Shipping and Marine Issue 12 2013

ISSUE TWELVE 2013

Shipping &MARINE

The magazine for maritime management

A warm

front on the horizon The climate in the yacht sales market looks set to remain unsettled, but brokers are adjusting their techniques to adapt

bunker down

Cloud computing technologies will give bunker procurement specialists real-time access to data

taking control

Accurate cargo control systems are essential when dealing with high value cargos such as oil or chemicals

embracing efficiency

By utilising independent performance monitoring tools, ship operators can feel confident that they are saving energy

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Editor

ISSUE TWELVE 2013

www.shippingandmarine.co.uk

Here

Shipping &MARinE

ThE magazInE for marITImE managEmEnT

is the news I

A warm

front on the horizon The climate in the yacht sales market looks set to remain unsettled, but brokers are adjusting their techniques to adapt

bunker down

Cloud computing technologies will give bunker procurement specialists real-time access to data

taking control

Accurate cargo control systems are essential when dealing with high value cargos such as oil or chemicals

don’t usually refer to the news pages of Shipping and Marine in my Editor’s column as the feature articles somehow always seem to take precedent.

Therefore, I thought it was about time I highlighted all those little stories on pages 3, 4 and 5, plus the multitude of others that I receive every day and don’t have the space to publish. Those announcements of new contracts, technology, partnerships and products represent the lifeblood of the maritime industry and they should get more recognition.

So I salute all those companies who share their news with me, and I wish I could feature more of you. And if you’ve got a story to share, then don’t be shy – send it through!

embracing efficiency

by utilising independent performance monitoring tools, ship operators can feel confident that they are saving energy

I salute all those companies who share their news with me, and I wish I could feature more of you.

libbie@schofieldpublishing.co.uk

Schofield Publishing

Cringleford Business Centre, 10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K. Tel: +44 (0)1603 274130 Fax: +44 (0)1603 274131

www.shippingandmarine.co.uk. © 2013 Schofield Publishing Ltd

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BUSINESS DEVELOPMENT MANAGER

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Fleur Conway

Mark Cawston

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ART EDITOR

Editorial Researchers

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DESIGN

David Garner

Jenni Newman Jamie Elvin

Editor Libbie Hammond

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www.shippingandmarine.co.uk - 1

Contents FEATURES

PROFILES 22 Hong Lam Marine

6

24 Farstad Shipping Offshore Simulation Centre 27 Mainprize Offshore 30 Afai Southern Shipyard 32 Catapult Catamarans Marine Projects 34 STX Finland

3 News

36 Fjord Line

Updates and announcements from the shipping and maritime arena

38 Matre

6 A warm front on the horizon Sue Grant gives an overview on the current state of the yacht brokerage market

27

40 PORT OF SOUTHAMPTON 42 PD PORTS 44 Unigas International

9 A new start The first graduate from a Caithness Chamber of Commerce-led funding initiative has already secured a job in the industry

32

10 Bunker down The way bunker management and procurement currently takes place will almost certainly change thanks to ‘cloud computing’

12 Taking control Cargo control systems calculate the volume of stored and transferred cargo with high accuracy, as well as monitor a raft of other variables

14 Embracing efficiency Fuel efficiency is fast becoming the Holy Grail for the shipping industry, driven by both commercial and environmental factors

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40

News Launch of new actuators Seaway Powell Marine has announced it will be manufacturing and distributing a new range of Victory Series Actuators. Charlie Wilson, general manager at Seaway Powell, says: “We are delighted that we are now able to manufacture this technology, designed and developed

by American Actuators Inc, one of our group companies, from our factory in North Dorset. Seaway Powell has benefitted from the set-up of new assemblies and can now look forward to bringing these electro-mechanical actuators to the UK market. By manufacturing in-house in the UK, we can meet the demands of end users far quicker than ever before, and ensure better value for money.”

Specialised lifejackets delivered Leading Merseyside marine firm International Safety Products (ISP) is set to dispatch 1000 specially designed lifejackets to the Royal Netherlands Navy.

Bootle-based ISP is a world leading marine safety equipment specialist. It has already delivered 900 of the custom-made life preservers to the Dutch force and is now due to issue 1000 more as part of a three-year, 3000 lifejacket contract. The jackets are inflatable collar-style life preservers specially designed to be worn with a Molle system on tactical waistcoats.

ISP sales director Geoff Billington said: “We delivered a tailor made design to ensure the jackets met the needs of the Royal Netherlands Navy. This involved detailed work to allow the jackets to function when worn with military kit. The jackets also had to meet all the necessary safety standards and pass rigorous testing so it demanded that our technical team come up with some clever designs to bring everything together. The finished article is a bespoke product that meets all the requirements of the Dutch Navy and which is now being used widely within the force.”

Expansion reinforced The Panama Canal has increased its tugboat fleet with the arrival of the first two of 14 tugboats that will improve the waterway’s resources to offer a safer and more efficient service to the global shipping industry. These tugboats will strengthen the Canal’s capacity for the operation of the third set of locks.

“These new tugboats will allow the Panama Canal to continue offering a world-class service,” Panama Canal administrator Jorge L. Quiijano said.

“They will help us prepare to face the challenge of operating the new set of locks with the same efficiency.”

‘Cerro Itamut’ and ‘Cerro Picacho’ are part of the new fleet of 14 tractor tugs that will be arriving within the next 12 months from Spain. Astilleros Armon, S.A., a Spanish shipbuilding company, was awarded the contract in September 2011, after an open tender with the participation of 20 companies from different countries in South America, Europe and Asia.

Opportunity for US business DP World’s London Gateway, the UK’s new deep-sea port and Europe’s largest logistics park opening in Q4 this year, will prove that ports add value to the supply chain, delegates to the 11th annual 3PL Summit and Chief Supply Chain Officer Forum in Chicago were told on 20th June.

Peter Ward, London Gateway supply chain commercial manager, said: “London Gateway is overturning the traditional view that ports add cost, not value. We are reversing the trend – shortening supply chain time, distance and cost because our port is closer to the main manufacturing and consumer markets. Our state-of-the-art terminal will deliver new levels of efficiency, enabling greater supply chain reliability and predictability.”

Peter said: “The development of this logistics park – Europe’s largest – is a game-changing opportunity for shippers to redesign logistics networks to support doing business in today’s dynamic markets.”

Choppy waters A study into the profitability of the UK’s largest boat builders companies has revealed a widening gap between firms making outstanding profits and those losing money.

