Shipping & Marine Issue 126 November 2015

Issue: 126 2015

The magazine for maritime management

An

attractive

option Now that electric ROVs are able to perform their tasks so effectively, are they are closing the gap on their larger, hydraulic cousins?

In this issue:

u Mooring u ECA update u ERP u Cloud computing

Issue: 126 2015

Editor’s comments The magazIne for marITIme managemenT

‘‘

The benefits the Cloud are alleged to offer across a raft of industries are spelled out to me every day via my inbox

An

attractive

option Now that electric ROVs are able to perform their tasks so effectively, are they are closing the gap on their larger, hydraulic cousins?

In this issue:

u Mooring u ECA update u ERP u Cloud computing

Chairman Andrew Schofield Editor Libbie Hammond libbie @ schofieldpublishing.co.uk Production Manager Fleur Daniels Art Editor/Design David Howard Studio Assistant Barnaby Schofield Profiles Editor Jo Cooper Staff Writers Andrew Dann Ben Clark Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk Advertisement Administrator Tracy Chynoweth studio @ schofieldpublishing.co.uk

Business Development Director David Garner

Under a

I

cloud?

n the words of Jason Segel in a recent comedy film ‘nobody understands the Cloud.’ I have a sneaking suspicion that is true in many cases, and yet the benefits the Cloud are alleged to offer across a raft of industries are spelled out to me every day via my inbox.

So I’ve included two Cloud features in this issue. The first one on page 12 looks at the Cloud in general and what it offers to the maritime industry. The second on page 14 looks in more detail at ERP in the Cloud and gives an example of it in action through a case study.

I hope these articles help to shed some light on this area, and make it less of a mystery for us all!

Operations Director Philip Monument Editorial Researchers Rory Gallacher Jo-Ann Jeffery Andy Green

Advertising Sales Joe Woolsgrove - Sales Director Tim Eakins Dave King Darren Jolliffe Mark Cawston Emma Kerton Andy Ellis Subscriptions ikidd @ schofieldpublishing.co.uk

Follow us at: @ShippingMarine

Editor: Libbie Hammond libbie@schofieldpublishing.co.uk

w live bsite no New we e has & Marin Shipping site! b d its we upgrade Visit e.co.uk d-marin n -a g in hipp e new www.s to see th youts. la d n look a

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

©2015 Schofield Publishing Ltd

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Features

6

4 News Updates and announcements from the shipping and maritime arena

6 Under control There is a need for a robust and cost effective mooring integrity solution for both new build and existing installations

8 The emissions challenge Throughout the current changing trading landscape it is critical fuel suppliers remain committed to quality

10 An attractive option Electric ROVs are now able to perform an array of tasks so effectively they could be closing the gap on their hydraulic cousins

12

14

12 Capitalise on the cloud Cloud computing in the shipping industry and the key to successful use of cloud services

14 A cloudy shipping forecast The role of cloud ERP in the shipping and marine industry

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Profiles 18 Serco NorthLink Ferries

34

25 U-Boat Worx 29 A&P Falmouth 34 The Kooiman Group 37 Goodwood Ship Management 41 P&O Ferries 43 UN Ro-Ro Isletmeleri AS 46 Gibraltar Port Authority

43

50 Mampaey Offshore Industries B.V. 52 Ionic Group 55 First Marine Solutions 59 MMC Green Technology AS 62 Claasen Shipyards 64 Bierens 66 Delta Marine

55

68 Milaha Maritime & Logistics 70 Nordhavn 72 V Ships USA 74 Port of Constantza

66

68

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Maritime news New location leased uBritain’s largest independent ship repairer Burgess Marine has secured a long-term lease from ABP Southampton for two slipways at the top of Southampton Water.

Currently occupied by Marchwood Slipways, the footprint will be renamed Burgess Marine Marchwood. It came under Burgess Marine’s management on October 1, 2015.

Brian and Rossalyn Chandler, who currently operate the slipways, will be joining the Burgess Marine team. The footprint provides two rolling slips - one of 500T and one of 1000T - both slips can support vessels up to 70m LOA - and 183m of jetty with berthing. The site offers opportunities for short, medium and long-term storage, ultra-high pressure water blasting washing and open shot blasting.

The site will be managed by Karl Kerry who also manages Burgess Marine Portchester’s 1000T syncrolift and yard at the top of Portsmouth Harbour. Karl said: “The site is excellent and we already have good, long-standing relationships with all of the yard’s key customers in fact we’ve at least four dockings already stemmed.

“We will be both investing and improving health and safety standards in Marchwood; we’ll also be changing the way that the site works. What’s key for us is that we maximise the utilisation of the footprint and work in proper partnership with our customers to ensure the best, and most sensible, utilisation of both our footprints in Portchester and now Southampton.”

Integrated platform uTo support digital transformation in the shipping industry, Orange Business Services has developed Maritime Connect. The fully industrialised product delivers the key communications functionality and connectivity required at sea. It allows shipping companies to seamlessly integrate their fleet into the corporate network and provide Internet access for crew and applications.

“Orange Business Services is uniquely positioned in the maritime market because we are able to integrate many different technologies and networks, both onshore and offshore. With the end-to-end integration and satellite connectivity offered by Maritime Connect, vessels on the high seas are now as well connected as terrestrial offices. This enables new ways of working right across the shipping industry,” says Michel Verbist, Head Business Development Satellite Solutions, Orange Business Services.

Maritime Connect delivers voice, VoIP, data and internet access in one solution, independent of the communication technology used. Shipping companies, IT managers, captains and the crew can control access to data and voice services on board vessels or remotely from shore.

Typical uses of Maritime Connect include secure access to enterprise applications via the corporate network; better route planning to improve fuel consumption and cost control; enriched crew welfare by providing communication with the outside world; tracking and monitoring of ships and cargo; and telemedicine for remote care.

Maritime Connect is available in three tiered versions.

The basic version provides on-board access to essential communications services like IP Routing, link switching, quality of service (QoS) and server hosting for applications onboard; the next level up adds licenses for increased security, WAN optimisation and user accounting; while the premium version provides maximum connectivity for crew and captain with Wi-Fi on board, 3G/4G for near-shore operations.

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Big wins uNorwegian operator, Umoe Mandal, has purchased six External Panorama Pantograph heavy duty windscreen wipers from UK based DuroWipers to equip a newbuild Surface Effect Ship (SES).

Statkraft has entered into an initial six-month charter agreement for the new WaveCraft vessel to transport its O&M turbine technicians to and from the Sheringham Shoal offshore windfarm off the coast of Norfolk.

Mr Ole Guttorm Ihme, contract manager, Umoe Mandal, said: “DuroWipers were selected based on their weight, price and quality. Light weight equipment is immensely important for an SES in order to achieve greater comfort at speeds of 40 knots, which the vessels are known for.”

Noel Gould, of Durowipers added that because DuroWipers are maintenance free, a unique selling point in the market, the operator can expect greater cost savings over the vessels’ lifetime.

The initial meeting took place on the DuroWiper stand at Seawork 2015 where they were able to appreciate the performance and quality of the wipers. Umoe Mandal was impressed by the 11 external wiper systems supplied by DuroWipers to the ‘London Titan’ vessel owned by the London Port Authority, which was on the pontoons at the exhibition.

Also on display at Seawork 2015 was the new RNLI Shannon Class lifeboat fitted with DuroWipers. The patented design the RNLI now specifies, uses the unique rotary mechanism which converts the rotary power from the motor to a reciprocation motion at the twin drive shafts, which gives a smooth, powerful and quiet stroke.

Great performance uThe laying of four subsea cables has been completed at MeyGen, Atlantis, the majority owner of the project has revealed. The four cables are housed in individual bore holes of approximately 0.5km each, drilled earlier this year, which run from the foreshore into the Inner Sound of the Pentland Firth and down to the seabed. From the exit of the borehole, the cables then run along the seabed to the offshore project site, where four 1.5 MW tidal turbines will be deployed next year. The cables will connect the tidal turbines to the onshore substation, from where the power will be fed into the wider grid.

Tim Cornelius, CEO of the Atlantis group, said: “By its very nature the offshore site is a challenging tidal environment, and to complete the installation campaign safely and in line with the programme is a commendable achievement by our onshore and offshore teams, aided by great performance from the vessel.”

Maritime news Redefining beauty uUnveiled at the Monaco Yacht Show, the innovative 57.70-metre AMELS 188 (970 GT) combines advanced solutions including hybrid electrical power with the modern elegance and timeless pedigree of designer Tim Heywood. The Dutch luxury yacht builder’s completely new superyacht joins the 55 to 83-metre Limited Editions range, now with six unique designs all built to the absolute highest AMELS quality.

As details emerged during the summer, the buzz around the AMELS 188 built quickly. The yard has nearly completed the engineering phase

of the AMELS 188, which has a preliminary scheduled delivery in Spring 2018. Managing Director Rob Luijendijk says AMELS is already handling a number of serious enquiries.

“Our clients have been tremendously excited about this yacht,” he says. “If you look at the 55-metre AMELS 180 and the 60-metre AMELS 199, they are both unique and very successful designs. The 57.70-metre AMELS 188 fits perfectly between these two yachts, bringing something entirely new to a market segment that we have traditionally show leadership in.”

Fresh deals uMerseyside refrigeration and air-conditioning specialist Flynn has landed a series of deals with Norwegian Shipping Company Solstad. Flynn Refrigeration managing director Alex Flynn explained: “The Normand Oceanic and Normand Installer both required Bitzer CSH compact screw compressors. The CSH range comprises compact compressors, which are ideal for use in air-cooled liquid chillers and heat pumps. They offer a high level of energy efficiency – both under full and part-load conditions - and are renowned for their operational reliability.”

Both the Bitzer CSH9573-240Y, supplied to the Normand Oceanic, and the CSH9593240Y, supplied to the Normand Installer, have maximum pressures of 19/28 bar but the latter is significantly heavier, weighing in at 1370kg as opposed to 1320kg.

As well as Bitzer and Sabroe, Flynn, which has more than 30 years’ experience of supplying marine air-conditioning and refrigeration products, has successful partnerships with a number of other industry-leading manufacturers, including Danfoss, Copeland and Gram.

Welcome change to rules uClassification societies are changing their monitoring rules for seawater-lubricated propeller shafts in line with the rules governing the inspection and withdrawal of oil-lubricated stern tube systems.

China Classification Society (CCS) announced in July that if certain condition monitoring criteria are met, shaft withdrawal for inspection might be extended to 15 years.

The rule change follows recent revisions by Lloyd’s Register and Bureau Veritas, which published amended SCM and MONSHAFT rules in January 2013 and January 2014, respectively.

DNV GL, the world’s largest classification society, with a registered fleet of 266.9mgt, is expected to publish new rules in 2016.

“Changes to classification society rules represent a significant breakthrough for manufacturers of water-lubricated shaft bearing systems,” said Andy Edwards, Commercial Director of market leader Thordon Bearings.

“A major stumbling block to the wider take-up of the more environmentally efficient seawater-lubricated system has been the requirement to withdraw the shaft for inspection every five years. So the changes are very welcome as they are more representative of the advancements made in polymer bearing technologies and corrosion-resistant shaft coating systems.

“We expect the revision will be highly welcomed by those shipowners looking to comply with the stringent U.S. Environmental Protection Agency vessel general permit (VGP) regulations, which are now in force to impose strict limits on operational oil discharges for vessels operating in US coastal waters and the Great Lakes,” Edwards added.

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Mooring technology

Under

control

Mooring integrity monitoring in today’s market. By Rizwan Sheikh The need for mooring integrity monitoring has of late come back under the spotlight, not least because the use of floating production systems in the offshore oil and gas industry has been predicted to grow at a significant rate between now and 2017 with a peak in the number of new builds expected to occur in 2016/2017. Recently, an updated industry guideline on mooring integrity has been issued by Oil & Gas UK with the support of operators, contractors and vendors. The guideline reinforces how mooring integrity management through effective monitoring and data management can provide information to help detect mooring line failure and assist with validation of mooring design strength and fatigue analyses.

Sources: 1 K. Ma, A. Duggal, P. Smedley, D. L’Hostis, H. Shu. “A Historical Review on Integrity Issues of Permanent Mooring Systems.” OTC 2013-24025, 2013.

2 S. Majhi, R. D’Souza. “Application of Lessons Learned from Field Experience to Design, Installation and Maintenance of FPS Moorings.” OTC 2013-24181, 2013.

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Station keeping through the life of a field is of critical importance for floating production facilities in all parts of the world. The mooring system performs this function, and although it has not always been the case, current design practice is to engineer mooring systems that can withstand extreme environments with single or even multiple line failure scenarios. Even so, the offshore industry has experienced numerous unexpected mooring line failures in recent years that, in a small number of cases, have resulted in mooring system failure. On average between 2001 and 2011, there were more than two mooring system failures per year. During this period, nine were multiple line failures1 and other

mooring incidents resulted in riser failures and hence extended field shut down2. Based solely on these statistics, there is a clear business case for effective mooring integrity monitoring.

One of the challenges that has emerged from these failings is the need to monitor mooring system integrity reliably for the life of the facility without the need for costly inspection or maintenance of subsea sensors. In general, most mooring line monitoring systems that have been deployed to monitor mooring line tension have themselves experienced sensors failures, and the industry is now assessing ways of monitoring mooring line break detection as opposed to measuring

Fig 1: Mooring integrity monitoring system topside

Fig 2: Mooring integrity monitoring system topside and line mooring tension in a hope that the sensors will be more robust. However, many of the challenges of installing and maintaining these types of monitoring systems still need to be addressed.

Typical requirements for mooring integrity monitoring of permanently moored floating systems encompass the need to measure mooring line tension and/or behaviour, and to transmit this data to the facilities topside for display and archiving.

Monitoring systems therefore need to be conceived to withstand high structural loads as well as harsh sea-states for the design life of the facility. This is achieved through robust design, proper installation and periodic maintenance and servicing once in service. Key questions to ask when selecting a system include: is the system for a new-build or a retrofit? Is position or inclination sufficient, or is a measurement of in-line tension required? Can the system be diver or ROV deployable or serviceable?

Will data be transmitted wirelessly or through a hardwired connection? Last but not least, where is the most practical location to place the sensors without compromising safety or the quality of the measurement?

To meet the growing demand for a cost effective and reliable means of monitoring mooring system integrity, BMT has developed a novel system to assimilate data from a range of topside-based sensors (which monitor factors like the environment, position, vessel motions, draft and available mooring line information) into a topside Response Learning System (RLS). This system uses machine learning and cognitive science to learn the response of a system as well as the inter-dependencies of the numerous data sources. As a result, it is possible to estimate the behaviour of a system (floating production facility) given a set of impulses (environmental loads from combined action of wind,

wave and current) provided the RLS has sufficient measured marine data for learning.

There are numerous applications for machine learning algorithms. In fact, BMT is using them in the field to improve predictions of tension beneath the buoyancy can on a freestanding hybrid riser tower. In the context of mooring monitoring, work conducted on a turret moored FPSO, where a mooring line monitoring system was installed by BMT, showed that an RLS can estimate mooring line tension to within 30kN using only position and draft as inputs.

Excursion monitoring can also be used as an indirect way to monitor the integrity of the mooring system. Simple watch circle monitoring systems do not integrate metocean and vessel motions data to verify that the vessel offset from its moored origin is as should be expected, given the environmental loading and mooring stiffness. Furthermore, should the offset from design origin shift slightly in benign conditions, a watch circle processor would not be able to indicate a change in the mooring system. By using an RLS, the expected position, heading and response can be compared back to the measured position for the given environment. If the difference exceeds a pre-determined threshold, an advisory can be issued on the mooring system integrity.

In conclusion, with mooring integrity now under a renewed emphasis within the oil & gas industry, there is a heightened need for a robust and cost effective mooring integrity monitoring solution for both new-build and existing installations.

The application of an RLS to monitor mooring system integrity builds upon BMT’s many years of experience in providing custom designed and custom built Integrated Marine and Mooring Line Monitoring Systems to the deepwater offshore oil and gas industry. With the rapid advances in computing power and data telemetry, the development of a topside based mooring integrity monitoring system like that described above is a natural progression and further unlocks the inherent value of data acquired by real-time monitoring systems. n Rizwan Sheikh is a senior data analyst at BMT Scientific Marine Services. BMT Scientific Marine Services Inc (BMT) provides innovative marine integrity monitoring systems for a wide range of floating offshore oil facilities including their subsea risers and mooring systems. BMT delivers custom engineered products from design through procurement, assembly, installation and aftermarket service for topside and subsea applications. In addition, BMT Scientific Marine Services deploys temporary monitoring systems for performance assessment, acceptance trials and forensic investigations. www.scimar.com / www.scimar.com/Brazil

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ECA update

The emissions

challenge Jan Christensen explains why knowledge is key in operating efficiently in ECA zones

It’s a fairly basic principle, but when having to make important decisions, understanding the options available to you is always the key. When it comes to fuel procurement, a mistake that can be made is in following the pack, rather than taking the time, gaining knowledge, talking to the right people, and understanding the full scale of choice available. The reality is that fuel costs may be low, but they still make up a significant proportion of operating costs. In a competitive market with low freight rates and tight margins, any opportunity to improve operational and cost efficiencies, as well as ensuring compliance, is critical and should be seized.

