cooled by the slightly larger water mist droplets. Water mist can be used in a room where equipment with an Ingress Protection (IP) rating better than IP22 is located.

With regards to re-ignition of fires, water mist systems also have advantages over gas-based fire suppressants due to their heat removal mechanisms. Their non-toxic qualities may allow uninterrupted human occupation of the compartment.

Fire protection for marine machinery spaces has traditionally employed CO2 systems, an approved and effective fire extinguishing medium designed to cope with shipboard fires. However, there have been some incidents where the role of CO2 in fire fighting on-board ship has been brought into focus, including one where a master chose not to release the CO2 system because he was not certain that the space which was on fire was fully evacuated.

Whilst CO2 cannot be released until the protected space is empty - hence delaying the extinguishing process - water mist systems can be released as soon as the fire is detected.

One of the strongest arguments for the use of a water mist system is that it can be offered as a combination of ‘total flooding’ and local application fire-fighting solution in machinery spaces, as well as for protection of accommodation areas.

This means that one system can be supplied for protection of a number of areas.

WTS has supplied the Unitor XFlow water mist fire-fighting system since 2012, alongside its other fire fighting and fire suppression solutions including CO2 foam solutions, dry chemical powder, nitrogen and inert gas systems. Unitor XFlow is a state-ofthe-art, low-pressure water mist system with a combination of fine and very fine droplets.

Using patented XFlow nozzle technology, this low-pressure system can provide protection volume up to 5000 m3 – a volume which traditionally has required a high pressure system.

More and more leading companies are moving towards the use of high performance, lowpressure systems, particularly those building high specification tonnage. For these vessel types, owners are choosing low pressure systems for their reliability, ease of operation and maintenance, lower power consumption and cost effectiveness – a trend that looks set to strengthen as their advantages become better understood. n Stein Lovskar is commercial development manager at Wilhelmsen Technical Solutions.

Wilhelmsen Technical Solutions is a global provider of cost-efficient engineered solutions, equipment and services for the maritime and offshore industries. With expertise in safety, HVAC, electrical & automation and insulation solutions, it adds value throughout the lifecycle of vessels, rigs and platforms. Wilhelmsen Technical Solutions is part of Wilhelmsen Maritime Services, a Wilh. Wilhelmsen Group company. For further information, please visit: www.wilhelmsen.com/technicalsolutions.

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Safety at sea news

Be specific on safety uCounterfeiters could be taking advantage of the IMPA (International Marine Purchasing Association) catalogue to supply rogue products to unwary buyers warns ILAMA (International Life Saving Appliance Manufacturer’s Association). The organisation believes that not enough purchasers are aware that products listed in the IMPA catalogue are intended as generic examples of what the customer wants and are not necessarily the same as what might be delivered. This practice is followed as an aid to efficiency and works well in most cases as it enables an order to be completed when there may be little difference between the item listed and the product that is actually available. Buyers might not be too worried if a different brand of recognised good quality is delivered instead of the one they ordered but when safety critical components are involved the system can create opportunities for a possibly unapproved product to be substituted.

According to Kay Haffenden, managing executive of ILAMA, when buyers are ordering items of safety equipment they should ensure that the supplier knows that they require a specific product from a designated manufacturer. Failure to do so can result in an unwanted item being substituted in good faith.

“ILAMA is receiving increasingly frequent reports of inferior or incorrect items of safety equipment being delivered to buyers,” she said. “In the best cases costly and time consuming delays can result from unwanted purchases being returned to the supplier. In the worst cases lives may be put at risk when key components that fail to meet the purchaser’s necessary performance standards are supplied and fitted. To the casual observer they may appear comparable to the product intended but in practice they may fail to function in the way the purchaser expects, if at all, and this can have serious consequences when crew or passenger safety is at stake.”

Typical targets for unsafe product substitution are hydrostatic release units, which are used extensively in liferafts, lifeboats and voyage data recorders. Although the buyer might have specified the exact item from the approved manufacturer when ordering electronically, unless they make their supplier aware of their specific requirements the IMPA system’s substitution policy can enable an alternative product to be delivered instead. This may be done with the best of intentions but it can mean that the item will not have the approvals and certification the purchaser requires for its life saving equipment.

“It is vital, therefore, that when buyers, purchasing managers and ships’ staff are placing an order they ensure that they use the correct IMPA reference code for the product they require and that they also make their specific requirements clear to their supplier,” said Kay Haffenden. “It then follows that when the order is delivered they should double check that they have received exactly what they asked for.”

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First commercial range uOcean Safety is launching a brand new range of Liferafts specifically designed for the demanding and diverse requirements of the commercial maritime sector. The Ocean SOLAS range is the first commercial range it has developed and launched under the Ocean Safety brand.

“We have been fulfilling complex servicing schedules of liferafts and escape systems for some of the largest ship operations in the UK,” comments Ocean Safety’s Charlie Mill, “so we are very experienced in all aspects of the commercial sector.” He continues “The introduction of our new commercial range means that the restrictions of being a distributor have now been lifted, giving us the freedom to expand and supply into new markets.”

The Ocean SOLAS range offers a series of liferafts from six-man to 130-man, ranging from Throw Over and Davit to ORL (Open Reversible Liferafts). All are available with various emergency pack options to suit specific requirements. The Flat Pack version is designed around the successful small compact military range, which Ocean Safety has been supplying for the past ten years.

“Our industry knowledge and expertise, coupled with our successful trials, have given us a strong platform on which to develop our commercial liferaft range and further improve our design,” continues Charlie. “From commercial shipping to offshore and inshore operations, we guarantee a solution that will suit our clients’ needs.”

Deal direct uSurvitec Group’s extensive network of UK service stations is now responsible for the distribution, servicing and repair of all SurvitecZodiac liferafts and boats in the UK. By dealing directly with the original equipment manufacturer (OEM), Survitec believes its customers can benefit from improved service levels, competitive pricing and better value for money.

Explained Mark Hart, Survitec’s head of business development in the UK: “To comply with SOLAS regulations inflatable life rafts have to be serviced at a service station approved by the equipment manufacturer. What better way to ensure critical safety equipment is maintained to the highest possible standards than for customers to deal directly with us? They can also take advantage of our wide network of service stations, both in this country and overseas.”

All Survitec service stations undergo a rigorous approval process that assesses everything from the size of the building to the maintenance of its temperature-controlled environments.

Running in parallel to this is the training given to its technicians. Service engineers attend separate training courses for each product while auditors carry out regular checks to ensure standards are maintained.

Added Mark: “Survitec is committed to delivering the same stamp of quality no matter where a product is serviced within our 600-strong worldwide network. All our international partners share this vision and our commitment to excellence. In the UK, we believe the best place for servicing work to be carried out on SurvitecZodiac products is at one of our own service stations.”

Safety at sea

The right

equipment

Responsible ship owners have to ensure their passengers are as safe as possible by using only the best quality, in date and reliable life saving equipment, adhering to the necessary standards and making sure they are up-to-date with the latest in legislative requirements

The recent Spanish ferry fire off the coast of Mallorca, which required the evacuation of more than 150 passengers, highlighted that even in today’s high tech maritime environment, accidents happen. The vessel was reported to have used flares as one way to alert authorities that it was in trouble and it is thanks to standards such as SOLAS that this sort of emergency equipment was on hand when it was needed.

According to the International Maritime Organization, The International Convention for the Safety of Life at Sea or ‘SOLAS’ is regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - this provides that an amendment shall enter into force on a specified date unless, before that date, objections to the amendment are received from an agreed number of Parties.

As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in force today is sometimes referred to as ‘SOLAS, 1974, as amended’.

Life saving equipment The main aim of SOLAS is to state the minimum standards for the construction, equipment and operation of ships, compatible with their safety. A very comprehensive Convention, SOLAS includes chapters (and subsequent sub-chapters) on areas including life-saving appliances and arrangements, ship construction, fire protection, fire detection and fire extinction, radiocommunications, and safety of navigation and carriage of cargoes.

Flares, or ‘pyrotechnics’ for use on board commercial vessels such as those reportedly used in the Spanish ferry incident are covered by SOLAS and are available in a range of different variations, including handheld, rocket propelled or launched from a percussive tube. They can be used for not just signalling, but

also illumination. SOLAS states several rules and regulations regarding the storage, handling, and working of pyrotechnic equipment in use on-board ships, with one of the requirements being that they must be ‘in date’. Flares have a life span of three years and must be replaced before they expire.

For everyday passengers on board a ferry, life saving equipment might be easily taken for granted, with little consideration going towards the amount of research and development that goes into not just creating them, but also maintaining them and disposing of them. However, those passengers rescued from the Spanish ferry might now have a new appreciation for this sort of life saving equipment, as well as be grateful that they have standards such as SOLAS dedicated to keeping them safe at sea. n Thanks to the hand flare, many lives have been saved – as this story of a German fisherman perfectly illustrates. The aptly named Norbert Fischer was sailing in the Baltic Sea when his fishing cutter sank after the net cases moved to one side, causing the boat to take on too much water. He endured 15 minutes in a three-degree sea, before locating and using one of two Comet brand Red Handflares that he had on board. These handflares burned for at least 60 seconds at 15,000 candela and he was spotted by the German search and rescue service, who were on a training exercise two miles away. They were able to rescue him and take him to safety.

As Comet sales manager Holger Mugge summed up: ‘The Comet hand flare was Mr Fischer’s final chance of attracting attention and being rescued.’

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SOLAS approved distress signals Specified by the world’s navies, merchant fleets, fishing vessels and rescue services

reD HanDFlare Unique, compact, telescopic handle allows easy extension for safe operation and saves space in stowage.

reD ParacHute signal rocket Designed to withstand exceptional environmental exposure and to perform reliably even after immersion in water.

Features improved grip for easy handling and conforms to SOLAS 74/88 as amended.

NEW smoke signal orange Compact, flat-top day-time orange smoke distress signal providing effective position marking or indication of wind direction during rescue operations.

3151 CM Shipping & Marine DPS A4 SMOKE.indd All Pages

Drew Marine Signal & Safety

Reliability. Performance. Compliance

D

rew Marine Signal and Safety (DMSS) is the world’s leading supplier of SOLAS, MED & USCG-approved marine distress signals. The company markets the Comet brand.

Chris Feibusch of DMSS explained that SOLAS requirements state the specific safety equipment that has to be stocked on the bridge, including two manoverboard (MOB) units, four linethrowers (with a minimum 230 metre line) and 12 parachute rockets. “In 2014, we updated our MOB unit, which now incorporates independent, self contained lamp units, which have LED bulbs and lithium batteries. This unit is smaller, so it fits inside a lifebuoy ring and upon deployment it will emit dense orange smoke for 15 minutes and the lamp will emit light for a minimum of two hours at two candela,” he said.

Comet has also released an improved version of its Smoke Signal, which is now manufactured in-house, and has an updated initiation system.

The quality, technological superiority and innovative design of Comet products, combined with worldwide type approvals and adherence standards, has placed Comet at the forefront of marine safety.

Worldwide Support Comet rockets, flares and smoke signals can be found on the bridges, liferafts and lifeboats of ships around the world, and these are all supported by a worldwide network of specialist distributors, offering a truly global availability.

Full details can be found on the Comet website.

www.comet-marine.com 11/05/2015 10:40

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.

Nor-Shipping 2015

Idromar Scanunit AB Euro Marine Logistics Guidance Marine Evoqua Water Technologies Ltd Frese Mampaey Offshore Industries Insatech Marine Nordkalk Corporation Hirtshals Havn Wightlink LaNaval Shipyard LMG Marin Luyt Group Skipper Electronics Unigas International TransAtlantic AB Nicolas George Moundreas Group of companies Quartzelec SQA Bunkers International Port of Tilbury Rotortug Irish Mainport Ships Electronic Services Spliethoff Group

Dan-Bunkering MEC Panama Port of Ystad Baltic Port Organization Chinese Maritime Transport Europlan Engineering Grieg Star J. M端ller Breakbulk M.E. Solutions OceanSaver Brightside Services P&O Cruises/Cunard Line

Nor-Shipping

Set the date With a packed programme in place, Nor-Shipping director Vidar Pederstad talks to Jo Cooper about the challenges in the industry and how exchanging knowledge can lead to a brighter future Celebrating its 50th anniversary in 2015, Nor-Shipping has become the go-to place for those in the maritime industry looking to gain valuable information, share knowledge and develop new strategic partnerships. Discussing this major milestone, Nor-Shipping director Vidar Pederstad begins: “The Nor-Shipping 50 th Anniversary Party will take place on June 4 th on NorShipping Island on the waterside of Oslo’s Astrup Fearnley Museum; we anticipate around 1000 people will attend. Although this celebration is part of the forum, we are focused on using our experience to create a great event that is much appreciated by the audience.”

As the longest running maritime exhibition in the world and Europe’s largest maritime event in 2015, Nor-Shipping is keen to maintain its leading reputation as a meeting place for industry insiders as they face significant changes in the maritime sector. Proud to provide a location that enables the industry to share knowledge and prepare for the future, Nor-Shipping offers the opportunity for delegates to listen to relevant topics discussed by major players in the global shipping sector. This year will include debates and discussions from IMO secretary-general Koji Sekimizu, Teekay CEO Peter Evensen and BW shipping managing director Yngvil Eriksson Asheim as well as world economic forum managing director Espen Barth Eide and world-renowned expert in strategy, globalisation and entrepreneurship, Dr Anil Gupta.

Staying true to its reputation of not shying away from challenging issues in the industry, NorShipping’s opening conference, from 9 am until 12 pm on Tuesday 2nd June, focuses on three core topics: innovation and investment, transformative technology and what’s next? With an impressive list of speakers, including influential executives from global organisations and leading figures from all areas of the maritime sector, this conference, based at the Thon Hotel Arena, Lillestrom, is an exciting start to a busy and informative week.

Following the opening conference is the Women@Nor-Shipping’s Waves of Change conference; with the agenda set by women, this

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conference is presented in collaboration with the Women’s International Shipping and Trade Association (WISTA) and will focus on topics such leadership, the environment and the future. “As someone who is producing the Nor-Shipping event and the conferences, I must say it is a challenge to get women to enter the stage; however, this initiative will emphasise women’s role in the industry, which is becoming increasingly important. This is a good initiative that will hopefully encourage other women and girls to enter the shipping industry and we support it wholeheartedly,” says Vidar.

Running from June 1st to June 5th, Nor-Shipping will become a meeting place for visitors from approximately 80 countries, with many international delegates attracted to Norway’s maritime cluster’s strong presence in the global market. To further increase the ability for maritime players to rub elbows, Nor-Shipping established Nor-Shipping Island; a common arena for many of the event week’s social activities including the Tuesday night BBQ party and the 50th anniversary party. It is here too, at the modern brasserie Bolgen & Moi Tjuvholmen that Young@Nor-Shipping will hold the majority of its events.

A fast-growing international non-profit organisation for young professionals in shipping, YoungShip has become increasingly involved in Nor-Shipping since 2005, a positive relationship that resulted in a formal partnership agreement in 2012.

This year, the Young@Nor-Shipping programme

will include hot-topic seminars, socialising and the Young Entrepreneur Award. “YoungShip is an opportunity for young people in the community to network and breakdown the generation gap. It is important to invite young people and for us to support YoungShip in their efforts to build strong networks and a strong industry for the future,” says Vidar.

Indeed, as the shipping industry undergoes major changes such as the introduction to new fuels and more stringent regulations, Nor-Shipping and YoungShip are keen to invite all young shipping professionals to be a part of the discussion on finding solutions for the next 50 years. To attract young people to the ocean industries, which include shipping, offshore energy and seafood, Nor-Shipping is offering a pass to all events to full time students; it is also on the search for new talent with its Ocean Talent Camp programme, as Vidar notes: “We want to build awareness and interest for the ocean industries and anticipate 9500 young students and 600 teachers will attend the camp over four days.”

Although many international maritime executives attend Nor-Shipping for a week of exhibitions, conferences, debates, meetings and prime networking opportunities, the forum has grown into an increasingly relevant aspect of the maritime value chain thanks to Norway’s role as home to the world’s leading comprehensive maritime hub, as Vidar notes: “The maritime industry in Norway is very much integrated with the offshore industry, and with low oil prices there is a focus on restructure and cutting costs. It is my personal opinion that the oil and gas industry needs to look for more partnerships and collaborative thinking; it is an industry that could learn a lot from the marine sector, which has always been creative and found opportunities to grow. By merging the technology of the oil and gas industry with the innovation of the shipping industry, I think there are good opportunities for both industries in areas such as

deep sea mining and offshore seafood production.”

Addressing these issues through Nor-Shipping’s semi-centennial theme of ‘50 years looking forward’ is the Agenda Offshore Conference, which will look into the current major challenges within the offshore industry while also offering perspective and insight into potential solutions.

In addition to informative conferences, NorShipping will also be launching new initiatives in 2015, such as the Ocean Industry Podium; a fast-paced programme that features 24 one-hour sessions on a range of subjects, including maritime finance, law, technology, insurance and innovation.

“These one-hour sessions are a new concept that will be effective in helping people find topics that are relevant to them and allow them to be part of the discussion,” highlights Vidar. Another new initiative is Brazil@Nor-Shipping, which features a programme of activities focusing on the challenges and opportunities of operating in Brazil in the hope of further strengthening ties between the two business communities. n

With an action-packed week prepared for delegates, Nor-Shipping looks set to offer excellent networking opportunities to those aiming to gain and share competence as they move forward.

For more information on Nor-Shipping, see: www.messe.no/en/nor-shipping

www.shippingandmarine.co.uk - 17

Profile: Idromar International

New generation I

dromar International was established in 1982, developing through channels, which at the time were relatively unexplored. Whilst water-makers for sea going uses were still practically unheard of, it was the company’s founder, Vittorio Battino’s great love of the sea and sailing that led to the construction of the first model, using high quality, reliable components.

Having acquired a vast 20 years experience working in the water purification sector, the resulting product was a resounding success with the first models constructed using superior, dependable materials.

Since that time, both quality and reliability have remained the unchallenged cornerstone of Idromar’s philosophy, enabling the company to build an irreproachable reputation at an international level.

Through its ongoing focus

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and philosophy of quality and reliability, Idromar has earned an untarnished reputation on a global scale, as Alessandro Battino, director, explains: “It is clear to the market that our company puts client satisfaction first, whether the client is a shipyard, a pleasureboater, distributor or maintenance technician. Leadership within the business has never forgotten that reliability, ease of use and simplicity of operation are the critical factors for onboard installations.”

Freshwater makers are often referred to as desalination systems, with a common type of system being a salt-water reverse osmosis, by which a solvent is moved between two solutions separated by the membrane in order to reduce the concentration of the solution. In this process a solvent is forced from a high solute concentration through

a semi-permeable membrane to an area of low solute concentration by using pressures from 40-60 bar (600-1200psi). As a result of the application of force, by the high-pressure pump, the solute concentration decreases, and therefore overcomes the natural osmotic pressure of the solvent, ultimately leaving the salty water free of salt particles.

Essential for cruising yachts, the technology provides excellent quality sweet water, and is by far the most popular means of producing economical and viable sweet water from the readily available salt water.

The company has a ‘mini compact’ range that includes models, which are particularly recommended for medium size boats. The system it supplies boasts a modular design, which means it may be installed in compact version, or mounted

in three separate pieces according to the space available. The control instruments are complete, functional and easy to operate, with alarm devices that guarantee the immediate stoppage in case of anomalies or wrong manoeuvring. All the company’s equipment and plant, from the frame to the nuts, screw and joints are made entirely in 316L stainless steel.

Today, 70 per cent of all Italian boatyards, as well as significant numbers of European and global shipyards, use Idromar watermakers, which is testimony to the reputation it holds. Thebusiness manufacturers different standard models able to produce from 65 to 4000 litres an hour, for boats that vary in size from 15 metres up to 140 metres in length, with its scope incorporating services suitable for yachts, the Navy, oil rigs, barges,

as well as land based installations.

Additionally to its standard range models, the company can assemble water-makers to meet specific needs in terms of space, including systems where the various components are installed at different points of the boat, as well as semi and fully automatic systems.

Idromar’s philosophy is based on quality and not on buying the cheapest components on the market.

“We believe that, albeit a little more expensive than others, our water-makers must not be high maintenance and thus expensive for our customers.

Electronics is not a good ally for machines that have to work constantly for long periods at a time, and ultimately, whenever there is a

problem, the simple, reliable and high precision components we use prevent control instrument failure,” says Alessandro.

However, the secret of the constant growth in Idromar’s business is not only the reliability and quality it offers. Besides selling low maintenance machines, the company offers all-round customer service, striving to fulfil even

www.shippingandmarine.co.uk - 19

Profile: IDROMAR

the most urgent and demanding requests. Over the years Idromar has built up an excellent network of partners in Italy and abroad, as well establishing a highly qualified team of staff to produce the watermakers and deal with all requests for assistance. “Another strength is the family nature of our business,” points out Alessandro, who covers

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the foreign market, dealing with orders and technical aspects. Taking a global role, he travels to wherever he is needed around the world, and whilst doing so, his sister Nicole continues to handles the graphics, documentation and after-sales service, responding promptly and efficiently to customers’ queries and requests.

Idromar International

www.idromar.tv Milano Italy phone +39-02-98281631 e.mail :info@idromar.tv

• Untarnished international reputation • Family run organisation • Innovative thinking company

Profile: scanunit

Skilled

supplier S

canunit is Scandinavia’s leading provider of complete solutions in lifting and maintenance for industry and shipping. Operating in four key business areas - onboard marine services, surveys and classification, products and workshop facilities the company can not only provide services such as rigging, lashing and lifting, surveying and testing as well as maintenance and repair, but can also offer benefits such as environmental impact reduction, shorter lead times and enhanced cost efficiency as a total solutions supplier.

The company has witnessed steady growth since it was established in 1988. In its first year of operation Scanunit achieved a turnover of 1.8 million SEK – 20 years later the turnover had reached 96 million SEK. In recent times turnover has exceeded 160 million SEK and the company can boast 75 members of permanent staff and 150 temporary employees.

Scanunit was previously featured in Shipping and Marine magazine

in September 2014, so managing director Per Ekelund began by giving an overview of notable developments in the last five months: “We have broadened our market, especially after the SMM exhibition in Hamburg, which we attended in September 2014,” he said. “The purpose of participating was primarily to increase our international customer base and it was the first time the company exhibited as Scanunit (previously we attended as a sales agent for Samson and Hyde Marine),” he said.

Scanunit followed its appearance at SMM with a stand at the Danish Maritime Fair (DMF) in October.

This was Denmark’s first time hosting a large-scale maritime fair, and it saw exhibitors from all lines of the maritime sector present their advanced products, knowledge and competencies. “SMM was very rewarding and DMF was a fair on a smaller scale, but with – for us – important key players present,” Per commented.

At SMM and DMF Scanunit

highlighted its projects with safety & LSA, GRE piping, welding and surface treatment, as well as its wide product range, and indeed, GRE pipes has turned into a growing market for the organisation: “We have taken further steps into the scrubber market with the installation of GRE pipes for those systems and in 2014 we did ten installations, and we have more coming up this year, so this area is expanding,” Per confirmed.

One such project involved Scanunit installing scrubber units on DFDS’s vessel Tor Ficaria using GRE pipes.

“We use GRE pipes because they are low maintenance, lighter than steel, minimise hotwork on board and offer a longer life-span when compared to most other materials,” added Per. Another development at the end of 2014 saw Scanunit being approved

by DNV GL as a service supplier in safety and life-saving appliances.

Per explained how this certification will strengthen Scanunit’s services: “It helps us when the class society demands that all service companies www.shippingandmarine.co.uk - 21

Profile: Scanunit

shall not only be flag state approved and have maker’s approval but also possess class approval, so now we also are approved by B.V and ABS as well as Lloyds and RINA.” DNV GL is one of the leading classification societies in the world; the company was established in 2013 when Det Norske Veritas and Germanischer Lloyd merged to DNV GL. The certificate grants acceptance for Scanunit as service supplier for lifeboats, launching appliances and on-load release gear on ships, high speed and light craft and mobile offshore units. It will allow the company to more successfully compete in the global market, and Per sees the certification as further proof that Scanunit is perceived as a responsible company, built on knowledge and experience.

In addition Scanunit has been accepted to ABS’s list of companies servicing lifeboats. The American Bureau of Shipping (ABS) is a major American classification society.

Scanunit is also now on the Liberian Registry’s list of companies that meet all criteria for approval to perform LSA-service on a case by case basis.

“These approvals are fully in line with our long-term vision to be the complete service company for the shipping industry,” Per noted.

The last time Scanunit featured in Shipping and Marine, Per highlighted the Danish and Norwegian subsidiaries that had been established.

Scanunit Denmark has offices in Fredericia and in Brönby, Copenhagen, and the Danish branches stock a large inventory of wire, ropes, chains, hooks, shackles, round slings, safety nets and also test equipment for lifeboats and cranes on board ships.

In Copenhagen, Scanunit carries out service and maintenance, and certifies most types of safety harnesses.

It also manufactures lifeboat and pilot ladders, and its portfolio also includes fall protection and rigging for construction sites. Surveys of lifeboats, davits, cranes and winches, including tests of the fire equipment, are performed by certified staff all over Europe, and it also carries out servicing, installation, cleaning and painting on all types of vessels.