The latest Plimsoll Analysis found, that despite average profit rising to 2.6 per cent of sales, 166 of UK’s top 400 boat builders are now running at a loss – a finding that would lead you to believe the industry was suffering with chronic oversupply, rising costs and severe pricing issues. However, the same study has revealed 78 businesses are making record profits.

David Pattison, senior analyst at Plimsoll, said: “These businesses should act as benchmarks to the rest of the industry showing what can be achieved.”

David added: “The latest Plimsoll Analysis highlights that the industry is being split into two types of company and the gap between the rich and the poor is getting bigger and bigger. For the companies that are falling behind, they need to re-evaluate their strategy and retain profit in order to improve their financial strength.”

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Historic 50th anniversary

Recently, Imtech Marine and Furuno Electric Co. announced the 50th anniversary of their strategic partnership. To mark the occasion the two companies signed a three-year extension of most of their exclusive contracts and they agreed to explore to extend their co-operation to new opportunities worldwide.

Furuno, which was established in Japan in 1948, represents Imtech Marine’s oldest partner relationship. With the 50th anniversary celebrations taking place in Japan, Imtech Marine’s senior management met with the president of Furuno, Mr Yukio Furuno and Furuno’s senior management.

Eric van den Adel, managing director Imtech Marine, says: “The relationship with Furuno is very important to us, 50 years is a good part of an entire lifetime. We aim to provide our clients with reliable maritime services around the world and we aim to work with the best companies in the world to achieve that. Furuno is a strong brand and we value to be a long-term partner in several countries around the world. Furuno is a vital part of our portfolio. We not only sell, install and commission the equipment, we also consult and advise and we service the equipment around the globe.”

Rescue equipment supplied Ocean Safety has announced that the company has agreed a contract to supply two Port of London Authority (PLA) vessels with Dacon man overboard recovery equipment.

The Dacon products are to be supplied in July to the vessels - the Verifier, a 21 metre monohull and the Yantlet, a 15 metre catamaran. The Verifier will be supplied with a Dacon Rescue Scoop, a crane operated recovery system favoured by commercial vessels, which is a manoeuvrable rescue net normally stowed compactly against the bulwark or railing when not in use.

The Yantlet will carry the Dacon Rescue Frame, a smaller manually operated system of articulated glass webbing, which is also compactly stored. Both vessels are coded to operate up to 60 miles offshore, and undertake work on the Thames and for third parties around the UK. In both cases the recovery nets form a cradle in the water and can be positioned underneath the person in the water, giving full length body support, and reducing the possibility of injury aggravation, before being lifted clear of the water.

Ocean Safety is the exclusive UK distributor for Dacon AS in Norway, manufacturers of the maritime man overboard rescue equipment.

“We are confident in the quality of the Dacon products that Ocean Safety is supplying us,” comments John Dillon-Leetch, Deputy Port Hydrographer at the Port of London Authority.

“While underway our vessels have a number of different functions and that means we could be attending an incident of a person in the water in the Thames, if we are the nearest vessel. We therefore have to be equipped ready for an efficient casualty recovery, even if we are short handed, and the Dacon systems are designed to give maximum efficiency during these types of operation.”

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Scrubber system

Wärtsilä has been contracted by Norwegian cruise and ferry operator, Color Line, to retrofit four exhaust gas cleaning systems to the company’s ‘SuperSpeed 2’ Ro-pax ferry. The contract was signed in June and the installation is expected to be carried out during docking of the vessel in spring 2014.

The four separate Wärtsilä open loop scrubber systems will ensure the ship’s full compliance with the International Maritime Organization’s (IMO) MARPOL Annex VI regulations, and with EU Directive 2055/33/EC. Furthermore, there is an option to install the Wärtsilä system on three other Color Line vessels as well.

By significantly reducing the emissions of sulphur oxides (SOx) and particulates from the engines’ exhaust, the ‘SuperSpeed 2’ will be able to operate without restrictions in designated Emission Control Areas (ECAs).

Wärtsilä is the first manufacturer to have been awarded the IMO certificate for exhaust gas cleaning systems by the classification societies Det Norske Veritas and Germanischer Lloyd.

“We take environmental issues seriously. Since 2001, all Color Line ships have maintained an environmental balance sheet that details emissions to air, and discharges to water and harbours. We believe that the Wärtsilä exhaust gas cleaning systems will significantly enhance our efforts in striving for sustainable operations,” says Trond Klevidal, CEO Color Line.

New software installed UK based Marine Software Ltd has delivered marine planned maintenance, marine storekeeper and marine purchasing software packages to ship managers Euroship Services for its new build handysize Bulk Carrier vessels, ‘Lowlands Saguenay’ and ‘Lowlands Boreas’ (35,000 DWT).

Constructed at the Zhejiang East Coast Shipbuilding yard, these Cobelfret owned vessels will also be equipped with Marine Software’s integrated barcode package to assist with on-board spare parts management.

News $75,000 penalty for late reporting Inchcape Shipping Services (ISS), the world’s leading maritime services provider, is advising of foreign vessel casualty reporting requirements following a $75,000 penalty assessment by the US Coast Guard against a cargo vessel for failure to immediately report a marine casualty.

The regulations require immediate notification of reportable casualties to the US Coast Guard (USCG), with a subsequent written notification on ‘Report of Marine Accident, Injury or Death’ form CG-2692 within five days. The USCG penalised vessel had experienced a failure of its main engine and had not reported the casualty for more than ten hours.

Under the requirements, foreign vessels have to report casualties that occur in the navigable waters of the US (12 NM from baseline), its territories or possessions, or whenever an accident involves a US vessel. US vessels also have to meet the regulations.

Further regulations also advise that foreign vessels carrying oil in bulk as cargo, or as cargo residue may have to report certain casualties that occur in waters subject to US jurisdiction, including Exclusive Economic Zone (see 46 USC 6101(d)2). Also foreign vessels are subject to the same penalties for failure to report.

100 million euro expansion The largest harbour in Denmark expanded when the Port of Esbjerg’s new Østhavn (East Harbour) opened on Friday 21 June. The 650,000 square metre expansion of the harbour consolidates Esbjerg’s position as the leading North Sea port for the wind turbine industry and increases its potential to develop and grow other business areas.

Esbjerg is the EnergyMetropolis of Denmark, and has recently been nominated to become a member city of the exclusive World Energy City Partnership.