As a physical supplier and trader of bunker fuels we feel that we have an obligation to ensure that our customers are armed with every possible option, and that they are given the tools and knowledge to make informed decisions that are right for their business. When it comes to providing solutions for compliance within sulphur Emissions Control Areas (ECAs), this is especially important and requires short as well as long-term strategic thinking by both parties. From our perspective, this means being able to provide all grades of fuel in the most cost-effective, efficient way to meet existing 0.1 per cent ECA regulations and working with them to plan ahead for the next major regulation: the global sulphur cap in either 2020, or 2025.

With the news that the International Maritime Organization (IMO) has brought forward its review of fuel availability to meet the 0.5 per cent global sulphur cap, it is hoped that by autumn 2016 or spring 2017 the industry will have the clarity it needs to determine the make up of the marine fuel supply chain beyond 2020. Despite this, whether the cap arrives in five years or ten years, change is inevitable and there are big decisions to be made by ship owners and operators, which will affect how the bunker industry responds to meet their needs.

As there are concerns over whether there will be enough distillates to meet the 0.5 per cent global ECA limit, fuel suppliers need to engage with their customers to help anticipate demand. We must have a clear picture of which compliance solution customers plan to adopt – be it distillates, LNG, scrubbers or an alternative fuel – so that we can plan and develop the best priced procurement strategies.

Until this is known, from a distillates perspective, the refiners will not provide the significant investment required to develop their facilities to create more product.

As it stands currently, at Bomin Group, we are seeing a real spectrum of demand. Due to the continued low fuel prices, many of our customers are happy to use distillates, and a smaller number

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have invested in scrubbers. There are also those that are looking at clean fuels such as liquefied natural gas (LNG). Based on the progress and successes that our joint venture company Bomin Linde LNG is making in building infrastructure for LNG in Northern Europe, we believe that it is realistic to assume that 10 per cent of owners of the whole Baltic Sea fleet will probably decide to shift to the use of LNG within the next five to seven years.

With the current distillate prices the same, or lower than heavy fuel oil (HFO) this time last year, many owners and operators are yet to feel the pressure from the 0.1 per cent ECAs, and there is a danger that this is leading to a lack of medium-to-long term thinking. The reality is that many are understandably enjoying the temporary increase in profitability; however, it is a focus that could leave them vulnerable if – and it is likely that it will happen at some point – crude prices rise.

Indeed the International Energy Agency (IEA) recently stated that ‘the era of cheap oil is over’. It expects - based on continued global energy policies – that crude oil will average $100 per barrel over the next two decades and more than $200 per barrel in 2030, in nominal terms.

Clearly, things change, and they might be wrong, but for ship owners and operators, it makes sense to understand the significant impact that high oil prices might have on their businesses in an ‘alldistillate’ world. And mitigate risks accordingly.

We believe that this is where fuel suppliers must step up. There is a real opportunity to prove their value and their worth by building better relationships with customers, understanding their businesses and tending to their fuel supply challenges with bespoke solutions that genuinely deliver from a cost and efficiency perspective in meeting the demands of individual fleets. For Bomin this means proactively investing in and growing our physical operations, which was demonstrated most recently with our expansion in Copenhagen, Oman, and Rostock. Enhancing our physical network, and managing

the end-to-end bunker supply process from order through to final delivery, brings us closer to our customers, and gives us superior scope to provide them with greater efficiencies, and ensure the quality and quantity of products. This investment in our offering enables us to drive as much value as possible into our customers’ businesses, and demonstrates the competitive advantage we offer them goes beyond just the price of our product.

While much of the industry is taking respite in the current low fuel prices after a number of challenging years, we know that – whether its 2020 or 2025 – we’re approaching a major industry milestone and it will be prudent to learn from the recent past. The key is to understand all elements of the transformation that is taking place within shipping, and its impact on the fuel supply chain, and to be able to provide customers with a choice of solution depending on their strategy to mitigate regulatory change.

What is critical throughout this changing landscape is that fuel suppliers remain committed to ensuring quality, reliability and efficiency within every aspect of the bunkering process, whether you’re supplying heavy fuel oil, distillates or LNG. In a sector that has not always had the best relationship with its ship owning counterpart, it is up to credible fuel suppliers to run their businesses founded on responsibility and integrity, and invest in the systems, processes and infrastructure that ensure excellence. This is Bomin’s focus, and combined with our industry knowledge and experience, we are very confident that we – along with our customers can seize the opportunities of a market in transition. n

While much of the industry is taking respite in the current low fuel prices after a number of challenging years, we know that – whether its 2020 or 2025 – we’re approaching a major industry milestone and it will be prudent to learn from the recent past

Jan Christensen is Regional Manager, Northwest Europe, Bomin Group. The Bomin Group has been active in the bunker business for more than 35 years via its subsidiaries and is one of the world’s leading independent suppliers and traders of bunker oil. Bomin is 100 percent owned by Mabanaft.

For more information, please visit www.bomin.com, www.mabanaft.com and www.marquard-bahls.com.

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ROV

An attractive

option From being little more than mobile cameras in their earlier guises, today’s electric ROVs are now able to perform an array of tasks so effectively that their success is prompting discussions on whether they are closing the gap on their larger, hydraulic cousins

Electric ROVs can carry more than ever before and by being smaller in physical size they continue to be nimbler, greener and considerably more cost-effective to operate. These benefits are backed by advancements in technology that have improved the range of tools available and specifications right across the board. Recent refinements include data multiplexers, fibre optics, DC propulsion, open frame design and smaller sensors through to high voltage power transmission, auto functions, increased diagnostics, increased reliability, low density buoyancy, smaller manipulators and discreet hydraulic power packs.

Sub-Atlantic is a leader in the electric ROV market, having manufactured cutting-edge electric observation class ROV systems and components which became the industry standard for hydraulic work class ROV systems.

The firm has built a solid track record with one of the most recent examples being a second contract with Italian oil and gas subsea services provider, AALEA, to deliver one of its class-leading Tomahawk observation ROV systems.

Ryan Lumsden, global product director at SubAtlantic, said: “Electric ROVs have fast moved on from the days when they were basically flying cameras. Now, they carry out a multitude of tasks

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due to major advancements particularly in the assortment of manipulators, tooling and sensors they can be fitted out with.

“As a result, they have become much more sophisticated in terms of their capabilities and in more complex and challenging environments with smaller ROVs performing tasks previously completed by larger systems.”

Since its inception in 1997, Sub-Atlantic has carved out a strong niche for itself as a company specialising in the design and manufacture of ROVs, tether management systems and subsea components. Sub-Atlantic’s position was further strengthened in 2007 when it was integrated into

what has now become Forum Energy Technologies and alongside the Group’s well-known Perry brand as part of the subsea division.

While Forum’s Sub-Atlantic brand has a relatively small footprint, it is this combined with its focused approach on developing best-in-class systems which has set the Aberdeen-headquartered company apart on a global scale as a leading manufacturer of electric ROVs and one which is by supported Houston and Singapore offices and a worldwide network of distributors and services centres.

The company’s impressive portfolio of electric ROVs span its Comanche, Mohican, Super Mohawk, Mohawk and Mojave vehicles which all benefit from Sub-Atlantic’s subCAN high speed communications data network system.

The Comanche is Forum’s flagship electric ROV. Considered a light work class, it was designed specifically to bridge the gap between observation and work class systems.

“One of the key considerations when designing the Comanche was ensuring it had substantial intervention capability,” said Lumsden. “This was achieved by working with Schilling Robotics to develop manipulators that were compact enough to fit an observation class ROV whilst retaining the capability of a work class manipulator.

“This led to a short version of the well-known Orion 7P being developed which gave the

Comanche a fully closed loop, position controlled, seven-function manipulator - ultimately resulting in manipulative capabilities previously unassociated with electric ROVs due to the accuracy and control combined with the strength and reliability.

“Another key consideration was hydraulic power.

Although the Comanche propulsion system was natively electrical - which is what differentiates electric from hydraulic ROVs - hydraulic power was needed for the manipulators and tooling.

Therefore, a compact hydraulic power unit (HPU) was developed with particular consideration given to what tools the Comanche could use to ensure the HPU was sized appropriately. This meant the Comanche could run tools such as dredge pumps, torque tools, pumping & injection systems, cutters, water jetters and other tools which until this time had been connected with hydraulic work class.”

While the Comanche or electric ROVs in general can’t do everything that its hydraulic counterparts can, Lumsden is quick to point out: “For ultra-heavy duty work, such as construction support tasks where the ROV aids the installation of huge subsea structures, a hydraulic work class is required.

However, the fact remains that the crossover with electric has increased and the gap has narrowed.

“The expanded operating envelope of electric ROVs allows them to carry out many of the tasks traditionally done by hydraulic systems. One of the major benefits of this is cost when you consider the capital purchase price is in the region of one quarter compared with that of a hydraulic system.

“The other benefit is size. For example, the Comanche ROV is considerably smaller and lighter

than a hydraulic system while the vehicle’s TMS is also smaller and lighter, as is the umbilical cable and the launch & recovery system.

“Overall, this results in a more compact system footprint which is important when vessel or rig space is limited. It also makes it more transportable which again is useful for mobile systems that are regularly transferred between vessels of opportunity. Furthermore, using electrics rather than hydraulics for an ROV’s primary power source is more environmentally friendly.”

Europe along with the Middle East and Far East are the main regions where the significant benefits of electric ROVs are recognised. Lumsden believes there’s less up-take in other regions such as the US and Gulf of Mexico partly due to Europe having more stringent IMR regulations but also simply because no one considers looking beyond the more commonly used hydraulic work-class.

“The preference for hydraulic in almost all jobs is a bit like cracking a nut with a sledgehammer.

An opportunity is being missed but I expect this to change as other regions to begin to view electric ROVs as an attractive option in helping to reduce costs whilst improving production efficiency.” n Forum Energy Technologies’ Sub-Atlantic brand specialises in the design and manufacture of Electric ROV systems and components for operation in remote and harsh environments.

Forum’s product suite includes ROVs, Trenchers, LARS, ROV tooling & components, simulation software, data acquisition software, subsea rentals and geosciences product management.

Its vehicle brands include two of the best-known names in the industry - Perry and Sub-Atlantic. www.f-e-t.com/subsea

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Cloud

Capitalise on the

cloud Dharmendra Singh and Ashok Bafana take a look at cloud computing in the shipping industry

As an instrument of global trade, the fortunes of the shipping industry naturally mirror the ups and down of the global economy. With the establishment of the World Trade Organization in the early 1990s, a truly global marketplace became a reality.

As a result, the shipping industry flourished. An increase in demand for shipping across continents and the subsequent increase in fuel costs led many big shipping companies to order and operate bigger ships with bigger capacities, which were not only more fuel efficient but also provided greater economies of scale. For example, in the early to mid-2000s container ships with a capacity of 15,000+ TEUs (Twenty Feet Equivalent) were launched.

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However, the economic downturn of 200809 and subsequent drop in demand led to an oversupply of carrying capacity. On top of that, the average capacity of ships built in last three years has been in the range of 19,000 TEUs, thus exacerbating this oversupply of capacity.

While 2014 witnessed somewhat of an improvement in the industry; shipping companies are still trying to control their capital expenditure.

Although fuel prices have decreased lately, there is still volatility in the market and there is pressure on the shipping lines to improve their bottom line by controlling capital expenditure and optimising operational expenses.

pressure to reduce its capital expenditure, cloud computing is a natural fit for the industry. Despite this, the shipping industry has been a little slow in cloud adoption.

The basic diagram on the right depicts how cloud computing looks in practice when applied in the shipping industry. Data and information flow seamlessly between shipping offices, fleets and suppliers (throughout the shipping and logistics chain - from intermodal suppliers to stevedoring suppliers at port). It also provides ubiquitous access to an organisation’s systems through multiple channels including the web, desktop computers, laptops and mobile devices.

Cloud in shipping

Significant benefits

One of the biggest changes in the IT industry in recent years has been the widespread adoption of cloud computing. It has lowered costs, allowed huge computing scale and is enabling other innovation such as big data and the Internet of Things.

Given that the shipping industry is under

There are a number of significant benefits for companies implementing this kind of model in the shipping industry. For instance, the complex world of maritime, commerce and shipping is characterised by multiple teams and vendors spread across global locations. Cloud computing can provide a much needed single and shared

view of shipping activities across the globe.

A common shared resource pool on cloud also enables greater real time collaboration between different stakeholders, thus reducing the complexity and execution time of shipping processes.

The elastic nature of the cloud computing also allows for the ramping up and ramping down of computing power as needed, therefore equipping shipping companies with better control of ondemand resources.

Real-time data collection and analysis, supported by the cloud, also has wide applicability in shipping.

For example, it can enable real time analyses of fuel consumption, slot capacity management, re-routing of cargo and ships to overcome the constraints such as network congestion and at transhipment ports.

Perhaps the most important benefit for shipping companies is the fact that they no longer need to invest in buying non-core assets – in this case onsite servers and associated hardware - and instead can leverage cloud computing, in a payper-use model. This frees up much needed capital which can be used instead for core shipping assets such as hiring staff, leasing ships or buying fuel or go towards much needed working capital.

Looking to the future and particularly to the coming revolution of the Internet of Things, there

are many examples of how cloud could benefit the shipping industry. For example, it could enable remote monitoring of assets, such as ships and containers, and more importantly of shipment and cargoes. Refrigerated containers and temperature controlled cargoes of perishable commodities and chemicals can be remotely monitored through on-board sensors providing for immediate and timely response to fluctuations and failures. This reduces the operational cost and hassle of manual inspections.

So, cloud computing has wide applicability in the shipping industry, and proper implementation of this revolutionary technology can enable operational transparency, effective execution of processes, lower overall costs, integrated technical management of the fleet and management of the supply of ships and cargoes.

What should organisations do now?

To capitalise on cloud technology, companies should adapt their people, infrastructure, and processes. The key to a successful use of cloud services lies in the choice of the right cloud and the right deployment for the organisation. For a shipping organisation to identify what it requires from the ‘cloud’, the organisation should conduct an evaluation as to which processes, systems

and data can be moved to cloud and understand the benefits that would be gained from doing so, and prepare a subsequent roadmap for cloud adoption. n (Ed's note: For a more indepth look at Cloud-based ERP visit page xx.)

Ashok Bafana

Dharmendra Singh

Dharmendra Singh is Global Head of Solution Definition for Travel, Transportation & Hospitality vertical, Wipro Limited; and Ashok Bafana is Managing Consultant, Domain Consulting Group, Travel, Transportation & Hospitality vertical, Wipro Limited. Wipro Ltd is a global information technology, consulting and outsourcing company with 160,000+ workforce serving clients in 175+ cities across six continents. The company posted revenues of $7.6 billion for the financial year ended Mar 31, 2015. www.wipro.com

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ERP

A cloudy shipping

forecast

Phil Lewis looks at the role of Cloud ERP in the shipping and marine industry, and highlights the drivers behind global maritime services provider, Boskalis’ transition to a cloud-based ERP model The shipping and marine sector represents some of the world’s most competitive and capital-intensive industries, and organisations are having to work increasingly harder and smarter in order to increase their market share.

Technology has a major role to play in helping deliver the enhanced levels of productivity and agility necessary to carve out competitive advantage. Yet while organisations recognise that they need to invest in technology in order to pursue growth strategies, traditional on-premise software deployments can be prohibitively expensive.

Cloud computing, whereby software is held centrally but delivered in any location where there is access to the internet, has been heralded as a solution to this challenge as it comes with lower up-front costs, and therefore doesn’t place excessive demands on Capital Expenditure (CapEx) budgets. Cloud based ERP in particular can bring enormous benefits through facilitating visibility, consistency and mobile access across geographically dispersed offices.

This enhanced global visibility, combined with straightforward, hassle-free upgrades and ongoing

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maintenance across large volumes of global users, as well as a single set of central, standardised processes for all offices, are additional benefits attached to cloud-based ERP. In recognition of these benefits, one company in the shipping industry recently made the decision to convert to the cloud. Headquartered in Papendrecht, the Netherlands, and with a fleet of more than 1000, 8500 employees in 75 countries across six continents, Boskalis is a leading global services provider operating in the dredging, maritime infrastructure and maritime services sectors. The company provides creative and innovative all-round solutions to infrastructural challenges in the maritime, coastal and delta regions of the world with services including the construction and maintenance of ports and waterways, land reclamation, coastal defence and riverbank protection. In addition, Boskalis offers a wide variety of marine services and contracting

for the offshore energy sector including subsea, heavy transport, lifting and installation.

Boskalis achieved €3.1 billion in revenue in 2014 and has clients including governments, port operators, international project developers, and companies in the oil, insurance, mining and shipping industries.

Having transitioned over the last few years from being a dredging company to an integrated service provider, Boskalis recently decided to move its ERP to the cloud and selected Infor CloudSuite™, a fully integrated, cloud-based solution suite delivering leading-edge core ERP, integration, social, and analytic capabilities to support this shift in its business model. Through using Infor CloudSuite, Boskalis is now able to focus on implementing a fit for purpose backbone for all of the core activities in its growth plan.

The ERP solution provides Boskalis with enhanced flexibility and the opportunity to reduce costs while benefitting from higher availability through leveraging the global infrastructure of Amazon Web Services (AWS), Infor’s cloud partner, for its worldwide operations.