“We see Denmark as a great opportunity for growth,” stated Per. “Last year we increased the business by 150 per cent and we are looking at several projects. These include a tunnel project between Denmark and Germany, as well as contracts in scrubber and ballast water treatment, but in this area we are looking at all markets.”

Moving onto the Norwegian division, Scanunit Norge AS, this was established in early 2013; this development not only gave Scanunit the opportunity to develop a stronger presence in Norway and closer relationships with customers, but also aided its plan to be present in all Scandinavian markets. “The Norwegian market is currently very tough,” admitted Per. “It is suffering from the current low oil prices, and a lot of rig refurbishment contracts were awarded outside Norway. But we will

remain there, to make sure we can still provide our Norwegian clients the best service possible.”

Per also noted that Scanunit has more plans for expansion in Europe.

“We would like to do it with different partners,” he said. “For example, we are both an agent for Hyde Marine Inc. and a service provider and installer of their Ballast Water treatment units, and this works very well for us.”

Per concluded with some thoughts on 2015: “We expect the new Ballast water regulations will be ratified in near future,” he said. “We have already installed several units, and gained essential experience in this area, so this is a market area upon which we will focus this year.”

Scanunit AB

www.scanunit.se • Expects growth in the ballast-water

treatment market • Has plans for further expansion in Europe • Services utilised by all major shipping companies

www.shippingandmarine.co.uk - 23

Profile: Euro Marine Logistics Below: City of St. Petersburg, opposite page: City of Rotterdam

Route to

success

H

eadquartered in Belgium since its inception in 2011, Euro Marine Logistics (EML) is a joint venture project between Mitsui OSK Lines and Hoegh Autoliners AS. Integrating the existing short sea activities of both businesses, the company began operations in June 2011 with a focus on achieving profitability as a European shortsea company that delivers optimum services to customers. Borne from the expertise of its parent companies, which both operate as key players in the market of global ocean PCC/PCTC transportation, EML combines the strengths of Mitsui OSK Lines and Hoegh

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Autoliners AS to play a leading role in the short-sea transportation of finished vehicles and other ro-ro project cargo throughout Europe.

Boasting a fleet of 14 vessels of various types, EML has the capability to meet the frequency requirements of its customers, as Marc Pauwels, managing director of Euro Marine Logistics notes: “Our mixed tonnage means some of our vessels have a 750 to 1500 car equivalent unit capacity, while others can handle more than 3000 car equivalent units. The combination of small, medium and large vessels helps us to meet the demands of the market.”

Since it was previously featured in Shipping and Marine magazine

in July 2014, EML has witnessed strong growth, with 900,000 to 950,000 car equivalent units anticipated in 2015 in comparison to the approximate 800,000 units in 2014. Moreover, it has enhanced its services with the introduction of two new routes; one of the rotations begins in Newcastle, the UK and Zeebrugge on the Belgian part of the continent going to Gothenburg, Sweden, before setting sail to St Petersburg, Russia & Hanko, Finland. The second line rotates from Iberia to the UK, where the company calls at two new ports, Sheerness and Grimsby besides Newcastle.

“Now that we have introduced the new routes, EML operates six

services,” confirms Marc. “The first of these is the East Mediterranean service from UK/continent, which passes through Spain, Morocco, Italy and Greece before reaching Turkey; this route is on a 35 day rotation with five ships, which ensures a weekly service. Next is the new West Mediterranean service, which sails from Iberia (Barcelona, Setubal and Santander) to the UK’s Sheerness, Grimsby & Newcastle ports; this route travels on a three vessel rotation in 21 days to ensure a weekly service.

We also travel from Newcastle to Drammen, with stops at Zeebrugge, Esbjerg and Gothenburg along the way, this service is every five days. Meanwhile, the Baltic route is a fixed weekly service from the UK and continent, with sailings from Newcastle & Zeebrugge to Gothenburg, St. Petersburg and Hanko. There is also Scan-Baltic route, from Newcastle, the UK via Zeebrugge to Malmo, Gdansk and then onto Ust Luga; this is a once every ten days’ service. Finally, there is a service with one vessel between Barcelona and Algeria.”

Supported closely by its owners, www.shippingandmarine.co.uk - 25

Profile: Euro Marine Logistics

www.adampolsa.com.pl Tel: +48 85 740 78 60 • e-mail: adampol@adampolsa.com.pl ADAMPOL has established itself as one of the leading vehicle logistics companies serving transportation flows in the geographical area that includes the European Union, CIS countries, Central Asia and the US. It operates based on a combination of outbound and inbound multimodal transportation, a multifunctional terminal with compounds in the Free Customs Zones in Malaszewicze (PL), Lapy (PL), port of Gdansk (PL), Chekhov (RU) and Myachkovo (RU). Their total storage yard area of 106,5 ha offers a capacity of 48,000 vehicles.

ADAMPOL delivers over 480,000 vehicles yearly to its Customers by utilizing the fleet of 1500 car transporters owned by ADAMPOL Group and its subcontractors.

Recently, the port in Gdansk became a very profitable logistics solution in the transportation process relative to the political and economic situation in Russia and unfavorable cabotage laws and regulations in Germany. ADAMPOL’s branch in Gdansk is located right at the heart of the harbor in the Free Customs Zone.

The Gdansk branch offers: l Storage capacity – 15 000 vehicles l Unloading of vessels 24/7

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Harbor operations (storage, handling, quality services, customs documentation) Highly qualified and experienced staff l Eco-friendly & modern fleet l Road and rail freight forwarding l Customs clearance l Stevedoring

l

l

ADAMPOL is involved in many projects with global automotive and logistics giants, who can attest to the highest quality of ADAMPOL services.

The latest project, involving the Gdansk branch, was the collaboration with Grimaldi and Euro Marine Logistics (EML) - the sea operator associated with Fiat transportation from the Tychy factory to the Port of Gdansk and then with vessel transportation to England.

ADAMPOL arranged the loading of 1700 units with an impressive loading ability of 120 cars per hour.

New projects and deepening cooperation with major logistics operators strengthens ADAMPOL’s position in the global automotive market.

the business chooses to persistently challenge itself to provide a service with the highest quality both to serve the needs of its customers and to take up environmental responsibility by continuously seeking to improve the ecological footprint. With a team in place to ensure EML goes above and beyond the International Maritime Organization (IMO) sulphur emission regulations, the company has fully complied with the SECA requirements that came into effect on January 1st 2015. “We fully studied the best way to comply with these regulations and came to the conclusion that fitting scrubbers was not viable, so we decided to burn low sulphur fuel in order to comply. It is a huge investment and a technically complicated issue, which is why we decided to join the Trident Alliance, as we feel regulations only work if they are enforced.”

Despite strong growth in ports of call such as Sweden, the UK, Spain and Italy, EML faces a major challenge due to uncertainty within Russia as the economic crisis continues and trade flows become more depressed. “We need to cope with the crisis in Russia, which

has happened suddenly and caused more short sea tonnage to now face economic collapse. To remain competitive we need to re-allocate our ships and find new routes for them to operate on until a solution is found.”

Meanwhile, to further strengthen its services over the coming years the company is looking for opportunities to add more medium size vessels to its fleet, as Marc concludes: “Our small tonnage is

getting older, however, it is more or less the same cost to build a small vessel as it is to build a large vessel; the problem is that large vessels are not as efficient with regards to frequency. For these reasons, we feel medium sized vessels are the way forward, especially on the shorter legs. In short sea shipping PCC/PCTC operators are not only competing with ferry and Roro operators, but also with inland. Our strategy is consolidation, while also ensuring we maintain frequency through the use of appropriate tonnage.”

Euro Marine Logistics www.euro-marine.eu

• Joint venture operating since 2011 • Introduced two new services in 2015 • Operates in Europe, Baltic and Mediterranean

Adampol

Our co-operation with EML has been going for many years but recently is more intense and will certainly develop. Currently we are working together with Nissan - cars are transported from UK to Poland then distributed in the local market. We also co-operate with Mazda with the transportation of vehicles from Spain to Italy. Adampol would like to increase co-operation with EML in the future on the existing and other markets.

In addition, the latest action is announced on our web site and on the newsletter of Automotive Logistics Magazine: http://www.adampolsa.com.pl/en/o_firmie/ aktualnosci/221,Effective-loading-of-850-Fiat-850-x-Fiat-byAdampol-SA-at-the-port-of-Gdansk http://www.automotivelogisticsmagazine.com/news/ adampol-helps-with-spot-shipments-of-fiat-500-to-uk

www.shippingandmarine.co.uk - 27

Profile: Guidance marine

Guidance Marine completes acquisition of ARTEMIS from CHL Netherlands

G

uidance Marine (GM) has successfully completed the full acquisition of the ARTEMIS product and brand from CHL Netherlands. ARTEMIS, first introduced to the offshore market in 1972, is the undisputed, world leading, long-range microwave position reference sensor typically used for dynamic positioning of tankers against major infrastructure at sea.

Jan Grothusen, CEO of Guidance Marine said: “This is a strategic acquisition for Guidance Marine. It extends the reach of our existing product portfolio of market leading local position reference sensors. Guidance Marine has extensive expertise in laser and microwave technology and a customer centric attitude. This makes us the right people to build on more than 40 years of successful ARTEMIS history. We will bring our technical and commercial skills, processes and innovation to an exciting new generation of ARTEMIS products.�

Guidance Marine continues to work with CHL Netherlands in close partnership to best support ongoing manufacture and development of the ARTEMIS product and wide-reaching transition arrangements are in place to ensure minimum market disruption during the process.

With immediate effect GM can offer ARTEMIS with a standard three-year warranty and its worldwide customer service.

Visit us on our stand at Nor-Shipping, B05-44.

www.shippingandmarine.co.uk - 29

Profile: EVOQUA WATER TECHNOLOGIES

Refreshing

concepts J

anuary 2014 saw the birth of Evoqua Water Technologies following the sale of Siemens Water Technologies to the investment organisation AEA. “We are a global organisation with 170 locations across the world, employing more than 4000 people,” says Darren Dale, Sales and Marketing Director.

The company actually has a very long history in the water treatment market, with the Wallace & Tiernan systems brand name being synonymous with disinfection for over 100 years, whilst its Electrocatalytic brand has been accepted in the power and marine markets for over 50 years.

“Through the Electrocatalytic brand Evoqua supplies the oil and gas industry with our industry standard Chloropac® system, providing the most effective, environmentally safe method of preventing biological marine fouling, using technically superior equipment for energy efficient and reliable long-term plant operation,” highlights Darren,

30 - www.shippingandmarine.co.uk

continuing: “The perpetual growth of sea life (marine fouling) within a platform’s or floating vessel’s cooling systems can have a high cost, which is often overlooked, not to mention the shortened life of equipment affected by corrosion caused by marine fouling.

Marine fouling can restrict cooling flow in pipe runs and certainly reduces heat transfer rates across the heat exchangers and condensers thereby reducing the efficiency of the system and potentially even increasing fuel consumption.”

The Chloropac® system treats the water system by producing and injecting a sodium hypochlorite seawater solution in to the main water cooling flow to provide a hostile habitat in which organic life cannot thrive. “The Chloropac® system assures that marine growth is not only prevented, but can clean previously fouled equipment due to fitting ineffective alternative treatments and thereby restoring the efficiency of heat transfer,” explains Darren.

The Chloropac® system has for over 40 years been of great interest to the marine market, with over 3000 installations globally.

“Currently there is a pressing interest from the Shipping industry in reliable Ballast Water treatment solutions that will met the stringent requirements of the US Coast Guard.

We have submitted our SeaCURETM ballast water treatment system for US Coast Guard testing, which will commence shortly and this is expected to be concluded in the summer of 2015. These tests will take place at US Coast Guard approved laboratories, located within the United States for all three required salinities, including fresh water. The SeaCURETM utilizes some patented features to enhance reliable operation and has the Chloropac® technology at it’s core. First the ballast seawater is filtered before injecting generated hypochlorite (from seawater) back into the ballast line at a consistent and repeatable level, which can

be monitored and recorded. The SeaCURETM design allows the system to be used in a dual purpose mode for marine growth prevention to provide some return on investment on equipment that is otherwise fitted for regulatory compliance.” explains Darren. The SeaCURETM system is available as a compact skid or as modular components depending on customer requirements for installation in new builds and existing ships. “We are also seeing our clients request a standardised container approach,” he says, adding: “The system is particularly well-suited for retrofit installations because hypochlorite generation takes place in a small side seawater stream from the ballast water main to minimise footprint. The side stream generation method offers advantages for installation on tankers because the modules can be placed in a way that only the filter and analysers are installed in the hazardous area of the pump room, while the main parts of the system remain in a safe area.”

To complete the company’s portfolio for the Shipping industry the CAPAC® System (impressed current cathodic

protection) for cathodic protection of ship hulls from biological growth and corrosion from attacking the submerged surfaces of a broad range of sea-going vessels and fixed or mobile offshore structures. “Our CAPAC® systems are the ultimate long-term solution to corrosion problems, and are recognised as a superior alternative to sacrificial anode systems, which require frequent replacement. The systems are preferred by ship owners because they reduce fuel cost and work by supplying a controlled amount of DC current to submerged surfaces, using durable long life platinum anodes with a 25 year life.” explains Darren.

Understanding the many challenges that owners can face to meet legislation in an uncertain market, Evoqua has optimised its solutions to customer requirements. Current market conditions pose great opportunities, as well as challenges that need smarter solutions, as Darren highlights: “Notably, the recent dramatic drop in oil prices can increase the pressure on our customers to demonstrate best value.

Our flexibility as a business to offer a range of upgrade services and certified engineers to go on to the offshore installations, we are able to help owners continue their operations without the immediate requirement for capital investment and demonstrates a willingness to work in partnership.”

As a global organisation, Evoqua relies on its vast network to support the product lines, and its experience within the oil & gas and marine markets to deliver the right solution its customers. “Through our engineered solutions that provide technologically sound products to the market, we aim to continue to meet the requirements of our customers, increasing the speed and precision of our service,” concludes Darren.

Evoqua Water Technologies Ltd

www.evoqua.com

• Globally active business • Long experience in water technologies • Ongoing development of new systems

www.shippingandmarine.co.uk - 31

Profile: FRESE

Cool

runnings

F

rese’s history began in 1944, when Borge Frese acquired a modest foundry in a Slagelse basement, the town in Denmark that the company is still headquartered today. Beginning with local customers in need of small machined metal products, Frese soon began to develop a strong reputation and an increasingly wide customer base as clients came from all over Denmark for products such as aluminium pots and pans, door knockers and bronze candlesticks.

From these humble beginnings, Borge began to extend the foundry, and soon made space for the production of valves; from that moment, development was rapid, with the company becoming a specialist in the supply of valves and components for industries such as commercial HVAC, shipping and offshore.

Frese is a combination of a hightech foundry facility producing castings in stainless steel and nickel-

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aluminium bronze and an innovative valve manufacturer, focusing on the development and production of dynamic balancing valves. Today, still under the helm of Borge Frese’s descendants, Frese AS is the global leader in manufacturing dynamic balancing valves for the HVAC market; this includes heating, ventilation and air conditioning systems. An innovative alternative to traditional hydronic balancing methods through the use of static balancing valves, dynamic balancing valves provide a system with efficient and accurate flow limitation as well as differential pressure control, which means design flow conditions are achieved at all times, regardless of pressure fluctuations.

Frese has been operating within the marine industry since 2002 as a provider of dynamic balancing valves for heating and cooling systems used on various applications, including submarines, cruise ships

and shipyards. One notable product within the Frese range is the Frese ALPHA high corrosion resistant (HCR) wafer dynamic balancing valve, which has been developed for utilisation in a number of arduous systems to deliver the distribution of accurate and efficient flow. Suitable applications include seawater cooling, filtration and water treatment.

To minimise the flow and maintain a constant differential pressure, the ALPHA HCR flow cartridge is installed inside the valve housing, which thus ensures the design flow rate is achieved, regardless of fluctuating pressure conditions.

Moreover, the ALPHA HCR is silent during operations when the system is live and is removable for easy maintenance and system flushing.

Other benefits include an improved response to water hammer, ease of installation, and a quick and easy selection for customers, as only flow data is required. Applications for

the Alpha HCR dynamic balancing valve include seawater district cooling (SWDC), ballast water treatment (BWT), seawater air conditioning (SWAC), seawater reverse osmosis (SWRO) and ocean thermal energy conversion (OTEC).

Although Frese is a leader in its field, the company does not rest on its laurels, and instead operates with a commitment to continual improvement, resulting in the development of new and improved products that simplify installations and make service work increasingly easier. Fully in control of its own resources, the company works inhouse on all processes, from research and development to production.

Key to the company maintaining its world-leading reputation as a pioneer in automatic balancing is R&D, which ensures it will always be prepared for future requirements and world patents for its unique solutions.

In addition to R&D, other operations carried out at its production facilities include the production of prototypes, tool production, casting of larger

sized products, assembly of finished products, pre-shipment testing in its certified laboratory and packing and labelling.

With a reputation for excellence, Frese has worked on major projects in a range of business segments, such as airports, commercial buildings, hotels, shopping malls and residential areas. However, the company is keen to offer its expertise and high quality range of HVAC systems to ship owners and operators within the maritime industry. One example of the company’s strengths in this business segment is its work with Royal Caribbean International’s 2500 passenger cruise vessel, Jewel of the Seas. With an enormous atrium, rising 11 decks, the vessel also features a full day spa and gym, lounge entertainment, conference facilities and the highest number of outside cabins in the RCI’s entire fleet.

Because the cruise ship was travelling between areas that face extreme temperatures, such as Fort Lauderdale, Florida, and St

Petersburg, Russia, Frese was required to deliver a perfect heating/cooling system that was unproblematic, noiseless and maintenance free. To meet this demand, Frese selected automatic balancing valves to ensure the hydraulic balance of the heating/cooling circuit and the right temperature was in place on board at all times.

With the introduction of the ALPHA HCR wafer and flow cartridge to the market, Frese is certain to increase its customer base in the shipping industry, as customers not only benefit from the advantages of this new product, but also the company’s commitment to meeting future market demands through continuous innovation.

Frese

www.frese.eu/en-GB • World leading manufacturer of balancing valves for HVAC systems • Family owned organisation • Recent projects include the 2500 passenger cruise vessel Jewel of the Seas

www.shippingandmarine.co.uk - 33

Profile: Mampaey Offshore Industries

In the

E

stablished in 1904, family owned firm Mampaey Offshore Industries today has a comprehensive range of products that enhance the safety of mooring and berthing. Discussing the company’s history, business development manager Wouter van Reenen begins: “Mampaey is currently led by Mr Gerard Mampaeij; he is the fourth generation to bring the company to the next level in technology and innovation.

Mampaey has been active the maritime sector since 1904 when Gerard’s great grandfather was asked to create a smart towing hook for what is now SMIT Towing & Salvage, a subsidiary of Boskalis. Our towing hooks have since evolved to become essential integral equipment for tugs.”

Divided into three categories, towing, berthing and mooring, the ISO 9001 certified company’s product portfolio has a strong reputation for quality as well as a long life cycle with low operational costs.

“Innovation has always ensured a leading position and growth for this company,” confirms Wouter.

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docks

Examples of Mampaey’s commitment to innovation include the SCADA based iMoor operating software, an in-house development that enables safe, sound and solid jetty management. “The iMoor operating software enables monitoring as well as the control of mooring units; our mooring hooks can be equipped with intelligent mooring load monitoring and remote controlled release, which can all be monitored and controlled through iMoor.

“We also produce a berthing approach system, which informs everyone involved in the mooring procedure about the approach speed, distance and angle of the vessel in relation to the jetty or quay. In combination with our environmental monitoring system, providing information about the circumstances in which a vessel will be moored, the iMoor system is the umbrella under which all components operate, thus creating a clear and real-time oversight of every aspect of the mooring situation,” states Wouter.

Proud to retain its commitment to quality, Mampaey is the only mooring

hook supplier to still forge hooks from steel plates. This dedication to creating superior products has resulted in the company playing a key role in boosting the safety and efficiency of many terminals and vessels. “One example of this is the ATEX large LED displays, which are used for the berthing approach system. These have enabled the highest visibility for captains and deck crew during mooring, while maintaining safe operation in hazardous areas.”

Mampaey recently used its research and development and engineering capabilities to help deliver the innovative DOCKLOCK product to the market. Working alongside pioneering international bunker tanker operator VT Group, which wanted to find a more productive way to deliver fuel oil to its clients vessels at a reduced cost while improving safety, the two progressive companies created a product that takes intelligent mooring to a new level.

Discussing the process of creating DOCKLOCK, Wouter explains: “A first version was developed inhouse, but after the trials of the first

system, VT Group understood that further improvement would require specialised knowledge. As engineering is not its core business, Mampaey, as a mooring specialist with in-house engineering capacity, was asked to continue the project. Mampaey brought DOCKLOCK to a higher level, creating a market-ready system through intense R&D and engineering efforts. It was an ideal situation where every step could be verified with feedback from a direct market incumbent and eventually enabling the trial tests of a full-scale system on board of one of its vessels, the MTS Valburg, in close co-operation with VT Group’s captains.”

Wouter notes that the core advantages of DOCKLOCK are efficiency and safety as the product brings the mooring and unmooring process down to seconds instead of hours and drastically minimises the risk of injury: “With DOCKLOCK there is no need for shore line personnel, nor ship crew line handling, which leads to less injury risks. It is possible to monitor the

mooring operation and external influences and conditions in real time, which increases the response time to emergency situations. Furthermore, the possibility of snapping lines is eliminated. Meanwhile, in terms of efficiency, DOCKLOCK provides customers with faster turnaround and better ship utilisation, which shortens bunker time for client vessels as an extra competitive advantage.”

Having completed trials, DOCKLOCK has received a vast amount of attention from the market, with enquiries coming from a range of potential customers such as ferry terminals and companies within the dredging industry. Moving forward, Mampaey anticipates the west and east European regions as well as Asia to be growth markets for DOCKLOCK, while its conventional business units continue to see steady growth in the Middle East, South America and Asia.

As engineers are pivotal for the quality and constant improvement of products and play an integral role in the service given to customers,

Mampaey is focusing on strengthening its engineering department to ensure it maintains its strong position in the long-term. Moreover, the company is looking to boost its in-house software skills and is taking on new staff to bring added value to customers, as Wouter concludes: “We have recently added two programmers to our current in-house software team who will be responsible for DOCKLOCK and iMoor. Furthermore, in line with the growth prognosis and additions to our team, we are acquiring junior engineers; if our new team members manage to grow together with the organisation we will have devised a strong team, well-equipped to contribute to our ongoing success.”

Mampaey Offshore Industries

www.mampaey.com • Leading supplier of mooring, berthing and towing systems • Innovative new product, DOCKLOCK, launched in 2014 • More than 110 years of expertise

www.shippingandmarine.co.uk - 35

Profile: INSATECH MARINE

S

On a mission

ince its establishment in 1989 in Vordingborg, Denmark,

by Alan Christoffersen, Insatech AS has continuously strived to find viable and superior solutions within automation and instrumentation; a focus that has enabled the firm to gain integral experience and knowledge of the maritime industry. A part of Addtech Group’s business segment, Addtech Life Science since December 2005, Insatech’s long-standing collaboration with a number of the world’s leading manufacturers has ensured it can provide an excellent service to both its customers and suppliers on a global scale.

“For the first 20 years in operation, we were focused on industrial instrumentation to pharmaceutical customers, as well as energy producers such as power plants, machine builders and clients within the oil and gas industry. It wasn’t until approximately eight years ago that we noticed potential to use some of these

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high accuracy-measuring instruments from the industrial world in the marine industry. We approached some Danish ship owners and operators and developed a Bunker Management System to measure bunker fuel; this was our entry point into the marine market. Since then we have established a specific marine department within Insatech, Insatech Marine, which today has between 65-70 members of staff,” begins Kristian Nielsen, head of business development and solutions at Insatech Marine.

Utilising its experience in the development, manufacture and supply of products to a number of industries that require high standards from national and international authorities, Insatech Marine focuses on the delivery of field-tested, proven technical solutions that meet the increasingly stringent rules and regulations of the shipping industry. “Research, development and innovation goes hand in hand at Insatech,” says Kristian. “In

two months from now we will be launching new and enhanced systems on the market, as we have continuously improved our equipment.

Currently we are developing at such a pace to adapt to the fast changing requirements within the shipping industry that we are having issues with keeping track of our marketing and brochures. The marine industry is perhaps 20 years behind our original land-based industrial markets, but over the last three to five years the marine customer has begun to pay attention to the benefits of energy optimisation.”

A major area of interest for Insatech and the shipping industry as a whole, the implementation of energy optimisation measures by shipping firms has been a slow burning process, as conservative organisations have been cautious to adopt measures due to risk, potential hidden costs and difficulty in gaining access to capital. Insatech Marine has created a Performance Management System; a

Opposite L to R: Performance system engine perf, Performance system flow meters, Performance system main engine

solution that provides ship operators with continuous and consistent log performance data to ensure an ongoing evaluation of a ship’s performance. “This is a sophisticated system that not only looks at how much fuel is burnt, but also how much energy is produced from the engine and the auxiliary engines; through the performance monitoring system we can also look at the conditions that the ship is operating in,” says Kristian.