Representatives from the wind turbine industry will be the first to move into the new area, which features facilities specially designed for testing, pre-assembly and shipping of offshore wind turbines. Yet the Østhavn is also designed to accommodate the needs of the oil and gas industry, as well as trailer (ro-ro) and container operators.

“Handling offshore wind turbine traffic has become more and more demanding with respect to infrastructure and harbour facilities. Our new Østhavn is big enough for even the largest of wind turbines. Having that capacity is crucial in the ever-more competitive market for offshore wind projects,” said port director Ole Ingrisch.

New website launched

Sherwin-Williams Protective & Marine Coatings, a specialist industrial coatings supplier, is launching its new website to the Europe, the Middle East and Africa (EMEA) region. With enhanced functionality and technical content, including market sector insights and detailed product information, the website can be found at http://protectiveemea.sherwin-williams.com/.

Offering customers a bank of information, including product track records, case studies and technical white papers, extensive product literature is at hand to give detailed, specific guidance on the application and use of products in the SherwinWilliams portfolio. Specifiers and coatings applicators can also access the online paint calculator to help ensure a more efficient application, saving both costs and time.

“Following the recent acquisition of coatings supplier Leighs Paints, Sherwin-Williams has expanded its product portfolio and is looking to grow its presence in markets across EMEA. The new website is pivotal in establishing ourselves in these key areas, providing effective solutions for customers in the fire protection, oil and gas, marine and construction industries,” comments Nick Ball, marketing director EMEA at Sherwin-Williams. “We hope that by providing a truly in-depth online resource, customers can access up-to-date, relevant information that forms part of our partnership approach. The new website is designed to complement the in-house and onthe-ground technical support available at Sherwin-Williams.” www.shippingandmarine.co.uk - 5

yacht brokerAGE

A warm

front

on the horizon Sue Grant gives an overview on the current state of the yacht brokerage market

who

B

erthon operate in the mid sector of the yacht brokerage market, selling cruising yachts, motor yachts and performance (racing) yachts from 30’ to 120’. We also distribute new yachts in this segment and from our offices in the UK, the south of France and the east coast of the USA, we have been able to navigate the choppy yacht brokerage waters that have suffered gale force gusts since 2008.

The market across the board contracted pretty quickly as the recession hit, with canny businessmen getting out quickly but we also have had to hold the hands of those who were stubborn enough to ignore our advice. No one ‘needs’ a yacht and therefore

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discretionary purchases always feel the cold wind of turndown quickly and this has driven real prices down significantly over that period. Berthon have long been known to promote the adage that the first bid is generally the best bid and this is true even more so in bad times.

Leading up to 2007, the market was fuelled to an extent by easy finance particularly on new yachts, which simply wasn’t sustainable – as demand fell, and brokerage yacht prices fell, those who had purchased on 80 per cent funding with balloon payments were in a particularly unhappy place. New build yards are now building a much smaller number of yachts (down

two thirds of pre-recession turnover) and where possible have adapted their business models to deal with the new normality.

But despite difficult trading conditions, yacht builders in many cases have raised their game considerably in terms of design and build techniques in order to appeal to a difficult market. However, many have fallen by the wayside and most of the venture capital purchases made between 2005-8 did not end well with companies massively over geared and deathly declining demand. Huge losses were made by some – Goldmans with Bavaria for example, but those in it for the long run such as LVMH recently buying Princess and Chinese interest in Sunseeker bode well for the industry.

Currency shift has been another problem. Yachts are infinitely portable and therefore they are more affected by currency movement than many other products. Internet search is by far the most common way for yachtsmen to find a second hand new yacht and when the US$ falls by say ten per cent - the Swan 48 listed by Berthon’s Rhode Island office becomes more attractive.

Although her sister ship in its south of France office is priced in euros, if her owner is serious about selling a similar percentage drop in price is necessary. Thus, the market will take the yacht in the weakest currency as being the price-setter for the class. This has been a real problem as currency has moved over the period and we see a number of yachts sitting on the market as this happens particularly in the eurozone as the euro continues to defy gravity.

It has also been important to acknowledge the massive shift in the buying habits of yachtsmen. Most of them are spending more time at the office so they are time poor. Therefore they don’t necessarily need such an elaborate yacht and some of them

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YACHT BROKERAGE

have sold or mothballed their yachts completely waiting for more leisure time. Alternatively they are buying something modest that is easy on the pocket and which is more appropriate for the time that they now have to play.

In addition, it has been important to look at who is buying yachts in our segment in a geographical sense.

Clearly, in areas like southern Europe sales are few and far between and are not interesting for yacht brokers, but those with sound economics with strong currencies like Norway, Australia and New Zealand are important, if small, markets. The new markets in Asia are also relatively small and much infrastructure will be needed to enable them to scale significantly.

However, even though they are yacht builders themselves, we expect a rapid demand spike when the time comes, particularly as Far East indigenous populations tend to want new branded marques rather than second hand.

For us, the American market is ‘where it’s at’ and it started to pull out of the brokerage market doldrums in 2012 when we saw a 100 per cent uplift in turnover.

Despite a slow start to 2013, we are now set fair for this year and continuing expansion of this market we believe, will be a key feature for the overall market in the coming years.

Although many yacht manufacturers have become more efficient, in order to attract the small numbers of buyers that everyone is chasing, we have seen a lot of discounting across the board. This has subsequently affected the prices of brokerage yachts and yacht owners have had to accept that prices over the period have fallen between 30 per cent and 40 per cent. This is, I am afraid, simply the cost of yachting.

Whilst most ‘deals’ were cleaned up early on in the recession, buyers with yachts wanting to trade up are beginning to realise that a low price for their yacht means they can purchase a bigger boat also at a good price. Accordingly, whilst we don’t see the end of the tunnel, we think that it might be able to see a very faint light a long way away. In some cases, yacht asking prices will continue to fall to meet the new reality of selling price. However, we don’t see genuine selling prices falling too much further as a result of owners feeling that their yacht is worth more to them afloat and being used by their family than sold for a pup. As a result we encourage these yachtsmen to go sailing and enjoy their yacht and to take her off the market. At least in this way they have some fun from the yacht, which is of course her prime purpose. When sellers consistently refuse low bids, the business knows the market is reaching somewhere near the nadir, barring Armageddon!

Some prices have found their level and it is these markets, which are buoyant. Those that are not will see yachts that are likely to remain on the market indefinitely if their owners do not accept the new landscape, ‘the new normal’ as the City types refer to current trading conditions.