Boskalis will begin implementing Infor CloudSuite in the Netherlands and expects its first users to be

operational in 2016. When most of the Netherlands is operational, the deployment will spread to Boskalis’ locations globally over the course of the next few years.

“The technology we have to deal with is becoming more complex,” said Rien Krijger, ICT director at Boskalis. “The decision to build knowledge in our own team or to extract it from Infor, which offers all specialisations together as a service, was simple. We are moving away from the principle to do everything by ourselves, in-house, so our team can focus more on maximising the business value for its own organisation.”

“Our business operates globally on a projectbased structure, and we do not stay in one location for a long time, for example the expansion of the Suez Canal which is executed with our partners Van Oord, NMDC and Jan de Nul. Our new Cloudbased ERP application meets all our requirements, such as interoperability with third-party systems, easy management and connections to on-premise applications. Therefore, the connection with other systems, such as our mobile platform, can be realised quickly and easily. Yet it also provides the desired performance, and we can rely on 24x7 support – something we could never have realised

with our own team at acceptable costs.”

Through its adoption of a cloud-based ERP application, Boskalis will have the necessary agility to support future acquisitions without requiring extensive investment in additional resources.

As well as deep industry-specific functionality hosted in a secure environment, lower total cost of ownership, the marine services provider will be equipped with scalability to grow as the business grows.

Cloud ERP in the shipping and marine industry is very much here to stay and the competitive advantage of early adopters will soon pass as cloud becomes the new normal for the industry. n Phil Lewis is senior director, solution consulting, Infor. Infor builds beautiful business applications with last mile functionality and scientific insights for select industries delivered as a cloud service.

With 13,000 employees and customers in more than 200 countries and territories, Infor builds software that automates critical processes for industries including healthcare, manufacturing, fashion, wholesale distribution, hospitality, retail, and public sector. Infor deploys its applications primarily on the Amazon Web Services cloud and open source platforms. www.infor.com

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

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

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

Serco NorthLink Ferries U-Boat Worx A&P Falmouth The Kooiman Group Goodwood Ship Management P&O Ferries UN Ro-Ro Isletmeleri AS Gibraltar Port Authority Mampaey Offshore Industries B.V. Ionic Group First Marine Solutions MMC Green Technology AS Claasen Shipyards Bierens Delta Marine Milaha Maritime & Logistics Nordhavn V Ships USA Port of Constantza

Profile: Serco NorthLink Ferries

Close

connections S erco is an international service company, which combines commercial knowhow with a deep public service ethos. The organisation began operations of NorthLink Ferries on 5th July 2012, and today operates three passenger vessels on the Orkney & Shetland routes: the MV Hjaltland, MV Hrossey and MV Hamnavoe. In addition it operates two freight vessels: the MV Hildasay and the MV Helliar.

The company has offices in Stromness, Kirkwall, Lerwick and Aberdeen and from the ferry terminals at Scrabster and Hatston.

NorthLink Ferries sail daily from Aberdeen to Lerwick with frequent calls at Kirkwall, and from Scrabster on the north coast of Scotland to Stromness in Orkney.

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The company’s ferries operate 363 days per year providing the lifeline service to the Northern Isles, with islanders, visitors, goods and supplies all travelling by NorthLink Ferries. The ships are designed with comfort in mind, with well-appointed lounges and bars, dining facilities and menus containing a selection of fine Island and local Scottish mainland produce. The vessels also have an on-board retail outlet, on board entertainment and comfortable cabin accommodation.

When NorthLink Ferries last appeared in Shipping & Marine, one of the areas highlighted was the upgrade of its online presence, which included a brand new online booking system, with added features and increased user-friendliness. Its

passengers have welcomed this system, and the company recently announced that it is already accepting bookings for travel to and from Orkney and Shetland for next year.

The ferry operator will continue with its current timetable and fares as well as cater for popular events by providing a temporary revised schedule when required. Peter Hutchinson, Customer Service Director at NorthLink Ferries, said: “NorthLink Ferries is very happy to now be accepting bookings for 2016.

The timetable ensures that the lifeline service continues to provide a variety of sailing options for island residents and those visiting the Northern Isles throughout the year. We look forward to welcoming passengers on board during 2016.�

Photos: Opposite page, Stromness, Orkney and below: Lerwick in Scotland

As mentioned above, supporting popular events is also on the agenda for NorthLink Ferries, and a great example of this is the Shetland Food Fair, which is Shetland’s annual event dedicated to all that’s great about locally-produced food and drink. This year is the first that NorthLink Ferries has taken the role of sponsorship partner in this event.

The deal sees NorthLink Ferries sponsor the Food Fair’s opening night for the first time, which was on Friday 30th October 2015. The Food Fair ran for three days, ending on Sunday 1st November.

Speaking before the event began, Rhanna Turberville, Lerwick Brewery Manager and Chair of the Food Fair Organising Committee, says: “The opening night gives everyone the chance to take a sneak peek at what’s launching at the Food Fair. Many people come on the Friday and make repeat visits throughout the weekend.

We wanted to make the opening night extra-special this year – for it to be a real celebration of some of the best food and drink that Shetland has to offer. As an active supporter of Shetland food and drink, NorthLink

Ferries is the perfect partner to help make this happen and we are delighted that they have come on board as a sponsor.”

Peter Hutchinson added: “Shetland has a wonderful selection of first

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Profile: Serco NorthLink Ferries

Orkney Isles

class producers and a fast-growing food and drink sector. For some time, NorthLink Ferries has been committed to using more local produce from right across the Northern Isles, particularly local items to sell in our on-board shops, bars and restaurants and we continue to grow our range.

Considering this commitment to the sector, sponsoring the opening night of the Food Fair is a perfect partnership for us and we are thrilled to be involved in such an exciting event.”

Shetland Food Fair 2015 featured a range of new product launches, with producers showcasing new products for the first time. Producers who attended included The Shetland Distillery Company, Shetland Farm Dairies, Frankie’s Fish & Chips, Skibhoul Bakery, Scoop Wholefoods, Artisan Island Cheese, Shetlandeli, Vidlin Pies, Liz’s Homebakes, Gateside Pork, Emma Louise’s The Coffee Shop, Sandwick Pork, Valhalla Brewery, Katja’s Cakes, Lerwick Brewery, Transition Turriefield, Uradale Farm and many more. The event also featured an exciting schedule of food demos and speakers across Saturday and Sunday.

Friday’s schedule started at 6pm with a VIP opening reception. The

public opening was at 7pm, featuring entertainment, special guests and a range of special offers for the event’s first customers.

Rhanna Turberville added: “This year’s Food Fair, in the Year of Food and Drink, gives us a real opportunity to shine a light on the fantastic breadth of food and drink which Shetland now produces. We’d like even more people to come and taste it – and find out why local produce tastes so great. This year’s Food Fair promises to be one of the most exciting Shetland food and drink showcases of recent years.”

It is clear from the above that NorthLink Ferries is very keen to support the local areas where its ferries provide crucial connectivity between the mainland and the Northern Isles. This support has recently been extended to the ocean itself, as more than 12 NorthLink Ferries crew members have undertaken training to help them spot whales, dolphins and porpoise whilst sailing between the mainland and northern isles.

The training marks the start of a new partnership between NorthLink Ferries and ORCA as they launch OceanWatch – a new conservation initiative that began on 25 July aiming www.shipping-and-marine.com - 21

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Profile: Serco NorthLink Ferries

Maritime Protection Solutions Maritime Protection Solutions Limited (MPS) is a specialist maritime and port security company based in Aberdeen. MPS was established in 2003 with the express intention of providing the maritime and port industries with a practical and efficient application of the International Ship and Port Facility Security Code.

MPS has provided NorthLink Ferries with security services since 2003, passenger boarding control at its ferry terminals and also provides security services on board the MV Hjaltland and MV Hrossey.

In addition to the NorthLink contract, MPS provides effective and cost efficient maritime security services to include ship guarding, security training and consulting.

to monitor and collect data on marine life around the UK coastline and adjoining waters.

Speaking of the recent training and partnership, Captain Stuart McCallum, Marine Manager at Serco NorthLink Ferries, said: “Marine life is extremely vast and varied in the North Sea and through ORCA’s OceanWatch training we hope to be able to obtain a snapshot of whale, dolphin and porpoise presence in these waters.

“The on-board bridge teams are always on the lookout for marine wildlife and birds to help give passengers a more comprehensive picture of our native wildlife as they travel to and from the mainland.”

Sally Hamilton, Director of ORCA, said: “We are extremely pleased to be working with the NorthLink Ferries crew as they become more actively involved in marine conservation.

With daily sailings to the northern isles they are ideally positioned

to be able to support us with this surveying. They will also be able to pass on the benefit of their training to passengers.

“ORCA OceanWatch which supports the Sea Watch Foundation’s National Whale and Dolphin Watch is important when it comes to recording wildlife sightings. We are confident that with NorthLink Ferries’ support, the general public will have an enhanced appreciation for and desire to protect their marine environment.”

It is clear that since NorthLink Ferries last appeared in Shipping & Marine it has continued with its policy of continual improvement. Since 2013 the company has been focused on rebranding and development, and now its two freight vessels sport the Viking logo – in early 2014 the ferry fleet’s exterior were completed. The organisation has also now developed its own safety management system for all aspects of operations, which is in place and operational.

As NorthLink Ferries begins the journey towards 2016, customer satisfaction is still a top priority – as said MD Stuart Garrett commented previously: “Continuous improvement is what we strive for…The aim is to ensure customers have a stress-free journey, right from the moment they make a reservation to when they step off our ship.”

Serco NorthLink Ferries www.northlinkferries.co.uk

• Freight vessels rebranded with Viking logo • Partnership with Shetland Food Festival • New safety management system implemented

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Profile: U-Boat Worx

In-depth

operations

G

uided by principles of high performance, maximum safety and cost efficiency, U-Boat Worx is a small Dutch firm that engineers personal submersible vehicles for the private market.

Established in 2005 with the aim of creating technologically advanced machines, the company has spent the last ten years developing four product lines: the C-Explorers, the Super Yacht Sub 3, the C-Researcher 3 and the HP Sport Sub 2.

Blanson

Blanson Limited is the world-leading manufacturer of pressure rated acrylic windows and has worked closely with U-Boat Worx for a number of years.

The technical knowledge and expertise gained at Blanson over the past 40 years in the industry has been invaluable in cementing this relationship.

Pushing the boundaries of what can be achieved is something that Blanson continues to do and this is evident in the current range of vessels offered by U-boat Worx.

In order to satisfy the growth forecast of the submersible industry, Blanson continues to invest heavily in its people, equipment and processes.

The result – unrivalled quality, on time delivery and satisfied customers.

Since it was previously featured in Shipping & Marine magazine in June 2013, U-Boat Worx has been focused on using its technologically innovative engineering skills to create new innovations, as Erik Hasselman Commercial Director or U-Boat Worx BV, begins: “Over the last two years we have delivered many new submarines to our customers.

When we last spoke in 2013 we were focused on finalising the C-Explorer 5 Submersible and now have a whole fleet of them in operation with various clients, from cruise ship operators to research institutes. We have also delivered a C-Explorer 3 Submersible to a charter yacht that is going to the Arctic, among other extreme locations.

The last two years have really been about growth for us as we build the units and support them in the field.”

One example of the company’s progression is the launch of the new Super Yacht Sub 3 at the Monaco Yacht Show 2015. The first upgradable submersible in the world, the battery-powered Super Yacht Sub 3 can operate submerged for up to eight hours and offers clients the

opportunity to start with a depth capability of 100 metres before upgrading to 200 metres, or even 300 metres over time. More experienced or daring clients can also choose to have their submarine delivered directly at the full 300 metre diving depth. Another world first claimed by the Super Yacht Sub 3 is its wireless remote control feature, which can be used to drive the submersible at the surface.

Not only the first upgradable submersible, the Super Yacht Sub 3 is also the most compact three-person submersible ever built. Designed to fit your yacht, the ultra-small size and ultra-low weight submersible has been designed to add a new dimension to seafaring adventures through a flexible lifting arrangement. Equipped with U-Boat Worx’s proven technology, the Super Yacht Sub 3 also has a full range of safety features, luxurious leather seating and a fully air-conditioned environment at one atmosphere of pressure. There is also the option of personalising the interior, while the pressure hull allows a seating arrangement that optimises the view www.shipping-and-marine.com - 25

Profile: U-Boat Worx for both the pilot and two passengers.

“There was previously a limitation in being able to fit submarines onboard yachts so we were limited to large explorer yachts before we began working on a design a few years back. We wanted to incorporate the safety, comfort, viewing and general operating capabilities that are expected by a super yacht customer, but in a very small package. With the Super Yacht Sub 3 we have succeeded in doing this; this submarine has very nice features and, because owners can upgrade the submarine to even deeper depths, it is a very attractive way of getting our submarines onboard these yachts,” says Erik.

Traditionally U-Boat Worx’s customers tend to be yacht owners who buy submersibles for leisure purposes, however, over recent years the company has noticed a shift into the research market as research institutes and non-profit foundations have increased interest in these innovations. In line with this market trend, the company recently announced the launch of the C-Researcher 3, a ground-breaking deep diving submarine design, as Erik highlights: “We have had a deep diving submarine design in mind for a long time. Over the last two to three years we have been working on a detailed design specification and the requirements with a wide range of researchers, users and professionals who would be the ones using such a design.

“We have tried to incorporate these ideas into the C-Researcher 3 while

Tecnadyne

Tecnadyne has been a leader in the worldwide subsea robotics industry for over 30 years, manufacturing underwater thrusters, propulsion systems, rotary and linear actuators, hydraulic power units (HPU’s), intelligent hydraulic valve packs, controllers, position sensors, and pressure compensators for the toughest of subsea environments.

Over the past few years Tecnadyne has developed a strong working relationship with U-boat Worx, supplying specialised thrusters, controllers and providing solutions to better meet U-boat Worx’s requirements and demand for excellence.

Tecnadyne’s expertise in subsea propulsion has made its products recognised industry wide for their proven performance, reliability and durability.

The company supplies products to the leading manufacturers of remotely operated vehicles (ROVs), autonomous underwater vehicles (AUVs), manned submersibles and other subsea platforms.

Tecnadyne is proud of the strong partnership it continues to have with U-Boat Worx, the most advanced submersibles on the market.

also using our proven reliability and experience in creating submersibles to develop this unique deep diving submarine. It is like a deep diving laboratory that can reach 1700 metres; this is something that has never been done before and required close co-operation with a British company that is made up of experts in the professional field of acrylics. We are building the deepest and largest acrylic sphere submarine; it has really raised the bar in the whole marine submersible industry. By pushing boundaries we will define U-Boat Worx for the coming years.”

Aside from its incredible depth rating of 1700 metres, the key features of the DNV-GL classified C-Researcher 3 include three seats, one for a pilot and two for scientists; it also boasts payload capacity for deep scientific missions thanks to a unique toolset that makes the execution of a wide range of research tasks possible.

Additionally, the C-Researcher 3 is

available in two versions; one with surface ballast tanks for surface operations and the other without diving tanks for dedicated man-rated crane operations only. The submersible also features a single point lift as standard with man-rated certification, which enables launch and recovery in any condition. Meanwhile, when sea conditions are suitable for surface operations, the submersible offers a highly stable and efficient surface design. Viewed as the solution to operations that require the most mobile and lightweight submersible, the C-Researcher 3 can be easily stored in a standard 20 feet shipping container alongside all support equipment, thus making deployment swift and simple.

“The C-Researcher 3 has generated a lot of attention in the market and we have also signed the first unit, which is in production right now. It will take approximately two years to build the first C-Researcher 3, so www.shipping-and-marine.com - 27

Profile: U-Boat Worx

Bender Benelux

The Bender insulation monitoring device IR425D4MC1-1 is used by U-boat Worx to monitor the insulation resistance of the low voltage system of the submarines.

The IR425 is located inside the waterproof battery compartment. The analogue output of this unit is read by the submarine safety systems. In case of a low insulation resistance (pre-alarm), an alarm signal will be shown on a monitor. At an even lower insulation resistance (main alarm), when the safety system of the submarine is triggered, the submarine will automatically go to the surface.

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a challenge for us at the moment is being able to demonstrate just what these submarines can do. However, this is not just for the C-Researcher 3, but for all of our submarines. Our capabilities have reached a certain level of acceptance within our target markets, but we are keen to show how fun, practical, reliable and safe our submarines really are,” explains Erik.

A key way for U-Boat Worx to demonstrate the capabilities of its submersibles is through expeditions, such as the joint expedition it undertook with a team of scientists and experts under the direction of Professor Sebastiano Tusa, Superintendent of the Seas for Sicily, to investigate Roman Shipwrecks, in July 2015. With the use of the C-Explorer 3, the wrecks were investigated thoroughly, with more than 500 photographs of each wreck site taken to compile two-dimensional and threedimensional photomosaics.

With this expedition a success for all involved, U-Boat Worx will

continue to get involved with similar activities in the future. The company will also be preparing for its pilot training programmes in summer 2016 following fully booked courses in 2015 that resulted in six trained pilots. Looking to the future, Erik concludes: “Besides getting involved in demonstration dives, we will be focused on the delivery of the first super yacht subs, which of course includes sea trials and the training of our customer to make sure they can operate the subs with confidence. On top of this, we will continue to focus on the design, construction process and research aspect of our job, which is an integral part of our ongoing success.”