Able to customise its systems to fit any type of vessel, Insatech Marine looks set to flourish as those within the shipping industry steadily develop a stronger knowledge of the benefits involved in energy optimisation and emission control.

However, as a company committed to continuous improvement and strong working relationships with customers, Insatech Marine will spend the remainder of 2015 focused on improving its performance monitoring

Coriolis mass flow meter

and management systems and also displaying its high quality solutions at Nor-Shipping in June.

“Nor-Shipping 2015 will give us the opportunity to display our solutions as well as a new concept that are to be launched shortly. We’re working on finalising a performance concept that includes our Fuel Consumption and Performance Monitoring Systems. An on-board Performance Management System is being developed with the goal of optimising the vessel so that it operates in the most efficient way and provide the crew with the best possibility to minimise the operational cost. Together with a database-todatabase system that will transfer

data from vessel to headquarters, and enable clients to manage their fleet and the performance of their vessels from headquarters via our Fleet Manager system. As our equipment fits on most types of vessels, Nor-Shipping also enables us to maintain a presence in the market by showing our brand and what we can do,” concludes Kristian.

Insatech Marine

www.insatechmarine.com • Supplier of Performance Optimisation solutions • Supplier of Bunker Management Systems • Will participate in Nor Shipping in June 2015

www.shippingandmarine.co.uk - 37

Profile: Nordkalk Corporation

Kjell Weppling, Nordkalk

Dry Scrubber - no sulphur relocation but recovery and recycling

F

ocused on the efficient production of lime since its inception in 1898, Nordkalk has spent more than a century developing its operations to more than 30 locations across Europe while continuously striving to create highly beneficial and innovative products and processes. Mainly operating in the Baltic Sea region, Nordkalk employs approximately 1000 personnel and provides solutions to industries that include pulp and paper, metals and mining, construction, agriculture and environmental care.

“We are very diversified as a corporation,” states Kjell Weppling, business development director at Nordkalk. “We aren’t tied to any single industry or branch like most other lime organisations and believe having balanced sales within different business segments is important.

Having been present in land-based flue gas desulphurisation (FGD) since the ‘acid rain’ debate and establishment of air pollution control,

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Nordkalk’s dry scrubber team (from left Nenne Nordström, Erik Nordenswan, Kjell Weppling, Annica Lindfors) in front of Nordkalk’s Dry Scrubber Simulator (DSS)

Nordkalk made the strategic decision to set up a department focused on the marine sector in 2012. Since then we have been focused on our mission of successfully working with lime to create an absorbent that has the performance and ability to catch sulphur from flue gas within scrubber units.”

With long-term experience in the field of flue gas desulphurisation at coal fired power plants and waste incineration plants, Nordkalk’s products remove acidic substances such as sulphur, chlorine and fluorine compounds from flue gas.

Suitable for dry, half-dry and wet desulphurisation methods, the company’s tailor-made products are created through a commitment to research and development. Using this expertise, the company has further diversified its customer base with its desulphurisation concept, which is based on a dry scrubber that uses granules made from Nordkalk hydrated lime to absorb the sulphur from the flue gases of the ship.

With the Sulphur Directive for the shipping industry coming into effect on January 2015, ships operating in the Baltic Sea, English Channel or North Sea must comply with the stringent demand for a maximum sulphur concentration of 0.1 per cent. One option for ship owners and operators is marine SOx scrubbers, including dry scrubbers. Because the process doesn’t generate any scrubbing waters that are discharged into the sea, one major benefit of the dry scrubber is the lack of emissions to both air and sea. Moreover, the structure of the dry scrubber is more simple than other scrubbers in the market.

Able to offer turnkey absorbent deliveries for dry scrubbers, Nordkalk also recovers used absorbent with refills; its goal is to recycle 100 per cent of the used absorbent and use it in other applications in the future, as Kjell highlights: “Our target is a complete reuse of the collected absorbent, which is very important from a sustainability point of

view. The used absorbent will be a secondary raw material for a variety of applications. On top of this, we also continue to work on further improving both the absorbent and its performance in the FGD process.

For this R&D project we have developed a dry scrubber simulator, which allows us to study different absorbents under stable conditions.”

In September 2014 the company signed an agreement for the delivery and disposal of absorbent to the first ship scrubbers based on dry desulphurisation technology; the scrubbers were then installed and commissioned at the Polish shipyard MSR in early 2015. The work was completed by Envairtec GmbH, the manufacturer of the scrubber equipment, in close co-operation with the shipyard and ship owner. “Our role was to produce and deliver an efficient and strong enough granular absorbent for the scrubbers; in order to reach this target, a considerable amount of R&D had been done in the previous years ahead of the scrubber deliveries. As part of the contract, we

also collect the used absorbent from the ships, generally in a combined process, where fresh absorbent is first loaded on board and is followed by the discharge of used absorbent.

This is important to customers, who require a strong logistical solution.”

Due to exhibit Nordkalk’s absorbent service package at NorShipping in June 2015, Kjell is keen to emphasise the benefits of this turnkey approach to potential customers: “Clients get the absorbent delivered to the ships and simultaneously the used absorbent is collected and disposed of; all this with one email booking. However, it is important to highlight the core benefits of the dry scrubber technology too, as the market is very fresh and companies within the shipping industry are currently unconvinced that this is the correct solution for their ships.

“Dry scrubbers deliver efficient reduction of sulphur from the exhaust gases in accordance with the requirements in the sulphur directive, 80 per cent removal of particles from

the flue gases; it is also a completely dry process, with zero discharge into the sea. It should be noted that this technology, which is robust and simple with low maintenance costs, is the only 100 per cent closed loop scrubber on the market and that selective catalytic reduction of NOx can easily be added as the flue gas temperature is not significantly reduced by the scrubber.”

Foreseeing a significant market for exhaust gas cleaning solutions in the shipping industry, Nordkalk is confident that the dry scrubber technology will have a firm place in the market over the coming years as knowledge and acceptance of this new, innovative and highly beneficial solution grows.

Nordkalk Corporation www.nordkalk.com

• Northern Europe’s leading producer of quality limestone-based products • Long-term experience in flue gas desulphurisation • Has produced an efficient and strong granular absorbent for dry scrubbers

www.shippingandmarine.co.uk - 39

Profile: Hirtshals Havn

An uncompromising

solution

T

he history of the Port (Havn) of Hirtshals dates back almost 100 years when the construction of the port first began during the 1920s. Although its key location at the mouth of the Skagerrak has allowed the port to grow to become Denmark’s sixth largest port, the Port of Hirtshals has never been officially inaugurated.

Instead the port was first put to 40 - www.shippingandmarine.co.uk

use during the late 1920s and later during November 1929 it was decided that the construction of the port was completed enough for a landing fee to be charged from 1st December 1929, thereby putting the Port of Hirtshals into official use.

Since beginning with its first breakwaters to protect the local fleet of fishing boats, the Port of Hirtshals has continued to evolve and grow to incorporate transport, cargo and offshore services in addition to its existing fisheries heritage. During 2001 the Port of Hirtshals reached a major milestone when Hirtshals Municipality took over the ownership of the port from the Danish state for a price of €15.4 million. Since transitioning into municipality ownership the

Port of Hirtshals has continued to receive significant development through investment valued at some €61 million. Works to the port and its facilities between 2006 and 2009 have included the rebuilding of two ferry berths to accommodate two new super-speed ferries; the creation of a customs and service centre; the deepening of the port’s East Basin 1 to improve safety standards for landing pelagic vessels; the deepening of the port’s East Basin 2 to a depth of 10.7 metres to serve larger fishing vessels and ship and the restructuring of roads links and lanes throughout its central East Harbour.

The Port of Hirtshals was last profiled in Shipping and Marine during July 2011, during which time the port’s managing director Jens Jensen discussed the increasing ferry traffic arriving at Hirtshals, reaching 40 weekly ferry calls during 2012.

Today the continued investment into the port has driven this number higher still as it continues to develop.

“Over the past four years we have

been increasing our activities in all segments, including in the transport sector,” says Jens.

“We currently have 60 ferry calls a week at the port in the summer time and the turnover for the Port of Hirtshals last year was €9.3 million, which is a new record for us. The port is developing well as we increase our activities. We have just announced our new Vision 2020 strategy, where we see the port as a new intermodal hub located in the centre of Scandinavia.”

Indeed the port has enjoyed exciting levels of development in recent history, which is set to see it continue to grow in other markets inline with its sustained increase in ferry traffic. “We have a unique geography close to some of Europe’s main shipping lanes and just this summer The Danish State invested

in a new combi terminal for rail, which will be finished by June. The E39 motorway also reaches the port so by the summer of 2015 Hirtshals will be a truly intermodal terminal,” Jens elaborates. “It is part of our vision to grow in the transport sector to offer shipping companies, rail operators and road users new logistical possibilities, which will offer more efficiency and cheaper

transport because it will be possible to use the spare capacity of vessels and rail links more effectively.”

An integral part of the port’s continued growth is the development of inland facilities on the eastern side of the port, which will encourage further marine and inland traffic as well as further trade, as Jens explains: “We started development

ROHDE NIELSEN A/S

ROHDE NIELSEN A/S operates worldwide as a marine dredging contractor. We have since the establishment in 1968 executed marine projects from Greenland in the North to Cape Town in the South, and from New Zealand in the East to Panama in the West. We run a modern fleet of 42 specially built and highly maneuverable vessels. With their shallow draught, these vessels are capable of working close to the shore.

ROHDE NIELSEN A/S has maintained the navigational depth in the entrance to Hirtshals Harbour since 1992 and participated in all major port extensions over the past 20 years.

www.shippingandmarine.co.uk - 41

Profile: Hirtshals Havn

on this area early on in 2015 and we hope to complete the first steps of the investment by August. If everything goes well, construction should be finished by New Year 2015/16. The area will be divided into areas for trailer handling, as well as two locations dedicated to the maritime industry. Presently we have quays that we will be able to use more effectively when we have the developed land area behind them. We will focus on more services in the maritime sector using this area to encourage more ships to the port. The trailer handling area will correspond to the ferry and RoRo traffic and enable the efficient handling of trailers from one service

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to another. We also have other spaces available for fisheries, so we have divided the port effectively for different market sectors.”

During the coming year and beyond, the Port of Hirtshals will rely on its unique location as well as its targeted Vision 2020 investment strategy to deliver a strong logistical hub within Scandinavia, as Jens concludes: “We say that we have three strengths to built on and these are our geography; our geography and our geography. When you look a map you will see that the port is centred very closely to the shipping lanes between Norway and Europe and that there is not a great distance to the UK. Therefore it is possible to

create a major transport hub in the area without a major deviation from the main shipping lanes – in fact there is only 20 minutes sailing time between the main shipping lanes and the vessels berthed in the port. Now we have the rail coming right into the port as well as the motorway so clients do not need to compromise to use the port, which means there is excellent motive in using it as an intermodal transport hub.”

Hirtshals Havn

www.hirtshalshavn.dk • Long marine tradition • Advantageous location • Significant investment

Profile: Wightlink

The

Wight

stuff

L John Burrows

eading Isle of Wight ferry operator Wightlink Ferries has announced plans for a £45million investment in its key Portsmouth to Fishbourne route. A new flagship, designed and built specifically for the route, with the capacity to carry the equivalent of 178 cars and more than 1000 people on each crossing, is scheduled to come into service in 2017. It will boast a host of features to minimise the ship’s impact on the Solent and its shoreline. Plans include the capacity to use both MGO and LNG fuels, a sophisticated power management system, recycling engine heat to warm water and indoor spaces, and a modern hull designed to create low levels of wash.

There will also be improvements to terminals at Portsmouth Gunwharf and Fishbourne, including new boarding ramps to allow vehicles to be loaded and unloaded on two levels simultaneously. As part of this investment, the capacity of Wightlink’s current flagship St Clare will be increased so it can use the same ‘double deck’ loading system.

Officially established in 1991, Wightlink and its forerunners have been providing efficient, safe and high quality ferry services to and from the Isle of Wight for more than 180 years. Today, renowned as the UK’s largest domestic ferry operator with frequent services, the company carries approximately 4.8 million passengers per year on its three routes. John www.shippingandmarine.co.uk - 43

www.houlderltd.com

HOULDER SCRUBBING UP WELL YOUR PARTNER FOR ENGINE SCRUBBER INSTALLATIONS Houlder knows a thing or two about RoRo and RoPax ferry operations.

It designed the Wight Class, the new Gosport Ferry and managed the European Seaway conversion for P&O Ferries. It is now working with suppliers including Alfa Laval and Dupont Belco to install Sulphur reducing engine scrubbers.

MARPOL REGULATIONS FOR (S)ECA ZONES Houlder has spent time working with industry, suppliers and regulators to understand the MARPOL regulations and their impact on ferry operations.

This ensures scrubber projects are fully compliant.

ENGINE AND FUNNEL MODIFICATIONS Houlder designs all engine room, engine casing and funnel modifications required. Importantly, the team ensures the scrubber units, tanks and pumps do not lead to any loss of space in lane metres, accommodation or public access.

3D view of arrangement of pump room for hybrid scrubber

Overall 3D view of open loop scrubber system

ENGINEERING, MODELLING AND PIPING Houlder use 3D scanning and modelling of pipe routing and structural supports to prepare detailed drawings and technical specifications for the equipment and installation.

INSTALLATION SUPERVISION Houlder supervise all installation work on your behalf to ensure success.

Houlder Limited Norman House, Kettering Terrace Portsmouth, PO2 7AE , UK Tel: +44 (0)23 9287 5277 Email: enquiries@houlderltd.com www.houlderltd.com

View showing scrubber towers overlaid on existing 3D laser scan

ENGINEERING BETTER

Profile: Wightlink

Houlder “Innovation is required in response to changing ferry operational and environmental requirements,” says Mike Simpson, Houlder’s director of marine design consultancy. He continues: “We have responded by delivering new designs, as with the Wight Class and Gosport Ferry, but also ingenious engineering projects such as engine scrubber installations and LNG infrastructure.”

Houlder has provided independent design, analysis and engineering for 30 years. Today, it employs over 100 naval architects, engineers and designers in the UK and USA. They give its clients the confidence to invest, build, operate and maintain floating assets of all kinds.

Houlder’s clients include Wightlink, Gosport Ferries, the Isle of Man Steam Packet Company and P&O Ferries. The latter turning to Houlder to convert the 23,000 tonne European Seaway freighter into floating accommodation for the Lynn & Inner Dowsing wind farm in their first step into offshore wind.

Houlder also works widely across the offshore energy sector. It designs special purpose vessels, bunkering barges, pipe and cable layers, offshore support ships, floating accommodation and construction vessels. The company also designs, fabricates and mobilises new and upgraded equipment, develops deck modifications and manages extensive conversion, life extension and change of use projects. All of these are driven by an ever-increasing need for more capacity and improved capability. Whatever the task, Houlder quickly gets to the detail and provides answers. It uses a range tools and up to date software all underpinned by significant knowledge of Class Rules and industry regulation.

Mike concludes: “Clients often come to us as a one stop shop, particularly when the work is not standard and requires some lateral thinking. Houlder’s preference is for challenging design work that stretches its people and delivers a step-change in capability. This is a key reason it has secured its place in the marine supply chain.”

Burrows, chief operating officer at Wightlink says, “We run ro-ro ferries between Yarmouth and Lymington and from Fishbourne to Portsmouth; we also operate a passenger service from the end of Ryde Pier to Portsmouth Harbour railway station.

We have eight vessels in total, six ro-ro ferries and two passenger-only catamarans; five of them have been constructed in the last six years and were purpose built for Solent waters.”

Over the last six years, Wightlink has already undergone a significant period of investment, with more than £70 million put into new ships and port facilities. The first vessel to be launched was Wight Ryder I, a highly advanced catamaran that is currently operating on the company’s Portsmouth Harbour to Ryde Pier route. Swiftly following this launch was sister ship Wight Ryder II, another robust, new-generation, single-decked, purpose-built vessel that has ensured increased reliability and offers a superior customer experience.

Elaborating on these major

investments, John states: “Three of the five ships in the fleet are ro-ro ships built specifically for the Yarmouth to Lymington route; the port on the mainland is on the Lymington river, which is shallow, very twisty and bendy. It is also an extremely popular yachting destination, which means the ships need to be extremely manoeuvrable.

They have two propellers, four main engines for a lot of redundancy and a shallow draft. The hull was also designed to produce the least possible wash to ensure the vessels can operate without impacting the environmentally protected area that surrounds the port.

“Meanwhile, our two catamarans operate on the Portsmouth Harbour to Ryde Pier route; each vessel carries 260 passengers and operates at a slower service speed to previous ships, but offer increased weather resistance. These ships can cope with much higher waves and wind speeds, which has resulted in a cancellation rate of more or less zero since the catamarans began sailing. They can

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Profile: Wightlink

Corprotex Apprarel Corprotex is a leading national provider of corporate clothing, work wear and Personal Protective Equipment to a vast array of industries and sectors throughout the UK and is now beginning to embark on Europe. Corprotex is proud to have worked alongside Wightlink for a number of years and has forged a strong relationship with the company and would like to think that it has helped enhance the brand through good quality branded uniforms throughout the company.

Corprotex has worked with Wightlink to help develop bespoke garments which will keep the wearers safe, dry and comfortable in all of the many elements in which their staff will face throughout the year. It is currently in the end stages of developing a ground breaking new fabric with its supply chain which it feels will further enhance the clothing which it offers to its clients and hope that Wightlink may be one of the first to benefit from this exciting new development using laser technology.

also turn more quickly to ensure we retain our half an hour block time.

Previously we could do the trip in 18 minutes with 12 minutes to turn, however, we now do sailings in 22 minutes, leaving us only eight minutes to turn. Alongside these innovative features, we have also invested heavily in port facilities, such as widening gangways to allow people on and off the catamarans quickly.

On top of this, we have carried out major refurbishments at all our ports, with all toilet blocks improved and a new terminal at Fishbourne.”

New on board the ferries in recent years are branches of the nationwide coffee chain Costa and the world’s first on-board bakery opened on St Clare in 2014 when Greggs set up shop on the ferry. “Teaming up with these highly popular brands offering quality food and drink has been welcomed by our customers and we plan to extend our offer in future,” says John.

Following these massive

investments, the company came under new ownership, with Balfour Beatty Infrastructure Partners (BBIP) taking over from Macquarie European Infrastructure Fund (MEIF) in February 2015. Although the shareholder has changed, John and chief executive Russell Kew, as well as their management team, remain in charge. In addition, there are to be no changes in staffing, pricing, schedules or routes as a result of the acquisition. “Our previous owner was an investment fund with a fixed life that was coming to an end, and although the fund had invested heavily, it was not going to invest any further. We are a strong, stable business with room to grow, and our new owners want to invest in our future as a business.”

Key to Wightlink’s continued growth is its focus on providing not only a ferry service, but also a one-stop-shop for visitors. Helping the company to achieve this goal is its new and improved website,

www.shippingandmarine.co.uk - 47

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Profile: Wightlink

Sulzer Rotating Equipment Services Sulzer Rotating Equipment Services, based in Southampton, have been providing engineering services on the South coast for over 50 years.

Operating from two fully equipped workshops, Sulzer RES provide around the clock electrical and mechanical support both on-site and in our workshops, including the repair of electric motors, generators, pumps, fans, gearboxes and other rotating plant.

Sulzer RES in Southampton have enjoyed a long association with Wightlink Ferries, helping provide Wightlink with a highly experienced and dedicated team of engineers. We are proud to be associated with Wightlink and will continue to provide engineering support, playing a small part in helping Wightlink maintain their service.

launched in March 2015. Bright, colourful and easy to navigate, it offers three options to potential customers: Go, which allows people to book their ferry tickets and get travel information; Stay, which offers the opportunity to find and book accommodation; and Do, which gives a comprehensive overview of events and experiences in the area.

“Our new website is much more clearer and easier to use,” confirms John. “It is more focused on showing all of the options that we have available to the customer and interfaces with our reservation system. A huge population of the UK lives within three hours of the Isle of Wight, including ferry crossing times; this includes the majority of London and the west of the UK. Our website features strongly on the Isle of Wight as a holiday destination with plenty of exciting events. At the moment we feature the Isle of Wight Festival and also the #ActionWight, promotion to highlight all activities in the area.”

Wightlink works with a

host of organisations offering accommodation as varied as camping and holiday park experiences, tree houses and lodges, B&Bs and exclusive hotels. “Through special trade rates, we can offer exclusive prices to our customers, which benefits everyone on the island as nearly a quarter of all jobs on the Isle of Wight are linked to tourism,” John explains.

Being able to offer three different and easily accessible routes to and from the island helps Wightlink win customers in its target market of London and the west. “Portsmouth offers excellent access to London via the A3. Meanwhile, Lymington offers a beautiful, scenic route through the New Forest to travellers and is also highly convenient for anyone coming from the West Country,” says John. On top of being able to offer customers choice and good value, Wightlink also delivers on availability, efficiency, comfort and speed. “By far, Wightlink has the most departures at peak times; in

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Profile: Wightlink

Portsmouth we have a sailing every half an hour on the car ferries and the catamarans; in Lymington we operate every hour. Our competitors can’t compete with this. We have a lot of capacity, a great route network and our crossing time is shorter than our main competitors.”

Now under new ownership, the future looks positive for Wightlink as it continues to focus on investing in services and listening to customers to deliver the best possible service.

“In 2014 we held 13 Meet the Managers sessions; these are advertised in advance and give us the opportunity to interact with our passengers. This is crucial as it gives us the opportunity to understand their demands. A recurring demand from Isle of Wight residents is more sailings; we understand this, however, our business is driven by the Isle of Wight economy – if the island’s economy grows, our passenger numbers will grow and ferry operators will match this increase in demand with more sailings. What is good for the Isle of Wight economy is good for the ferry operators,” concludes John.

Wightlink

www.wightlink.co.uk • The UK’s largest domestic ferry operator • New flagship commissioned as part of significant investments over the last six years • Under new ownership

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Profile: LaNaval Shipyard

Sophisticated

ships

Main picture: LaNaval Shipyard Below: Dry dock and a module

D

edicated to the design and construction of sophisticated vessels that deliver high added value since its inception more than 100 years ago, Spanish shipyard LaNaval has developed a global reputation over the years for its ability to manage the most complex projects. Discussing the shipyard’s history, Javier Angulo, commercial director of LaNaval, begins: “In order to find LaNaval’s origin we must go back to the creation of the Sociedad Española de Construcción Naval (SECN) in 1909, which was established to boost the renovation of the Spanish Navy. In 1915 SECN bought some land at the Nervion River banks in the Sestao area with the aim of building a shipyard. The shipyard was completed only one year 52 - www.shippingandmarine.co.uk

later, by April 1916 and it was named LaNaval.

“On the inauguration date of LaNaval, the keel of the first vessel, Alfonso XIII, was layed. This was a cruise vessel. Since then LaNaval has been mainly dedicated to the design and building of different type of ships, such as containers, crude oil tankers, shuttle tankers, chemical tankers, bulk carriers, LNG carriers, dredgers and offshore vessels.

Throughout its long history, the shipyard has also produced different ship’s equipment and materials, such as two stroke diesel engines, casted propellers, boilers, furniture and so on.”

In addition to these competencies, the yard also provided ship repair services for a number of decades, however, this segment of the business

32,500 dwt fallpipe vessel

Multipurpose cable lay vessel

stopped in the mid 1990s. Following a decade without this service, the shipyard was acquired by private owners in 2006, which resulted in drydocking activity beginning once again in 2013 after major investment in one of its two drydocks.

Alongside its ship repair services, the shipyard also developed its reputation in growing sectors such as LNG. “During the 2000’s LaNaval designed and built three LNG carriers, which was a breakthrough due to its high technical requirements.

Around this time, we also entered the market of dredgers and offshore vessels,” says Javier. “Today LaNaval is focused in the following type of vessels: dredgers and offshore vessels for the oil & gas and the offshore wind industries, as well as ro-pax ferries.”

One business segment where the shipyard has developed a world leading reputation is suction dredgers, with seven trailing suction hopper dredgers designed and built since 2002. Within this list, the Cristobal Colon and Leiv Eriksson, both 46,000 m3, are the most capable dredgers of this type available on the market, further proving the shipyard’s expertise in this area. “We currently have additional contracts for design and build of two additional trailing suction hopper dredgers of 17,000 m3 for Van Oord, which will be delivered within 2017,” notes Javier. Alongside the Van Oord contract, LaNaval is focusing on the construction of one ferry for TESO, which is due for delivery in the first quarter of 2016 and one multipurpose cable lay vessel for DEME/Tideway, which is due for

delivery in the first quarter of 2017.

Committed to maintaining its reputation for custom-made excellence, LaNaval’s competent and flexible employees operate within high quality facilities that includes two slipways, 283 m x 42.8 m and 270 m x 43.16 m respectively, and two drydocks, 152 m x 22 m and 146 m x 21.8 m, two outfitting piers, 300m and 570 m, and a general warehouse. In addition, the yard has steel and fabrication workshops, painting and sandblasting cabins (1700 m2), a steel storage area, a 9000 m2 piping workshop, pre-outfitting workshops, general offices, a pre-assembly workshop and production offices.