At Berthon, with no debt, strong positive cash flow and solid sales teams in place, we look forward to continuing to raise our game in terms of marketing and the levels of service offered, as will our colleagues in an industry which is delivering much more to its

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client base than it did up until 2008. It still takes at least two and sometimes three goes to get a yacht signed sealed and delivered, but that is what a professional firm will do. The days of one-week deals are very much a distant memory and whilst we predict that the market climate in our segment will remain rather unsettled through the balance of 2013, a warm front may be on its way although we do not expect to see the benefit of this until at least 2015. Stability will drive the market better but let’s hope the central bankers and politicians do not collude to create another bubble.

Rain and shine can we can cope with, but blizzards and heat waves should be avoided at all cost. v

Sue Grant

Sue Grant is the managing director of the sales division of the Berthon Group – Berthon International. Selling around 200 yachts a year, Berthon International has a team of 20 sales professionals in the UK, France and the USA. The company releases an annual Market Report, which comments and reviews the brokerage market.

For further information visit: www.berthon.co.uk, email: brokers@berthon.co.uk or call: +44 1590 679 222.

training

A new

TUC Pier

start

Former Dounreay employee lands ROV pilot technician job with Fugro

T

he first graduate to come through the Fort Williambased subsea training facility, The Underwater Centre, as a result of a Caithness Chamber of Commerce-led funding initiative has already secured a job in the industry.

Kevin Macleod (30), of Caithness, who was working as an instrument technician with Johnson Controls at Dounreay until recently, has been taken on as an apprentice ROV pilot technician with Fugro, one of the world’s largest ROV operators.

He completed the three week ROV Pilot Technician course at The Underwater Centre after receiving funding as part of the ‘Make the Right Connections’ project, which aims to help find jobs for those affected by the decommissioning of the Dounreay nuclear facility.

The scheme is being led by Caithness Chamber of Commerce and is jointly funded by the European Social Fund (ESF), the Nuclear Decommissioning Authority (NDA), Dounreay Site Restoration Ltd (DSRL) and Skills Development Scotland (SDS), to help assist local individuals and businesses to make the transition into new and emerging jobs and markets, boosting skills and retaining jobs in the local area.

Kevin has now started his new role at Fugro and is hoping to return to The Underwater Centre for further training. He said: “With the rundown and decommissioning of the Dounreay Nuclear Site and the offshore energy sector on the way up, it seemed like a natural progression for me to pursue a career which would involve some of the skills which I had learned in my time working at Dounreay.

“The training offered at The Underwater Centre was of a very high standard and I hope that my time spent there will help me in my new career. My new role at Fugro is as a trainee ROV pilot technician and my planned career progression is to work my way up from this role to supervisor depending on opportunities within the company.

“Moving from the nuclear industry into the oil and gas sector was Kevin MacLeod, graduate a big decision as it is a

completely new role, but I am hopeful that I can adapt to the new scope of work and make the most of this opportunity.”

Fugro and The Underwater Centre have a long-standing partnership in place and more than 200 Fugro employees have been sent to the Centre for ROV pilot and technician training since 2007.

Steve Ham, The Underwater Centre general manager, added: “The Dounreay Nuclear Site has been an incredibly important employer in the area and the ongoing decommissioning will lead to a lot of skilled personnel looking for alternative careers.

“The funding which is being made available for re-training will come as a welcome bonus for many who may not have had the financial backing to make it possible otherwise.

“Kevin is a great example of how this type of scheme is working, having already started in his new job in the industry as a result of the training provided here at The Underwater Centre.”

A second Dounreay worker, Charles Angus, also recently trained at The Underwater Centre and is hoping to follow in the footsteps of Kevin and pursue a career in the subsea sector.

Trudy Morris, chief executive of Caithness Chamber of Commerce, added: “This programme is a great example of private and public sector partnership delivering real results on the ground.

“The programme is helping to secure jobs, assisting new business start-ups and business diversification and enabling the transition of individuals into new jobs and careers as demonstrated here.” v

The Underwater Centre

The Underwater Centre offers industry-leading training for those interested in pursuing a career as an ROV pilot technician. The seven-week, Premium ROV Course and three-week, ROV Pilot Technician Course provide students with a solid grounding to help them gain work in the ROV industry.

With accommodation and additional classrooms based at the landward end of the pier, The Underwater Centre is set up to provide its students with the skills and experience needed to succeed in their new careers. For further information visit: www.theunderwatercentre.com.

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CLOUD COMPUTING

Bunker

down Navigate your way towards fuel cost savings. By Jean-Hervé Jenn

T

he way bunker management and procurement currently takes place will almost certainly change in the next few years because of the trend towards ‘cloud computing’. Jean-Hervé Jenn, CEO, Inatech believes cloud computing technologies will give bunker procurement specialists real-time access to pricing data and ship location as well as route information, all of which can help improve the procurement process and ultimately result in savings of between three and five per cent of a fleet’s bunkering budget, an estimate built up using a proof-of-concept evaluation on realworld shipping data.

In the wake of the global economic crisis, competition is fierce in the world of shipping and with bunkering being one of the biggest tickets in the business, sometimes reaching 60 per cent of an operating budget, saving even a small percentage can represent a huge advantage.

Engaging effectively in the $180 billion market for bunker fuel is far from simple. A typical fleet of 500 ships will submit around 20 fuelling requests per day to its global bunker purchasing team of ten people. These experts have the role of keeping fuel costs down to a minimum while taking many variables into account.

Price and availability of different grades and blends of bunker fuel varies widely, with port prices being set by local supply and demand. Ships passing through on longer voyages can be stung by an unusually high price for a blend that its crew can find cheaper at their home port.

It’s often the case that it might be worth holding off for a lower

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price elsewhere, stocking up on enough to travel between the two, cutting speed to conserve fuel or making the most of fuel tank capacity by stocking up where the prices are lowest.

But, with ship crews lacking the big picture, they can overlook ways to minimise the annual bunkering bill. This means missing the opportunity to make the most of low prices or barge pump availability and capacity.

A deeper insight Conventionally, computer spreadsheets and paper-based systems have formed the backbone of bunker procurement but these demand manual updating and are prone to human error.

The advent of cloud-based computing is ushering in a new era, with the latest specialist cloud-based services providing a feed of live and accurate pricing data to procurement teams, who can calculate margins and make the best deals based on ship location and route.

By analysing the bigger picture, setting out a bunkering plan and taking control of bunkering procurement, cloud-based bunker planning promises a way for shipping companies to make significant savings.