U-Boat Worx BV www.uboatworx.com

• Provide global ocean transportation • 23 of 100 strong fleet will have scrubbers installed in 2015 • Includes the companies Spliethoff, Transfennica, Sevenstar, Wijnne Barends and BigLift

Profile: A&P falmouth

partner

A trusted

A

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

Growing through expertise, market-strength and dedication to delivering complex projects, A&P has developed over the years to become a global leader in ship repair, conversion and marine services. Able to deliver robust, bespoke solutions, A&P maintains a collaborative, open approach to create lasting and trusted partnerships. As part of A&P, A&P

Falmouth benefits from its strategic location in one of the world’s largest natural deepwater harbours. On top of this, A&P Falmouth is the largest ship-repair complex in the UK, and consists of three large graving docks including the largest dry dock on the UK and extensive berthing facilities for vessels up to 100,000 tonnes.

Wholly capable of trading vast amounts of cargo, Falmouth is a busy working port that handles more than 100,000 tonnes of product on an annual basis and has over 30 companies located in the docks estate, ready and waiting to provide a comprehensive range of services.

These include towage, ship’s agency, area port health, diving services, local surveyors and tank washing. In addition to these services, Falmouth is viewed as the gateway to Cornwall and is used by more than 40,000 cruise passengers every year.

Proud to deliver long-term

commitment to quality, reliability and efficiency, A&P Falmouth has developed many long-term ship repair partnerships with well-known companies such as P&O, Grimaldi, Condor, Euroships and Stena UK; some of which have been in place for up to 15 years.

A complete range of marine repair services are available to A&P Falmouth’s customers thanks to its onsite workshops for engineering, electrical, paint and fabrication.

Alongside these facilities, A&P Falmouth has bunkering facilities and offers customers the option of docking without gas-freeing, in-water surveys and propeller polishing services as well as support from OEMs and other specialist contractors based nearby.

Recent projects for A&P Falmouth include a major £15 million defence contract by the Ministry of Defence that involves the installation of highwww.shipping-and-marine.com - 29

end military capabilities in four new tankers in preparation of operations by the Royal Fleet Auxiliary. The contract, which will create ten new jobs and six new apprenticeships, will also help secure 350 jobs on site and provide a strong boost to the local economy following a challenging few years. In line with the announcement of this contract in January 2015, George Osborne, Chancellor of the Exchequer, visited A&P Falmouth as part of the Chancellor and Prime Minister’s tour of the southwest.

The two were also in the region to set out their six-point long-term economic recovery plan for the southwest through the creation of jobs and prosperity for the next generation.

Key to this plan is ensuring the world-class defence assets and cyber security industry in the region continues to provide optimum benefits to the local economy; as such, the Chancellor has put aside 30 - www.shipping-and-marine.com

£900 million of investment in the Salisbury Plain area for the development of new residential accommodation, storage facilities and workshops for the army.

In line with these long-term goals, A&P Falmouth’s customisation work on the tide-class Military Afloat Reach and Sustainability (MARS) tankers will ensure the vessels boast state-of-the-art equipment such as communication systems, ballistic protection and upgrades that will allow the quick fitting of self-defence weapons. Once completed, the RFA will boast top-class tankers that will be able to deliver superior support to the Royal Navy as it takes on operations across the globe.

Planned to enter service in 2016, the tankers will maintain the Royal Navy’s ability to refuel at sea and will provide fuel to task groups and warships. As part of the contract A&P Falmouth will provide support to all four ships during service for a

minimum of three years.

A major contract win for A&P Falmouth, the agreement reflects the capacity and skills of A&P Falmouth and its workforce, as well as the A&P Group’s capabilities as a whole.

The contract also provides A&P’s port business, Falmouth Docks and Engineering Company with additional business that will enable it to progress with its growth strategy. Additionally, with a contract already in place to support and maintain RFA ships at home and abroad until 2018, A&P now maintains 12 Royal Navy vessels from its base in Falmouth.

Renowned across the globe for ship repair and conversion, A&P is at the forefront of the marine renewable energy sector, with A&P Falmouth taking on three renewable projects in 2014 alone. One of these projects involved the fabrication of Seatricity’s Oceanus 2 wave energy device, a 10m in diameter floating ring with cross tubes that travels up and down with the waves while operating a pump to pressurise sea water that drives a hydroelectric turbine to produce electricity.

Awarded the contract in February 2014, A&P Falmouth completed the fabrication of the first device in mid 2014 before assembling and deploying it at Wave Hub, the offshore renewable energy test facility that is in close proximity to the Falmouth shipyard.

As part of the development team from concept design to final build, A&P was able to identify cost savings and manufacturing engineering techniques for the Oceanus 2 project, which helped keep costs to a minimum while maintaining a low cost of energy base, which is often measured in power output to device weight. Although in its early days, following the success of Oceanus 2, the aim for Seatricity is to develop 60 devices that will delivery ten mW of sustainable power, an amount that would power 10,000 homes.

Showing A&P’s strengths as a one-stop-shop for device developers, from concept to through-life support, this project drew the attention of the SW Green Energy Awards 2014, with A&P Falmouth and Seatricity

Profile: A&P Falmouth

shortlisted for the Best Renewable Energy Scheme, which took place in November 2014.

Although it boasts a strong order book thanks to its stellar reputation for delivering a superior standard of service, A&P Falmouth has a keen eye for finding opportunities in growing markets and industries

and will look to expand into exhaust scrubber installation projects as it moves forward. By expanding into a new business segment A&P Falmouth will further diversify its consumer base and thus drive further growth and development for its shareholders and the local economy over the coming years.

A&P Falmouth

www.ap-group.co.uk • Specialises in ship repairs, engineering services and fabrication • Handles 100,000 tonnes of product annually • Currently expanding into exhaust scrubber projects

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Profile: B. Rekencentra NV

Logical

logistics

F

ounded in 1983, family run Belgian company B. Rekencentra develops software for logistics management across a range of sectors including container terminals and aviation. “At the start we were specialised in developing tailor-made software solutions,” begins Karel Tavernier, Technical Director and son of the original founder. “However, slowly but surely we have developed a range of standard products in the field of logistics and over recent years we have seen an increase in demand from aviation and the container terminals.” The company’s goal is to establish and maintain collaboration based on mutual trust, which in turn enables it to provide innovative and efficient solutions to the variety of business challenges faced by its customers. Its services encompass the entire trajectory from conception and analysis to design, development, implementation and integration.

Rekencentra is a small company with currently around 35 employees and as such is able to offer an unrivalled service to its customers, of who include global names such 32 - www.shippingandmarine.co.uk

as DHL, Cathay Pacific and Atlas Air. “We are more flexible than our competitors,” highlights Karel. “We only have two levels of management, which means we have very short decision circles. Our after sales service is what we really concentrate on, as we want to be the best in this area. We have to be able to react to demands and questions immediately, so for each project there is a single point of contact, most often a project leader, who knows the product and client inside out. Therefore, if a request comes in for an enhancement or modification within a couple of days we can give the client a concept of the changes and a price offer. This has lead to some really good customer relations, some of which have lasted for over 20 years. I don’t see the way we work as a classic client-supplier relationship, but as a common effort to reach a common goal.”

The core software product for container terminals from Rekencentra is Interman, an integrated and user-friendly terminal management system that allows the operator to follow units and wagons across the whole cycle from entry to exit. As

with its entire offering of standard programmes, the company has the vast knowledge and experience to develop a bespoke solution to any needs. “The product is very flexible,” explains Karel. “We have a general rule base that can be configured by either us or the client, but sometimes there are a lot of requirements that we cannot just configure and demands some additional development. We always start with the standard implementation and then we look at the requirements of that specific site and find the answer for those problems. To some extent then, the majority of our projects become customised in some way.”

One such project of recent note is for the ATO Antwerp container terminal, which posed a particular challenge for Rekencentra. As Karel outlines: “It is a complex terminal with complex truck movements so we were working on it for over a year to make sure everything ran as it was supposed to. It went into operation in June and has gone well.”

With 45-50 per cent of its turnover coming from the aviation industry, 35 per cent from container terminals and

the rest from tailor-made projects, the markets at the moment are tough for Rekencentra. With an increase in fuel prices and a general slowdown in the markets that it operates in, Karel is finding that customers are being more patient when it comes to spending capital. Despite this, however, he is generally positive: “I have been travelling around the world to the Far East and China to get new contracts, and whilst companies are interested it just takes a little longer for them to get the capital expenditure approved, but I am confident that contracts will come in. Particularly in the airline industry competition is tough on the world stage, but companies do recognise that for cargo we have the best product available.”

Over the remainder of 2015 Karel is optimistic about bringing more airlines onboard for its Sable system, the Weight and Balance software package designed for air cargo, as well as developing more systems with Interman. “For the Interman project we are currently working on the implementation of two terminals in France and a brand new terminal

in Luxembourg,” he says. “The Luxembourg terminal is probably going to be the biggest in Europe and is looking to specialise in l’autoroute ferroviaire (‘the rail motorway’), which involves having special wagons for road trucks to sit on, reducing their actual travel distance. It is particularly challenging because it is very big and the way of planning the loading of wagons is more complex than usual. This project must be ready for the first quarter of 2016.”

It is through these special projects and its continual process of development that Rekencentra drives innovation through its industries, and continuing to do so is top of the company’s focus as it looks forward.

With a number of developments in the pipeline for both the aviation and container terminal you get the impression that no challenge is too big or too small for Rekencentra to solve. It is not just its world-class knowledge of software development, but also the in depth understanding it has of the industries it serves and the problems that face its clients that makes it successful. Coupled with the

positive attitude that emits from Karel, a steady commitment to this approach looks set to secure the company’s successful future.

B. Rekencentra NV www.rekencentra.be

• Develops specialist logistical software for container terminals and aviation • A strong commitment to innovation • A committed focus on customer relations

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Profile: The Kooiman Group

Diverse expertise

C

omprised of three Dutch shipyards and a further five qualified subsidiaries that are active in the marine sector, the family owned The Kooiman Group is involved in a diverse range of services such as ship design, shipbuilding & repairs, conversions, major overhauls and ship operations. With extensive building capacity, the medium sized business focuses on developing customer requirements and turning them into a competitively priced design at its three different new-building and repair shipyards in the Netherlands. The Kooiman Group’s main facilities are Scheepswerf Gebr. Kooiman, which is situated in Zwijndrecht and was founded 130 years ago; there is also Scheepwerf Hoebee in Dordecht and

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the smaller shipyard, Scheepswerf an Os, which is based in Yerseke. The two main yards benefit from an open connection to the Rotterdam harbour area and the open sea.

Since its foundation, The Kooiman Group has developed significantly and is today able besides ship repairs, to offer a diverse range of services, such as new buildings and extensive modifications. Capable of processing steel, stainless steel and aluminium, the shipyard is modern and well equipped to ensure any project within the marine sector can be executed successfully. Facilities in Zwijdrecht include slipways up to 110 metres and a maximum capacity of 1700 tonnes, outfitting quays of 150 metres and two docks; one of which has a lifting capacity of 1000 tonnes and a width

between the dockwalls of 19 metres.

In Dordrecht, the slipway is capable to drydock vessels up to 150 x 25 metres.

The Kooiman Group also has its own design department, carpentry workshops and machine shop; as such, it can perform a wide range of work, including the installation of engines, shafts, rudders, piping and complete pipe systems. It also specialises in the design and manufacture of unloading and conveyor belt systems, as well as other dredging related equipment.

As a result of these modern facilities and the group’s commitment to efficiency and accuracy, Scheepswerf Gebr. Kooiman was awarded a new contract with ASL Shipyard Pte Singapore for the design and construction of three sets of towing pins with unique features in September

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Profile: The Kooiman Group

2014. ASL Shipyard Pte is currently building three infield support vessels for KT Marine Services that are based on the Rotortug ART 100-42 class design; in line with this construction work, Scheepswerf Gebr. Kooiman has created a revolutionary design for a retractable stainless steel deck chock, known as the Omega Pin. Elaborating on the project, Jos Blom, Business Development Director at The Kooiman Group states: “With the Omega-pin it is possible to have the towing point above the thruster(s) to ensure optimum manoeuvrability whilst towing. The shape of the Omega-pin makes it possible to perform towing operations with the towing line at an angle, which can reach up to 135 degrees from centre line and 45 degrees from deck. When the Omega-pin is not used it can be retracted. This way the deck will be clear for hose handling or other towing operations.The Omega-pins are designed for a SWL up to 160 tons (design load 400 tons) and a SWL of 100 tons (design load of 250 tons), both with LR Appraisal. Stainless steel and the smooth finishing make the pins ideal for use with synthetic towing ropes. Different executions can be developed on client’s request.”

The company also combined the Delta pin with the wire catcher/chain stopper to create a safe working environment aboard an anchor handling vessel for the project, as Jos points out: “Both the pins and the wire catcher are hydraulically retractable into the deck. Positioned on the centre line of the ship the direction of horizontal pull is 60° to both sides of the ship. In vertical direction the max angle of pull is 30°. This is a simple and clean design resulting in a safe work environment aboard every anchor handling vessel.”

More recently, the shipyard launched the hybrid tugboat Sil-Jeske B in advance of the vessel’s delivery in mid October 2015. This was the first hybrid tug boat built by the Kooiman Group, which proved itself to be a challenging but interesting project for the company; work included extending the width of the vessel, the construction of a new deckhouse and wheelhouse, raising the foredeck and making new bulwark; the shipyard 36 - www.shipping-and-marine.com

also constructed and installed a stainless steel stern roller and performed the complete outfitting.

Meanwhile, at Scheepswerf Hoebee, the company has been working on the conversion of a sea-going dredger, as Jos notes: “The vessel was drydocked at Scheepswerf Hoebee’s new slipway, which is where we completed underwater repairs, changed the drive of the dredge pump e-motor into a diesel engine; completed related installations and supplied and installed two diesel driven jet water pumps with related pipe installations.”

Although the market has been somewhat stagnant over recent years, The Kooiman Group has continued to stay busy thanks to its ability to meet the needs of its customers through close working relationships and the delivery of tailor made solutions.

Looking ahead, Jos believes these customer centric values will continue as The Kooiman Group seeks out new and exciting projects. “Our main focus will be on finding demanding customers with specific requirements, which we can convert into a vessel. We aim to do this for a big variety of types of vessels, without limiting ourselves in respect of dimensions. Our strategy is to expand in both new building and repair projects, on basis of a controlled but marginal expansion growth,” he concludes.

The Kooiman Group

www.thekooimangroup.com • Comprised of three Dutch shipyards and five companies • New contract to design and construct three sets of towing pins • Working on the conversion of a sea going dredger

Profile: Goodwood Ship Management

Operational excellence

A

n independent ship management company that offers a comprehensive range of high quality marine services, Goodwood Ship Management is driven to exceed the expectations of its customers in all areas of operation.

Its extensive range of ship management services covers technical management, crew management, commercial management and marine consultancy services (including new building supervision). Thanks to its wide ranging expertise, today Goodwood Ship Management manages a highly diversified fleet, consisting of VLCCs, Suezmaxes, Aframaxes, chemical / product tankers, LPG and container vessels.

A team of highly skilled, experienced and dedicated professionals manages all of these vessels, and they are able to utilise many years of shipping background and operational expertise to handle the most complex international shipping operations.

Goodwood Ship Management takes ownership, but also embraces the owners’ approach, allowing ship owners to secure and service very long-term contracts from the most demanding charterers.

It is through providing this exemplary level of safe, reliable and cost-effective ship management services that Goodwood Ship Management seeks to differentiate itself from the rest of the market.

In order to maintain these levels it constantly challenges existing procedures and brings about improvements to its operations.

A perfect example of how Goodwood Ship Management embraces modern approaches is its electronic document management system, which is used to facilitate the integration of various management systems. These include ISM Code, TMSA and the ISO standards for Quality, Environment, and Occupational Health & Safety and Energy Management. Using this system leads to greater compliance with the various standards, while minimising the administrative load on Goodwood and its seagoing staff.

This point also illustrates how Goodwood Ship Management is dedicated to assisting employees in order to ensure they can undertake their duties in the best way possible.

It is this approach that helps the organisation maintain its exceptionally high retention rates for crew and

officers, which, when Shipping & Marine last featured the business, stood at 84 per cent for crew and 88 per cent for officers.

Its seafarers are sourced from India, Italy, Norway, Spain, and the Philippines, providing a diverse global perspective on its work whilst maintaining high standards. On the manning front, Goodwood Ship Management’s policy, adopted in 2008, to induct cadets on the Deck, Engine and Electrical sides, has begun to give dividends. “This year we have our first batch of home grown deck and engine cadets joining back and we will have a steady stream of them as Officers in the coming years,” said Capt. Sabnis, Managing Director, speaking in 2012. “Our crew are presently trained at a number of different external training facilities and also at the company’s own facilities in Goodwood Marine Services located in Mumbai and Transglobal Maritime Inc in Manila. The Personnel & Operations department supervises all training courses and programmes to ensure the best quality is achieved.”