Complementing the shipyard’s facilities is its focus on compromise and flexibility to customers, alongside the strong technical skills and capabilities of its staff, as Javier highlights: “Our recent and current clients include Jan De Nul Group, EDT Offshore, TESO, Van Oord and Deme Group. To ensure we remain competitive, we compromise with the strict fulfillment of all our commitments and obligations with our clients. The best proof of our capabilities in this area is that our customers come back to us, time and again.” www.shippingandmarine.co.uk - 53

Profile: LaNaval Shipyard

Anglo Belgian Corporation (ABC) With its production facility in Ghent and marketing often limited to word of mouth, Anglo Belgian Corporation (ABC) has over a century of experience in designing, engineering and production of tailor made medium-speed power solutions for a large variety of customers with needs ranging from 1000kw to 5000 kW per engine. Over 15 years ago ABC started with land based dual fuel solutions with references in oil and gas applications. With the Texel ferry project ABC marks the move to dual fuel marine applications, offering diesel like response at reduced operating cost. Because smaller players can make bigger differences.

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Continuing to list the shipyard’s strengths, Javier notes that LaNaval is not averse to creating partnerships with other companies to ensure the best possible solutions: “We have a technical office with strong capacities, which is differential from the rest of the Spanish and from the majority of the European shipyards. We also have the proven capacity to co-operate with other external offices and main key suppliers, to talk at the same level, proposing solutions, alternatives and so on. In fact, LaNaval has a very important network of local suppliers and subcontractors that make possible to achieve the projects in cost, time and quality.

On top of this, over the last few years, we have optimised processes in order to achieve maximum efficiency in terms of costs, time and quality, with the strict fulfillment of our client’s requirements.”

Despite the downturn in demand of offshore vessels within the oil and gas industry, LaNaval has still managed to sign new contracts thanks to its strong market reputation. Moving forward, the shipyard aims to find further opportunities in its core markets, while also developing a stronger reputation for the design and construction of tailor made vessels.

“We want to be a world reference, competitive and a reliable partner for the design and build of sophisticated ships, with a key focus on dredgers, offshore and ro-pax ferries,” concludes Javier.

LaNaval Shipyard www.lanaval.es/en

• More than 100 years history • World leader for suction dredgers • Design and build sophisticated vessels

Profile: LMG Marin Orca at sea

Grand

designs F

ounded in Norway by three naval architects, Mr Lund, Mr Mohr and Mr Giaever-Enger, in 1943, LMG Marin developed over the years to create a legacy of reliability, experience and innovation. Today a leading naval architect and maritime engineering firm, LMG Marin has been an active participant in the progression of the modern maritime and offshore industries throughout Norway. With reference to more than 1000 ships that have been built at shipyards across the globe, LMG Marin has developed strong ties to both the maritime and offshore industries on a global scale.

“LMG Marin is a pure naval architect and ship design house that offers design packages for all different kinds of ships. Since our establishment more than 70 years ago, we have always been in the hands of employees as a fully independent ship design firm. We have no formal links to shipyards, equipment suppliers or shipowners, which allows us to work on a wholly independent level. Our main office is in Bergen, on the west coast of Norway; we also have three branch offices in Norway (Aalesund), Poland (Szczecin) and France (Toulouse).

Seventy designers and engineers at LMG Marin are involved in designs of offshore vessels, ferries and naval ships; there are currently 23 vessels under construction which have been designed by our personnel,” explains Torbjorn Bringedal, managing director of LMG Marin.

Having developed long-term expertise on vessels such as large offshore vessels, passenger vessels, ferries and ropax over the years, the company has recently been diversifying its market share through active involvement in green projects, most notably those related to LNG propulsion. Discussing LMG Marin’s progression in the LNG market, Torbjorn states: “Over the last few years we have developed new and more efficient solutions as technology has become available. On our earliest LNG vessels we had a high degree of redundancy and complexity; following a number of projects we have been able to simplify solutions, with three of our LNG ship designs becoming award winners for different features that made operations less complex and more cost efficient.

“First of all, we reduced superfluous redundancy and ensured safety in all systems and arrangements, as LNG was very new

in the market at this time. The next stage of development for us involved simplifying solutions by using only one LNG tank and simplified gas supply and machinery systems.

Following this, we eliminated the electrical drives that had previously been required for any kind of gas propulsion vessels; instead, we made a vessel with a direct mechanical drive for using LNG. Our most recent development involves eliminating the standby diesel option by instead using a CNG reservoir as a standby source of fuel for redundancy purposes.

“Through innovation and expertise we have been able to give our clients LNG fuelled vessels, which are easier to operate and more cost efficient. This enables LNG to be a commercially attractive fuel, and an interesting alternative to traditionally fuelled ships.”

Aware that companies involved in LNG fuel need to be involved in the whole logistic fuel supply chain, LMG Marin has participated in the development of LNG terminals, a concept known as GraviFloat.

Designed for installation in shallow waters, the patent pending concept offers the benefits of a land-based concept, in addition to those of the www.shippingandmarine.co.uk - 55

Profile: LMG Marin

Left: Gravifloat, right: Torghatten

FSRU. Fully fixed to the seabed during operations, each unit, built and delivered turnkey by an international recognised shipyard, can be designed for a range of purposes and to almost any size.

Customers can choose from an LNG receiving and regasification terminal, a full capacity liquefaction terminal, a mobile unit for stranded gas production and liquefaction or for temporary production of associated gas to support oil production.

Offering full flexibility, GraviFloat terminals can range from 20,000 m3 in storage and can expand by building block principle if and when required. Based on a unique combination of proven technology, GraviFloat offers safe, reliable and cost efficient solutions.

Elaborating on GraviFloat, Torbjorn notes: “We have been working with ships that are fuelled on LNG, which means we have investigations together with shipowners as to the availability of LNG fuel, and assist the shipowner in establishing a LNG logistic chain for their operation. Using our experience, we find it natural to expand this part of our business with the GraviFloat concept energy terminal system. This is developed through LMG Marin.

One of the major industrial shipyard groups in the world have realised the market potential, and have invested in the company, as it requires capital for commercial realisation. Gravifloat is now marketed through a dedicated company bearing the same name.”

With a number of large new build projects underway it is easy to think LMG Marin has enjoyed success, which is certain to continue.

However, with the oil and gas industry facing challenging times, the company has observed the general market slowdown. Not a company to shy from a challenge,

the company has secured contracts in other markets, searched for new opportunities in the market, while also strengthening its presence in the oil and gas industry, as Torbjorn concludes: “A lot of our ongoing projects on the offshore side are contracts that were agreed a while ago, but due to the oil price falling in 2014 and the oil and gas industry cool down especially in Brazil and Norway, securing new projects in this aspect of the business has proven a challenge. Despite this, we have engaged in a joint venture with OilCraftTM in order to in long terms

gain a bigger share of the offshore support vessel market. We are also focusing on other types of ships, further opportunities in the naval market as well as environmentally and cost efficient ships based on LNG fuel, battery hybrid and zero emissions battery concepts.”

LMG Marin

www.lmgmarin.no • World leading independent designers of drill ships • Global leader for green LNG powered ships

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Profile: Luyt Group

Meeting

demand

W

ith a history dating as far back as 1960, when Jan Luijt founded Machinefabriek Luyt NV to meet market demand of new build winches, Luyt Group was established in 2003 following strong growth in the winch market and increased customer demand.

Today Luyt Group provides a comprehensive portfolio of maritime products, with Machinefabriek Luyt BV one of its key members.

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Originally building winches for the fishing industry, Machinefabriek Luyt saw huge opportunities for growth due to the large demand for winches across the globe and began to design, develop and produce winches for other industries. The company went onto design more than 800 winches for its global client base. Led by its founder until 1998, Machinefabriek Luyt remains an independent, family-owned company that is now managed by his son AndrĂŠ Luijt and daughter

Jacoline Luijt.

Although winch building, including the development and design of tailor-made winches, is the main activity of the group, it also provides services such as aluminium workboat construction, hulls up to 25 metres and the delivery and maintenance of ship diesel engines, generators and special filter systems.

The group’s main customers within the winch-building segment of its operations are based in Europe, Dubai, Egypt, the Red

Sea and Black Sea, while its construction services have attracted the attention of firms operating in the North Sea and Europe.

Meanwhile, maintenance and repair work takes place at Dokbedrijf Luyt BV in Den Oever, which is where the group’s dockyard and floating lift dock is based. It is here that work on tall shafts, propellers and shafts take place, as well as the application of painting, power housing and anti foul lines. In close proximity to Den Oever is Friesland Diesel Motoren BV (FDM), which specialises in servicing and maintenance of engines onboard vessels. Luyt Group’s core customer base includes international firms in the offshore, dredging, fishing and other maritime industries.

Since it was previously featured in Shipping and Marine magazine in January 2014, the group has enjoyed increased demand from the market due to the bankruptcy of

competitors, an increased interest in extending the life of vessels and the opening of a new division that is focused on marine diesel engines.

“We are very busy,” confirms Patrick Koopman, production and sales manager at Luyt Group. “We have repaired a lot of winches and manufactured a lot of new winches over the last few months. There are currently a number of vessels in the harbour for a range of jobs and we also have a vessel over in England at the moment, the Sara Lena BM-30. We have taken her gearbox out in the main engine and replaced it; in addition, we have put a new conveyor and elevator belt on the ship, which is to be trialled in March.

“With regards to our new division that focuses on marine diesel engines, things are going very well; we have always been a sub-dealer of Caterpillar engines and we now have three engineers in this segment.

Brevini Group Benelux

Brevini Group Benelux supplies Luyt Group with powerful motion Brevini Power. Transmission and Brevini Winches are parts of the globally active Brevini Group. Together, they provide a complete product and knowledge portfolio in the field of drive systems, winches and hydraulics. Used across a range of market sectors, our applications guarantee the seamless, powerful motion Luyt Group was looking for.

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

By choosing Brevini Group Benelux, Luyt Group chooses the components and systems that are very well trusted in the offshore and dredging sector. These products ensure the perfect performance of cranes, propulsion equipment and winches, guaranteeing high production and low maintenance costs. You will find Brevini components and systems in a diversity of market sectors: Construction, Agriculture, Mining, Transport and Shipbuilding.

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Profile: Luyt Group

They have a lot of work on, which is great for us.

Work within this business segment began on fishing vessels, but it has since expanded into dredging and offshore vessels, so it’s a good start.”

Using its 54 years of expertise, Luyt Group’s engineering department designs winches in 3-D programmes and recently developed a series of winches that meet the rules and regulations of wellestablished classification bureaus and ISO standards. Complementing the work of these engineers, the technical engineers install the winches worldwide and can test on location. Luyt Group also meets the needs of customers by sending engineers out directly to complete any maintenance, modification, repair and service on winches through the provision of a 24 hour service. Indeed, it is this availability and commitment to quality that has partially resulted in the full order 60 - www.shippingandmarine.co.uk

book that the group is currently enjoying.

Another reason behind the group’s impressive growth is its ability to listen to market and customer demand and respond with innovative solutions; a strength that has resulted in its unique range of rust-proof, salt water resistant winches, as Patrick Koopman notes: “At the moment we have two vessels that are having stainless steel winches fitted on them; one is from Germany and the other from Holland.

The issue for winches on vessels is salt water, which makes everything rusty, but with stainless steel it eradicates all of these problems for customers, so it is a good development for us. We already have five vessels with the winches installed.”

With a full order book in place until October 2015, the future looks positive for Luyt Group as it reaps the benefits of other companies becoming bankrupt in a challenging market and becomes a stronger player in the winch industry. “We anticipate more work in the winch division of our group as some big winch companies don’t exist any more but their winches are still in operation. There are still firms out there that need these winches to be serviced or repaired, which provides us with good opportunities for growth over the coming years,” concludes Patrick Koopman.

Luyt Group B.V.

www.luytgroep.nl • Winch specialist for 55 years • Provide service and repair on other brand winches • Offer customised designs

Profile: skipper electronics

Aye aye

E

stablished as a brand in 1973 by SIMRAD, Skipper Electronics AS operated as a trading business for just over a decade before in 1984 becoming an independent Norwegian owned organisation and converting into a production company. Today more than 90 per cent of all products available through its portfolio are produced by the business itself. Situated in Oslo, Norway, Skipper benefits from modern facilities with production, training, warehouse and office at the same location, allowing the business to promotes itself successfully as a flexible and reliable supplier of navigational electronics.

Manufacturing marine electronics for the merchant fleet as well as for fishing and navy purposes, the production of quality products has throughout the company’s history been of great importance, and the business continues to maintain that stance as its main target. As such, Skipper Electronics AS is ISO 9001:2008 certified, with all its navigational electronics IMO Wheelmarked, highlighting that degree of quality.

Its product design is based on experience, research and traditions, with its range known

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Profile: skipper electronics

worldwide for reliability, quality, sophistication and good value for money. Furthermore, the business is continuously improving the quality of the existing range and all new designs in the pipeline. It is important that not only do the products leave Skipper in good condition, but also that the quality of the products remain excellent throughout its lifetime, a value which it holds with all its steel tanks and sea valves being DNV approved.

Laying emphasis on the importance of a world wide service and support coverage, the business has established service hubs throughout the world, which stock all its main spare parts with the ultimate goal of reducing freight time when undertaking service for its customers. With the aim of providing an easily and readily available service offering for its customers, the company has established several other dealers throughout the world, capable of service and support on all Skipper products. To maintain effectiveness of these remote centres, Skipper schedules annual training, as well as holding ‘train a trainer’ course in order to keep all up-to-date on the Navigational Echo Sounders and Speed Logs.

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are a number of navigational echo sounders, containing a history memory that stores depth, time and other navigation data continuously for the preceding 24 hours, with the option of printing this and current information in hard copy. One product, the GDS101, has three transducer connections as standard with resonant frequencies of 38, 50 and 200 kHz, with a wide range available to fit vessel requirements and is one of the markets most sold navigational echo sounders.

Its GDS102 is a dual channel navigation echo sounder that is able to record depths of 5000 metres and is prepared for connection of one or two transducers with a resonant frequency in the range of ten to 265 kHz. There is always a degree of uncertainty in placing the transducer in the vessel, which is the fundamental reasoning behind Skipper introducing its range of mounting options; Tank (ice protected, aluminium and steel), and Sea Valve for single and double bottom, with the availability of ice protection. The most important parameter is to place the transducer in a position where there is a minimum amount of aeration in the waterflow passing the hull of the

ship in the full speed range of the vessel. The installation of the high frequency transducer (200 kHz) is recommended for aft in the vessel and the lower frequency transducer (50 kHz) in the forward part. The aft transducer will normally work only at low speeds due to aeration. The same basic rules are true when mounting the sensor for ‘Doppler Speed Logs’ - air bubbles should be avoided.

The DL2, DL850 and DL1 are its newest range of doppler speed logs, working with the doppler principle STW in two axis and SOG in two axis. The DL2 can be mounted using several options, such as sea valve for double bottom and sea valve for single bottom, and is designed according to IMO resolution MSC334(90) with one sensor/hull mounting and one electronic unit. The capabilities of the range are demonstrated by the possibility of tracking bottom speed down to at least 150 metres.

Skipper Electronics manufactures a range of tanks to house the components. Its standard tank, made of durable approved steel is designed to withstand the harsh environment it is exposed to. Additionally, the ‘Combo Tank’ is similar to the standard tank, with the difference being a flange that is installed inside in order to fit various transducers and sensors. For more varied purposes, the ice protected tank is, as described by the name, made in order to protect the transducer from ice in arctic sea waters, or ships likely to ‘beach’ the vessel, such as land-going military vessels. This tank is required for the NAUT-OSV class if a sea valve is not used. Finally, its aluminium combo tank is made in order to fit the 50 and 200 kHz transducer, together with any one of its speed log sensors.

It is through this consideration to the varied environments that its customers work in that positions Skipper Electronics as the first point of call for many operational fleets worldwide.

Skipper Electronics AS www.skipper.no

• Manufacturer of navigation equipment • Large portfolio of products • Proven commitment to quality

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Profile: UNIGAS INTERNATIONAL

Ultimate

delivery

U

nigas has recently taken delivery of the first of six 12,000 cubic metre new builds ordered last year. With the company’s shareholders’ standing improving annually despite the global economic downturn stretching for almost seven years, confidence within the business remains high. “The impact on a macro-economic level has not prevented the business from coming up bigger and stronger,” says Ian Woolley, managing director. “Following the continued petrochemical expansion in the Middle East Gulf region and also the potential return of Iran into the international business arena, this would be positive to our sector of gas shipping, as well as other industries,” he adds.

Additional focus in the Atlantic Basin stems from the expansion of shale oil and gas production in the US, notwithstanding the fact that the

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oil price has nearly halved, having a negative effect on the number of wells in operation. “Despite the downturn in oil and gas prices, we have seen continuous increases in physical production and that is likely to continue over the next three years. We see this aspect as being of fundamental importance behind the positive impact, which we have already been experiencing,” explains Ian. With its fleet totalling 45 vessels of varying sizes on completion of the latest six ship new building order, the business maintains a good geographical spread of operations.

The availability of exports of different types of gas from the US, some of which hasn’t been possible before, will become available in much larger volumes because of the investments that the petrochemical industry is making in new crackers amongst other plants, producing more gas which can be carried on the types

of ships owned by Unigas. “While we realise that the focus will be on domestic consumption and capturing the downstream premium, there will still be reasonable amounts of gases made available from exports from the US, which will be both new and beneficial.

“We also have an eye on small ship LNG supply, particularly to low sulphur areas, which will be an increasing phenomenon across Northern Europe, Scandinavia and the US, as well as for movements of LNG between islands and mainland, such as the Caribbean, Asia and Chinese coastwise distribution. We believe there will be opportunities for small LNG carriers, as it increasingly replaces other fuels for use as prime energy sources in power generation and mining and LNG bunker fuel distribution,” points out Ian. With the delivery of two more vessels expected during the early summer period this year, the impact

on the business once these are operational is that they will allow the company the flexibility to order ships at the very bottom of the new building market as far as price is concerned, ultimately replacing ships that have been on time charter, as well as extra ships for developing new business. Commenting, Ian says: “We will have the most competitive vessels in this size range, which we expect to deliver optimal returns over the long term.” Operating on a worldwide

basis, these vessels will be available for a mixture of business, both on the spot market, as well as in term business undertaking contract work, as well as time charter. “Having these vessels enables us to look at these different modes and be able to develop new, longer term business over time.

“Whilst gas shipping is a relatively niche market, there are always new opportunities and challenges, and one of the main factors behind this is that

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Profile: UNIGAS INTERNATIONAL

trade flow, product flow and product pricing is changing all the time,” he adds. The influence crude has results from price, demand and constraints in the downstream markets of the petrochemical industry stemming from the end users, such as plastic demand. “It is very elastic in that sense but extremely difficult to predict because there are so many external factors that can influence it. It is hard to know what margins will remain

for shipping a particular product at a particular time and whether a particular product flow is likely to stay or not.

“Of course, depending on how you’re able to position yourself in this respect, either by chance, or by good judgment, advantages can be made to get ahead of the competition.

At other times, particularly within the spot market, it is a matter of competing out there, and continuing to develop the longer-term business, which we are able to do, supported by our financially solid shareholders,” he continues.

A feature of the sector of the gas market in which Unigas operates is that contract periods tend to be short, typically lasting up to one year. Therefore, while it is possible to develop a long-term strategy, patience is vital to ride out the peaks and the troughs. “We are in a fortunate position in that we can look at the next stage of potentially growing the fleet at the right opportunity, whether that is when the new building prices are more again in the owners’ favour or secondly through purchase opportunities of existing ships or fleets from competitors. We expect to see opportunities gathering more momentum and as such we are looking forward to the period ahead,” concludes Ian.

Unigas International www.unigas.nl

• Petrochemical and petroleum gas transportation company • Fleet of 45 vessels • Operational worldwide

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Profile: TransAtlantic

Breaking the

I

n 1972 the company Nordsjöfrakt was formed, beginning operations from Skärhamn, Tjörn. The business gradually expanded with minor bulk and RoRo tonnage, and by 1989, the operation encompassed 15 vessels, including three reefer vessels, which it had acquired together with the Bylock Group, forming Bylock & Nordsjöfrakt (B&N). A series of acquisitions and transitions ultimately led to the establishment of Rederi AB TransAtlantic, which today has two business areas, shipping and logistics and offshore/ icebreaking services.

TransAtlantic AB is a leading Swedish shipping company with headquarters in Gothenburg, Sweden and additional offices in Europe, where it has gained much of its experience operating within the North European shipping and logistics sector. The company is organised into two business areas:

ice TransAtlantic and Viking Supply Ships, in total employing 800 personnel with a recorded turnover in 2014 of MSEK 3190.

The sister company in the Group, Viking Supply Ships, operates in offshore and icebreaking conditions on a worldwide basis. With its headquarters located in Copenhagen since 2011, its Viking Supply Ships division is active within offshore and ice breaking, primarily in the arctic and subarctic areas. As one of the few players in the market, Viking Supply Ships possesses unique expertise in conducting operations in ice and harsh weather conditions.

In contrast, operating within the Baltic and North Sea as its geographic base, the fleet of TransAtlantic AB consists of a number of container and RoRo vessels sailing on fixed lines. Out of its headquarters, the additional interests of TransAtlantic Ship Management, operating as a fully

owned subsidiary of TransAtlantic AB, offers full ship management services, with the core elements of its business covering ship management of bulkers, RoRo, general cargo, and container vessels. A result of having a pool of talented employees with long experience in shipping, is that the business is able to offer and deliver innovative and cost efficient shipping and logistics solutions for the Nordic industry, connecting the Bay of Bothnia / South Sweden with the continent in a reliable and flexible manner.

The key focus of the business is to connect the outports in Baltic and the major transshipment ports with a high quality liner service even in rough winter conditions, aiming to enhance its customers supply chain needs, building on its position as the preferred carrier in the Baltic Sea. Its container based liner traffic between Sweden, Finland, Germany and the Benelux area consists of modern www.shippingandmarine.co.uk - 67

Profile: TransAtlantic

container vessels with high ice classification, with several of them boasting built-in dehumidifiers for transporting moisture sensitive steel products. Additionally it has been able to develop to include clearing, storage and forwarding operations, creating highly cost-effective solutions for customers through its ‘door to door’ solutions.

TransAtlantic co-operates closely industries in its strategic markets and continually looks for new opportunities to support local companies by giving direct access to efficient transportation systems. In 2014, Piteå was added as a new port call for the TransBothnia Container service, and at the beginning of April 2015 it was announced that Härnösand would be added to the TransFeeder North service. “With our previous success in Piteå in mind we were pleased to announce yet another a new port to our feeder product. We are convinced that our call in Härnösand will serve local industries with improved logistics solutions,” commented Nikolas Rowland, commercial director Sweden at TransAtlantic AB. Härnösand will be an excellent option for export and import volumes to North Sweden and an important step to further strengthen the service offering in the Bay of Bothnia.

As well as ensuring it is covering the areas that its clients consider essential, the business prioritises numerous safety initiatives, working actively through preventive measures to prevent incidents and accidents involving personnel and/or vessels.

“We are convinced that a culture with a high level of safety and motivated employees will ensure that all personnel detect the risks related to their work duties and within their areas of work so that we can proactively use training and exercises to minimise injuries and accidents,” states the company’s website.

Its safety management system (SMS) is intended to promote and contribute to onshore and marine safety initiatives that are continuously improved, and the business is certified in 68 - www.shippingandmarine.co.uk

and transparency, with continuous development in leadership and strategic competencies.

With a promising outlook ahead, the business is aimed at securing future focus and expansion in the Group’s respective areas of operation. Such aims will ultimately be achieved by creating awareness and understanding of customer’s needs and how customer value may be generated, as well as conducting investments in markets, competency and systems, and continuing with safety and environmental efforts to become one of the leading companies in its field.

accordance with the International Safety Management (ISM) Code.

Furthermore, it works hard to find the causes of any incidents so that it is better able to prevent any repeat occurrences. In addition, onboard procedures and checklists are continuously improved in cooperation with its marine employees to minimise risks.

Beyond safety, the importance of protecting the environment remains a critical consideration for the business, as it stands in the front line of working environment issues, with zero tolerance being the goal of its safety initiatives. As the environment becomes an increasingly competitive factor, many transport purchasers are increasing the demand for efficient environmental work from suppliers, which is often higher than the various legislations that apply in the industry. The trend is beneficial to TransAtlantic, since the effort with the fleet’s environmental performance is based on continuous improvements. Within the Group, a number of projects are being conducted to reduce the environmental load, which is continuously adapted to changes in the business world and customers’ requirements.

Environmental aspects are also considered for newbuilds, with the business endeavouring to be innovative with respect to such factors as vessel design and equipment. Through its commitment

to create value for customers by providing reliable, innovative and cost-efficient shipping and logistics solutions it looks to create an empowered and high performance organisation that is based on trust

TransAtlantic AB www.rabt.se

• Shipping and logistic solutions • Container and RoRo vessels • Extensive logistical network

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Profile: Nicolas George Moundreas Group of companies

Greek

T

odyssey

he Moundreas name has been a leader in the Greek shipping industry since early in the 20th century. Today under the third generation of the family ownership, Nicolas Moundreas heads a global trading company, which is defined by its high quality services, and continuing strong international relationships with all major oil companies and traders in the market place.

The group is comprised of chartering and management services, an operational department for all post fixture matters, a technical department fully staffed by ex-mariners, (captains and engineers) port superintendents who are constantly monitoring the vessels’ performance and maintenance programmes and a sales and purchase department.