What cloud computing offers to the shipping world Freeing up businesses from the cost and complexity of purchasing and maintaining IT systems and databases, cloud computing represents a move towards businesses subscribing to services as and when they’re needed.

‘‘

Bunker procurement is one area that is well suited to the cloud. Designed to integrate with other shipping management systems, it can be scaled to meet the growing and changing demands of a fleet as its operation evolves

There’s no need to purchase a server or a new licence when storage space can be rented in a data centre and the same applies to specialist software solutions, to which a company can subscribe in its effort to source competitive intelligence.

The trend means that businesses are moving away from software being an item for major capital expenditure (CAPEX) to operational expenditure (OPEX), requiring far simpler internal approval and sign-off procedures.

Bunker procurement is one area that is well suited to the cloud.

Designed to integrate with other shipping management systems, it can be scaled to meet the growing and changing demands of a fleet as its operation evolves. Changes to the size of the fleet, bunker procurement and changes to operating routes can all be accommodated. A user-friendly and intuitive interface usually helps to access, monitor and analyse huge volumes of rapidly changing data with a simple interface to inform decision-making.

Savings built up from real data So how can a fleet save between two and five per cent of its bunkering budget? For a vessel that consumes 75 tons of fuel a day at a cost of $625 per ton, the ship’s operator will need to stretch to $12.7 million annually to keep the vessel fuelled. Using real-world shipping data, a three-step process can streamline bunker procurement, making significant financial savings.

Firstly, a systematic workflow tool avoids last minute purchases that force the operator’s hand in fuel purchasing.

Secondly, an in-built ‘best buy’ process will support fuel-

purchasing negotiations. Lastly, the process integrates operations and claims handling to ensure accuracy of data about both quality and quantity of fuel.

Using these steps and predicting the ship’s route while taking fuel consumption, availability and price trends between ports into account, it’s possible to make a saving of $40 (or more) per ton of fuel, equivalent to from $250k to $630k per vessel annually.

But it’s vital to have buy-in from the very top echelons of management to ensure that the entire fleet understands why fuel procurement is so important and follows its lead in keeping operating costs to a minimum. During these tough times, smart bunker procurement may well represent the competitive edge that CEOs are seeking. v

Jean Hervé Jenn

Jean Hervé Jenn is CEO of Inatech, a leading global provider of intelligent cloud-enabled and on-premise consulting, enterprise resource planning services and marine solutions.

Inatech’s modular portfolio of IT and ERP products complements its vast experience of successfully managing Oracle and Microsoft implementations. Clients benefit from an international delivery model that promotes the competitive edge needed to thrive in today’s dynamic markets. For further information, visit: www.inatech.com.

www.shippingandmarine.co.uk - 11

cargo control systems Standard UTS in production

Taking

control W Sven Egelund Rasmussen talks to Libbie Hammond about cargo control systems

hen dealing with high value cargos such as oil or chemicals, it is crucial that exact amounts are transferred to vessels for transportation. This is where a cargo control system comes in – this technology will calculate the volume of stored and transferred cargo with high accuracy, as well as monitor a raft of other variables at the same time.

API Marine is a leading provider of cargo control technology, and managing director Sven Egelund Rasmussen noted that this market has seen some changes in recent years: “Just like in all areas of the maritime industry, marine equipment manufacturers have, across the globe, been slowing down,” he said. “This is affected and influenced by the general downturn in the market - with less new buildings on order in the last few years. As a consequence several operators and manufacturers within the cargo control systems sector have merged with other marine companies to take advantage of synergies and less operational costs or been acquired by the bigger corporations in the business.”

API Marine’s cargo control system for oil and chemical tankers is called TSS/Cargo, and

Tank gauging device

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it is designed for monitoring all types of oil, oil products and chemicals in the cargo tanks and provides remote monitoring of the various parameters in the cargo and slop tanks. The solution’s measurement accuracy is based on the use of high-precision GLF (Guided Low Frequency wave) technology, level, temperature and pressure measurement instruments combined in one deck sensor with digital output – this allows a reduction in deck cabling.

Information from the sensors is transmitted to the cargo computer MasterLoad, where loading, strength, and stability are calculated on-line, and safety of operation parameters in the current loading condition is controlled.

Sven continued with some details about where API is seeing areas of increased demand for this type of cargo control system: “Three major areas can be singled out in regards to our increased business activity,” he noted. “Firstly API Marine has managed to become a key supplier of complete cargo control and alarm systems for the renewal of a rather large fleet of river-sea tankers, operating in Russia. The API Marine overfill alarm system, taking signals from special ultrasonic sensors, and operating with no moving parts and consequently resulting in less maintenance cost, has been installed in several existing ships as retrofit, replacing more maintenance costly older system types, which were based on simple floating devices. Low temperature level switches developed especially for the LNG/LPG market, is another area that has contributed greatly to the overall results of API Marine, following an increased demand for storage and transportation of liquefied gas worldwide.”

The Russian contract Sven mentioned was actually one of API Marine’s most notable, as he explained: “This was a large order of fully integrated automation systems for a series of over 30 river-sea tankers. These were constructed in different shipyards in Russia and Ukraine and have had on-going scheduled deliveries running since 2011.”

He continued with details of other contracts: “Another noteworthy deal was in the offshore segment, where we, together with our Russian sister-company Valcom, won a contract for the supply of an integrated automation system with over 5000 input/ output signals for the most advanced Russian icebreaker and a scientific research vessel ever built. The API Marine system was delivered to the customer and successfully commissioned in August 2012.”

He continued: “Similar contracts have been concluded with

different Turkish shipyards, and we have supplied our complete automation systems to nearly 15 chemical and bunker tankers since 2010.”

The Russian and Chinese markets have been attracting the attention of European maritime companies recently, but Sven noted that API Marine has been giving this area its attention for some time, which is reflected in the contracts mentioned above: “We have been giving special attention to the fast growing and expanding market for sea-river transportation,” he said. “We have also managed to increase our market share in the Turkish shipyard industry – mainly within specialised tankers. Another growth area within the gas carrier segment are the markets in China and Korea, which are also a strategic focus area for API Marine.”

Indeed, Sven believes that the demand for LNG/LPG will increase dramatically in the years to come, and therefore the requirement for new LNG/LPG vessels will follow this trend.

“In view of this, the market for specialised equipment for operating in liquefied gas will increase,” he added. “API Marine sensors have already proven to be attractive within this industry segment with an uptrend in the business activity and a further increase is expected.”