The company continues with an active recruitment policy, and is keen to welcome both seafarers onboard its vessels as well as staff ashore who www.shipping-and-marine.com - 37

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Profile: Goodwood Ship Management share its core values of strength, quality, teamwork, loyalty, creativity and responsiveness. By creating such a strong and reliable team, Goodwood Ship Management is better placed to capitalise on opportunities and bring about unified actions that are instrumental to its pursuit of zero accidents and zero spills.

This last point brings Goodwood’s dedicated environmental policy into focus, and Capt. Sabnis discussed the company’s green efforts and the latest ISO accreditation on the market in the last interview: “Since the beginning, our fleet has been eco-friendly, especially the newbuild VLCCs that we have supervised their construction and inducted into our management,” he explained. “The series of Kamsarmax vessels being built are also eco-friendly and energy efficient ships.”

He continued: “Energy is the one issue where maximum money is often spent by the owner as it affects the direct operating cost of the ship. If an owner can achieve even a 0.5 or one per cent saving in efficiency, with the cost of bunker fuel today it would tantamount to a substantial saving.

That is what drives our environmental and energy efficient mindset. To achieve it we have revised our procedures, bringing in new operating methods and energy management plans.”

In fact, Goodwood Ship Management Pte Ltd became the first ship management company in Middle East, Asia and Pacific region and third globally to be certified by the American Bureau of Shipping (ABS) for the implementation of an Energy Management System on board the

Saifee Shipspares Goodwood Ship Management has set a very high standard for quality and service under the exemplary leadership of Captain Ashok Sabnis.

We deeply value and respect our relationship with Goodwood Ship Management, and have every intention to do our utmost to ensure our full support to them and their vessels calling in UAE ports.

Working with the teams, we have meticulously identified and tailored our range of services to ideally suit the high-standards of Goodwood Ship Management. Saifee will continue to evolve and augment their level of service to keep matching the uncompromising quality and competitive specifications established by Goodwood Ship Management.

managed vessels in April 2013. This achievement further reinforces the company’s commitment to sustainable operations and improving energy performance in accordance with ISO 50001.

Capt. Sabnis said: “This is an industry where an organisation’s reputation for its services is paramount. Achieving the ISO 50001 certification demonstrates and re-reaffirms our commitment to maintaining a progressive approach to building energy management into our everyday business practice.”

As the company stands in 2015, it is still a young business, having been established only seven years ago in 2008. However, a high quality service has always been the crux of Goodwood Ship Management’s offer, and by taking challenges and seeing them as opportunities, and by working hard to effect change and get the job done, the company continues to enjoy success. Goodwood Ship Management is ambitious, and while it currently manages a fleet of 36 vessels worldwide, it has the ability

and expectation to handle many more.

By mid-2016, the company expects to reach a fleet of 45 vessels, all of which will be supported by the focus on quality for which the Goodwood Ship Management name has become renowned.

Goodwood Ship Management

www.goodwoodship.com • Exemplary reputation in the market • Very strong relationships with clients • Huge range of services on offer

Half Century Experience in dedicated shipping services, Commodities Owner, Operator bulk, Tankers, LPG 2-1-20 2F Moto-Azabu, Minato-ku, Tokyo (JP) Email: sales@kyodoj.co.jp / gana@kyodoj.co.jp Tel: +81 (0) 35449 1412 | Fax: +81 (0) 35449 3871

KYODO CORPORATION is one of the worlds leading suppliers of ship operation equipment and marine services. With over 50 years experience in the international marine, shipping, transportation plus the oil and gas industry, we proudly provide services to over 300 customers in 100 countries worldwide. We integrate technology and customer satisfaction as our main goal in our day d to day business. Environment friendly packing and asbestos free material supplies.

SWIFT, RELIABLE, EFFICIENT Pioneer ships machinery / spare parts supply at most Competitive prices with high quality and Maker warranty No. 2-38-3 Kamiuma, Setagaya-ku, Tokyo (JP) Email: sales@deltaship.co.jp / gana@deltaship.co.jp Tel: +81 (0) 35449 1425 | Fax: +81 (0) 35449 2871

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Profile: P&O FERRIES

Spirit of

success P

Ensign Marine Ensign Marine are the UK’s leading supplier of marine electrical spares and are pleased to have been the principal supplier to P&O Ferries for the past 15 years. With our skilled workforce, Ensign have also built a reputation with leading shipping companies world-wide. Not only can we deliver from our vast stocks, but we can also source supplies direct from global manufacturers. With delivery available across the UK and Worldwide, Ensign are ready to help whenever you need us!

&O Ferries is a leading pan-European ferry operator, sailing on nine major routes between Britain, France, Ireland, Holland and Belgium. The company operates 20 vessels, which carry more than ten million passengers, 1.6 million cars and two million freight units every year.

2015 has been an exciting year for P&O Ferries, as it has not only introduced a brand new look, but also expanded the number of crossings that it offers.

Indeed, the company has been enjoying a very successful period and in the third quarter of 2015 it carried more freight between Dover and Calais than ever before in its modern history.

The company transported 367,000 units of freight across the English Channel between July and September - a 30 per cent increase on the same period last year and the best single quarter since 2003.

September alone was the best single month for freight since 2003, with 129,500 units transported between Britain and France. The figure surpassed the previous monthly record (123,000) which was set in July this year. Freight comprises around two-thirds of P&O Ferries’ business, with tourists accounting for one-third.

Helen Deeble, Chief Executive of P&O Ferries, said: “These figures reinforce the importance of the cross-Channel ferry industry to the hundreds of thousands of www.shipping-and-marine.com - 41

Profile: P&O FERRIES

businesses which rely on the efficient transportation of goods between Britain and France.

“This quarter has been unprecedented, with the strike by French seamen and the temporary closure of the port of Calais bringing major logistical challenges. I am very proud that everyone at P&O Ferries has risen to that challenge and helped to keep exceptional volumes of freight moving across the Channel.

“Demand for cross-Channel transport is only going to increase, driven by a rising population and a recovering economy. We have

increased the number of sailings we make between Dover and Calais to 58 a day and brought a sixth ship back into service on the route in order to make sure that we are best placed to meet that demand.”

The news follows a strong tourist performance in August, with the company carrying its highest monthly number of people across the Channel since August 2003.

P&O Ferries attributed the strong passenger numbers to its investment in a new class of super-ferry, which has significantly enhanced capacity and tourists capitalising on the continuing economic recovery.

Industrial action by French seamen, which closed the port of Calais for several days during the peak season, has not affected the upward trajectory.

Helen added: “This summer has been one of the most challenging ever for cross-Channel travel and I am

very pleased that P&O Ferries has helped to keep tourists and freight moving between Britain and France in huge numbers.

“We have been able to carry well over a million people in August because of our investment in the new Spirit-class of ships which have helped to transform our customers’ experience of cross-Channel travel.

The Spirit of Britain and the Spirit of France are both capable of carrying 2000 passengers, twice the capacity of a standard ferry, while offering a first class dining, leisure and retail experience.

“We expect further busy periods during the half-term holiday and also the winter sports season, with a growing number of skiers choosing to drive to the Alps via one of our ferries rather than fly.”

When passengers choose to travel by a P&O ferry, their first stop should be the company’s comprehensive website, at www.poferries.com.

Clearly and logically set out, the site highlights the expected content such as available routes and travelling times, on-board facilities and special offers. But it also offers very useful travel advice, including where to stay, travel guides and foreign exchange, and even advice on travelling on board a P&O ferry with a pet dog, cat or even ferret!

Following such a successful quarter, P&O Ferries has a high set of targets to maintain going into the future. But the company is sure to be bolstered by its recent major award win from The Sunday Times, when it was crowned ‘Best Ferry Operator’ and its nomination into the prestigious 2015 World Travel Awards, in the World’s Leading Ferry Operator category. It has even been highly commended in the PetsPyjamas Travel Awards! Given the British public’s love for their animals, that sort of endorsement can only add to further success in the future.

P&O Ferries

www.poferries.com • Largest fleet of ferries in Europe • Continual focus on excellence • Recently won major award

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Profile: UN Ro-Ro Isletmeleri AS

On a

ro-ro roll E

stablished by international transport organisations in 1994 with the goal of meeting demand for an alternative mode of transport to land routes, Turkey based UN Ro-Ro Isletmeleri AS has become one of the fastest growing freight ro-ro operators in the world. Not content with its successes over the last two decades, UN Ro-Ro completed a five-year 260 million euro investment in its 12 vessel fleet in 2014; a strategic development that has resulted in the company having extra capacity to meet a 60 per cent increase in truck transportations to Europe. This investment also means the company is fully prepared for Turkey’s foreign trade target of $1 trillion by 2023.

Other notable developments for the organisation include a change in shareholders, with Kohlberg Kravis Robert’s (KKR) shares of the business being acquired in 2014 by two Turkish groups.

Indeed, 2014 was a milestone in UN-Ro Ro’s 21 year history, with the company implementing its long-term strategy of becoming an intermodal infrastructure provider. In line with its plans to strengthen lines with new train services and connections with European ports, the company acquired a 60 per cent share in the port of

Trieste’s Samer Seaports terminal in Italy in December 2013. As the operators of this terminal, UN Ro-Ro has decided to invest in trains that connect Trieste with several European destinations with the goal of loading all units that are discharged from its ships onto the trains in the future.

Key to strengthening its expanding network is the company’s successful partnership with Rail Cargo Group; beginning in 2005, the two organisations work together to connect all lines and export destinations in Turkey with Europe wherever it is possible to help meet

Turkey’s aim of bringing 25 per cent of the heavy goods road vehicles onto the railway. This development, either directly through railway utilisation or a combination with Ro-Ro, would result in an extra 30,000 trucks per year and 1000 additional block trains per year.

The first step in this partnership was established in November 2013 when the two companies launched the UN Rail Austria Shuttle, a joint sea-rail service, which connects Trieste with Wels. Implemented with the innovative semi-trailer handling unit (ISU), the shuttle service can transport non-craneable semi-trailers by rail and handle all common semi trailers with ease. With a delivery time of four days, the UN Rail Austria Shuttle is one of the quickest connections for those wanting to transport goods from Istanbul to Germany. The benefits of using UN Ro-Ro’s environmentally friendly UN Rail Austria Shuttle for customers include being able to load their cargo onto the train and pick it up at their final destination without any issues caused by driving restriction permits.

Despite a busy two years behind it, UN Ro-Ro has pressed forward with further investments in the new terminal and expansions, as Sedat Gümüsşoğlu, CEO UN RO-RO www.shipping-and-marine.com - 43

Profile: UN Ro-Ro Isletmeleri AS

Isletmeleri A.S. highlights: “Over the last two years we have been transforming into an intermodal platform rather than a ro-ro operator; as such, our goals for 2015 were to improve our position in the market and increase our market share through expansion while also providing services to the Western side of Istanbul from the Port of Trieste. Now we are in the final quarter of 2015 I can say, aside from the new terminal, that we have reached all of our targets. For example, looking at the market share for truck cargo and the ro-ro market, we still have 65 per cent market share among the three ro-ro operators, while the two other ro-ro operators share the remainder of the market.

“We have also expanded our market share by adding new capacity to the current routes, with the France route’s capacity increased by 50 per cent; this new venture has proven itself successful as the route is currently operating with 80 to 85 per cent capacity. Meanwhile, although we were previously defining ourselves as a ro-ro operator serving the truck cargo market, we have also been introducing new products to our range over the last two years; these include tank containers and 45 feet high cube containers. These additional products have taken up roughly ten per cent of our current capacity since they were first introduced two years ago,” he adds.

In addition to these developments, UN Ro-Ro is introducing new train services and connecting several destinations in Europe from the Trieste terminal. So far more than 20 per

cent of the semi-trailers the company is carrying are being transferred to its intermodal services between Luxembourg and Duisburg, as well as Salzburg and Wels of Austria.

“When we began our intermodal transportation four years ago the number of semi trailers being transferred from our vessels was five per cent; in 2015 it is 20 per cent and we aim to increase this to 50 per cent of our cargo being transported via intermodal services from areas such as Germany and France. We would also like to have train connections from the Port of Toulon to inland France, most notably Paris, as we are seeing demand for this service from our customers,” says Sedat.

Although these lines are currently unavailable from the Port of Toulon, UN Ro-Ro is in discussions with local authorities, particularly the mayor of the region who is in support of this idea, as Sedat notes: “The mayor and chamber of commerce (CCIV) has agreed to support an investment and try to make Toulon a hub for some of the destinations on the intermodal service.”

Alongside these positive new developments are new challenges, as infrastructure intermodal service developments require improved infrastructure at the ports. “The infrastructure at the ports is not sufficient for these additional services, so we are now in contact with the Trieste Port Authority and some local authorities to improve the level of quality for trains and expand the parking area. I believe by the end of this year these projects

will be agreed and these investments will take place during 2016.”

Focused on its long-term goal of becoming an intermodal infrastructure provider, UN Ro-Ro will continue to enhance its services with further lines and routes as well as investments in terminal and train facilities to make this goal a reality. “The total tracked cargo from Turkey to Europe is divided in two, with 50 per cent going to ro-ro operators and 50 per cent going to the land routes. With this in mind, our long-term plan is to be the biggest provider of tracked cargo and the biggest leading infrastructure operator; these aims will continue throughout 2016 and 2017 and will, in the long run, enable us to offer an intermodal cargo flow,” concludes Sedat.

Sedat Gümüsşoğlu, CEO UN RO-RO Isletmeleri A.S.

UN Ro-Ro Isletmeleri AS

www.unroro.com.tr • One of the fastest growing ro-ro operators in the world • Converting into an intermodal infrastructure provider • New shareholders in 2014

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Profile: Gibraltar Port Authority

Collaborative

solutions

S

trategically located at a crossroads of Mediterranean and Atlantic shipping lanes, the Rock of Gibraltar has been used as a naval fortress for centuries and is today renowned as a Maritime ‘Centre of Excellence’ that anchors the Strait of Gibraltar, a major commercial route. The current main activity at the port is bunkering, with bunkering companies continuing to go from strength-to-strength. In terms of bunkering services, Gibraltar’s bunkering companies can supply all grades of marine fuel from 30 centistokes to 380 centistokes and undertake constant quality checks to ensure an optimal product. Bunkers are normally delivered via barge while vessels are at anchor within Gibraltar Bay, however it is also possible for

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delivery at berth inside of the harbour.

In addition to its comprehensive bunkering services, the Port of Gibraltar operates a full range of complementary maritime services that ensures that the port can deliver turnkey solutions to all ship owners needs across a host of markets from cargo to cruise liners. These include ship management services and shipping agents, ship registry, ship repair, provisioning services including ship-to-ship (STS) cargo transfer and waste reception and storage facilities.

Looking to build upon Gibraltar’s unique geographical position and competitive facilities - while also providing a vital link between all ship stakeholders to ensure the delivery of a superior service to visiting vessels – is the Gibraltar Port

Authority. Established in 2005, the Port Authority’s main functions are to monitor and control all vessel movements for BGTW (British Gibraltar Territorial Waters) in support of port operations and navigational safety; provide and monitor port security, including the provision of security controls within restricted and controlled zones; search and rescue services in BGTW, pollution prevention and response and the monitoring and control of ship-toship and bunkering operations within BGTW. Taking the role of Commodore in May 2014, Bob Sanguinetti has been keen to continue the original strategy of Gibraltar Port Authority with the goal of developing and enhancing the competitiveness and safe operation

of the Port of Gibraltar. “Over the last eight months we have made a lot of progress in terms of improving efficiency for ships calling in for bunkers. Some of these initiatives involved increasing anchorage slots to allow more bunkers to operate as well as increasing and improving information flow between stakeholders.

With all of these initiatives complete, we are now looking at the wider services we provide such as the stores, crew changes and so on alongside the Port Community of Gibraltar to identify areas where we can up our game further.”

Focused on maintaining the port’s reputation as a centre of maritime excellence, Gibraltar Port Authority is also looking to enhance the usability of the eastern anchorage. So far the authority has successfully introduced an initiative to attract business to the eastern anchorage for shorter visits and is now introducing an initiative to attract ships needing to stay longer but also requiring access to the port for crew changes, maintenance and provisions from the store for example. “This initiative is a vivid example of the successful relationships the Gibraltar Port Authority has developed with the Gibraltar Port Operators Association, which is a local representative body of the private shipping sector community in Gibraltar. We meet on a monthly basis and interact

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Profile: Gibraltar Port Authority

on a daily basis to exchange views, ideas and to identify trends that can either be built upon or reversed.

“We took the Gibraltar Port Operators Association’s feedback on board with regards to the eastern anchorage and are being constructive with it to provide benefits, not only to the port by having more ships anchoring here, but also to the wider community as there are more service launches going out and more crew changes. This further extends the benefits to airlines, hotels and taxi companies as well as shipping agents and chandlers who have more work to do. Everybody wins.”

Proud of the close relationships it has developed with the shipping community over the years, both on a local and international scale, the Gibraltar Port Authority has focused on direct engagement with clients through face-to-face discussions where possible. It has also been involved in successful marketing trips

to Hong Kong and Athens over the last 12 months and is now looking to have face-to-face discussions with both current and potential clients in Northern Europe with the goal of explaining the services it provides and the initiatives it has in place to make Gibraltar more attractive.