All departments work together in harmony ensuring an efficient and cost effective management of the company’s fleet.

Being a relatively small, tight-knit 70 - www.shippingandmarine.co.uk

family company it has been able to personally carefully select all of the group’s shore-based employees.

Education, experience and knowledge of shipping count very highly within its criteria but it also

looks for personnel who can actually add to the company’s worth and who are looking not just for a ‘job’ but to actually ‘belong’ in a company such as this.

Under the its subsidiary, NGM Energy S.A. the group presently operates a fleet of 15 tankers this is made up of nine chemical/ product carriers, one aframax, one LR2, one Suezmax and three VLCC’s on the dry side there are a total of 14 bulkcarriers, nine capesize, two handymax and three panamax.

During its long history the company has dealt extensively in both the secondhand vessel market along with placing a number of new building orders from the best shipyards in Japan, Korea and China. Being Greek owned the company also looks to support the Greek national economy by carrying out repairs/ dry docks etc at several Greek shipyards wherever possible.

The relationships which have been built up over the years

in Europe, the Far East and especially with China combined with long experience in the shipping market has contributed a strong and balanced approach to sales and purchase and thereby to the company’s healthy and stable growth.

In this respect the company employs a team of specialised sale and purchase brokers who are able to constantly monitor the market enabling the owners to move very quickly and knowledgeably for when opportunities arise.

The company is further constantly investing in its fleet, taking advantage of new technologies when they become available and keeping its fleet up to the highest industry standards.

As the Moundreas family looks to the future it remains entirely aware

Mariso Corporation Mariso Corporation is providing a variety of spare parts for M/E, D/G, T/C from Licensee and OEM makers in China, by assuring quality, suitability, accurate delivery in the right price. Its loyal service strategy, adapting to both individual customer needs and LR Quality Management System ISO9001, guarantees sales and after sales support, flexibility and trustworthiness. Moreover, accurate repair & reconditioning services in China, following high standard procedures and LR Certifications, provides an excellent team establishment and delivery of high quality services. Its dry dockings support, provides immediate solutions for urgent parts, materials and technicians. NGM and Mariso’s co-operation, since 2012, has established a mutual benefit and growing relationship of success.

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Profile: Nicolas George Moundreas Group of companies

of the fiercely competitive and difficult nature of the industry it operates within, however it is the company’s business policies, the professionalism of its employees, the striving of all within the company to maximise profits and the overall integrity of the company, which leads to it being able to maintain its success. The company realises the need to keep abreast of the constant changes in the market and adjusts accordingly. To achieve this, attention is paid towards the advancement of technologies and employing such breakthroughs as soon as possible, in doing so the group is able to streamline its business, becoming more efficient and able to take this advantage into the market place ahead of its rivals.

Having been in the Moundreas family since 1919 the company see the importance of the transition towards a new generation as critical to ensure the survival of the company’s ethics and attitude. The Moundreas family is securing this future by keeping its core values at all times and by employing the most qualified and experienced people within their specific field to enter into their family company allowing them the freedom to work diligently within the company structure and safeguarding the company’s role in future developments of the shipping market.

Nicolas George Moundreas Group of companies www.gmoundreas.gr • Third generation of family ownership • Departments working in harmony together • Prizes experienced and knowledgeable staff

72 - www.shippingandmarine.co.uk

Profile: QUARTZELEC

EM’Powering the oil, gas and marine markets Quartzelec’s workforce delivers its competitive edge

E

lectrical machines feature prominently in almost every industrial sector around the globe; and are the driving force behind these businesses. The oil & gas and marine sectors are no exception; simply look at any aspect of any business operating in one of these areas and there will be a bespoke electrical motor or generator at the centre of every critical capability, process or service.

The rating and cost of these machines varies significantly in line with the machines’ duty, as does the diversity and number of companies that design and build them. At one end of the spectrum there are the relatively ‘inexpensive’ low voltage motors that are often regarded as ‘disposable / replacement’ items when faults occur; supplied to a set price point and with a given life expectancy. However, transition into the high voltage sector and it becomes a different matter. Here a much smaller number of specialist global manufacturers are involved. Typically costing tens or more commonly hundreds of thousands of pounds to purchase, these large motors are inevitably in constant operation and due to constant moving parts are

subject to progressive wear. Machines typically rated at 3.3kV and above would have specific and ongoing monitoring and maintenance to keep them operational.

While a number of OEM equipment providers offer ‘through life’ support, often at a price, there are some instances where the original manufacturer is no longer in operation or they no longer support particular categories of equipment.

This has resulted in the establishment of specialist companies like Quartzelec, a leading international and independent electrical engineering group that provides a comprehensive range of support services for rotating electrical machines. Created in 2009, through a management buy-out, and with a turnover now approaching £60 million, the company can trace its lineage back over 80 years. Its impressive heritage includes several of the great names in electrical design and fabrication including British Thomson Houston (BTH), AEI, GEC Machines, GEC Alsthom Large Machines, ALSTOM and Cegelec.

With a highly skilled, experienced and knowledgeable workforce, Quartzelec has multiple UK and overseas locations, however, the company’s HQ and flagship

workshop is located in new, purpose built facilities in Rugby from where it can manage the repair, overhaul and maintenance of rotating electrical equipment. In addition to these extensive workshop facilities, the team also has access to an extensive library of design drawings and a full design department which means it can manufacture strategic replacement parts or reverse engineer complete machines (electrical and mechanically interchangeable) to meet growing customer requirements.

With a customer base that’s spread throughout the marine and oil & gas industries, a core Quartzelec strength is in having highly experienced teams located close to key operations.

Aberdeen is a perfect example and is playing a key part in the company’s success and the drive it has for expansion today.

“Our engineers and electricians undertake general maintenance, repair and installation work on an array of vessels, rigs and land based facilities across the region,” explained Jamie Burns, the recently appointed general manager for the Aberdeen operation. “Quartzelec has been the supplier of choice to many businesses within the oil & gas and marine sectors for many years, working on www.shippingandmarine.co.uk - 73

Profile: QUARTZELEC

Jamie Burns

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high voltage generation on platforms in the North Sea and the vessels that support them, and we have our own large repair facility situated at the harbour side.

“For many years we’ve been used as a main support channel, keeping high voltage machines up and running, but without much forward planning. When a machine ‘broke down’ we would mobilise a team and head straight out to site. Now we increasingly undertake more

pro-active project based work and have invested time and money into people and equipment to become a better solutions provider – effectively empowering our customers to take more control of their requirements when it comes to electrical machines.

Planned maintenance is becoming increasingly important so in response to customers’ requests, we’ve developed a full condition monitoring package - Lifeview®; through our Swiss based business Quartzteq.

We now offer mobile and fixed monitoring solutions and can subject equipment to processes such as partial discharge checks and vibration analysis, with the aim of preventing breakdowns. This in turn means less

downtime for our customers and better management of overall costs.”

Operating in such a niche market, ensuring the right people, with the right skills set and accreditation is vital, so Quartzelec has focused on recruiting and training. Over the past few months, five additional technicians have been added to Aberdeen’s existing complement of 50 and the search is on to increase this further over coming months. There are also plans to establish operations in both Leith and Glasgow to extend capabilities and provide a complete electrical offering.

“Within the marine business, we’re highly regarded as one of the best at what we do,” Jamie continued, and a recent project exemplifies this. “We typically perform general ‘day-to-day’ maintenance on an array of electrical switchgear and switchboards, breakers and dynamic positioning and communications systems right through to complete overhauls and retrofits on anything electrical on a vessel which could involve dry dock services and even sea trials – but when the need arises we pull out all the stops. In this instance engine fire damage to a vessel at sea resulted in extensive damage to cable runs and we were contracted in to ensure it was out of charter for the shortest amount of time possible. We operated a seven-man team, around the clock, to strip back the damaged cables to the point of origin and replace them to the specification standard and in a time scale that suited the customer.”

It’s this same level of dedication that’s seen Quartzelec engineers sent all over the world to carry out marine and oil & gas tasks, ranging from investigative work to entire studies and delivering projects. There is

little doubt in the company’s ability to perform and trusted partners like ATB Laurence Scott and Brook Crompton for whom Quartzelec are authorised repairers further underpin this.

“It is our workforce that provides our biggest competitive edge,” concludes Jamie. “Customer satisfaction has been at the heart of everything we do and reputation and word of mouth are fundamental. The marine and oil & gas markets are relatively small, close knit communities, so we have to continually provide exemplary customer service; continually improve and ensure the job is done to the best standard and as fast and efficiently as possible – backed up by strong

project management.”

So when it comes to replacing damaged cables and ‘disposable’ motors right through to the installation, service and repair of bespoke high value, high voltage electrical motors and generators Quartzelec has the drive, determination and skills to deliver a practical and cost effective solution - empowering the oil & gas and the marine sectors and providing the service and support they demand.

For more information on the maintenance, repair and service of electrical motors and generators for the oil & gas and marine sectors contact Jamie Burns, Quartzelec’s General Manager in Aberdeen on 44 (0)1224 593008 or email Jamie.

Burns@Quartzelec.com. For general information on the services available from Quartzelec, please call 44 (0) 1788 512512 or email Jody.

Townsend@Quartzelec.com

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EVERYTHING YOU WANTED TO KNOW BUT DIDN’T KNOW WHO TO ASK. Ensuring Independence in Assessment

white paper 2

T: 0303 333 0330 E: ukskills@sqa.org.uk

SQA is a UK leader in qualifications and assessment offering Trailblazer groups support and guidance at any stage in their journey.

Whatever you need to know about assessment, we know the answer or we know where to find it.

Visit our website for resources to support you, or to download our exclusive White Paper 2. www.sqa.org.uk/smtrailblazer

Profile: SQA

Qualified success:

SQA delivers for maritime industry

A

n international leader in education and training, SQA (the Scottish Qualifications Authority) is Scotland’s national awarding and accreditation body. It assesses and awards qualifications throughout the UK and employs more than 700 personnel who all strive to offer a superior customer service to government organisations, universities, businesses and individuals across the globe.

Discussing SQA’s role in enhancing the operations of those it works with, Alasdair MacRae, head of business development and customer support, begins: “We are experts in assessment and renowned for our quality and customer service. We are Ofqual recognised and offer a range of QCF qualifications as well as bespoke qualifications for businesses to formalise their in-house training, recognise staff skill levels and meet

regulatory requirements.

“Our wide range of products and services help individuals and organisations realise their potential and achieve their ambitions. We are trusted by our partners; including employers, trade federations and sector bodies, and we are responsive to emerging industry needs.”

Working closely with training providers, colleges and employers, SQA develops and delivers qualifications and assessments as it continues to play an increasingly important role in the improvement of working standards in business areas such as the shipping and marine industries. Alasdair confirms: “Across the UK’s thriving maritime and marine industry sector, carefully-crafted SQA qualifications are helping to ensure that the ever-changing needs and demands of more and more employers in this sector are met to the highest possible standards. We also work for

the Maritime and Coastguard Agency to administer the examinations for the certificates of competency.”

This commitment to the delivery of detailed qualifications has resulted in SQA today being recognised as the awarding body of choice in the sector across the UK. “SQA – trusted, enabling and progressive – continuously works to ensure that the maritime sector workforce has the right set of skills, knowledge and training to adapt and deliver services that meet the high standards expected in the industry,” says Alasdair. Indeed, the organisation’s diverse portfolio has been gradually built over the years by demand from industry and the widespread and continuing success of existing qualifications.

Moreover, the number of qualifications has risen due to the establishment of integral links with employers and training providers; all of which are confident of www.shippingandmarine.co.uk - 77

Profile: SQA

SQA’s ability to create and provide qualifications of exceptional quality that meet the knowledge, skills and training demanded by the shipping and maritime industries. “This valued collaboration and extensive engagement with trade and regulatory bodies underpins SQA’s drive to ensure qualifications are relevant and meet the needs of employers,” says Alasdair.

Some examples of representative bodies the organisation works closely with include the Maritime Skills Alliance (MSA), the Maritime and Coastguard Agency (MCA), the British Marine Federation and the Merchant Navy Training Board.

When asked about the SQA’s positive relationship with MSA, Ian Mackinnon, secretary to the MSA, highlighted: “SQA is the Maritime Skills Alliance’s preferred awarding organisation. We have developed a close working relationship with them to ensure that their qualifications meet employers’ needs and reflect UK and international regulations. Colleagues at SQA have a very good understanding of the sector and the practical reality of delivering our qualifications; they’re good partners.” To date, SQA has created approximately 30 different qualifications for the maritime sector in the UK; which are delivered across the UK by colleges, schools and private 78 - www.shippingandmarine.co.uk

training providers. The qualifications enable employees within the shipping industry to become successful in their roles, whether that is a sea fishing apprentice or a marine engineer.

SQA can also support the new apprenticeship trailblazers and employers in a number of ways, starting with the initial design of the apprenticeship and the standards that are produced at the early stages.

Alasdair says: “It starts off with the apprenticeship design and the standards that are produced at the very early stages. We can help support that. We can look at that with one eye on the end assessment, which is important because it makes sure that the delivery of that assessment will be practical. We can support the assessment itself through the assessment strategy and also deliver the assessment innovatively.”

He continues: “There are a number of benefits in working with SQA. While we have assessment expertise, we also have a lot of experience in grading qualifications, for example through our National and Higher National courses and graded elements within these qualifications. So we can bring our expertise in grading to trailblazers and employers, too.”

With SQA qualifications being

credit rated on the QCF and the Scottish Credit and Qualifications Framework (SCQF): “This enables employers and training providers to track candidates’ accomplishments and easily understand and benchmark the level attained in their studies,” says Alasdair.

Utilising more than 100 years’ experience in qualifications, SQA has earned the trust of the maritime and marine industry through positive relationships with the main bodies in the sector and a strong understanding as to how to support its customers’ needs. Today it is able to offer a comprehensive portfolio of maritime qualifications, with further qualifications under development, which enhance the employability skills of those working within the maritime industry and ensure the industry continues to innovate to create the next generation of maritime employees.

SQA

www.sqa.org.uk/maritime • Awarding body of choice for the UK

maritime industry • Working with government organisations, businesses and individuals across the world • Supporting trailblazers and employers

Profile: Bunkers International

Leading the

F

way

ounded by John and Maria Canal in 1995, Bunkers International was established in Colombia, South America, with brokering and trading operations beginning in Cartagena the same year. One year later, the company was incorporated as a US firm under the name Bunkers International Corp. in Miami, Florida, before moving to Orlando, Florida, in 1997. Initially focused on the Colombian market, the company expanded its services to complement its growing customer base and profitability and today operates under three business arms: trading, supply and brokering.

“Having worked in marketing as an employee for one of the largest bunker suppliers, Coastal Refining, from 1989 until 1995, I left for an opportunity in Colombia, South America. While there, I saw there was very little bunkering activity taking place, which I saw as an opportunity to open Colombia up for bunkering by bringing in international standards, specifications, and clientele. Once I had established Bunkers International, I began by providing brokering and trading services before expanding into physical supply. Today we are the

largest and longest running supplier in Colombia, where we operate ten barges and one fuel tanker,” explains John Canal, founder and CEO of Bunkers International Corp.

“We can supply physical bunkers, and provide trading services and brokering; there aren’t many companies that can do all three, so our diversity is good for both Bunkers International as a company as well as our customer base. This is particularly true over the last 12 months, with a noticeable number of customers appreciating that we can physically supply their ships, and can also trade or broker their vessels as well. We have also witnessed an uptake in our brokering business, especially since last November when there were some major changes in the market place,” he adds.

With offices in Colombia, Florida, New York, Alabama, the United Kingdom,

Greece, Singapore, and South Africa, Bunkers International has grown over the years from a one-man company to become a 175 employee strong global corporation. “Most of our employees are involved in physical supply operations, while approximately 30 operate as traders. We have 12 offices around the world of various sizes, but the bulk of our staff are in the US. Our intent is to grow the company further as a physical supplier, which is something we started in Alabama in 2013 with our wholly-owned subsidiary, Atlantic Gulf Bunkering,” says John. Atlantic Gulf Bunkering has supply operations using company-

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Profile: Bunkers International

owned barges in Mobile, Pascagoula, Panama City, Pensacola, and Gulfport.

They also deliver throughout the Southeast by truck. Atlantic Gulf Bunkering provides HSFO, ultra-low sulphur ECA Fuel oil (ULSFO), and MGO throughout the Atlantic Gulf region from Texas, all over Florida and into the Carolinas.

Having enjoyed two decades of impressive growth, John elaborates on the reasons behind the company’s success: “We are an international company. Our competition tends to be either very small companies with poor service and quality, or much larger organisations that are not customer-focused and may be publicly owned or owned by conglomerates.

What makes us unique in the space we occupy is the fact that we are family owned but of sufficient size to get the job done well for our clients; this means we can enable our people to go the extra mile for our clients without the constraints of corporate red tape and bureaucracy or the lack of resources that affect very small companies. Our team is what makes us so good; our people are industry experts who stay with us because they are dedicated to helping our customers and they believe in Bunkers International’s mission to be the very best marine fuel service company in the world.”

“On top of this, we are very conservative as a company and cautious with our credit. We were one of the first trading companies in the world to employ a full blown credit department, with a dedicated staff in this area of the business that is led by a former Lloyd’s executive. In these uncertain times this department has been essential.”

Committed to pioneering the bunkering market in Colombia, the company is involved in a number of strategic joint ventures; the one with C.I. Vanoil resulted in the establishment of a small refinery in February 2014, called IFO Processos.

This refinery is the only marine fuel refinery in Colombia, and it gives Bunkers International and its partners the ability to produce a range of highquality fuels at competitive pricing.

The company also has a bunker tanker to complement its barge fleet.

Specifically set up for the marine market, the Colombian-flagged 2012 rebuilt double-hulled tanker BT Cartagena Sun is dedicated to providing bunker supply in the port of Coveñas, Colombia – Colombia’s main crude oil port. Previously, vessels calling at the port had minimal options for marine fuel, but are now able to receive bunker fuel such as RMG 500 CST, RMG 380 CST and Low Sulphur ECA Fuels.

The purpose-built bunker tanker is equipped with a variable-pitch prop, and has pump rates up to 600 metric tonnes/hour. Moreover, the BT Cartagena Sun offers customers three types of fuel: ultra-low sulphur fuel oil (ULSFO), HSFO and MGO. Bunkers International’s HSFO with typical sulphur of 1.5 per cent max and Vanadium below 200ppm offers clients a high quality fuel for their requirements. All products comply with ISO 2005 and 2010 standards.

As part of C.I. Vanoil and Bunkers International’s drive to meet the evolving needs of their customers, the two companies launched a 0.1 per cent sulphur ECA fuel oil-based product in Cartagena, to meet the increasingly stringent sulphur reductions that went

into effect January 1st, 2015. The fuel has viscosity of 15 to 30 CST, 70-degree Celsius flash point and a pour point of -3 degrees Celsius. “We are still delivering this fuel, however because of low fuel prices, many ship owners are sticking with marine gas oils instead of using the ECA fuels at this time. As long as the market stays low, this trend will likely continue; maybe if we see a higher market in the next six months there is potential for ECA fuels generating a little more traction. Despite this challenge, we are still making deliveries every week, with clients using ECA fuel on a continued basis seeing the value of using this fuel.

For example, customers using ECA fuel don’t have to switch lubricants or worry about cooling the product.”

Focused on expanding its trading services for clients and maintaining its three core business areas, Bunkers International is in an enviable position as it continues to deliver its diverse service to its strong customer base, as John concludes: “We have proven ourselves in Colombia for 20 years and in Alabama over the last two years and are always looking into new places to prove our capabilities.

We don’t want to go into a market with ten other suppliers, we want to be the only supplier in a new location where we can build from the ground and offer our customers a new alternative.”

Bunkers International

www.bunkersinternational.com • A global leader for marine fuels • Offer trading, physical supply and

brokering services • One of the first companies to market ECA fuel

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Profile: Port of Tilbury

Cruising along

nicely A

E H Hassell and Sons

The Port of Tilbury, London, one of the largest ports in the UK now use 1 x Sennebogen 875M special and 2 x Sennebogen 870M special material handlers, supplied by E H Hassell & Sons Ltd (UK Sennebogen dealer).

Sennebogen now boast to have the largest range of material handlers in the world, in addition they have a large range of specific harbour cranes available (wheeled or tracked).

Ian Hassell MD of E. H. Hassell & Sons said: “The Sennebogen product range is growing year on year and we are able to offer ports a bespoke solution which matches exactly their requirements. The Port of Tilbury, London had their first Sennebogen’s in 2012, with the new enquiry, we worked together with their staff to ensure we supplied the exact specification they required. This new machine – Sennebogen 875M – was delivered earlier this year and from our side we are really pleased with the performance, reliability and most of all the fuel efficiency.”

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provider of fast, modern distribution services to the south east of England and beyond, the Port of Tilbury is London’s major port thanks to its strategic location, size and ability to handle a comprehensive range of cargoes. In fact, the diverse port has specialist expertise in the handling of paper and forest products, containers and ro-ro, construction and building materials and grain and bulk commodities across its 850 acres.

Furthermore, the multi-modal port is well positioned to access the M25 orbital motorway, boasts direct rail connections that access the whole of the UK, and has barge facilities, making it the port of choice for those

looking for a point of distribution that has 18 million people living within 75 miles. Committed to serving the UK’s market, the Port of Tilbury offers exceptional transport links to an area that holds 50 per cent of the population. Facilities at the port include 34 operational berths, more than 16 independent terminals, over 7.5 kilometres of quay, more than 500,000 square metres of warehouse space and over seven kilometres of road within the port estate.

Also located at the port is London International Cruise Terminal, London’s only deep-water, purposebuilt cruise facility, which is based just 22 nautical miles downriver from Tower Bridge. This enviable position

Profile: Port of Tilbury

means the cruise terminal is within 60 minutes’ drive of London’s key airports via the motorway network and with a rail station, located just one mile away, fast links into central London. Over recent years the Grade II* listed Cruise Terminal has witnessed an increase in popularity both as a turnaround port for Baltic and Northern European destinations and transit calls for visiting London, Kent and the southeast. Indeed, passengers can reach central London in less than 60 minutes on 32 knot catamaran vessels in association with Thames Clippers. This unique, congestion free experience allows for a fascinating entry into London up the river Thames. Moreover, while guests take in the sights, their luggage can be sent on ahead to their hotels.

Since it was previously featured in Shipping and Marine magazine London Cruise Terminal has been preparing for increased footfall through a £3 million investment in rebuilding the port’s historic landing stage, with his retirement pending, the former Harbour Master and Cruise Manager, Captain Richard

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Exley discusses: “Built in the 1930s, the landing stage has now been totally reconstructed, re-decked and strengthened to coincide with the arrival of the new Cruise & Maritime vessel Magellan; this ship carries 1250 passengers, twice as many passengers as the existing vessel, Marco Polo. In line with these developments, the port is also re-opening the old railway terminal as a 1300 m2 baggage hall, changing the current lounge into a dedicated new area for UK border force and turning the historical Customs Hall into a 500 seat lounge.” This major investment is part of the multi-million pound phased investment scheme that is in place for the terminal, which also includes annual investment in refurbishing the four footbridges, vehicle ramps and moorings over the next four years; the improvements will enable the terminal to easily handle some 2000 guests at any given time, double the current capacity.

Alongside these physical improvements, port operator Forth Ports Limited is continuing to attract

more visitors to the Cruise Terminal through marketing tactics, as Captain Exley notes: “We have created a high-quality e-brochure that goes to everyone’s email from the cruise terminal; it is a highlighted link so people are more likely to open it.

We also send out email newsletters every two months and are getting 35 to 40 per cent openings and repeat openings. Meanwhile, when we market the port abroad under the banner of Capital Cruising into London & Edinburgh, we use the introductory facilities offered by the UK Trade Industry organisation, which helps open doors at events such as Cruise Shipping Miami and Cruise Europe.”

Following 49 scheduled calls at the cruise terminal last year, there has been an upsurge in demand from passengers throughout 2015, with 56 cruise calls scheduled already this year. “With the introduction of and increased capacity on Magellan, we

are expecting up to 100,000 guests to pass through the cruise terminal in 2015 to join Cruises and for overnight events. At the end of the year, a repeat of December 2014 when with both Marco Polo and Fred Olsen’s Black Watch were moored alongside simultaneously and the terminal processed over 3000 guests a day, there is again scheduled a unique to Tilbury, a busy programme of overnight events and Christmas Cruises to include the annual Cruise Lines International Dinner (CLIA) on board Magellan.”

The port has now appointed Mr Steve Lyons, an experienced port manager, as Head of Cruise. Mr Lyons is confident about the future of the London International Cruise Terminal as it continues to offer an increasingly enhanced service to cruise vessels, the officers and crew and their guests. “We will continue to market ourselves in a way that we know works, continuing with

the regular newsletters, personal visits and, by merging, updating and enhancing our website with the successful e-brochure. Within this new web-site, we are creating a simple link to information for our guests coming to the terminal so they are better informed about the area, the boarding and disembarking processes. The Terminal now has an established ‘home-port’ operation with Cruise & Maritime Cruises, also seasonally, Fred. Olsen Cruises, the marketing challenge now is to build the transit, tourism business, not only into London, but also to the Home Counties, Essex and Kent,” he concludes.