API Marine’s cargo control system for LPG carriers is called TSS/Cargo LPG and is based on the GLF technology mentioned previously. This system has no moving parts in the cargo tanks or deck containers and provides ship owners with stable and accurate measurements of liquefied gas level (+/–2 mm), the possibility of level measurement of stratification of different gases (e.g. nitrogen/butane) and the possibility of bending the waveguide to avoid obstacles inside the cargo tank or deck container. It also offers overflow protection and temperature measurement capabilities.

Alongside these new areas of business, Sven also highlighted another trend that is benefitting API Marine – cost reduction.

“Although the marine industry is recognised for a certain level of conservatism, there is an obvious trend in the direction of replacement sensors, which are based on technologies requiring less maintenance cost,” he said. “There is a clear focus on overall cost reduction among shipping companies and this is where our acoustic type sensors have been noticed, as they are designed with no moving parts and thereby eliminate the need for spare parts.

This in its turn results in less maintenance costs, which is a key issue for shipping companies.”

Furthermore, API is also benefitting from the rising attention maritime companies are giving environmental issues: “A special spotlight in this regard will be on the transition from traditional fuel to LNG being used as fuel,” he said. “This is a very positive development in the industry in general and for our business in particular, as our core competence lies within specialised sensors for LNG applications, where conventional solutions fall short.” v

API Marine

Ultrasonic tank switch

Tank level alarm

API Marine was established with the aim of bringing cutting-edge measurement technology for cargo control systems into the 21st century and has brought sensors and systems with exceptional accuracy and reliability to the market. API Marine supplies sensors and systems for virtually all types of ships – however with a special focus on product oil & chemical tankers, LPG/LNG carriers and offshore installations, including specialised supply vessels.

For further information, visit: www.api-marine.com.

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vessel PERFORMANCE

Embracing

efficiency But you can’t manage what you can’t measure!

F

uel efficiency is fast becoming the Holy Grail for the shipping industry, driven by both commercial and environmental factors. The continuing rise in fuel costs and the recent introduction of new guidelines from the International Maritime Organization’s (IMO) has meant that fuel efficiency remains top of Han Wensink mind for ship owners, operators and charterers. Despite the fact that there are now thousands of energy saving initiatives around the world, all of which claim to help deliver fuel efficiencies, the industry still remains sceptical – the big question is, why?

Han Wensink, managing director of BMT ARGOSS, a subsidiary of BMT Group, believes the only

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way this cynicism can be eradicated is by introducing effective measurement of vessel performance. By utilising independent, performance monitoring tools, ship owners, operators and charterers can feel confident that the energy savings which are being claimed are indeed valid and real tangible improvements can be made to operational efficiency. Only then will the industry start to embrace these initiatives and realise their true potential.

The monitoring, measurement and reporting of CO2 emissions is set to be the cornerstone of tomorrow’s shipping industry in its efforts to positively contribute towards the climate change challenges we face today. Indeed, the industry is already responding with the recent introduction of the IMO’s Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) guidelines. Couple this with rising fuel costs and the assessment of fuel consumption is fast becoming an integral part of ship owners, operators and

charterers’ operational strategies.

To secure market share, suppliers are now clambering over themselves to provide a multitude of initiatives such as energy saving devices (ESDs) to help the shipping industry save on its fuel costs. From inexpensive and simple solutions through to multimillion pound investments, these initiatives can include air lubrication systems, flettner rotors, integrated propulsion systems and weather route optimisation.

Implementing these various ESDs can, according to suppliers, result in net savings of anything between one and ten per cent – but if you aren’t measuring their performance, how are you able to demonstrate their effectiveness? Equally, if you decide to bring together a multitude of these devices in order to enhance the potential net savings to more than 50 per cent, how can you be sure that the combination of these initiatives isn’t in fact, counteracting against one another, with the net effect worse than intended?

This is the situation that many owners and operators are now finding themselves in and it is quickly leading to scepticism and reluctance to change. Some owners believe that delivering fuel efficiency is not an exact science. Indeed, it’s true to say that in all science, there is always going to be a level of uncertainty therefore, developing approaches to cope with those uncertainties is paramount so that new technologies can be embraced. For example, automated landing systems within the aviation industry still have to deal with a level of uncertainty, but it hasn’t hampered the adoption of these systems which have the ability to take into account the motions, speed and surrounding environmental conditions of the plane.

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

shaft torque meter, GPS, speed log, ECDIS and fuel flow meters.

However, despite there being similar forms of measurement in the industry, what they fail to do is integrate with the associated environmental conditions. Any measurements must fully align with sophisticated metocean data. Sailing a vessel in conditions where there are no waves or currents for example, could possibly mean much less consumption of fuel than that of a vessel travelling under more ferocious forcing conditions such as high winds. Measuring the vessel parameters without taking into account the forcing environmental conditions that the vessel experiences throughout its voyage will not give you a true indicator of the ship’s actual performance.

The shipping industry is entering into a new era and over the next five years owners and charterers will need to recognise that effective measurement of vessel performance is vital to reaping the long term benefits of their energy saving initiatives. Technology supplier organisations must also realise the need to quantify their claims in order to secure the trust of their customers – this can only be achieved through an independent approach. Only then will the industry begin to embrace the technologies available and deliver improved operational efficiency. To measure is to know, to know is to understand and to understand is to improve. v

BMT ARGOSS

BMT ARGOSS is a consulting company monitoring, analysing and forecasting environmental conditions with a focus on providing innovative meteorological and oceanographic solutions to the offshore, shipping, coastal and harbour sectors. The organisation’s unique ship manoeuvring simulation and ship performance monitoring services are integrated with its metocean data. Using inhouse resources and expertise on metocean conditions, ocean & atmospheric modelling, meteorology, remote sensing and data assimilation, it supports numerous projects and operations around the world.

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

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kelly bros solar signs ltd

sign of

success Kelly Brothers Solar Signs provides the highest quality products, backed up with the best of aftercare service

K

elly Brothers Solar Signs Ltd is the market leader in the UK for solar powered variable message signs (VMS). It has been in the VMS market for over eight years and really believes in the product it supplies, giving the best customer service and aftercare in the industry to all of its customers.

The company has successfully introduced three new VMS products to the UK market recently. The first is the ‘Solar Tech’ ‘MB4’, a smaller version of its proven range of VMS, specially designed for urban areas. With its compact footprint and small, but very high quality 19mm display (capable of up to four lines of text with up to 24 characters per line) this model can be sited in areas previously inaccessible to trailer mounted variable message signs.