Alongside customer engagement and developing highly beneficial initiatives, Gibraltar Port Authority maintains a strict adherence to its environmental, health and safety and navigational safety responsibilities. “We constantly review practices and procedures to ensure our teams are fully trained in their posts and stay up-to-date with refresher training,” explains Bob. “For example, in October 2015 we undertook a two-day long maritime crisis response training course in partnership with Resolve Marine, which was held in conjunction with the wider shipping community.”

In line with its commitment to training, Gibraltar Port Authority sees

opportunities to provide maritime courses for students at the recently opened University of Gibraltar and is currently in discussions with the university to show the benefits it can provide the local maritime community. Alongside this continuing development, Gibraltar Port Authority will be looking to consolidate its position as the leading bunker port in the Mediterranean, increase the number of cruise ships visiting Gibraltar and also improve the infrastructure for superyachts when they visit. “We face the challenge of staying one step ahead of trends and developments in the shipping world, but we feel that by working with our partners we can achieve this,” concludes Bob.

Gibraltar Port Authority www.gibraltarport.com • Major navigation hub • Strong focus on training • Turnkey port facilities

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Profile: Mampaey Offshore Industries B.V.

Ground-breaking

development

S

ince its establishment in 1904 by the grandfather of current CEO Gerard Mampaey, Mampaey Offshore Industries has become the leading supplier of innovative mooring, berthing and towing solutions.

Originally based on Quick Release Hooks for mooring applications, Mampaey has developed its product portfolio by extending it with a range of products that further improves the safety of mooring and berthing process. With in-the-house engineering and software development, Mampaey assures to fulfill client requirements for all of its products. Integrated systems like iMoor are developed to make the total of Mampaey mooring products more attractive than the sum of its parts, which makes iMoor a unique product that Mampaey is able to offer. The Innovative DNA of which Mampaey Offshore Industries consists, has led to the selection of Netherlands’ most innovative small and medium sized enterprise of 2007.

The mooring, berthing and towing solutions developed by Mampaey Offshore Industries are the result of 110 years of experience, driven by innovation and continuous

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design improvements. While its engineers are leading in their work field, it relies upon its customers for constant feedback on how to further improve their working situations.

The combination of actively working together with clients and partners and monitoring of market developments has led to Mampaey being the industry leader in its field.

Mampaey Offshore Industries wants to remain the worldwide preferred supplier of towing, berthing and mooring products. With constant innovation of the product portfolio, Mampaey strives to design, engineer, produce and install the best available systems that meet customer demands and expectations. With the high quality in engineering and used materials, all Mampaey products ensure a solid investment due to the total cost of ownership and offered services.

Previously featured in Shipping & Marine in June 2015, Mampaey has continued its efforts of innovating its products. A recent development is the automated magnetic mooring system called DockLock. DockLock is an innovative system which, instead of conventional mooring lines, uses semi-permanent magnetic pads for

docking. It is designed for ship-to-ship and ship-to-shore mooring connections. The first DockLock system has been installed a bunker ship owned by the VT-Group, called the Valburg. Mooring lines on the Valburg were no longer required. DockLock makes bunker operations not only safer but also much more efficient, as connecting and dis-connecting the ship only takes a few seconds. During operations the DockLock system is continuously monitored and while being connected it is able to control the ships’ motions. It allows free heave, pitch and roll movements and is able to control sway and yaw. It is a completely automated system designed with redundant and failsafe components. In terms of motions and forces during operations, DockLock has been designed to withstand the worst-case scenarios.

This includes severe environmental conditions e.g.: currents, winds, ocean swells and passing vessel motions.

DockLock can be integrated in the control sequence of the bunker process. In case of a critical situation, DockLock will immediately generate an emergency shutdown signal (ESD) to initiate the ships’ shutdown control sequence. The DockLock system collects data of the complete mooring process. This information will be used to enhance the bunker and mooring process making it safer and more efficient, leading to faster turnaround time and return on investment. It’s a true game changer for ship-to-ship and ship-to-shore mooring.

Furthermore Mampaey has developed a new product called ‘intelligent Multi Safety Link’ (ship-toshore link). The intelligent Multi Safety Link (iMSL) is a safety communication system applicable for the LNG and LPG market. The primary function

of iMSL is to communicate the safety status between ship-to-ship and shipto-shore, its secondary function is to facilitate voice communication and data transmissions. Usage is mandatory for LNG/LPG cargo transfer operations between ship-to-shore and ship-to-ship. Steven Groenewold, Product Manager at Mampaey, states: “The intelligent Multi Safety Link is not only designed for the global LNG/ LPG distribution market but is also applicable for the emerging LNG bulk breakdown market e.g.: LNG bunker stations and LNG bunker ships.” It can also be integrated with the DockLock system. iMSL is an innovative solution with new design elements and new functionality compared with existing ship-to-shore safety link products currently available in the market. iMSL is a multi-link solution bridging the gap between the global bulk LNG distribution network and the downstream market. It is ready to meet and challenge future customer demands. Mampaey is very excited to introduce iMSL in the market at the end of 2015.

All Mampaey products are tested

according to specified design conditions under supervision of classification authorities. Mampaey products always undergo Factory Acceptance Testing (FAT) and Site Acceptance Testing (SAT) where required. These tests are part of its design philosophy and verification process to assure product quality. Elaborating on the testing process, Gerard states: “Testing is not only to ensure ourselves that our products meet the highest standards of the marine industry, but it also ensures our customers the quality of Mampaey products.”

With innovations and new products, the time comes to unveil all of the developments that has been unseen until now and that will certainly enrich the market. Steven Groenewold, Product Manager Mampaey notes: “New developments need a platform to be heard and seen, so in order to see and talk with our customers, Mampaey Offshore Industries will be attending both the Gastech Singapore exhibition as the Europort exhibition in Rotterdam this fall. The Gastech Singapore will be the first opportunity this year to see the iMSL system which

will be presented on stand B20.

Our stand will facilitate a live demo and consultation with our specialists. Instead of just communicating about our new product, we want the audience to experience the added business value of iMSL. We think it’s vital for a new product to be test driven by its future consumers, that’s why we keep communication transparent and open. With iMSL being introduced in a rapidly changing market, we have to select the right opportunities on the right platforms. The Europort exhibition in Rotterdam offers a strong audience and a great platform, which gives Mampaey the opportunity to present and demonstrate iMSL on booth 7404.”

Mampaey Offshore Industries B.V. www.mampaey.com

• Leading supplier of mooring, berthing and towing systems • Launched innovative new product, DockLock in 2014 • Launching of the intelligent Multi Safety Link (Ship-to-Shore link) end of 2015

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Profile: Ionic Group

Strength in

numbers

W

ith its third anniversary in operation coming up in January 2016, Ionic Shipping (Mgt) Inc. has already made its vision of establishing a ship management company with a difference a reality. Focused on its mission statement of always remaining committed to service excellence, while also providing value-added maritime transportation solutions to all of its charterers and carriers, the company has grown to manage a fleet of ten vessels in service.

From its base in Glyfada, Athens, Ionic’s team of competent professionals provides a comprehensive package of services; these include full technical management, operations and supply management, commercial management, crewing, insurance, financial & accounting management in addition to new-build projects 52 - www.shipping-and-marine.com

which includes supervision.

Although Ionic is still in its infancy in comparison to other ship management firms, the three directors of the company have a total of 80 years experience in the shipping industry alone and they have worked to build a full and professional service team of both shore-based and seafaring employees. Their expertise in tanker management practice has enabled the company to differentiate itself from its competitors in the dry bulk market.

Elaborating on these strengths to Shipping & Marine in May 2014, managing director of Ionic Spyros Vlassopoulos said: “The quality of the way the ships are run in addition to the tonnage itself is something that we are very proud of. Moreover, there are several extras that we continue to put on our new build vessels that are useful to our clients, such as CO2 in the cargo tanks, A60 steel bulkheads, fuel efficiency devices and super low

friction paints. We want to define ourselves as a quality ship manager.

We try to ensure that the ships that we run are of the highest specification whilst we recommend to owners the highest quality equipment that we would think it beneficial to include.

This is to make the vessels as ‘bullet proof’ as possible and preferable for our clients because we know what our head charters require.”

When previously featured in Shipping & Marine magazine in May 2014, Ionic had reached a major milestone in its history with the arrival of the newbuilding Kamsarmax bulk carrier Ionic Kleos.

Built at the Tsuneishi’s Tadotsu shipyard in Japan and delivered to Ionic on March 7th 2014, the Ionic Kleos enabled the company to enter the Kamsarmax segment of the dry bulk market. Since then the company has further expanded its fleet with the arrival of a sister ship for Ionic Kleos in September 2014 and two

further new vessels in the first quarter of 2015, as Mr Vlassopoulos highlights: “The sister ship of Ionic Kleos, namely the Ionic Katana, was a second hand vessel, and much like the Ionic Kleos we arranged a time charter for her and both vessels are performing well.

“Meanwhile, in January 2015 and March 2015 we took delivery of two additional Kamsarmax vessels, the Ionic Kizuna and the Ionic Kibou, from Tsuneishi’s Numakuma shipyard in Japan where both commenced their long-term charters; these additions to our fleet ensure our different segments continue to grow and also strengthen the relationships we have with the end users.”

Virtually identical in features, the two newest additions to the fleet are the latest evolution of the successful Tess82 design focusing on fuel efficiency. Both are 229 metres LOA, 225,10 metres LBP and have a beam of 32.26 metres with a summer

deadweight of 81,889 DWT and 81,868 respectively; they also have a depth of 20 metres, a draft of 14.40 metres, with a service speed of 14.0 knots. The two ships each have 97.157 cubic metres for cargo, have improved stream-lined hulls and an

electronically controlled B&W MAN 6S60ME-C8.1 Mark 7 main engine.

Keen to continue growing organically, Ionic’s Shipping’s management has several newbuild projects in the pipeline, including the construction of two sister ships

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Profile: Ionic Group

at Mitsui Shipbuilding in Japan.

“These two vessels are essentially the new design of Mitsui’s popular 56,000 DWT design, of which we currently manage three, namely the Ionic Smyrni, the Ionic Spirit and the Ionic Storm. The new vessels will be 60,000 DWT, with the first due for delivery in January 2016 and the other due in March 2016,”

explains Mr Vlassopoulos. “This is a continuous development with a shipyard that we are proud to have an ongoing relationship with. It is also worth mentioning that for this contract too, we are conducting in-house supervision at the shipyard in Japan; this not only emphasises our commitment to quality, but also strengthens the relationship Ionic has

with Japanese ship builders.

“We care a lot about quality and want to get to know the ship, what better way to do this than when its being constructed? Moreover, our project manager in Japan will be superintendent of these particular vessels, so it is a win-win situation in our eyes,” he adds.

Despite the challenges in the bulk carrier market, the company is cementing its role within this business segment through high operating standards, exceptional quality ships and strong client relationships.

“We will ensure that our house flag continues to fly high in all corners of the world. We will also continue to focus on our number one strategy, to build upon the relationships that we are very happy and proud to be associated with,” concludes Mr Vlassopoulos.

SeaStar Management SeaStar Management is one of the leading catering providers to the global shipping community and is serving Ionic Shipping (MGT) INC. SeaStar’s team of dedicated specialists ensures that the vessels are provided with nutritious, healthy and cost-efficient provision supplies.

In SeaStar’s continuous support to Ionic Shipping’s vessels and crew, SeaStar always works in close dialogue with Ionic to ensure their life at sea is made better. This is done through close communication, boarding visits and participation in Office Seminars held by Ionic.

All this is part of SeaStar’s standard service and what is done for all customers.

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Ionic Group

www.ionicship.com • Fleet of ten bulk carriers in service • Young, modern ships • Focused on quality tonnage

Profile: First Marine Solutions

way

Leading the

C

elebrating its seventh year in operation in 2015, Aberdeen based First Marine Solutions (FMS) has grown year-on-year since its inception thanks to its strong capability in delivering mooring solutions to clients across the globe.

A provider of expertise, technology, techniques and support, FMS listens and responds to market demand to ensure drilling units are moored in the most safe, time-efficient and costeffective manner possible.

“First Marine Solutions was founded in July 2008 by Ian Suttie, a well-known name in the North East of Scotland as he owns a number of companies including First Oil, First Integrated and First Subsea.

Originally FMS focused on operations overseas, such as the Far East, the Middle East, Egypt, Morocco and the Black Sea. However, now under new management, since December 2014,

we have developed more traction in the UK,” begins General Manager Brian Reid.

Since becoming General Manager, Brian has not only focused on developing a stronger presence in the UK, but has also strived to develop a one-stop-shop solution for clients; a service that complements the company’s £35 million pounds of the most modern mooring equipment, which is available to clients in the UK. “We initially focused on mooring rigs, but I decided that we need to do all of the services as one package. For example, you can call First Marine and request a rig to be moved from the Orkneys to Great Yarmouth. We will then put three vessels on the rig and tow it down the North Sea and position it into the point it needs to be, before we moor the whole rig up, making the whole process in-house,” explains Brian.

As a single source provider, of rig

move and mooring solutions, services include rig moving, the rental and sales of mooring equipment, marine and technical consultancy, AHV vessel selection and audits, survey and positioning services and mooring lines inspection. On top of this, FMS can offer intervention services as its highly skilled site teams have considerable experience in the deployment and recovery of mooring systems in the most complicated and deep seas across the globe. Indeed, the company’s competent and dedicated team can be called out to provide specialist vessels, replacement components, experienced site teams for recovery, change-out and deployment procedures.

To make the one-stop-shop service possible, FMS made the strategic decision to set up a ground-breaking joint venture through an exclusive deal with Siem Offshore, a renowned AHT owner, in July 2015. With both companies working together, www.shipping-and-marine.com - 55

Profile: First Marine Solutions

organisations will be offered three high-specification vessels for six days at a set fee, with a further four days added free of charge in case of delays or other issues. This premise is not only offered for a client’s rig move when it goes on location, but also when it moves off location months later.

“We were introduced to Siem Offshore by Seabrokers and with this contract now in place we can provide the client with three anchor handling vessels to move their asset at a fixed price at any time of year.

The price doesn’t depend on the spot market, so if the rates of an anchor handler went up to £40,000 a day, we would still supply this to our client for £13,200 a vessel.” This joint venture will provide the most cost-effective

solution for FMS’s customers. In line with this major development, the company has also created a strong working relationship with a pool of 20 freelance Tow Masters.

The strengths and benefits of working with FMS have not gone unnoticed in the oil and gas industry, with many blue-chip organisations included in its long client portfolio.

As Brian notes: “We recently provided three-point mooring systems in three different locations for Total in Angola in 1100 metres water depth. We also completed a double pre-lay in the Black Sea for Transocean and recently successfully recovered the first pre-lay mooring system that was deployed in July 2014. Both projects were successful and went very smoothly.”

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Profile: First Marine Solutions

in mooring solutions for its customers, FMS is investing in the future with new innovations that will enhance operations and minimise disruption.

One such innovation is a unique ‘plug and play’ system for FPSOs, which is being provided by using industry proven technology from its sister company First Subsea and is anticipated that this will be launched in the first-quarter of 2016.

“First Subsea developed these ball grab type connectors (see pics left) that have been used in the Gulf of Mexico at a depth of 2500 metres and are a proven, safe mooring connector. We now want to introduce this technology into the MODU and FPSO market as a plug and play system so the ball grab connector is put in at both ends with one single line so there are no connections to fail in-between.

We would then set a programme of annual or bi-annual preventative line maintenance/inspection by unplugging

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the connectors and installing a new one,” explains Brian.

In addition to this innovation, FMS is also looking to develop a quick release system for MODU and FPSOs, which would allow the FPSO to drop all moorings and escape danger in an emergency situation such as an iceberg before sailing back to the moorings and hooking up once again. “Over the next 12 months we will be focusing on the FPSO market and setting up these new initiatives. Ultimately, we are an ambitious company that is looking to grow; by providing a first class, innovative service,” concludes Brian.

First Marine Solutions

www.firstmarinesolutions.com • Specialists in providing services for rig moves and mooring

• Offers a one-stop-shop solution • Joint venture established with Siem Offshore

Profile: MMC Green Technology BWMS 150 m3/h

A perfect

system E

BWMS 100 m3/h

stablished in 2010 as a spin-off within the MMC Group of companies, one of the leading suppliers of fish handling and refrigeration systems, the goal of Fosnavaagbased Norwegian firm MMC Green Technology AS is to develop environmental protective solutions for the maritime industry in line with the upcoming ballast water management (BWM) convention.

Not only benefiting from MMC’s experience in water treatment systems, MMC Green technology is comprised of employees with long-

term competence and experience from several other organisations in the Norwegian Maritime Cluster.

This is an area that controls more than five per cent of the world’s merchant fleet and boasts the second largest offshore fleet in the world, after the US. Made up of 14 design companies, 14 shipyards, 18 ship owners, 172 equipment suppliers, 22,500 employees and 40 per cent of the world’s modern fleet, the Norwegian Maritime Cluster is truly world-class.

“Following nearly three years of laboratory testing we were granted www.shipping-and-marine.com - 59

Profile: MMC Green Technology

BWMS 450 m3/h

BWMS 300 m3/h

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DNV type approval for our first system in December 2012 and put the product out into the market in January 2013.