Port of Tilbury

Forthports.co.uk/Tilbury-London • London’s major port • Home to London’s only deep-water purpose-built cruise facility • In 2014, some £3 million spent on rebuilding landing stage

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Profile: Rotortug

Pulling forward

S

ince Mr Ton Kooren in Spain constructed the first Rotortug® design in 1999, the innovative Rotortug BV has established a reputation as a pioneer within the specialized towage industry.

Originally founded under the name Kooren Shipbuilding and Trading BV, later known as KST, the company’s first generation of Rotortugs were exclusively built for the use of international maritime service provider Kotug; however, following an increase in demand for specialised towage services, the company made the strategic decision of extending the sale of its design to third parties.

As KST BV continued to develop over the years, its efforts became increasingly focused on design and new building consultancy, marketing and training solutions; this move away from shipbuilding resulted in an exclusive design 86 - www.shippingandmarine.co.uk

agreement between KST BV and Robert Allan in 2012 that enabled potential customers to contract either organisation for a license to construct a Rotortug. Two years after this strategic contract was signed, the company underwent a successful rebranding operation, thus further cementing its position in technical marketing and consultancy. Speaking with Shipping and Marine magazine during January 2014, managing director of Rotortug Evan Willemsen said: “Under its new name, Rotortug BV will continue its focus on the technical marketing and development of the Rotortug as an established brand as well as other towage related solutions. Now that the shipbuilding aspect of the business is gone, it’s the perfect opportunity for us to rebrand.”

Having realigned its core business with the shipping industry, Rotortug enjoyed a productive and

prosperous 2014 as KT Maritime Services Australia Pty Ltd awarded a contract for the design and operation of three of the world’s first purpose built FLNG infield support vessels, as Evan highlights: “Steel cutting of the 100 tons, 42 metre Rotortugs commenced for the KT Maritime Services contract; as is customary, in September 2014.

“Keen to take advantage of the growing opportunities within the LNG market, three Rotortugs were transported to the Shell LNG Brunei terminal to support LNG carriers,” confirms Evan. “This contract is a natural development for Rotortug as we are looking for expansion into this field; we aim to provide a towage solutions concept, a system based approach to maritime risk management for oil majors and terminal operators both on shore and offshore. That would be our main market plan for the future.”

Supporting this strategy is the

company’s state-of-the-art, game changing new design, the ART 80-32. Viewed as an industry benchmark and designed by Robert Allan Ltd, the next generation series has generated significant buzz in the market, with four on order at Cheoy Lee Shipyards in Hong Kong.

To date, two of these Rotortugs, named RT Discovery and RT Endeavour, have been delivered to their owner, Elisabeth Ltd in Malta. Delivered in October and November, respectively, the two tugs deliver high performance, unrivalled maneuverability and optimised safety during operations.

Elaborating on the benefits of the ART 80-32, Evan states: “The main features of this tug design includes its combined high bollard pull of 86 tons, made up of three thrusters and two winches, which means you can always work in the direction you are going to, rather than having to work

backwards. The ART 80-32 has a very good speed of 13.5 knots, with 7.5 knots sidestepping capabilities; this key feature provides crew comfort that they can always move towards a safe position, should the tug get into a dangerous situation.

Moreover, if the towline fails, the vessel can be turned around and reconnected. We have paid attention to all details, and have worked extremely hard to come up with something very close to the perfect tug design.”

Although the design ticks all of the right boxes for the tug boat market, the ART 80-32 is now in the process of proving itself to a conservative customer base, as Evan notes: “Since being delivered in October, the RT Discovery has given a few sneak previews of its capabilities and generated attention from the market. However, a tug can look nice and be well designed, but it also has to work and perform

for us to convince clients that this is simply a much better system.” On the tipping point of early majority market acceptance for industries in need of enhanced safety and optimum performance. The future looks promising as the first ART 8032 vessels commence operations and opportunities continue to develop.

“We see increased demand for infield support vessels throughout 2015, so we will focus on delivering this concept to other FLNG and FRSU operations, while also expanding our presence in the LNG and FPSO markets,” concludes Evan.

Rotortug BV

www.Rotortug.com • Leading designer, developer and supplier of the Rotortug® • Recently launched the game-changing ART 80-32 • Exclusive design contract with Robert Allan Ltd

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JPTP: Metro Jeddah Company (MJC) Is owned by Jeddah Governorate Municipality (JGM).

MJC is a Saudi Arabian registered Company (CR No.: 4030247766), established pursuant to Counsel of Ministers Decree No. 131 dated 29/04/1434 H (12 March 2013) with a dedicated budget of 45 Billion Saudi Riyals ($12 Billion) having its offices at Al-Muhammadyah district, Jeddah, Saudi Arabia. MJC is responsible to implement Jeddah Public Transportation Program (JPTP)’s all the phases from planning, design, construction, testing, commissioning, start up, and operation and maintenance of an integrated transport network.

The JPTP is a part of Jeddah’s overall strategy for transportation within the limits of Jeddah city connecting to wider railway links within the Kingdom of Saudi Arabia. The Program consists of: • Extensive network of buses (BRT, feeder buses & long distance coaches) across Jeddah city covering major road corridors.

• Light Rail Transit system + (Metro Lines) along all the primary corridors covering central Jeddah with additional connectivity to east and north.

• Recreational system of Corniche tramway servicing the waterfront.

• Commuter Rail and supporting Infrastructure linking north and south Jeddah.

• Closely integrated with high quality modal interchange facilities across all levels including AL-Muntalaq Multi Modal Station and supporting Infrastructure.

• Obhur Creek Bridge and secondary bridges and relevant approaches and highways infrastructure including services; and System wide Elements & Requirements.

Objectives • Integrated transport planning in Jeddah Governorate.

• Implementation of an integrated network for public transport in Jeddah Governorate.

• Promote the principle of safety and preservation of environment.

• Maintain the sustainability of public transport projects.

• MJC has already worked with Aecom Arabia and Systra Company to review and update JPTP Master plan for both phase1 (2020) and phase 2 (2033).

Metro Network: • (Blue Line) from south of Jeddah up to King Abdul Aziz International Airport 33 kilometers long and passing through 19 stations.

• (Orange Line) connecting North Obhur Bridge up passing through Madinah Road 42 kilometers long and passing through 30 stations.

• (Green Line) from east to west of Jeddah 16.5 kilometers long and passing through 12 stations.

• (Red Line) connecting King Abdullah Stadium passing through King Road 58 kilometers long and passing through 24 stations.

Light Rail Transit: • First Line go through Sari Street 17 kilometers long and passing through 19 stations.

• Second Line go through (Altahlia) Street 11 kilometers long and passing through 9 stations.

• Third Line go through (Falastin) Street 9 kilometers long and passing through 11 stations it become 37 kilometers in phase 2.

Corniche Tram: • 16 kilometers long on Jeddah northern Cornish.

• Number of stations is 15 stations.

Commuter Rail: • With a total length of (159) kilometers, connecting end of metro and tram lines with the main axes and highways through the ring road. This includes (24) main stations.

Bus Network: • A Fleet buses run a total distance of a length exceeding 614 km • Network of lines in residential neighborhoods of a length 350 km.

• BRT lines network of a length 54 km.

• Fast-line network in the main axes of a length 210 km.

Obhur Creek Bridge: • Bridge is 2 km long and 74 m wide. Maximum clearance 51 m.

• Vehicles and metro lines will pass through the bridge.

Marine Network: • Total of (10) stations with a line 27 km long connecting between center and north of Jeddah.

Main Public Transport Station (AL MUNTALAQ): • Directly linked to Haramain Railway Station and the remaining metro stations.

• Total construction area of buildings (85) thousand square meters, including: • Public Transport Station • Number of different activities Park and Ride • 11 Building spread around the city as needed

D

JEDDAH PUBLIC TRANSPORTATION PROGRAM

SAUDI ARABIA

ADVERTISEMENT FOR PRE-QUALIFICATION OF DESIGN, BUILD, SUPPLY, OPERATE AND MAINTAIN MARINE STRUCTURE AND PASSENGER VESSELS FOR JEDDAH MARINE PUBLIC TRANSPORTATION PROJECT JEDDAH PUBLIC TRANSPORTATION PROGRAM Pursuant to Council of Ministers Decree No. 131 dated 29/04/1434 H (12 March 2013), Metro Jeddah Company (MJC) was established to implement Jeddah Public Transportation Program (JPTP). JPTP consists of Metro & Light Rail Transit System, Bus Network, Marine Ferries/Taxis and supporting infrastructure, Corniche Tramway, Al-Muntalaq Multi-Modal Station with supporting infrastructure, Park & Ride Facilities, and Obhur Creek Bridge.

MJC announces the pre-qualification process for contractors or consortia to design, build, supply, operate and maintain marine structure (Jetties/Pontoons/Piers) and passenger vessels (Water Taxis, Ferries and Buses). MJC solicits competent and experienced local and international contractors to be qualified.

MJC seeks to engage with contractors or consortia with a proven track record in the design, construction and maintenance of marine civil engineering works, and the procurement, operation and maintenance of passenger vessels. The infrastructure design, construction and maintenance shall include quay walls, floating reinforced concrete pontoons with related passenger handling facilities and utility connections; access bridges, fendering, bunkering and mooring systems; limited dredging and breakwater components.

Pre-qualification documents can be downloaded from the below website: ftp://metrojeddah.com.sa or can be requested through the following e-mail address: tendering.wtdb@metrojeddah.com.sa Deadline for submitting responses to the pre-qualification for Jeddah Marine Public Transportation Project is 2 p.m Jeddah time on 14/06/2015 MJC reserves the right to cancel the pre-qualification at any time without any liability or legal responsibility to the potential pre-qualified contractors or consortia.

Profile: Irish Mainport

A smart

reactor

Celtic Isle leaving the dry dock in Rushbrook with the Cape Clear storm gates in tow

S

tarting life as a shipping agency and stevedoring company in Cork back in 1954, Mainport has grown through acquisitions to become a fully integrated marine services company. The company operates from sites across Ireland, South Africa, Singapore, & Brazil , and serves a variety of markets including offshore, seismic, towage and salvage. With a significant part of the business in the oil and gas offshore industry, the recent dip in the industry means that the company has switched its shortterm focus from growth to market consolidation. By solidifying its position in the market it has put itself in a position to react as soon as the industry picks up.

When Shipping and Marine last featured the business in 2012, marine director, Captain Dave Hopkins indicated a desire to enter the Brazilian and Canadian markets despite difficulties with trade legislation within both. In 2014, the company successfully opened an office in Brazil 90 - www.shippingandmarine.co.uk

while Canada still waits, a move that has so far proven to be successful.

Dave also mentioned a growth in the seismic sector, which prompted the company to order two new build seismic support ships. Since then Mainport has taken delivery of these ships, which are now working on long-term charters with clients in India, and throughout the USA, Canada and Mexico.

Within the salvage sector Irish Mainport has been successful in obtaining some key partners within the market. “Resolve Marine, a US salvage operator have set up their European equipment base here in our warehouses in Cork,” explains Dave. “Hopefully we can build on our relationship with Resolve in the future.” Elsewhere, it has used its salvaging services to implement its corporate social responsibility programme in the local area. “In 2007, Mainport were the driving force for a programme to clean the River Lee in Meithael Mara, putting the plan together and gathering in assistance

from other organisations within the city. The programme continues today with regular sweeps of the river by the members of Meithael Mara in the small aluminium workboat Mainport Lee, which was provided by Mainport.” So far the project has removed 1018 items of rubbish from the river, and last year recycled 1.5 tonnes of metal.

Other significant local projects include a Mainport tug vessel towing a 1000 tonne concrete storm gate into Cape Clear for protection. “This was a lock chamber for the harbour in West Cork such that when it is fitted, it will protect local boats on the Island in storms,” elaborates Dave. The project involved towing the chamber a distance of 100 km from Cork Dock Yard to Cape Clear Island.

However, despite these recent successes, current market conditions are forcing the company to switch tactics when it comes to its position in the market. As Dave explains that: “Rather than expand, we have worked to consolidate our existing business in

Left: Seismic support vessel Mainport Pine

response to the slowdown in offshore business.” In response to this, Irish Mainport has taken advantage of current opportunities to root itself within its industries. “Our goal for 2015 is to solidify what we have until the oil crisis passes over,” Dave continues: “We have renewed our long-term charter with Kinsale energy to provide the multi role vessel ‘Pearl’ to cover the needs of the Kinsale Gas field. Additionally, we have now been awarded a licence for the provision of towage services on the Shannon estuary, by Shannon Foynes for five years. With this new system we are now the only licensed company allowed to operate on the Shannon for

the provision of towage services.”

In order to make sure it is a position to react as soon as the industry does pick up, the company has been active in keeping potential projects in the pipeline. “We are working on a few new projects at present but these will only come to fruition if the oil business picks up,” Dave highlights. “Hopefully this will be by the end of 2015.” Also at the company’s disposal, and what has made the company so successful to date, is the experience, knowledge and readiness apparent in its work force.

“We have built up a vast knowledge of the offshore business here in Ireland and we are set to go for any offshore projects that materialise in the coming years,” Dave adds. “We have young, active team who are always ready to get to grips with the project whatever it may be.”

Irish Mainport has experienced a history very much defined by success and growth. What is clear from recent events is that part of this success can be attributed to its ability

to respond smartly to the changing market conditions of the industries it operates in. With the current oil industry slowing down, the company has taken stock of where its strengths lay and made sure that it can remain strong and relevant throughout. After what should be a short-lived crisis, the company looks ready to take advantage of the growth that will accompany a restored oil industry.

Despite the current situation however, a concluding point from Dave highlights that growth is still a key part of the company’s success: “Over the next three to five years we want to grow the business in the areas where we are best suited to, seismic support on a worldwide basis, and the offshore business in general.”

Irish Mainport

www.mainport.ie • Taken delivering of two new seismic support vessels • Expanded its global footprint in recent years • Current focus on consolidation rather than growth as oil industry slows down

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Profile: Ships Electronic Services

A seaworthy

S

reputation

erving the electronics demands within the leisure, fishing, commercial and military shipping industries, Ships Electronics Services (SES) has established an enviable reputation for service and quality. Having developed strong working relationships with many high quality manufacturers SES is able to deploy its experienced engineers to offer bespoke and fully integrated electronics, navigation and communication systems across all sectors. The company’s primary objective is to become the UK market leader within the marine industry, and looks to achieve this through its exceptional dedication to product quality, service and commitment to its people.

ES’s core range includes antennas, autopilot systems, radar, ECDIS, EPIRB, GPS, gyro compass, VHF equipment, entertainment, internal and satellite communication systems

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and thermal imaging cameras. It also supplies and installs System Orca, which provides integrated systems to the luxury yacht sector.

Under the leadership of experienced SES managers and engineers, System Orca was set up to create the most simple to use control system for luxury yachts, allowing the customer the choice of what is used to control and what is controlled. The system uses next-generation control and automation technology developed by the team, and is based on a modular system to enable fully integrated control of all electronics on board via smart phone, or tablet applications.

By bringing software and hardware together in a seamless network, the service greatly enhances SES’s offerings and illustrates its experience and knowledge of the industry.

Supporting its extensive range of product offerings is the company’s strong attitude towards service. SES engineers offer 24/7 service and over

35 years have established an excellent reputation within the industry. With customers spread across the globe, engineers are available to travel wherever they are required and are backed-up by a wide range of stock and sourcing knowledge to provide the best and most efficient service.

With over 1000 projects under its belt, SES is also well placed to provide new build, refit and conversion services throughout the entire marine sector, supplying and installing full navigation and communication packages for every application.

Another advantage to its long history and robust reputation is the relationships it has with third parties to ensure a seamless integration of the best systems.

Operating under ISO 9001 accreditation as well as recently achieving approval in several categories of Bureau Veritas and Lloyds Register certification, SES’s commitment to quality puts it in a

competitive position in the market.

Proactively working towards continuous improvement, and actively encouraging staff with training and personal development opportunities are central to achieving the high levels of quality standards the company sets itself.

Indicating the level of service SES can provide under certification is its work within the oil and gas industry.

Working out of its Aberdeen site, the company is able to supply, install and maintain maritime communication and electronics systems to the offshore industry. Engineers involved in this type of work are qualified for the RGIT basic offshore induction and safety training, meaning that they are able to provide full vessel or platform services in a safe and responsible manner.

Also testifying for the company’s strength of product and service is its involvement in the military industry.

In August 2014, SES was awarded a contract from Finmeccanica-Selex ES to supply a comprehensive PA and general alarm system to each of the four Royal Fleet Auxiliary MARS tankers currently under construction.

For the project SES has selected the Zenitel (Vingtor) EXIGO PA/ GA system, a company with which it has built up a strong working relationship. The system is capable of handling all kinds of messages and alarms making it ideal for military applications. The contract builds on SES’s experience in the military sector

having previously worked on the UK MOD Type 45 Destroyer project with Thales, Selex and BAE. Within the more general marine industry, SES has also been involved in installing HD TV antennas on two National Oceanography Centre (NOC) vessels, RRS James Cook and RRS Discovery. Commenting on the project at the time, managing director Stephen Roper said: “We are delighted to have been contracted to work on both of these prestigious vessels, which will be operating in some of the remotest corners of the globe.

Meticulous installation is essential to ensure trouble free operation.”

In terms of the future, the company is focused on maintaining the steady and sustainable growth it has achieved in the past. It looks to achieve this by increasing profits in order to invest in new plant and equipment to facilitate future growth. Ultimately however, this will result from remaining committed to the service and quality it has earned its reputation for. By continuing this commitment, as well as focusing on innovation with System Orca, SES is securing its future in a competitive industry.

Ships Electronic Services www.ses-marine.com

• A market leader in the supply, installation and maintenance of maritime electronics • Over 35 years of experience • Eight strategic sites across the UK

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Profile: Spliethoff Group

Oceans apart

O

riginally a cargo brokerage firm for the timber trade across Western Europe and the Baltic, the Amsterdam-based Spliethoff Group has since grown to become one of the largest ship management firms in the Netherlands.

Beginning its operations in 1921, the company earned a reputation over the years as a reliable, resourceful and dedicated partner to shipping firms and expanded the number of ships. During the 1970s, Spliethoff saw strong opportunities to further increase its fleet from Japan, a country known for high quality shipbuilding.

From a single shipyard alone, the company took delivery of more than 60 ships, a development that also established the Spliethoff name on a global scale.

Over the years, Spliethoff took the strategic decision to acquire other firms to enhance its capabilities and further establish its reputation as a leading ship operator. Today the group consists of Spliethoff, BigLift Shipping, Sevenstar Yacht Transport, Wijnne Barends and Transfennica. Discussing the group’s acquisitions with Shipping and Marine magazine in May 2012, Michel Fransen, chief financial officer of Spliethoff, explained: “We took 94 - www.shippingandmarine.co.uk

over Mammoet Shipping, now known as BigLift Shipping, because they are the number one specialist in heavy lift sea transportation.

We also acquired Transfennica, a ro-ro liner service between Finland, the European continent and the UK from its former shareholders and customers in the Finnish paper industry. In 2003 we procured short sea shipping company Wijnne Barends and, in 2004, worldwide yacht transport company Sevenstar.”

With a strong portfolio of first class shipping companies, Spliethoff offers a broad range of high quality services to the market; these include port-to-port and door-to-door transport, tramping, liner services and volume contracts; fixed ro-ro liner services, speciality services such as feedering to offshore projects and to heavy lift projects; heavy lift transport and installation works; shore staff support for loading and discharging cargo; and complete in-house engineering.

Since it was previously featured in

Shipping & Marine, the group has further strengthened its services with the establishment of a new liner service between Port of Cleveland and Antwerp. “Meanwhile, our new liner service between Port of Cleveland and Antwerp has proven to be successful; we load in Europe, an area that we usually connect with the Midwest of the US as there are a lot of companies operating there and a lot of congestion as many companies truck and rail their products to the east coast ports to reach Europe. Because we go directly to Cleveland this will save our customers a lot of time. Due to the success of this liner service we added a second ship to the route, which results in a sailing every two weeks.”

Another major development for Spliethoff Group took place in

2013, when heavy lift subsidiary BigLift set up a joint company with RollDock Shipping to form BigRoll with the aim of establishing a first class solution provider in the modular cargo transportation market. Complementing the combined expertise of BigLift and RollDock will be four newbuild MC-Class module carriers, which will be used to transport ultra large and heavy modular cargoes by sea. Designed to ensure short loading and discharging times, high service speed and low accelerations, the overall length of the MC-class is 172 m, while the beam is 42 m, which provides each vessel with a deck space of 42 by 125 m. The ships will also have Finnish Swedish 1A ice class notations, are DP2 prepared and have a maximum deadweight of 22,000 mt. The first of these state-of-the-art ships, the Big Roll Barentsz, is due for delivery end of 2015. Once in operation, the vessels will focus on the offshore and onshore oil and gas markets, as well as renewables, power generation, container cranes and shipyard sectors.

Aware of its environmental responsibility, Spliethoff will continue to focus on increasing the number of vessels in its fleet that have scrubbers; as the largest vessels have already had scrubbers installed, the company is progressing onto its mid range size, with 17 vessels being fitted out this year. “Compared to converting to LNG, installing scrubbers is far more flexible and less costly as you don’t have to change engines. Our existing ships have engines designed for heavy fuel oil so it really made sense on an economical and efficiency basis to invest in scrubbers.” For the future Spliethoff has several new designs ready, some of which are prepared

for LNG propulsion. The group is looking to order up to 30 new vessels in the near future.

Keen to ensure there is clear communication that will raise awareness of potential weak enforcement of marine sulphur regulations in the SECA area, Spliethoff joined the Trident Alliance, a coalition of ship owners and operators who support this common interest with transparency on compliance. Additionally, members share knowledge and experience on the different methods and

technologies that are available.

Despite being proud of its strong fleet and high standards, Spliethoff’s focus over the coming years is consistent improvement, as it continues to meet the demands of its growing customer base.

Spliethoff Group www.spliethoff.com

• Provide global ocean transportation • Twenty-three of 100 strong fleet will have scrubbers installed in 2015 • Includes the companies Spliethoff, Transfennica, Sevenstar, Wijnne Barends and BigLift

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Profile: DAN-BUNKERING

Strong position

W

ith a history dating as far back as 1876, when Julius Mortensen Shipping was established in Frederica, Denmark, Dan-Bunkering’s activities began in 1981 after business expansions into the bunker trading of fuel and oil products led to the establishment of an independent company, Dan-Bunkering ApS. Converted to A/S Dan-Bunkering Ltd in 1984, the Middelfart headquartered company has since established offices in Copenhagen in 1987, Shanghai in 2004, Kalinigrad in 2006, Singapore in 2009, Monaco in 2011, Houston in 2012, Beijing and Dubai in 2013 and Aalborg in 2014. To further strengthen its global foothold, Dan-Bunkering opened offices in Valparaiso and Montevideo in 2015.

“Established in 1981, DanBunkering is a pioneer within the bunkering industry and has grown

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from a small local player to being represented in all major time zones.

On top of our headquarters in Middelfart, where it all started, we have another three offices in Denmark; one in Middelfart, one in Copenhagen and one in Aalborg, the latter of which came about following the collapse of OW Bunkering,” begins Henrik Zederkof, CEO of Dan-Bunkering.

He continues: “There have been a number of benefits for us following OW Bunkering’s collapse, the most notable being that a number of highly skilled, trained, bunkering professionals are suddenly available for strengthening our capabilities across the board. We have taken on just under 30 personnel on the trading side, but also taken on staff for the controlling, legal and credit segments of the business, which will thus strengthen all links in our chain.

Another positive development is that certain clients are now missing

a supplier, so we are looking to see if we can take the clients that are familiar with our traders on-board.”

Originally beginning its operations with five employees, Dan-Bunkering has grown to more than 140 skilled and dedicated employees that are stationed across the globe. Indeed, the company’s teams of bunker traders strive to consistently seek out optimum bunker solutions for each customer, by not only view each client as unique and taking all aspects into consideration, but also minimising a vessel’s idle time and ensuring more nautical miles per dollar. “We have some of the most highly skilled and experienced traders in the whole industry, many of which have been with us for decades. As a company that strongly believes in developing partnerships with our clients and suppliers, we work with our partners to solve challenges and deliver an optimum service,” confirms Henrik.

Adhering to its own unique

Right: Henril Zederkof, CEO of Dan-Bunkering

concept, known as Best Bunker Buy, the company ensures customers can ask for any grade of product, anywhere, at any time, while also giving clients peace of mind in a volatile market thanks to its financial strength and risk management tools.

Moreover, the dedicated firm delivers more commitment to customers, as its teams go above and beyond to find the optimum bunker solution at a competitive price. In more detail, the Best Bunker Buy concept means customers are offered all grades of fuel, lube and gas oil, in addition to various additives required by their vessel’s engines. Thanks to DanBunkering’s in-house team of lube oil experts, customers can ask for any lube oil quantity and expect an efficient and unrivalled flexible service. On top of this, the company offers analysis of lube oil, which lets clients know when to change lube oil or add more to their systems to minimise the risk of damage.