Secondly, Kelly Brother’s newest product to hit the market is a state-of-the-art colour VMS, which can display graphics and text in five colours (red, green, blue, white and amber) and has an unusually long battery life for this type of sign. Although the use of colour text is not yet permitted on the highway, the company’s colour VMS is perfect for promotions, advertising and events with the ability to import company logos and other graphics - giving a stunning visual impact.

Finally, the ‘Agile Display’ fixed VMS can be solar or mains powered and are available in many sizes and configurations, built to customers’ specific requirements. They have the same high quality 19mm signboard as the MB4, allowing excellent graphics to be displayed. All three new sign types can be programmed remotely via the internet and smartphones.

Kelly Brothers Solar Signs is the largest supplier of agile signs in the world. It covers all types of road works, from utility and resurfacing to emergency call outs for burst water mains.

The company also has a vast amount of experience in the events industry, stretching from all of the major music festivals to the major running and sporting events, air shows, horse trials and motor racing events. It even had a VMS in the Big Brother House and used its VMS for the latest James Bond film whilst on location in London.

Furthermore, Kelly Brother’s manufacturer is a family-run business that is passionate about its products. v

For more information please visit: www.kelly-bros.com or call 01454 312675

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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.

l Hong Lam Marine l Farstad Shipping Offshore Simulation Centre l Mainprize Offshore l Afai Southern Shipyard l Catapult Catamarans Marine Projects l STX Finland l Fjord Line l Matre l PORT OF SOUTHAMPTON l PD PORTS l Unigas International

FOREWORD

Taking the

initiative The MPA is very actively supporting environmentally friendly shipping, and its green initiative highlights the Authority’s dedication to this area

who

T

he Maritime and Port Authority of Singapore (MPA) was established on 2 February 1996, with the mission to develop Singapore as a premier global hub port and international maritime centre (IMC), and to advance and safeguard Singapore’s strategic maritime interests. MPA is the driving force behind Singapore’s port and maritime development, taking on the roles of Port Authority, Port Regulator, Port Planner, IMC Champion, and National Maritime Representative. MPA partners the industry and other agencies to enhance safety, security and environmental protection in its port waters, facilitates port operations and growth, expands the cluster of maritime ancillary services, and promotes maritime R&D and manpower development.

A spokesperson from the MPA gave some background on why the Authority feels so strongly about the environmental side of shipping: “Today, shipping remains by far the most efficient form of cargo transport. It carries more than 90 per cent of world trade but contributes only about three per cent to the global carbon dioxide emission. One key challenge confronting the maritime industry today is balancing economic growth with the need to protect our marine environment.

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“As a major hub port and a coastal state along a very busy waterway, Singapore has substantive interests in protecting the marine environment and ensuring that shipping is environmentally responsible.

“In the international arena, Singapore has been a strong supporter of the International Maritime Organization’s (or IMO) efforts to address greenhouse gas emissions by shipping. We are party to all the annexes of the International Convention for the Prevention of Pollution from Ships (MARPOL).

‘Sustainable’ or ‘Green’ shipping has also become an inescapable part of industry practice. Shipowners and port operators are progressively pursuing measures to reduce SOx, NOx, and greenhouse gas and particulate matter from their operations. Some lines have switched to low sulphur fuel for port calls; others are at the cutting edge of fuel efficiency in ship design.”

All of this activity led to the Maritime Singapore Green Initiative, which was launched in 2011 during the Singapore Maritime Week 2011. “This was designed to encourage companies who are ready or thinking about undertaking environmentally-friendly shipping practices above and beyond what is IMO-mandated. MPA committed up to S$100 million over five years, from July 2011, in

Singapore commercial port. It is the world’s busiest port in terms of total shipping tonnage, it transships a fifth of the world shipping containers

the Maritime Singapore Green Initiative. This initiative underscores Singapore’s commitment as a responsible flag, and port state to clean and green shipping.”

The Maritime Singapore Green Initiative is a comprehensive initiative, which focuses on three areas. First, the ‘Green Ship Programme’ will recognise Singapore-flagged ships that adopt energy efficient ship designs exceeding IMO’s requirements. These ships will enjoy a 50 per cent reduction of their Initial Registration Fees and a 20 per cent rebate on their Annual Tonnage Tax. Second, the ‘Green Port Programme’ will target ships calling at the Port of Singapore who use approved abatement technologies or burn low-sulphur fuel above MARPOL standards within the port.

These can qualify for a 15 per cent reduction in port dues.

Third, the ‘Green Technology Programme’ will co-fund early adoption of new green technologies by local maritime companies.

MPA will set aside S$25 million from the Maritime Innovation and Technology Fund (or MINT Fund) for this purpose in the first instance. If the take up is good, it is prepared to consider another tranche of S$25 million.

Since 2011, the Maritime Singapore Green Initiative has seen several enhancements. Speaking at the Singapore International

Maritime Awards during Singapore Maritime Week on 11 April 2013, Mr Lui Tuck Yew, Minister for Transport, announced the change: “The Green Ship Programme will be expanded to recognise Singapore-flagged ships that adopt approved SOx scrubber technology, which go beyond the International Maritime Organization’s (IMO) emission requirements. This comprises a 25 per cent reduction of their Initial Registration Fees and a 20 per cent rebate on their Annual Tonnage Tax. This is in addition to the current 50 per cent reduction on Initial Registration Fees and 20 per cent rebate on Annual Tonnage Tax for ships that exceed the IMO’s Energy Efficiency Design Index. Singapore-flagged ships which adopt both energy efficient ship designs and approved SOx scrubber technology that exceeds IMO’s requirements will enjoy 75 per cent reduction of their Initial Registration Fees and 50 per cent rebate on their Annual Tonnage Tax,” he said. “Under the Green Port Programme, the port dues reduction for oceangoing vessels that burn clean fuels or use approved abatement technology throughout their entire stay in the Port of Singapore will be increased from 15 per cent to 25 per cent. A new tier of port dues reduction of 15 per cent will be introduced for ocean-going vessels that burn clean fuels or use approved abatement technology only while at berth. The grant limit under the Green Technology Programme will be increased from S$2 million to S$3 million for qualifying projects that can achieve more than ten per cent reduction in emission levels.”

The enhancements to the Green Ship Programme, Green Port Programme and the Green Technology Programme will come into effect on 1st July 2013.

The MPA has been very encouraged by the support it has seen for the Maritime Singapore Green Initiative. As of end April 2013, 57 Singapore-flagged ships have been recognised as Green Ships under the Green Ship Programme, 1259 vessel calls have enjoyed port dues concessions under the Green Port Programme and $11.8 million of co-funding have been approved under the Green Technology Programme.