Since then approximately 75 systems have been sold, most of which have been sold to shipyards for installation on newbuilds, however we have also been involved in selling systems for retrofit projects on offshore vessels,” says Børge Gjelseth, sales and marketing director.

Within the company’s portfolio is the MMC BWMS 100 m3/h, which has a minimum flow of 24 m3/h and a maximum flow of 100 m3/h; one UV chamber, with a minimum flow of ten m3/h and a maximum flow of 150 m3/h; a power consumption UV of

7.2 kW to 13.5 kW, a skid footprint of 1200 mm length x 800 mm breadth and a total height of 2600 mm. The MMC BWMS 100 m3/h’s skid can be tailored to meet special requirements and the system can be installed in separated components, which is particularly beneficial for retrofit projects.

Alongside the MMC BWMS 100 m3/h is the MMC BWMS 150 m3/h, the MMC BWMS 300 m3/h, the MMC BWMS 450 m3/h and the MMC BWMS 500 m3/h; the latter of which has a minimum flow of 85 m3h and a maximum of 500 m3/h and has a skid footprint of 2200 mm length x 900 mm breadth. “Instead of developing our own UV and our own filter, we instead chose to have close co-operation with the supplier of this equipment, which is based on continuous feedback and everyday discussions. This is something we believed in from the beginning and we see it as part of our success,” explains Børge.

Since going commercial with its BWMS, more than 50 of MMC Green Technology’s systems have been installed. So far feedback has been positive, with ship owners and operators, appreciating that the system is the smallest on the market and takes up little space on board; on top of this, the system is also easy to operate thanks to its simple structure.

Having received positive feedback for its systems, MMC Green

Technology is now looking to build up a network of agents to provide start-up, service and after sales of its systems in advance of an IMO convention on the requirements of ballast water systems; this is anticipated to be ratified within short time. The aim of the convention is to prevent marine organisms being moved across the globe via ballast water in vessels, which has the potential to drastically interfere with the natural environment. However, before the convention enters into force, it must be ratified by at least 30 countries that represent 35 per cent of the world’s fleet and is currently approximately two per cent off its target.

Despite the slow process of ratification and the sluggish offshore market leading to few newbuilds in the industry, MMC Green Technology aims to keep pushing forward the benefits of using its BWMS while also aiming for USCG type approval.

“We aim to be one of the serious suppliers in the market and to do this we need to keep updating our systems in accordance to any new regulations,” concludes Børge.

MMC Green Technology AS www.mmcgt.no

• Manufactures ballast water treatment systems • Sold more than 70 systems since 2013 • Systems are DNV type approved and USCG AMS accepted

Boll & Kirch BOLLFILTER Automatic Type 6.18.3C for the filtration of ballast water There are many types of ballast water treatment systems for large vessels, and as more than 10 billion tons of ballast water are carried by the world’s ships each year, they play a very important role. Without ballast water treatment systems, the transport of harmful pathogens and micro-organisms would seriously threaten marine ecosystems. Ballast water treatment through filtration is gaining popularity as an efficient and safe method. The BOLLFILTER Automatic Type 6.18.3C presents an ideal solution.

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Profile: Claasen Shipyards

Best in class E stablished by Nico Claasen in 1985, Claasen Shipyards is a unique venture within the Dutch yacht building industry that was set up with the goal of combining traditional Dutch workmanship with a constant drive for innovation. Committed to delivering perfection, Claasen Shipyards is comprised of an entrepreunerial group of companies that are each specialists in their respective fields and are either jointly owned or integrated under the Claasen Shipyards umbrella.

Characterised by a flat structure, the organisation benefits from the very best craftsmen who boast strong organisational skills thanks to their long-term expertise and commitment to delivering optimum quality.

Within the group are three leading specialists, Bloemsma, Cornelis Jongkind Yacht Installations and Claasen Jactbouw, as Joachim Kieft, managing director of Bloemsma, discussed with Shipping & Marine magazine in February 2012.

“Bloemsma is a company of impeccable

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reputation and one of the finest aluminium hull builders in the world supplying many of the best Dutch yards such as Feadship and Holland Jachtbouw. Cornelis Jongkind Yacht Installations is an experienced partner when it comes to technical installations on sailing yachts of up to 45-metres.

Since 1987, the company has been a supplier and adviser to many of the finest Dutch yards. Last but not least, Claasen Jachtbouw was established by Nico Claasen in 1985, and the yard typifies the unique benefits that have made the Dutch yacht building industry a global phenomenon.”

By combining these different strengths, Claasen Shipyards has developed a complete yacht building service that is wholly capable of producing yachts such as the J-Class Lionheart, F-Class Firefly and the Truly Classics Atalante; the latter of which was recently a dazzling attendee of the prestigious Monaco Yacht Show 2015 in August thanks to its striking design and impressive size.

“Everyone who saw the TC 127

Atalante was very impressed by the quality of work and the quality to price ratio. The reason we can provide such cost-effective quality is due to our operations as a lean company; we also try to keep the technical aspect of yacht building as simple as possible as we know what the average engineer is capable of. With that in mind, we design in such a way that the ships are easy to maintain anywhere in the world and minimise the possible challenge of finding spare parts when required.

This way of working is often wellappreciated by engineers working on our yachts,” highlights Joachim. “It is because of these strengths that the new owner of the TC 127 Atalante, a previous customer, said they wanted to have the same vessel, just bigger, but with the same shipyard, team, suppliers and systems as before as the previous vessel was so successful.”

At 38.8 metres LOA, the TC 127 Atalante sailing yacht is the largest in Claasen Shipyards’ Truly Classic line to date and features exterior styling by Andre Hoek of Hoek Naval

Architects. Features of the sloop-rigged yacht include a 48.3 metre mast, a lightweight, optimised sail plan and carbon rigging to ensure the ship is perfectly suitable for racing as well as cruising and charter. Built to MCA LY2 regulations, the ship’s design also means she can compete in the Superyacht Cup and Spirit of Tradition classes in regattas when not operating as a cruiser.

One of the demands made by the delighted owner of the TC 127 Atalante, a previous customer of Claasen Shipyards, was to ‘spin the boat on a sixpence’ during racing and also deliver a larger, faster yacht than its predecessor, the TC 90 Atalante, with more comfortable accommodation for both guests and crew without losing intimate contact with the surrounding water. Having successfully delivered on these requests, Claasen Shipyards went onto create a stunning, custombuilt interior for the owner, which included an aft owner’s suite that leads to a private deckhouse and aft cockpit; this means that with the lower saloon connected to the owner’s cabin, the owners will have almost half the boat to themselves when not entertaining guests.

With regards to interior décor, a rich, warm mahogany wood is combined with white-painted overheads and paneling above wainscots, giving the ship a truly elegant and classic style. For those lucky enough to stay onboard, the TC 127 Atalante boasts two generous guest cabins, one double and one twin, while the area in front of the mast is reserved for crew members and includes a spacious galley, crew mess and laundry.

By merging quality and performance,

Claasen Shipyards’ reputation has soared even higher with the launch of the TC 127 Atalante.

While riding this wave of success, the company is keen to continue building vessels between the 120 to 150 metre size range and will maintain a focus on partnering with owners who know what they want to create truly spectacular classic yachts with a modern twist.

Claasen Shipyards

www.claasenshipyards.com • Specialises in custom-built yachts • The TC127 Atalante stole the show at Monaco Yacht Show 2015 • The TC 127 Atalante has also received rave reviews from superyacht media

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Profile: Bierens

Changing

gears

F

ounded in 1880, the Bierens Group of companies has been the leading gear specialist for more than 70 years; this coveted position has been held thanks to its ongoing care and passion for the manufacture of gears, gearboxes, mechanical drives, special machines and overhaul work.

Indeed, key to the group’s ongoing success is its focus on the development of new and innovative gear shapes, as well as the optimisation of existing tooth shapes and the diversity in production possibilities.

Within the group is Bierens BV, a specialist in manufacturing gears and gearboxes; Defawes NV, a Ghentbased sister company that specialises in the design and manufacture of mechanical drives; HPG Nederland BV, the go-to partner for firms requiring innovative, high-precision gears, and Blom Tandwielen, which fully specialises in the production of

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drive components. Within the market of gearbox production, both Bierens in Tilburg and Defawes in Ghent have gained strong reputations as large players. “Bierens is located in Tilburg and Ghent, with 50 and 30 employees respectively. The Tilburg location is more focused on the marine market, with the specialism on spiral bevel gears, while the Ghent location is more focused on the industrial market, with the overhaul of gearboxes,” explains Henk Meijer, CEO of Bierens Group. “Of all spiral bevel gear manufacturers, Bierens is the most technology driven as we focus on technology in the design of the product, as well as technology in spiral bevel gear manufacture. Through our drive for innovation, we created a new era in manufacturing of spiral bevel gears in 2002 and, although there are many followers, Bierens is still the only one who uses the mathematical basis for the manufacture of gears.”

Indeed, a major milestone for the group took place in 2002, when it developed the five-axis free form milling methodology that could produce a range of gears. This innovation, created by the technology and development department of Bierens, further ensured the group remained competitive as multiple tooth shapes could then be milled on one machine. Moreover, this technology can develop tooth shapes or corrections that can’t be manufactured with standard tools, it is also applicable to all gears for which a mathematical description is developed; this includes cylindrical gears with straight, helical or V-shaped teeth, conical gears with straight of curved teeth, worms and wormwheels, crownwheel and racks.

The technology is particularly suitable for finishing milling products that have specific surface requirements or gear quality; the most revolutionary

example of this is the Bierens S-Shape, which is known as the ‘golden solution’. The benefits of the unique Bierens S-Shape include a 30-35 per cent increase of power transfer, less heat and noise, increased efficiency and the possibility of accuracy up to quality class DIN class 1 (AGMA 15).

In addition, there is no need for axial fixation and there is also the possibility of using alternative materials.

Discussing in more detail the bespoke solutions that Bierens delivers to its customers, Henk highlights: “New technology naturally leads to new solutions and benefits for our customers; for example, free form milling makes any tooth profile possible and also ensures more power transfer and enhanced design solutions. Meanwhile, free form crowning ensures an enhanced contact pattern, a longer-life cycle of the product, increased efficiency and less noise and head. Free form profiling also delivers benefits as it makes smaller designs possible.”

Due to the high accuracy of the gears that Bierens creates, the requirement for gears to be individually adapted to one another is eliminated. As such, the company has earned the trust of blue chip organisations that operate in the most demanding of industrial environments. Business segments that the company produces gears and gearboxes for include the maritime sector, infrastructure and structures sector, the mining industry, industrial applications, the heavy machine construction sector, glass industry, steel industry and the transport industry.

Despite this impressive diversity, approximately 60 per cent of sales come from maritime applications.

“The main customers within the shipping industry are thruster companies such as Wärtsilä, RollsRoyce, Schottel, Veth Propulsion and ZF Marine,” says Henk.

To stay ahead of the competition and ensure ongoing quality to its clients, Bierens began building new premises in December 2014. The new factory provides a new logistic plan that has boosted efficiency in the manufacturing process, as Henk notes: “In this new ‘smart industry’ setting

we have created, we can achieve more machine hours per man-hour, so the whole chain of production can be less costly. In addition, the factory has also been air-conditioned so accuracies of 1.2 micron are now possible. These developments also mean the S-gear is now tested for high-speed trains

and that the company as a whole is delivering more sustainability by using less energy, which has led to a smaller environmental footprint. Furthermore, we have invested in two new DMU 210P machines and one Mazak Integrex 670II, which have been added to the fleet of five-axis milling machines, as well as a new horizontal bevel gear tester.”

Keen to exploit the strengths of the new factory, Bierens is certain to have a prosperous future as it looks to expand into locations such as Asia and Brazil, where the benefits of using high quality and innovative marine technology are yet to be fully understood.

Bierens

www.bierens.com • Specialists in manufacturing gears and gearboxes • Sixty per cent of sales are in marine applications • Continuously invests in machinery

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Profile: DELTA MARINE

A superior

I

service

nitially working in the aquaculture and marine industries, Delta Marine has gained a wealth of knowledge and experience since its establishment in 1985. Indeed, while operating in an evolving marine industry, more projects were taken on by the company, enabling it to listen to market demands and respond with increasingly superior, safe, modern, high specification anchor handling tugs and workboats.

“Our vessels have the towing capabilities of tugs, but they can also transport equipment and have self-load and discharge capabilities.

Furthermore, our anchor handling is mainly done from the bow of the vessel where we have the most buoyancy making operations far safer for the deck crew. Another benefit from this method is that the considerable distance the propellers are from the anchor lift point gives a huge leverage force allowing operations to continue in stronger tides than a conventional anchor

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handler could work in,” says Delta Marine’s manager Neil Spanswick.

The adaptability of the vessels means Delta Marine can provide its services to a range of sectors including wind, wave and tide, oil and gas and aquaculture; the company also provides anchor handling, towage, seabed works and heavy lift services to a wide range of companies. In more detail, the variety of work undertaken

by Delta Marine includes cable laying and cable lay support, dive and ROV support, pollution control and deployment, marine renewables works, dredging support, plough dredging and seabed levelling, crew transfers and fuel and fresh water bunkering.

“Wind is currently a big driver for our business, however, there has been some burgeoning wave and tidal work that is yet to be commercialised as it is in the prototype stage. We are working with most of the wave and tidal developers in Orkney where EMEC (European Marine Energy Centre) is based. It is here that

developers can test their prototypes in a real life scenario and find out if their innovation is viable. We have also installed tidal devices in Shetland, and a three unit wave project in Portugal,” says Neil.

One recent major project for the company took place in the Humber Estuary, where its versatile vessel Whalsa Lass demonstrated her strengths on construction of a large windfarm for one of the Big Six energy contractors.

For this project Whalsa Lass began as an anchor handler for a cable laying vessel, but quickly proved her capabilities and was soon conducting cardinal buoy inspections, deploying rock bags over cables in shallow waters, salvage works and PLGR works whilst keeping the other project vessels supplied with fuel, fresh water and provisions. Viewed as a complete success, Delta Marine was praised for the safe and professional execution of all services.

Although Delta Marine predominantly works throughout

Northern Europe, its vessels have also been employed in the Caspian and Mediterranean Seas including Italy the location of the Costa Concordia disaster, as Delta Marine’s spokesman notes: “Following this major disaster, we were contacted initially to act as an emergency towing tug to quickly move the support barges should the weather deteriorate. However when the salvage master saw the versatility of the Voe Earl she was quickly being used on many other awkward parts of the salvage operation.”

Proving its worth as a versatile and powerful (54t BP) workboat, assisting cargo barges Micoperi One and Micoperi Two into position to lift the frames for the underwater platforms that the wreck was then rolled onto. The Earl also pulled the 26t, 5 ¼ inch chains under the hull used for sponsons and hold backs as well as transporting the multiple 38 ton anchor blocks which were used to pull against during the Parbuckling operation to bring her upright. The Earl supplied fuel for the many generators, hydraulic packs and welding sets that were spread over the Concordia and worksite. She acted as the assist tug for the heavy lift ships installing the 32 x 6-800ton sponsons and provided dive support services.

“During the float off project, she installed two sets of 12 tonne piggy backed anchors which were connected to the stern of the wreck to hold its position until it was pulled to the East and let go for its final departure.

The Voe Earl was also used as a live anchor on the port quarter to pull against pre-set moorings and keep the wreck in position as she began floating. Once the wreck was floating and pulled to the East for towage to Genoa for scrapping, we disconnected the hold back anchors and followed with an oil pollution kit in-case of spills. To ensure optimum safety, we

had a noxious gas sensor and infra-red camera mounted on the wheelhouse to monitor the wreck and persons onboard,” adds Neil.

The Voe Earl was also an integral part of a solemn ceremony that took place on the 13th January 2012 in memory of the first anniversary of the Costa Concordia disaster.

During the salvage operation the Voe Earl had removed an eight tonne lump of rock from a hole in the side of the Costa Concordia and with a memorial plaque affixed to this the last piece removed from the cruise liner, the Voe Earl carefully positioned it

back onto the reef that the liner had run into.

With many major projects complete, Delta Marine is looking to the future with confidence thanks to its highspecification multi-purpose vessels that are ready to meet the diverse needs of an ever-changing marine industry.

Delta Marine Ltd

www.delta-marine.co.uk • Owns and operates five high specification multipurpose vessels • Provides installation services to wave and tidal energy developers

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Profile: Milaha Maritime & Logistics Main picture: MM&L’s logistics business unit provides freight forwarding services, land transportation, project and contract logistics, warehousing and distribution services Top right: Al-Rufaa, part of Milaha’s shipyard operations Bottom right: MM&L’s bulk vessel, Qatar Spirit, was built in 2009 in China and has a capacity of 57,000 DWT

An integrated approach

F

rom its humble beginnings as Qatar’s first shipping agent in 1957, public shareholding company Milaha has grown to become one of the largest and most diverse maritime and logistics companies within the Middle East. With a single-minded approach to meeting its customers’ logistics and supply chain requirements, the Qatar Exchangelisted Milaha Group today ensures the smooth flow of trade across an increasingly demanding world through its diverse business areas – Milaha Maritime & Logistics (MM&L), Milaha Gas & Petrochem, Milaha Offshore, Milaha Trading, and Milaha Capital.