Meanwhile, as piracy issues become an increasing concern for some shipowners and operators, DanBunkering’s professional security service offers an effective solution to minimise insurance costs and provides peace of mind to crew-members and their families. Another area of worry for customers is the risk of unpleasant financial surprises in a volatile oil market, however, as experts in hedging and fixed price agreements, Dan-Bunkering ensures earnings and cash continue to flow. Indeed, thanks to its credit lines, customised strategies and risk management tools, the company can fix bunker prices with a fixed price agreement (FPA) that means customers pay the agreed price, regardless of market difficulties.

“Although the downside to the collapse of OW Bunker has resulted in a lack of trust within the industry, we have done very well and haven’t faced any major credit issue throughout the economic crisis.

However, we do see that as a trading firm we do need to prove ourselves again as a lot of financial difficulties since 2008 have led to a tendency in the market for contracts to be renegotiated when conditions have changed. This is a challenge for us

and a trend we hope will stop so we can return to a time when a contract or promise is fulfilled; this is one of our strengths at Dan-Bunkering, that we promise what we deliver,” states Henrik.

Following a transitional period of taking on new personnel and gaining access to new potential customers, the conservative company will focus on creating strong partnerships that enable its customers’ success.

“We want to consolidate on these developments to ensure we deliver

100 per cent to our customers, which will strengthen our position worldwide and result in us becoming the preferred bunker supplier in the world,” concludes Henrik.

Dan-Bunkering

www.dan-bunkering.com • Global yet local supplier of marine fuels and lubricants • Provide a 24/7 service at more than 3000 bunker destinations • Long-term relationships with suppliers and customers

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Profile: MEC Panama

In demand

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. Today the group of companies operating under MEC includes Marine Engineers Corporation (Panama), Inc., the founding member of MEC that has existed in the market for more than 15 years; MEC Repairs S.A., which focuses exclusively on topside and afloat repairs; Under Water Services S.A., the most complete commercial diving company in the region; MEC 98 - www.shippingandmarine.co.uk

Stores S.A., one of the largest ship chandlers in the region and one of the few companies in Panama to be certified by the International Ship Suppliers & Services Association (ISSA).

Through these business segments, MEC Panama can competitively deliver a one-stop-shop solution service to its customers. “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,” noted Jose Borrero, vice president of MEC Panama. “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 2000 items in stock, we have everything a vessel requires at a 30 per cent discount than the local market cost.”

Discussing MEC Panama’s developments since the first quarter of

2014, Jose highlights: “The company itself remains the same for most of last year and in fact, booked the exact same number of vessels in 2014 as it did in 2013. However, we had a 25 per cent increase in productivity in 2014, which meant that attending the same amount of vessels, required less time and resources and also that our ‘idle capacity’ (days without a vessel in the dry dock) increased. The challenge for 2015 then was very clear: Keep improving the productivity and get even more vessels, increasing the turnaround monthly. So far so good, as we have kept our Panamax dry dock at full capacity and has actually only been empty five calendar days the entire year. This new demand came because we ventured into the oil & gas and offshore market, bringing vessels like LNGs, support platforms and drillships to our yard.

This vessels came with a whole new set of challenges for a very demanding market but so far, we have passed with flying colours.”

Taking the strategic decision to expand into the offshore market has proven fruitful for MEC Panama as it continues with its mission of providing the best value ship maintenance services on the north and South American continents. “Our policy as a company to fulfil the three basic promises we do to a customer: On time: To finish all the ordered jobs and even additional jobs in the agreed timeline or less. On budget: To perform the jobs on the offered prices and tariff rates given. On specification: To comply with the spec requirements given to us. This is only achieved through strict planning and preparation as well as being ready to undertake any and all variables that may occur during a project. As we are not quite fully booked for 2015, we are looking to get some interesting projects with tank coating and stainless steel tank repairs, which are all new challenges for MEC. However, this year has been all about new challenges,” says Jose.

Imperative to the company’s ability to deliver on its promises are its modern facilities, most notably the MEC Shipyard, formerly Braswell Shipyard, which MEC was awarded a 20-year concession for in July 2012.

Entering the premises in January 2013, the company invested approximately $12 million in revamping the yard in the first year, as Jose states: “The new assets and improvements at MEC Shipyard include three Potain Cranes with 12 tonne lifting capacity (two on rails, one fixed), the overhaul of two rail cranes with 50 and 30 ton lifting capacity, respectively; a mobile crane of 66 tonne lifting capacity and mobile equipment from Caterpillar, which includes: five forklifts with five tonne lifting capacity, three cherry pickers with 18 metre reach, two telehandlers with five tonne lifting capacity and 18 metre reach and two Bobcat loaders. We also acquired two new water blasting machines of 40,000 PSI capacity and 14 water blasting machines of 8000 PSI capacity.”

It is here, at the largest shipyard on the Pacific coast from San Diego to Chile, that the company focuses on its mission of completing all production projects within ten days, as Jose discussed: “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 first-class operations.

“Our strategy over the coming years is to become the best ship repair facility on the planet, which may sound like the vision of a dreamer, however we do have a path to follow, with milestones and guidelines we must meet in order to reach our ultimate goal,” he concludes.

MEC Panama

www.mecpanama.com • Only panamax shipyard in Panama • Invested more than £10 million in new yard • Expanded into the offshore market

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Profile: PORT OF YSTAD

Bjorn Bostrom

Pump up the

S

trategically located on the Swedish south coast, the Port of Ystad has retained its focal activities in ferry traffic since its inception in the 11th Century.

Today listed as the tenth largest port in Sweden and the third largest ferry passenger port in the country, it has witnessed a steady rise in passenger traffic over the years and become Sweden’s largest port for ferry traffic to Poland and Bornholm. This trend for success has continued, with the port breaking its record for passenger traffic to Bornholm in 2014 following a total of 1,312,876 passengers travelling to the island throughout the year; an overall increase of

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volume

1.6 per cent in comparison to 2013, which was another record year for the port. The influx of new customers and the arrival of railway operator CFL Cargo Sweden AB, which began its service in the fall, has also resulted in a ten per cent increase in railway transportation.

Based approximately 60 km from Malmo and 90 km from Copenhagen, the Port of Ystad is easily accessible to western Sweden via the E65 motorway. Meanwhile the town’s railway station is based in close proximity to the port, taking approximately 45 minutes with Skånetrafiken’s Pågatåg train; the same train also travels to Simrishamn in 40 minutes. Train departures to Copenhagen can take as little as an hour.

Managed by Ystad Port Logistics, the port’s facilities include four berths for the handling of conventional ferries carrying passengers and freight – one ro-ro, two ropax, and one ropaxrail – and one for passengers and vehicles on highspeed craft (HSC). Meanwhile, the maximum draft at the port is

7.2 metres, meaning it is able to dock small to mid-sized ships. Its onshore facilities include terminals, marshalling areas, and storage warehouses for general cargo. These facilities, alongside its enviable location, enable the port to play a vital role in both the transport industry and Sweden’s economy.

With six ferries travelling to Poland and three to Denmark on a daily basis and passenger numbers breaking records last year, the port’s focus throughout 2015 is to boost capacity for ferry operations in preparation for an anticipated increase of nearly 100,000 goods vehicles between 2017 and 2020. “There has been a tremendous increase during the last ten to 15 years, both regarding the Polish and the Danish routes. Poland has been the strongest nation during the economic crises years 2008-2010 and that has affected the market to and from Ystad positively,” says Bjorn Bostrom, managing director at Port of Ystad.

“During the crisis year 2009 the cargo flow grew with almost 11 per cent and Port of Ystad was one of only five ports in Sweden with positive

volume development that year. The route to Bornholm has also grown, especially on the passenger side, due to the fixed link between the area of Copenhagen and Swedish region of Scania, making it possible to cut at least half of the travelling time. Now 96 per cent of all passengers choose the Ystad-Rønne link,” he adds.

Moreover, the Danish Government is continuing to work on the acquisition of new ferry services to Bornholm, which are expected to come into effect in 2017. Despite these positive developments, the different laws in Denmark and Sweden will cause further border barrier difficulties for Ystad Port Logistics. “As you know, 96 per cent of all passengers to Bornholm already travel via Ystad, but there are some obstacles, in spite of both nations being members of the European Union, that creates some difficulties. For example, some medicine allowed in Denmark is forbidden in Sweden and pets must have special veterinarian certificates for entering Sweden. Our goal is to make it possible for rest of the four per cent also to go via Port of Ystad,” says Bjorn.

Keen to find a solution to this issue, Bjorn, alongside other personnel at Ystad Port Logistics, hosted a seminar on the topic with Swedish and Danish politicians as well as stakeholders in September 2014. The seminar was well received, with Hans Wallmark, Member of Parliament and vice president of the Nordic Council Presidium, stressing the importance of a good working relationship.

Committed to Freedom of Movement, the Port of Ystad aims to fight cross border barriers with transboundary co-operation and constructive discussions that will hopefully lead to mutually beneficial solutions for all parties involved.

Moving forward, Ystad Port Logistics aims to expand its services to countries on the southern and eastern side of the Baltic Sea, as well as strengthen the support it delivers to local regions. To make this goal a reality, the organisation has entered a strategic partnership with Aahus Port & Stevedoring Co, which will involve the two companies remaining separate entities while collaborating on the strategic progression of common goals such as start-ups in Skane, as Bjorn concludes: “You know the old saying; ‘alone is strong’ is of course true, but then again, together we are stronger.

The ports will primarily work together for creating a better infrastructure in the east part of the region of Scania and to give better opportunities for business development creating more jobs and eventually more goods to handle for the ports.”

Port of Ystad

www.ystad.se/port • Sweden’s largest port for ferry traffic to Poland and Bornholm • Broke record for passenger traffic to Bornholm in 2014 • In the starting phase of a strategic partnership with Aahus Port & Stevedoring Co

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Profile: Baltic Ports Organization

A united

front

E

stablished in Copenhagen in October 1991, the Baltic Ports Organization’s (BPO) mission is to strengthen the global competitiveness of maritime transport and the port industry within the Baltic Sea Region (BSR) by contributing to its economic, social and environmental developments.

Keen to facilitate co-operation among the ports, BPO also monitors and improves the possibilities for shipping in the region while supporting its members and working pro-actively with relevant partners. Over the years the organisation has developed a strong group of members, including 45 of the most significant ports in the nine countries that surround the Baltic Sea; these include Gdansk, Gothenburg, Ventspils, Trellborg, Ronne, Klaipeda, Riga, Turku, Helsinki, Stockholm, Naantali and Ystad. In addition, BPO has seven friendship members: Adelte Ports and Maritime, Autostore, Centre for Maritime Studies (CMS), Hamburg 102 - www.shippingandmarine.co.uk

Port Authority, Konecranes and Port of Hamburg Marketing.

Registered in Estonia and headquartered in the Port of Tallinn, BPO operates in accordance to the Estonian law on non-profit associations and is well recognised within the BSR, EU bodies and other European regions. Working in these areas at a governmental level, BPO encourages trade from other European countries and represents the interests of the Baltic Sea ports towards EU institutions. Moreover, the organisation contributes to maintaining a clean environment within the Baltic Sea and promotes environmental management in member ports; to further enhance its role in environmental sustainability, BPO is actively involved in international discussions, notably via the BPO Environmental Working Group.

Aware that networking leads to the sharing and gaining of valuable

information, BPO organises dedicated conferences, seminars and study visits to offer opportunities to handle questions in the area of port operation and management as well as the environmental impact of activities in ports. Alongside these duties, BPO is dedicated to finding a stronger understanding of the transport sector in the BSR through research, science and training.

One example of this would be BPO’s study on the past TEN-T (Trans-European Transport Networks) programme, which lasted from 20072013 and involved 32 Motorways of the Seas (MoS) projects; 20 of which involved Baltic countries, with 13 of those 20 projects involving Baltic countries only and the remaining seven involving joint action with other EU countries. The 20 projects cost a total of 1,160.95 million euros, which takes up a whopping 87 per cent of the complete cost of all MoS projects under the TEN-T programme.

The majority of the Baltic MoS projects, a total of 14, address wider benefit issues such as environmental challenges; only six of the projects involved maritime link projects, such as port-to-port, within the BSR. With the figures clearly showing that the previous TEN-T programme recognised the Baltic Sea as a maritime highway, BPO aims to initiate multiport projects for the new framework, lasting from 2014 to 2020, based on interest expressed by ports in the region. At the time of releasing the study, BPO had already identified opportunities with regards to projects involving environmental challenges, an area the organisation is strongly focusing on following the first implication of sulphur limits that came into effect in January 2015.

Since then, five ports in Sweden and Finland have decided to join forces to collaborate on port infrastructure development and environmental services, which will result in enhanced port infrastructure and a reduction in shipping’s impact on the environment.

The four Finnish TEN-T core ports, Turku, Helsinki, Naantali and Haminakotka, alongside the ports of Stockholm, are to invest 200 million euros in the project and submitted applications for EU funding within the 2014 EU Connecting Europe Facility (CEF) Transport Calls for Proposals in February 2015. The partners will submit two MoS applications with the hope of gaining support and cofinance from the EU commission.

On top of this, Helsinki and Tallinn port authorities, in collaboration with the Tallink Grupp, have submitted applications for funding from the EU CEF to further develop the TWINPORT project, which it co-financed in the previous TEN-T scheme. The current application will have the same goals as its predecessor, to develop the Hel-Tal port infrastructure and thus provide an increase in pax and cargo handling capacity. Altogether the two ports are investing 100 million euros in the major project, which coincides with Tallink Grupp’s contract with Meyer Turku Oy shipyard to construct an LNG powered fast ferry for the Tallinn-Helsinki route shuttle operations. The dual fuel vessel will be approximately 212 metres in length and a passenger capacity of 2800, as well as a gross tonnage of 49,000 and

Julian Skelnik, far right, Chairman of BPO and delegates at the BPO conference 2013

service speed of 27 knots; it will cost around 230 million euros to build and will drastically boost energy efficiency.

As the Baltic shipping industry faces challenging times with regards to stringent environmental regulations, a drop in oil price and economic sanctions against Russia, BPO will continue to provide its members with support and valuable information; a service that is certain to contribute to stronger

trading relationships, and positive economic, social and environmental developments within the maritime transport and port industry within the Baltic Sea Region.

Baltic Ports Organization www.bpoports.com

• Regional ports organisation • Aims to monitor and improve shipping opportunities in the Baltic Sea • Inspires and supports its members

Saarte Liinid

Saarte Liinid Ltd is a port managing company, which has been active since 1 October 1994. Our main fields of activities include the maintenance and development of the regional ports. First of all it means ensuring the possibilities for the safe navigation of ferries between the Estonian mainland and the islands, but we also handle dry bulk and cargo, service cruise passengers and small vessels.

Our guest harbours are promoted under the trademark of SL Marinas.

The shares of Saarte Liinid Ltd (100 per cent) belong to the Republic of Estonia. There are currently 16 ports managed by us: Kuivastu, Virtsu, Heltermaa, Rohuküla, Sviby, Sõru, Triigi, Kihnu, Munalaid, Manilaid, Roomassaare, Ringsu, Abruka, Piirissaare, Laaksaare and Naissaare.

The larger ports have facilities for receiving cargo ships.

The company’s head office, situated in Kuressaare, deals with general management of the company, organises its economical activity and plans and conducts the construction works of the ports.

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Profile: Chinese Maritime Transport

Extending the

network

S

erving major European, Chinese and Japanese customers across the world, Chinese Maritime Transport (CMT) is a strong player in the global shipping industry. Based in Taiwan the company has been listed on the country’s stock exchange since 1994.

CMT was founded at Shanghai

by Sir C.Y. Tung who brought CMT to Taiwan in the late 1940s, and the business was gradually transferred to Mr. John Peng (the son-in-law of C.Y. Tung) in the mid 80s, followed by a merger of ATI & CMTL. Today CMT operates seven bulk carriers, which are all currently under one to five year charters. It also provides inland container terminal services, and

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manages one of the largest container trucking services in Taiwan.

Steve Hong, managing director for CMT, explains what gives the company its competitive edge in the market: “We have an excellent ship management team made up of some really experienced staff and we apply advanced IT systems to all our operations.” With 280 people currently employed, excluding crew members, the company is keen to promote both internal and external training and opportunities to all its staff in order to enhance their performance.

In terms of shipping, CMT is experiencing controlled levels of growth. With seven capesize bulk

vessels currently in operation, it also has three new build ships on order for delivery from 2016 onwards in order to keep up with demand. Registered to Hong Kong and Singapore, the ships have deadweight tonnage of between 174,000 and 208,000 tonnes.

However, as Steve recognises: “We view the shipping industry as a highly cyclical market, this is why we have the trucking and terminal businesses in order to spread risk across the portfolio.”

Subsidiary, Associated Transport Inc, is CMT’s trucking arm. The company’s approach to the service is based on safe, punctual and efficient delivery fully responsive to the customers’ requirements. “The service includes shipside services, shuttle services between terminals, long haul and door-to-door,” explains Steve. The company currently owns and operates 301 modern trucks and 512 semi-trucks across the country, making it one of the largest container haulage services in Taiwan. Trucking capabilities for CMT include the certification to handle ISO standard containers and oversize cargo, and the available genset equipped trailers to handle long-haul reefer containers.

In line with the company’s focus on

advanced IT services, the transport business offers a fully computerised service to its customers. From this customers can get real-time information on the status of their containers, place orders and keep track of containers in relation to shipping lines. The system enables customers and subcontracted fleet to utilise e-commerce, improving efficiencies across the whole chain.

“We also operate two inland container terminals,” adds Steve. “One is owned by our affiliated company, but we believe we are the best choice for clients, offering high quality services in every respect to shipping operators.” The company’s own terminal, operated under the CMT Logistics Co. name was established in 1977 in Northern Taiwan. Covering an area of 110,000 square metres the terminal has the largest single warehouse in Taiwan and offers consolidation, repair, warehousing, logistics and distribution services. It was the first in the Toayuan area to be authorised for independent operation and enables customers to pick up or deliver cargo 24 hours a day. The terminal is fully insured and operates in line with ISO9001.

The three business areas work together to form a comprehensive logistics network across Taiwan, making it an ideal solution for local customers and large shipping companies looking to distribute throughout the country. By spreading its operations across the three, CMT stabilises its position in an otherwise unpredictable market. “The market dynamic is always changing,” explains Steve. “We are always facing a lot of challenges with continuous changes in regulation, world economy and geopolitics. However, despite the challenges that these face us with, they also tend to bring opportunity as well.” By remaining aware of market

conditions, and ensuring that it can react to any changes, CMT’s attitude is well placed to continue growth and success as it moves forward.

As far as the future is concerned, streamlining the company’s operations and setting its sights on further growth is key. “On a short term basis we are focused on improving the quality of service we provide whilst trying to save on our expenditure.

Looking further ahead, we are always looking for new opportunities to expand and diversify in the field of transportation.” Taking delivery of the new vessels exemplifies CMT’s efforts to do this, and commitment to this

strategy whilst remaining reactive to market conditions puts the company in a good position to achieve future success.

Chinese Maritime Transport Ltd www.cmt.tw

• Operate bulk carriers, inland container transport and terminals • Can trace its roots back to Shanghai in 1940’s • Seven bulk carriers currently in operation

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Profile: Europlan Engineering

Planning ahead S ince its foundation in 1984 Europlan Engineering Ltd has continued to grow and adapt, in what have at times proven to be challenging and volatile market conditions.

Operating purely as a design office from 1984 until 1994, Europlan Engineering went onto diversify its services at the request of its clients, who wanted the firm to expand into installation and material deliveries for the background works of marine interiors. This development proved integral to the success of Europlan, as this aspect of the business was responsible for 70 per cent of the company’s turnover by the start of the 21st century. Since taking on its first turnkey project for a cruise ship in 1995, the company has maintained a strong reputation in this market since, with customers including the likes of Royal Caribbean, Carnival Cruise Line, Fred. Olsen Cruise Line, Viking Line, STX Finland and Kleven Verft.

The ability to adapt to the needs of its customers as well as the changes within the global economy has proven fruitful for Europlan, with the company’s turnover growing from five million euros to 30 million euros over the last decade. This versatility is most notable during the mid 1990s

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when Finnish shipyards increasingly turned to complete turnkey solutions for newbuild vessels. While other companies responded to this increase in market competition by targeting specific areas such as workshops or restaurants on ships, Europlan made the strategic decision to focus on demanding and multiform projects before expanding into markets beyond the marine industry. Following the downturn in Finnish shipbuilding in 2010, Europlan’s flexibility in delivering a broad range of turnkey solutions meant it was able to redirect its business by focusing on the refurbishment and conversion markets.

“Our main owner Jari Savola, who today operates as chairman of the board and managing director, was highly innovative and our skilled teams today are committed to his expectation on delivering solutions for customers’ needs. We work closely with our customers at all times, listening to their needs and ensuring superior turnkey project management,” says Vesa Uuttu, vice president at Europlan Engineering.

“The market is always challenging, but with quality, initiative and discipline to deadlines, in addition to finding a way to reduce costs for our clients,

we remain successful in completing projects.”

Having amassed an impressive level of expertise in the provision of turnkey solutions, Europlan further strengthened its position through the acquisition of a controlling stock majority of interior constructions company Hermann’s Finland Ltd in 2010. Not only benefiting from Hermann’s expertise in interior constructions, through the company’s workshop, which can undertake the fabrication of internal components for areas including cruise ships, Europlan is also able to operate in a significantly broader market than its competitors.

With more than 30 years of design and installation experience, Europlan today delivers turnkey solutions for interior areas within the marine sector including public, cabin, deck, crew, technical and machinery areas as well as alteration and steel work in hull constructions. These have been applied to a diverse range of markets including living quarters for oil rigs, turnkey interior solutions aboard mega yachts and floating steel constructions, such as restaurants and other public spaces.

Since it was previously featured in Shipping & Marine magazine in April 2014, Vesa notes that the company has continued to deliver high quality

turnkey solutions to its customers: “Throughout 2014 we have focused on projects in the cruise ships and newbuild markets. We were also the main contractor in a challenging outfitting project to create a 500 square metre floating restaurant in Helsinki, Finland, that was made of steel and glass. This project was complete by the end of March and the restaurant is due to open shortly; the customer is very happy with the results and there is already a two month waiting list to book a table.

“We also began a refurbishment project for the three boats in the Royal Caribbean Cruise Line fleet; for the first vessel we completed 81 cabins on an existing ship in five weeks before delivering the same scope of work to two further vessels.

It was a huge process that was run by the same process team for all boats, which was a challenge for our teams.

Despite this we managed to complete all three ships successfully.”

The most challenging projects are made possible through Europlan’s versatile machinery selection, which enables the firm to combine metal, glass, stone and wood into seamless entities. Inside its 5300 square metre production facilities there are CNC machines for glass, stone, metal and wood as well as a surface treatment station. Moreover, Europlan’s facilities enable it to make modular constructions for transportation to the worksite where they are easily installed. Alongside this equipment the company’s equipment includes sandblasting machinery, metal tube bending machinery, metal grinding and

polishing machinery, wood working machinery and ovens.

Moving forward, Europlan will remain focused on maintaining its strong market position while also continuing its tradition for finding new opportunities to expand into new business areas. “We are in a great position at the moment and will keep on going at full speed; however, we

will not become complacent and must always look for new opportunities to grow,” concludes Vesa.

Europlan Engineering www.europlan.fi

• Delivers turnkey project management services • In-house production chain • Significant growth over the last decade

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Profile: Grieg Star

Taking

responsibility

M

anaged from Bergen and Oslo in Norway, Grieg Star is the shipping arm of Grieg Group. Owning and operating an Open Hatch fleet of about 35 vessels, the company has offices in the USA, Canada, Europe, Asia and South America making it a truly global enterprise. Founded in 1961, the company took advantage of the surge in wood pulp and paper trade across the planet and the versatility of its vessels allowed it to grow through other industries into the company it is today.

Commenting on current market conditions, vice president of new buildings and project, Jan Svardal, explains: “It is a tough market we are operating in. However, we have taken advantage of contracts and long-term relationships with customers to make sure we have the work, and we have remained break-even despite the tough conditions.” In considering the market 108 - www.shippingandmarine.co.uk

conditions the strategy of Grieg Star is to make sure it secures its future for when the market revives itself. “We are an industry player,” Jan says. “So our strategy is to remain in the market by trying to change the way we do business. We are always looking for new opportunities to come around in these challenging times.”

Two key areas where this strategy is evident are in the company’s new building projects, and its commitment to environmental responsibility.

Expanding its fleet in the current market ensures that Grieg Star is in a flexible and responsive position to benefit from any positive market changes. In 2012 the company took delivery of two 58,000 dwt supramax vessels from Dayang Shipbuilding in Yangzhou, this has been followed up by an order for four 63,500 dwt supereco Crown 63 design new buildings, of which it will start taking delivery for this year. The decision to expand its fleet with this type of vessel not

only represents Grieg’s strengthening strategy, but also illustrates its commitment to environmental responsibility, as it is the most fuelefficient vessel of its type available.

Regarding the environment, the company has made clear that it sits at the forefront of its attention in the current market. The vision is to produce ‘no harmful emissions to air, sea and land’ and the company is focusing on continuous improvement to achieve this. “We have a strong focus on our environmental footprint,” highlights Jan. “This is set out in our long-term targets to reduce emissions and energy consumption.”