Within the group is Milaha Maritime & Logistics (MM&L), which, much like its parent company, delivers a comprehensive range of integrated services to ensure turnkey solutions to blue chip customers in the oil, gas and petrochem sectors, in addition to well-known importers, exporters and shipping organisations.

Discussing the operational activities of MM&L further is Milaha’s Executive Vice President – Maritime, Michel

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Deleuran: “Milaha Maritime & Logistics has evolved out of the legacy Qatar Navigation operations which began in 1957, and now offers a wide array of services across the supply chain, from container shipping and port management to logistics and shipyard operations. As is the case with the Milaha group as a whole, the individual business units within Milaha Maritime & Logistics operate synergistically to deliver tailored supply chain solutions to our clients.

“For example, as part of MM&L, our Container Shipping unit operates seven owned fully cellular containerised vessels and a tug and barge combination as well as several chartered container vessels. Milaha’s feeder services have a dominant position in the UAEDoha-UAE container trade, and a noticeable position among ports in general within the UAE. Another unit of MM&L is Port Services, which manages Doha Port, the main commercial port in Qatar, on behalf of Qatar Ports Management Company (Mwani). Additionally, our Port Services business unit manages Container Terminal Seven at Mesaieed

Port on behalf of Qatar Petroleum, and provides cargo handling and stevedoring services for the general cargo berths.”

Furthermore, MM&L’s logistics business unit provides freight forwarding services, land transportation, project and contract logistics, warehousing and distribution services, while the shipping agencies unit as an agent on behalf of vessels calling at Qatar ports. Activities within this business segment include arranging berthing, un-berthing, loading and discharging activities as well as all port, customs and immigration clearance activities.

MM&L is also responsible for bulk shipping activities, with its bulk shipping business specialising in project and dry freight transportation through both owned and chartered tonnage. “This unit owns and operates on Supramax bulker, Qatar Spirit, and charters others either on a voyage or time charter basis,” explains Michel. “And last but not least, our shipyard unit performs dry-docking, maintenance and repair services for commercial and private vessels in the region. The unit targets offshore

Below: Al-Dakhira, one of MM&L’s container vessels, was built in 2003 in South Korea

support vessels, self-elevating barges and rigs, and general cargo vessels.”

Focused on finding ways to further expand its business and diversify its portfolio for the benefit of stakeholders and clients, MM&L broke new ground with the launch of the first direct container service between Qatar and India on 20th March 2015. The non-stop service connects Qatar’s Doha port with Nhava Sheva, India’s largest port. The new weekly service eliminates the need for transshipment in locations such as Jebel Ali, which increases reliability and lowers transit time and costs.

On May 26th, Milaha welcomed the arrival of the first vessel on the direct Qatar to India route. Received by high-level official dignitaries, the MV Convent’s launch is viewed as a continuation of the group’s ongoing commitment to providing tailor-made, integrated solutions to its customers.

“In addition to this project, MM&L is currently part of a tender to operate the new Hamad port in Qatar, which will replace the existing Doha Port as the main commercial port in the country,” says Michel.

Alongside business expansion, MM&L has also focused on investing significantly in its facilities to streamline operations and throughput capacity, as Michel highlights: “Some examples of this include our investment of approximately three million Qatari riyals on plant and heavy lifting equipment to increase operational and reefer storage capacity, including reefer generators, leads and plugs. We also made substantial investments in hardware and software related to operational systems and the TOS, the latest initiative being the replacement of the existing VMT’s (vehicle mounted terminals) with Windows based tablets. Milaha has also made significant investments in equipment in both Doha and Mesaieed ports in the past year. In service of our recently-awarded product handling/ stevedoring contracts at Mesaieed with Qatar Steel, Qatalum and QVC, we invested approximately six million Qatari riyals, the bulk of which was for bulldozers, heavy forklifts and Bobcats.”

By maintaining a strong commitment to the vision of its parent company and finding new ways to

diversify its portfolio and expand business, MM&L is certain to become a globally recognised player in the shipping and maritime sector, as Michel concludes: “We have plans to grow organically and inorganically through the acquisition of new vessels, construction of new warehouses, launching new direct shipping services, and partnering with other companies in joint ventures to increase our footprint and help us better serve our

clients. This external growth wouldn’t be possible, however, without an internal optimisation of our operations to include cost management and investment in new technology.”

Milaha Maritime & Logistics www.milahaml.com • Part of Milaha Group – www.milaha.com • Launched first ever direct container service between Qatar and India • Strong performance in first six months of 2015

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Profile: NORDHAVN

The engine

experts

N

ordhavn is a specialised supplier of products, concepts and services for practically any diesel engine installation. The company prides itself on being a strong and reliable partner for clients all over the world, and it is represented in the Nordic countries, Eastern Europe, Western Europe, Turkey and Asia. For all of these locations, Nordhavn delivers the same, consistently high quality and the latest, technological advances.

Nordhavn offers its clients a range of options and its business is split into five areas – Marine, Industry, Offshore, Service and Spare Parts.

The marine side is where Nordhavn Marine & Offshore operates and this division can draw on years of experience in the maritime sector as a supplier of applications based on diesel engines, generator and emergency power systems. It can 70 - www.shipping-and-marine.com

deliver practically any type of solution from single components to complete systems and from standard products to tailor made specialised solutions.

Nordhavn Marine & Offshore’s product lines for maritime purposes cover the entire spectrum of products and services for all types of ships from small fishing boats to large super tankers. Its products – diesel engines, generator systems or complete propulsion packages for the marine segment – are characterised by a consistently high quality.

In addition, Nordhavn Marine & Offshore recognises that for many marine systems, class certificates are required. The division is able to manage this process for clients and offer classification in compliance with the specific requirements from the recognised society in question.

On the Industry side, Nordhavn’s industrial generator systems ensure a

reliable power supply for companies and organisations with safety-critical functions, where power failure can result in substantial financial loss or in worst case, loss of human lives.

Nordhavn delivers generator systems for main power and emergency power for a huge variety of applications, including heating plants, hospitals, banks, airports, refugee camps, building sites and dairies, but in reality it can cover virtually any need for power supply.

Nordhavn also delivers diesel engines for OEM purposes from some of the world’s leading brands, and it has the necessary skills to take part in the development of OEM products.

In the Offshore sector, Nordhavn is able to deliver complete generator systems for main and emergency power in offshore wind turbines.

These systems comply with the specific regulations appropriate to the sector concerning issues such as

safety, environment and the fact that the turbines are located at sea and can be difficult to access for long periods of time.

Customised solutions are often required with regards to size and shape, as there is only limited space available in turbines. This is where the company’s engineering and design department can help as it is always up for a challenge and will endeavour find the right solution.

Because turbines are inaccessible for what can be long periods of time due to weather conditions, Nordhavn has invented a system to prolong the intervals between service checks.

This allows for better operational reliability and reduces costs for visits to the turbines.

Having central surveillance of systems is a common request, and Nordhavn offers this possibility as well, combined with a customer specific service agreement when asked for.

Indeed, the Service offering from Nordhavn is available ‘round the clock, round the world’ and its dedication to this area means it can handle practically any service or maintenance job and is known for its problem solving capabilities.

The Service department prioritises what it knows is important to clients – efficiency, expertise and short response times. To enable it to be as responsive as possible, its service hotline is open 24/7 every day of the year, and it is staffed by competent employees with extensive technical insight.

When necessary, a technician is called to the client’s location and at the same time, and order for any spare parts needed is dispatched.

In this way, Nordhavn ensures the fastest, most efficient support in the market and can at the same time avoid unnecessary costs for multiple visits and downtime.

The Spare Parts referred to above are another offering from the organisation, and the Service and Spare Parts departments often work in conjunction with each other. For customers, Nordhavn’s Spare Parts expertise offers the reassurance of short delivery times on spare parts

for many major brands – all over the world.

It is clear from how Nordhavn organises its business that it understands what challenges clients are facing and strives to ensure that all its operations are conducted in such a way as to help customers solve these problems. As a result, it has gained a reputation for not only safety and reliability, but also the ability to deliver credible consulting based on extensive knowledge. Its employees are well-educated, very service minded and have many years of experience with engines and generator systems. It also operates one of the largest and most recognised test centres in the country.

As a result of this comprehensive coverage, Nordhavn continues to win impressive contracts with market leaders, and increase its profitability, both of which can only enhance its reputation going forward.

Nordhavn

www.nordhavn.dk • Expanding business in Turkey • Major new customer signed • Increased profitability

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Profile: V Ships USA Neil McNeil, Managaing Director

Opportunities for growth

O

riginally operating from a New York office, which was established in 1994, V Ships USA subsequently moved to Miami, before settling in Fort Lauderdale, at the heart of the maritime community. In fact, within the immediate area of the new premises are the busy cargo and passenger Terminals of Port Everglades together with the core of Classification Societies with organisations such as Lloyds Register, BV and ABS who are located not too far away.

This strategic relocation from New York has also naturally resulted in V Ships becoming more attractive for employees as it can provide a full suite of marine and technical management services such as marine travel, crewing, purchasing and vessel accounts from one location. Meanwhile, on a more personal level, it is within close proximity to good housing and schools.

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Management Services umbrella, V Ships USA is one of 18 ship management offices that are supported by the group’s Divisional Team in Glasgow. In total, 600 members of staff work across the globe to deliver ship management services to a wide range of cargo-carrying vessels, such as chemical and LPG/LNG tankers, bulk carriers and containerships as well as specialised vessel types. “The unique way we operate offers our clients a boutique ship management service in a time zone that is most suitable for them. For example, if an owner is based in New York but his vessels are in Singapore this is not a problem for us because we operate from a common platform that means all of our management and procurement services are standardised. No matter where our customers are based, they can expect the same level of service anywhere in the world,” says Managing Director of V Ships USA Neil McNeil.

He continues: “There are not too

many ship management companies that have a model like this; it is a way of working that is strengthened by our IT suite, ShipSure, a bestin-class system that interfaces with our procurement accounts and our crewing services and is also used by our CEO Clive Richardson. We have recently made a significant investment in order to upgrade this system to further enhance its capabilities.”

Since previously featuring in Shipping & Marine magazine in May 2014, V Ships USA has witnessed depressed market rates in the shipping sector, most notably with regards to bulk carriers, while also seeing more shipments and movement of oil cargoes in response to the drop in oil prices in 2014. “We are seeing a lot of activity in the tanker markets, while the dry bulk market remains depressed; this is putting pressure on the ship managers to provide cost savings so the ship owner can at least try and extract some profit

from voyages or time charters. This has been going on for quite some time now and we don’t expect to see a recovery until 2017 at least for the bulk market. Despite this, activity in the tanker sector has been relatively steady over the last few months,” says Neil. Despite the stagnation in the bulk market, V Ships USA has seen an increase in the number of vessels operating in South America in response to demand for dry bulk ships that are able to transport grain cargoes in the region.

In addition, due to the recent drop in the value of second hand tonnage the company has been active with savvy ship owners taking the opportunity to expand their fleets or to commence a start up company. “One of the V.Group in-house companies, SeaTec Inspection Services, specialises in pre-purchase vessel inspections.

Over the last 12 months we have seen a marked increase in the number of inspections we have undertaken, with approximately 25 vessels inspected on behalf of various existing clients or third parties through our office alone.

SeaTec provides a tremendous service as they have worldwide coverage in terms of inspectors. We can arrange an inspection through SeaTec almost anywhere in the world utilising a local resource. There is no need to fly someone from one continent to another for vessel inspections, which is also cost-effective as well as time efficient. Out of the 25 inspections we undertook, eight or nine purchases were made, so one man’s loss is another man’s gain as some companies may view this slow cycle as an opportunity,” highlights Neil.

With its reports renowned as among the finest in the world by its clients, SeaTec’s vessel inspections includes a suite of services such as

pre-purchase, condition inspections, pre and post finance, Flag state, Class Record, P&I inspections and scrap voyage assessments. Generally viewed as the most exhaustive inspection is the pre-purchase inspection report, which tends to last two days and results in the client receiving a high quality document that reflects the true condition of the vessel. This report, which includes pictures and video, is posted securely on the web so the client can view it from the office, home or elsewhere. Should clients

acquire the vessel, SeaTec will then provide them with an engineering and repair solution through using its own competent and qualified engineering and repairs team.

Although certain areas of the market are likely to remain depressed for the next few years, V Ships USA will remain focused on areas that offer opportunities for growth in line with market demand. Additionally, Neil sees potential to further strengthen the company’s capabilities through mergers or acquisitions over the coming years. “There is always the possibility to take advantage of a good business opportunity in many of the marine service areas,” he concludes.

V Ships USA

www.vships.com • Specialises in the full management of all vessel types • Strong global player • Conducts pre-purchase inspections

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Profile: PORT OF Constantza

Constant change T

ightly connected to the City of Constantza, the Port of Constantza’s history can be traced as far back as the 6th Century, when it operated as an emporium for Greek merchants and locals. Today known as the Eastern gate of Europe thanks to its location on the very Eastern part of Romania, the Port of Constantza is in its third year of privatisation while under the helm of NC Maritime Ports Administration SA Constantza; the organisation has taken the role of port authority for the Romanian Ports Constantza, Midi and Mangalia and, as such, aims to provide high quality and competitive services to the each of the ports’ customers. It also strives 74 - www.shipping-and-marine.com

to offer a developed transport infrastructure, security, safety and environmentally friendly port conditions, which will thus attract cargo traffic and further transform the port into a vital transit centre.

The key regular lines calling at the port are containers, cruise lines and ro-ro/ferries.

As one of the main distribution centres for the Central and Eastern European markets, the Port of Constantza is located at the crossroads of the trade routes linking landlocked countries to areas such as Transcaucasus, Central Asia and the Far East. Taking advantage of its enviable location, the port has developed excellent connections through the Corridor IV (rail and

road) and the Corridor VII – Danube (an inland waterway), to which it is linked by the Danube – Black Sea Canal. This is one of the main strengths of the port, as the Danube is one of the most advantageous modes of transport due to low costs and the high cargo volumes that can be carried. Additionally, the port also uses the Corridor IX (road), which passes through Bucharest.

On top of its enviable connections, the multi-purpose Port of Constantza offers many advantages to customers; these include modern facilities and sufficient water depths in the port basins, which enable it to accommodate the largest vessels as they pass through the Suez Canal.

It is also a hub for the container

traffic in the Black Sea, has strong connections with all modes of transport, land availability for future expansion and has been a Free Zone since 1st January 2007.

To further strengthen its strong reputation as the Eastern Gate of Europe, the port has undergone infrastructure developments over recent years; these include the completion of the northern breakwater, which was extended by 1050 metres. Valued at 616,101,412 lei, the project was undertaken to improve operating conditions by decreasing the waves agitation in the port aquatory, which would increase safety for vessels by ensuring the protection of port channels and minimising the

destructive effects of waves on port facilities. With work beginning on March 8th 2013, the completion of this project is anticipated to increase productivity at the port as 25 per cent of productivity decrease will be eliminated at the berths, while idle time during bad weather will be eliminated at the barges. The project will also further increase the reliability of the port’s operation schedule and open up opportunities for developments at the southern part of the port in the future. Moreover, it has led to the creation of 450 new jobs during the implementation phase and ten jobs during the phase of operation.

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Profile: PORT OF Constantza

DP World Constanta Constanta South Container Terminal SRL is DP World’s Romanian subsidiary company and started operations in 2004 as a brand new state-of-the-art facility located near the entrance to Constanta Port and enjoying excellent deep-draft access. DP World Constanta operates over of a total quay length of 1045 m. Combined with an excellent deep draught of minimum 14.5 m, DP World Constanta is able to accommodate and operate the largest capacity vessels entering the Black Sea and is proud to service the leading global shipping lines. The main advantage of using the Port of Constanta and thus DP World Constanta is represented by the fact that Constanta is the entry point to transport large volumes of containers far into Europe: fast, frequent, reliable and cost-efficient in the European hinterland. All kinds of transportation infrastructure are available: road, rail and trans-shipment facilities in the ports and in the hinterland.

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of the Danube-Black Sea Canal has recently been completed, resulting in the possibility of connecting the port of Constantza with the Bucharest – Constantza highway via the Constantza City bypass. This project has also created an alternative route through the building of an access road to the existing national road while also providing a direct link between the North and South areas of the port without transiting the town.

Valued at 191,797,112 lei, the project has resulted in the placing of the cable-stayed bridge, which boasts a total length of 360 metres. There are also viaducts of access to the bridge, such as a viaduct on the left bank with a length of 281.15 metres, which leads towards Constantza and has eight openings, and a viaduct on the right bank, which has a length of 262.42 metres and leads towards Agigea; this too has eight openings.

Both projects were financed through the Sectorial Operational Programme for Transport (SOP-T 2007-2013), from EU structural funds (85 per cent) and from the state budget (15 per cent).

Moving forward, the Port of Constantza’s operations are to be further enhanced as NC Maritime Ports Administration SA Constantza seeks further infrastructure developments that are anticipated to reach up to 918 million euros.

Although it is already entrenched in history, these ongoing improvements will ensure the port remains a vital hub for many years to come.

Port of Constantza

www.portofconstantza.com • In third year of privatisation • Undergone infrastructure developments over recent years • Further investments could equal up to 918 million euros

Shipping &MARINE

The magazine for maritime management

www.shipping-and-marine.co.uk

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

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