Grieg Star initially set out a target to achieve a 20 per cent reduction of emissions by the end of 2015, compared to 2006. By the end of 2014 however, it had already achieved 29.4 per cent indicating the progress it is making towards realising its vision.

“We are achieving this through a combination of eco-speed and

also technical developments like new buildings and retrofit energy savings devices,” adds Jan. In detail, the company’s recent corporate responsibility report put 11 per cent of the reductions down to technical measures with fleet renewal and ship recycling contributing the most part to this, and the rest being due to the use of eco-speed. It has also implemented the ship energy management plan, which operates under the philosophy: ‘If you can’t measure it – you can’t improve it!’ “We are continuously monitoring our fuel economy and vessel performance, reviewed on a daily basis to find more areas we can improve on,” explains Jan. The plan means that by monitoring ship performance it can determine the best operation conditions and service intervals.

However, the focus does not stop there. Grieg Star is currently in the early stages of a revolutionary project developing hybrid power units to be installed in its fleet. “This project is part of the environmental strategy to meet targets. It was initiated in 2010 as a research project put together with various partners including the DNV GL and research institutes in Norway,” emphasises Jan. The project best displays Grieg Star’s commitment not only to improve its own business operation and environmental footprint, but to make a difference to the wider industry as well.

Grieg Star operates both in a tough current industry, and within a world that is becoming increasingly aware of its responsibility to the earth. Not only is the company making sure that it can maintain its performance to secure its own future in the industry,

but it has also taken responsibility for its environmental footprint and taken steps to lead the market in securing a future for us all. Introducing the company’s 2014 corporate responsibility report, Elisabeth Grieg of Grieg Star outlines part of the company strategy: “To understand the world in which we are operating, make sure to have the qualified assumption about where it is heading, and the ability to adjust our business

models and services accordingly.” It is this attitude towards being aware of world issues, and taking charge of making a change that defines Grieg’s operation with the shipping industry, and is one that will ensure it will remain a positive force as it moves forward.

Grieg Star

www.griegstar.com www.grieg.no • Fully integrated shipping company • Major focus on environmental responsibility

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Profile: J. Müller Breakbulk

Bulking

A

up

ctively involved in port operations for almost 200 years, the medium-sized, wholly family owned business J. Müller Aktiengesellschaft is organised in the form of a corporation, with individual firms operating under its umbrella.

Today boasting a comprehensive portfolio of innovative port- and logistic solutions, J. Müller Group and its subsidiaries are highly experienced in handling every conceivable kind of goods. Indeed, whether it is logistics services for grain, paper pulp, feedstuff and other agricultural product like fertilizers, wind turbine components, biomass, steel products, recyclables, or sulphur that clients require, the companies within the J. Müller group have the knowledge and expertise to ensure meticulous and careful product handling as well as storage and distribution.

Within the list of subsidiaries operating under the group is J. 110 - www.shippingandmarine.co.uk

Müller Breakbulk, one of the leading breakbulk terminals in Northern Europe. Based in Brake, on the German North Sea Coast, the terminal boasts extensive operating areas and specialist equipment for the handling, storage and packaging of a diverse range of goods; these include iron and steel products, timber, pulp and recyclable materials as well as project cargoes.

Located close to Bremerhaven and Wilhelmshaven, two of the leading German deep-sea container ports, export cargoes delivered to Brake can either directly be loaded as breakbulk on site or staffed into containers and transhipped to the above mentioned container terminals. An exporter delivering cargo to Brake by rail with a couple of waggon loads to be shipped breakbulk and a couple of wagon loads to be shipped by containers now has a better alternative. Previously, he would ship some wagons to Brake, or any other breakbulk port, and

some other wagons with containers to a container terminal. However, this exporter can now combine everything into one block train to Brake, with the breakbulk cargo to be loaded there and the container cargo stuffed at Brake and routed to one of the container terminals as Hartmut Wolberg, director at J. Müller Breakbulk, explains. This offers great cost reduction for exporters.

In addition to handling, storage and packaging the aforementioned goods, the terminal’s daily business also involves the handling of sensitive high-tech products such as long rails, steel girders, project cargo and wind farm components. In May 2012 J. Müller Breakbulk further enhanced its capabilities with the inauguration of a new berth at the site; this development represented the completion of the terminal’s Northern extension, which established the offshore and heavy lift quay - Niedersachsenkai.

With a quay length of 450 metres

and an operating area of 110,000 square metres, Niedersachsenkai has been purpose-built to handle project cargo for the renewables sector, steel and other heavy goods.

This state-of-the-art facility offers optimal conditions for handling heavyload goods, with heavy-lift cranes available for moving up to 275 tonnes in tandem operation. Meanwhile, Halle Nord warehouse has created an additional 8000 square metres of storage capacity. Weather sensitive items can now be stored within close proximity to the quay.

Since it was previously featured in Shipping and Marine magazine in January 2013, Hartmut notes that the terminal has continued its trend for investment: “We have constantly invested into growing our core business (steel products, forest products, wind energy components and XXL cargo), both in terms of superstructure as well as in material handling equipment. Consequently, we have increased our market share in comparison to all relevant competitors among the ports of the Lower Weser River, among the Seaports of Lower Saxony and among the ports of the Hamburg-Le Havre range.

“Recent investments at the terminal include a heavy lift straddle carrier to optimize storing XXL–components on less storage area. Other ultramodern facilities include more than 30 kilometres of rail tracks, which makes every point in the port efficiently reachable by this mode of transport.

This gives the terminal high flexibility

in case of changing volumes for rail transport. We also have big back-up warehouses on the landside, allowing the port to ‘breathe’ and quickly adapt to changing volumes.”

Thanks to its coveted location, logistical strengths and superior facilities, the terminal has enjoyed constant growth in all trading segments it is involved in. “We serve all major producers of wind energy components and have witnessed a noticeable increase in wood pulp coming from South America. On top of this, German and Central European steel exports are increasingly routed through our port,” says Hartmut.

Focused on becoming the port of choice for all pulp imports into Germany and Central Europe as well as for the import and export of steel products into Germany and Central Europe, J. Müller Breakbulk is certain to remain in demand over the coming years.

However, the terminal is in an advantageous position as it is able to expand its storage area when necessary or even add a further berth for seagoing vessels, as Hartmut concludes: “We can almost double our terminal surface should need be, with all expansion area prepared and ready for the construction works. However, looking to the near future, our goal is to deliver customer satisfaction in all areas and, having been re-certified ISO 9001 in 2013 and passed the audit of 14001 and 50001 in 2014, also gain our OHSAS 18001 certification.”

J. Müller Breakbulk

www.jmueller.de/en/jmuellergroup /breakbulk_terminal • Leading German breakbulk terminal • State-of-the-art facilities • Investment in new equipment and superstructure

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Profile: M.E. Solutions Top left: New catwalk Bottom right: Penetrations into transformer room

Technical

treatment

H

eadquartered in Sweden, M.E. Solutions AB was established with the aim of providing turnkey environmental solutions to the shipping and shipbuilding industry worldwide. Not shy of its commitments, the business has successfully achieved this aim throughout its history, and particularly so during 2014, witnessing a five-fold increase in sales. Focused on its offer of ballast water treatment, exhaust gas cleaning, fuel consumption reduction and other energy and environmental solutions, the company’s managing director, Anders Sjostrom, announces: “Over the past year we have continually focused on improving our efficiency in laser scanning and 3D modelling to a position where we can order pre-manufactured piping based on our designs, with confidence.”

Whilst responding to a wealth of orders for scrubber integration, the business has also successfully 112 - www.shippingandmarine.co.uk

established a manpower supply company in Poland, enhancing its provision of crew and office training, performed by experienced organisational consultants. “Through the implementation of the training programme, we have been able to successfully increase the level of personnel within our own business over the last six months. This is in response to the much greater demand and higher levels of interest we have experienced since the implementation of the IMO sulphur restrictions, as well as the heightened awareness of our capabilities in laser scanning and 3D modelling,” says Anders.

To maintain the expected level of excellence within the business, its onsite training programme ensures full control of quality, using its own trained and certified installers. “We demand that all the installers are certified for plastic glass reinforced epoxy (GRE) pipes as well as undergoing our own specific training

on how this should be done. It is vital that they are able to read drawings and interpret the instructions provided through the 3D modelling. This commitment has turned out to be very successful for the business, and the difference achieved by the labour being able to visualise the design is very clear.

“We are very busy with survey work, carrying out laser scanning on board vessels and producing proposals that highlight the restrictions, and the problems that may be encountered when installing a scrubber,” Anders explains. Offering a full turnkey package, the business is able to deliver to the client a series of designs that not only hugely increases the efficiency of the installation programme, but equally lowers the overall cost to the client. “At present we are undertaking a scrubber installation on a cruise ship and the integration of systems on four RoRo vessels operating in the Baltics.

We have several other contracts due

to start later in the year, keeping us very busy,” he continues.

The benefits of laser scanning are very simple. Essentially it is a full-scale virtual construction of the system on the computer before doing anything physical to the vessel. “You can do alterations, move around any type of equipment, try going underneath a pipe, or over, establishing what clear runs you can have and working out the best method of installation. The simplest way to explain the system is that you can examine the future system on the screen from any angle, any direction and in any light,” Anders adds, continuing: “The efficiency that you gain with this is enormous.”

As an example, M.E Solutions recently undertook a contract in a large engine room housing three – ten Megawatt engines. As part of the scope, several pieces of 250mm diameter piping and a single length of 400mm diameter had to be installed to extend through the engine room in a time scale that ensured the vessels operation was undisturbed. “Had we undertaken this project in the traditional way, fabricating pipes on board to suit the layout, the project would have taken around three weeks.

In contrast, using our innovative methods, we completed in just two an half days, representing close to a tenfold efficiency,” says Anders.

With interest in the business growing on a global scale, Anders announces that in some of its busiest areas, the company is looking to establish permanent bases with both warehouses and personnel: “We are looking into securing a number offices abroad, particularly in the US, as well as hiring more personnel in line with the expected sales volume increase, which we anticipate will double.” Equally, the preparation of maintenance-focused teams is ongoing, ready to respond to any service requests that its client base may have, an important factor in a sector where specialists are few and far between.

“Our vision is that we continue to improve ourselves with 3D modelling

and laser scanning so that we can become even more efficient and deliver a continually improved quality. Of course part of the strategy is that we remain actively participating in any ballast water treatment installation projects that arise, beyond the five turnkey installations that we have lined up this year. We are always improving the automation of the

scrubber systems, and understanding of systems so that we are better able to help the owner to a higher extent than possibly the manufacturer can. Essentially we are learning the systems to a level where we can advise the owner what is good and bad,” concludes Anders.

M.E. Solutions AB www.mesab.eu

• Turnkey environmental solutions • Expansion into laser scanning and modelling • Ongoing repeat business

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Profile: OceanSaver

The premier supplier of

E

BWTexpertise

stablished in 2003 in Norway, OceanSaver AS exists solely to produce and develop an efficient and unique solution for ballast water treatment (BWT). Over its operational history the company has grown to become a market leader within the industry and is a significant player in the International Maritime Organization’s (IMO) move to achieve BWT ratification. The company’s mission is to protect the marine environment by supplying IMO, USCG (US Coast Guard) and class certified ballast water treatment systems.

The IMO’s efforts to ratify BWT systems for all SOLAS vessels is set up to prevent invasive organic material from being transported and introduced into new marine environments, which can be harmful to existing ecosystems.

In some cases this can have devastating effects wiping out fishing industry sectors and spreading disease. The

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cholera epidemic that swept through South America in the early nineties, for example, was directly associated to ballast water transfer. OceanSaver has developed a system that complies with the regulations proposed by IMO. Serving mainly medium to large sized vessels, the system involves a filtration and disinfection system to ensure biological material is removed from seawater before being pumped into the ballast tanks.

The initial stage involves water being pumped on board by the ballast pumps. The ballast water is then filtered by a mechanical, fully automated back-flushing filter.

The self-cleaning filter is equipped with a 40-micrometre screen that has an efficiency of 98 per cent, removing all organic material above 50-micrometres.

The next stage involves an injection of disinfectant (C2E), produced onboard in an electrodialytic disinfection process. Approximately one per cent

of the ballast water is passed through the C2E unit before being introduced to the Ballast main, oxidising the organic matter below 40 um. The process ensures that residual oxidants are rapidly reduced, meaning that no harmful material is released back into the environment as well as giving OceanSaver the advantage of complying with paint and coating manufacturers recommendations with regard to coating degradation and corrosion requirements. The C2E unit can be located remotely from the main ballast line, while the main filters are preferably are located close to the ballast pump.

The development of such technology puts OceanSaver in a strong position to benefit from imminent regulations set by IMO. Working in co-operation with USCG, IMO is currently in the process of achieving ratification of its ballast water management certifications. The regulations require 30 world states and 35 per cent of the

world’s merchant shipping tonnage to ratify the regulations in order for the convention to come into effect 12 months later. With only five per cent of the 74,000 vessels affected currently installed with BWT systems, it represents a massive opportunity for a company like OceanSaver which has already established itself as a strong and competitive player in the market.

As the company waits for this however, it has already achieved a significant level of growth and expansion in the global market.

Operating within both the new build and retrofit sectors, as of March 2015, the company had contracted 150+ BWT units worldwide. One significant area of growth is in Japan where, in December, OceanSaver announced a strategic partnership with marine hazard prevention specialist Kashiwa.

The Japanese company will aim to build awareness of the Norwegian brand in the country. Speaking at the time, vice president of sales and marketing, Tor Atle Eiken explained: “We’re already well established in Japan with around 20 contracted BWT systems, but we believe that, with the ratification of the IMO’s ballast water management convention on the horizon, a partner of Kashiwa’s stature will help us drive added growth and build our presence in this major shipping nation.” This relationship with Japan is coupled with an important presence in South Korea, the world’s largest ship building nation, where the company has currently contracted 49 systems.

Technology is central to OceanSaver, but it is supported by an experienced and knowledgeable service. With a 24/7-support service running, project management experience and maintenance guidance the solid team of engineers enables OceanSaver to offer a full and comprehensive solution for BWT management needs.

OceanSaver’s vision is: ‘creating today, leading tomorrow,’ and this very much permeates itself throughout the company’s strategy. By establishing itself in the marketplace early, responding to concerns about the world marine environment, it is well placed to benefit from approaching regulation around the issues. Speaking to Shipping and Marine in November 2014, Tor noted his positivity towards the market and consumers becoming increasingly aware of the issues, and how this has been reflected in recent growth both in the new build and retrofit sectors. Looking ahead the company hopes to build on this

success and awareness as it looks to reach annual sales levels between 200 and 250 units. Ultimately, the ratification of IMO’s regulations will help lead OceanSaver to this leading position, but it is the company’s reputation and its own commitment to service that will have facilitated it.

OceanSaver

www.oceansaver.com • Supplier of ballast water treatment systems • IMO – USCG AMS compliance • USCG Type Approval program in progress • Growing market opportunities

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Profile: Brightside Services

Ready for

W

anything

ith more than 25 years of expertise in the industrial maintenance industry, Brightside Services Ltd has developed a strong reputation for not only delivering a superior service but also for its transparency and integrity. “Brightside Services Ltd’s history began when I was 16 and I joined the Armed forces,” says founder and managing director Graham Bright. “This road eventually led me to Gibraltar where I was posted and where we decided to stay when I was released. After working for a number of different companies, my wife Shona and I eventually set up our own business, Brightside Services, in 1995. Shona took on the administration and accounts, while I looked into carrying out maintenance on installations in Gibraltar’s bunkering industry.

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“Back in 1995 it was only really Shell and BP that were established here, but we saw potential for growth and based our operations on the basis that we did not advertise, but instead built up an excellent reputation for sound working practices and reliability. This is our backbone.

Inevitability, from working with oil and gas organisations in the mid 1990s, our service offering developed when we were asked to assist with oil spills and clean ups; this was the catalyst for our progression.”

Today the diverse company’s business is split into four segments: oil pollution management & control, industrial maintenance, waste removal and equipment sales. Within oil pollution management and control Brightside Services has responded to more than 100 oil spill call outs in the last 15 years; these incidents have ranged from minor oil spills, either

on land or sea, to major incidents such as MV Fedra smashing against the southernmost tip of Gibraltar in 2008 following severe gale force winds. “The Fedra incident was the most memorable because it was unusual; however, these situations rarely happen in Gibraltar because we tend not to get such poor weather conditions,” says Graham.

Approximately half of MV Fedra’s 300 tonnes of fuel spilled into the sea, with some washing ashore along Gibraltar’s western coast; there were also oil slicks in the Bay of Gibraltar.

Established as the premier oil spill response firm in Gibraltar, the company not only boasts the most experienced personnel, but also uses the best-possible equipment to ensure it can handle the most challenging of incidents. Moreover, Brightside Services provides its employees with continuous training and has

its equipment and staff thoroughly regulated and audited by Oil Spill Response Ltd, one of the world’s largest oil spill response companies.

Employees regularly attend training courses at OSRL’s training centre in Southampton, and, as they are fully trained to OSRL standards, personnel are part of a global call out team that can be sent to assist any large scale incident. Through OSRL, Brightside Services is the official Tier 2 oil spill response contractor for the Gibraltar Port Authority and combines with OSRL for Tier 3 operations. “The way we operate is a major advantage because with OSRL auditing our procedures it enhances our operations and ensures we deliver a high standard when we respond to incidents. To us, our reputation is paramount,” says Graham. Now entering its second five year contract with OSRL & the Gibraltar Port Authority the relationship has developed to a more

proactive approach in line with the Gibraltar Government’s tightening of regulations within the industries.

Meanwhile, Brightside Services uses its 25 years experience in serving the industrial industry to offer a broad range of services to customers. Indeed, thanks to its highly knowledgeable personnel, the company can provide customers such as the Ministry of Defence,

tanker vessels and local petroleum firms with tank cleaning operations as all of the personnel are Confined Space trained. Other services that the company provides include pipe line maintenance, which includes pipe painting, pipe repair and pipe replacement; hose pressure testing on land and at sea; steam cleaning/ pressure washing, drain maintenance and painting.

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Profile: Brightside Services

“One project that we are working on at the moment at the GibOil tank farm on the Western Arm involves using specialised paint to protect metal work and tanks; we are sprucing them up for the summer months, not that they are rusty now, it is merely a matter of keeping up appearances as image is very important,” says Graham. “We are specialists in painting works and use developing epoxy paints as a lot of what we maintain is external, such as pipelines and tanks, for installations such as these and buildings, we always use weather resistant paints.”

Complementing Brightside Services’ industrial maintenance services is its waste removal division. Fully licensed to remove different types of waste, the company regularly collects and disposes of waste oil from local businesses. In fact, alongside its tank cleaning operations, the firm also collects and disposes of the waste oil, fuels and sludge from tanks based on ships, private yachts and land. In addition to waste oil removal, the company also cleans the harbour waters for the Gibraltar Port Authority and private marinas by using its custom made aluminium boat the Envirocat to pick up rubbish, 118 - www.shippingandmarine.co.uk

spilled fuels and oil before disposal or recycling.

Moving forward, the ISO 14001 and ISO 9001 approved firm will focus on training new employees and the development of its sister company, Drains Management 24, and bring new innovations into that side of the business. “Drains Management 24 was established two years ago and is really picking up momentum,” confirms Graham. “Our goal for this business and Brightside Services is to look into enhancing our technologies to maintain our competitive edge.

Another way we will do this is through establishing an apprentice scheme that will allow youngsters to gain experience and grow through the ranks in the same way as two of my sons who also work for the company.”

Brightside Services Management Ltd

www.brightsideservicesltd.com • Leading provider of industrial maintenance services for Gibraltar • Main advisor for the Gibraltar government for oil spillage • In a five-year contract with the Port of Gibraltar

Profile: P&O Cruises/Cunard Line MV Britannia’s arrival into Southampton - Photo: James Morgan

Something for

H

everyone

eadquartered in Southampton, UK, P&O Cruises and Cunard Line are widely recognised brand names in the cruise industry, and both are part of Carnival Corporation & plc (Carnival), the world’s largest cruise ship operator.

The two brands offerings are slightly different; with Cunard Line’s three ships promoting a theme of elegance, style and tradition, while P&O Cruises delivers a more relaxed range of holiday options to its customers, with each of its eight vessels offering a different experience.

All the vessels operated under both brands deliver extremely high quality accommodations and facilities; one of the standout vessels in the fleet is Cunard Line’s globally renowned, 1968 passenger Queen Mary 2. The

flagship vessel of Cunard Line is the most magnificent ocean liner ever to be built, offering a vast amount of space on board and a plethora of state-of-the-art facilities such as a 3D cinema, planetarium and spa.

And while the magnificence of the Queen Mary 2 cannot be underestimated, there is now a brand new vessel in the P&O Cruises fleet, which is bringing a new level of high quality dining and entertainment options to the brand.

MV Britannia was ordered in 2011 and officially began operations in March 2015; at 143,000 tonnes, she is the biggest ship built exclusively for Britain. The pride of the P&O Cruises fleet, the thought and detail that has been put into Britannia is truly breathtaking. By consulting over 20,000 people, P&O Cruises has

ensured every single public room, deck space and cabin has been considered.

Britannia offers guests the luxury of a five-star hotel, with the excitement of cruising to new and different destinations. The dining options are also of major appeal, with the cream of UK culinary talent having input onboard via the ship’s ‘Food Heroes’ – these include James Martin, Marco Pierre White, Atul Kochhar, Eric Lanlard, wine expert Olly Smith and cheese expert Charlie Turnbull.

These celebrity chefs and experts are represented in the restaurants, menus, bars, the new market café and Cookery Club, a 24-person state-ofthe-art cookery school. Furthermore, the Food Heroes will also be travelling on board in person on no fewer than 21 cruises this year, giving P&O Cruises passengers a real opportunity

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Profile: P&O Cruises/Cunard Line Photos: Top right - Artist’s impression of the Retreat Bottom left - Accessible cabin, Bottom right - Atrium Captain Paul Brown

Solent Stevedores

Since 2010 Solent Stevedores has provided passenger and stores handling services to Carnival (UK) cruise ships operating out of Southampton, Europe’s leading Turnaround Port. In 2015 Solent Stevedores will handle 250 Carnival cruise calls, 1.3 million passengers, two million items of baggage and 60,000 tonnes of stores, turning each ship around within a ten hour window. The team at Solent Stevedores work closely with Carnival across their three main UK based brands; P&O Cruises, Cunard Line, and Princess Cruises to ensure all passengers have a smooth start and finish to their holiday.

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to get up close and personal to the stars.

In addition to P&O Cruises Food Heroes holidays, ten of the UK’s best-loved chefs will be on a number of Britannia’s sailings throughout the year. They will run cookery classes, host exclusive chef’s table dinners, participate in Q&A sessions and book signings. Personalities participating include the queen of baking Mary Berry.

Other highlights of Britannia include an impressive atrium with illuminating star burst sculpture, a seriously stylish spa, a Great British Gin Menu with 20 artisan gins in the Crow’s Nest and Great British Beer Menu with 70 UK bottled beers, ales and ciders in Brodie’s Bar, as well as a state-of-theart theatre with LED wall, four pools, gym and a multi-million-pound art collection.

As P&O Cruises marketing director Christopher Edgington stated: “Britannia is a real game-changer.

Not just for P&O Cruises but for

the cruise industry as a whole. She epitomises everything that is great about cruising; she’s stylish, elegant and contemporary. Plus, she celebrates the very best of British talent - whether that is the design of the cabins or three-tier atrium, the art collection on board, the food and restaurant choices, the best British chefs or world-class entertainment, it’s all in the detail.”

Christopher mentioned the design of Britannia’s cabins (created by Richmond International to be the most stylish of P&O Cruises fleet) and indeed the attention to detail that is present throughout the ship is echoed throughout its operational capacity as well. For example, per passenger mile, Britannia is the most fuel efficient ship in the P&O cruises fleet, designed to deliver much greater levels of environmental efficiency.

Continuing its green theme, the ship can produce 1500 tonnes per

day of drinkable water from seawater using waste heat from the ship’s diesel generators. Two of the ship’s four engines are each fitted with an exhaust gas cleaning system, to remove oxides of sulphur from the gas stream.

The ship is fully compliant with requirements of the emission control areas (ECAs) in which controls on exhaust gas emissions are particularly stringent.

As newbuild vessels such as MV Britannia continue to increase in capacity, P&O Cruises and Cunard Line anticipate a 25 per cent increase in passenger volume at Southampton over the next two years. Coinciding with this expected growth, Associated British Ports Southampton invested £6 million in the renovation of its Mayflower Cruise Terminal to ensure Southampton retains its title as the leading cruise turnaround port in Europe. The terminal now features a modernised open plan interior,

expanded security, check-in and passenger reception areas; other improvements include additional passenger and baggage x-ray machines and a re-designed drop-off and pickup area.

With congestion reduced and passenger numbers certain to increase, P&O Cruises and Cunard Line will continue going from strengthto-strength as they provide cruise passengers with luxurious adventures, aboard state-of-the-art vessels. By ensuring their guests’ holidays are as stress-free as possible, these two stellar brands should continue to cruise along nicely.

P&O Cruises/Cunard Line www.pocruises.com www.cunard.co.uk • Brands owned by Carnival • New P&O Cruises vessel Britannia

launched in March • Offer formal and relaxed cruise options

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Shipping &MARINE

The magazine for maritime management

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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

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