Maritime Singapore Green Pledge As part of the Maritime Singapore Green Initiative, MPA also organised the inaugural Maritime Singapore Green Pledge signing ceremony on 12 April 2011. Through the Green Pledge, MPA wants to encourage the maritime industry to come forward and play an active role in promoting clean and green shipping in Singapore.

The green pledge is a voluntary commitment for companies to promote and support clean and green shipping.

“We are heartened by the continued support for the Maritime Singapore Green Pledge,” concluded the MPA spokesman. “To date, 40 companies have signed up and we look forward to more companies coming forward and joining them.” v For further details of the MPA, the Maritime Singapore Green Initiative and the Green Pledge, please visit: www.mpa.gov.sg.

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Leading the field I

ncorporated in 1981, Hong Lam Marine is now one of the most established bunker craft operators in Singapore. It aims to be at the forefront of the bunkering industry with newer and better tankers equipped with more advanced technology than the competition, and it has a resolute commitment to provide an outstanding level of service to customers.

Lim Han, executive director and head of harbour operations and crewing, explained that the company operates a fleet of 38 tankers with a total tonnage of 316,132 DWT. “We have two fleets – an ocean going fleet and a harbour fleet,” he said. “The ocean fleet consists of product tankers and chemical tankers trading mainly between the east of Suez up to the Far East, while the harbour fleet operates mainly in Singapore with vessels also operating in Fujairah, Jebel Ali, Malaysia and Australia.”

“Our harbour vessels are separated into three groups: bunkering, lub oil and jet fuel. These vessels inherently have different designs to suit the different types of operations. So for example, the lub oil barges have six separate pumps and dedicated lines to specific tanks as we carry different grades of lub oils on board and they

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cannot be mixed.

“The jet fuel barges and the bunker barges are pretty much similar with the exception that the jet fuel barges have tanks that are dedicated to jet fuel and nothing else.”

He continued: “All our harbour barges are purpose designed with the capability to go alongside another vessel quickly and safely. This is done through the use of bow thrusters and also a twin-screw design.”

There is also a new build programme underway at Hong Lam Marine, with eight vessels already having been delivered, and two more due in 2013. “There is a very interesting basis to this investment,” said Han. “Our CE, Mr Lim, has a vision for us to be a ‘green’ company, and this will be done through the use of technology and a system that allows us to reduce our carbon footprint.

“So with our new build vessels, we have adopted the diesel electric model for operations in the harbour, and these are the first diesel electric bunkering vessels in the world. We have only two main generators on board as compared to two main engines and two generators on board a conventional vessel. We have designed our vessel to be single screw, allowing a better hull form and

thus giving less resistance and better water flow to the propeller. We have also fitted a high flap rudder for better manoeuvrability since we do not have a twin screw.

“With this new design, we will only require one generator at any point of time, whether that is during movement or during a bunkering operation.

We have also fitted a harbour generator, which is basically a smaller genset that is used when the vessel is in the loading terminal or idling at the anchorage.

“All these technologies have been put together for the main purpose of saving fuel - based on estimates we can save up to 25 per cent in fuel and that directly reduces our carbon footprint.”

Hong Lam Marine is also the first company in Singapore to fit a mass flow meter (MFM) on board its vessels and to get it officially approved by the Maritime Port Authority of Singapore (MPA). “With the use of the MFM, we are able to reduce the amount of time a vessel spends bunkering as there is no need for the receiving vessel to sound every tank before and after the bunkering operation.

This in turn can increase the turn around time for the vessel. With the MFM, the delivery of bunker is also very accurate thus reducing the number of complaints from the customers,” explained Han.

Profile: Hong Lam Marine

Hong Lam Marine is also a signatory on the MPA’s Green Pledge, which proves its commitment to promote and support clean and green shipping in Singapore.

Looking to the future, the environmentally friendly technology Hong Lam Marine has already implemented should give it an advantage in the market. “The pressure to reduce the industry’s carbon footprint means there will be a requirement for more fuel efficient vessels and alternative energy sources, solar energy, wind, electrical energy generated onshore or LNG are being explored,” said Han. “There are many possibilities out there, but I would say that LNG would be the most relevant to us as ship bunkers. This will not come into play too soon as the infrastructure for LNG is still evolving, but it is something that we will be exploring in the years to come.” v

Hong Lam Marine www.honglam.com.sg • Main business is focused on safety and owning and operating vessels • Meeting customers’ needs is top priority • Dedicated safety team operates throughout the company

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Training for the

future

Offshore vessel bridge simulator

T

he Farstad Shipping Offshore Simulation Centre (FSOSC) is the first offshore specific simulation centre in Australia and the largest integrated centre of its kind in the world. Featuring the latest in simulator technology and embracing contemporary teaching methods, it is striving to be a recognised leader in the training and skills development of offshore personnel and crews.

Although FSOSC is located in Australia, the simulation centre’s roots were established in Norway, at Farstad Shipping’s office in Aalesund. “There was a collaboration between Farstad Shipping, Rolls Royce Marine, the University of Aalesund and Marintek,” highlighted Jeff Knight, FSOSC’s general

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manager. “Those companies came together in 2004 and built a company called OSC, which was put together to develop offshore simulators. A simulator was developed in the University of Aalesund and they started delivering anchor-handling programmes back in about 2004-2005. Because of the successful outcomes of that training centre, Farstad Shipping made the decision to build another simulator centre in Australia.”

Australia was chosen as the company was experiencing large growth in the country – today nearly 50 per cent of its fleet operates there and it has around 700 employees. “We started building our 20 million dollar facilities here in early 2011 and we started operating at the end of the same year,” added Jeff. “At

that point we were delivering anchor handling training, accredited dynamic positioning (DP) induction and DP simulator courses. Over the last 12 to 18 months we have gone through the process of developing a lot of new courses, which range from induction courses for sea farers, to advanced courses like winch operator training and anchor handling team training.”

Although wholly owned by Farstad Shipping, FSOSC is also a commercial entity that trains people from all areas of the industry. “I would say that’s a key area for us,” said Jeff. “We don’t want to just increase the training and competency of Farstad Shipping crews but rather that of the whole trading offshore region.”

FSOSC also works in a training partnership

Profile: Farstad Shipping Offshore Simulation Centre

DP instructor Andy Rogers controlling the simulation from the instructor station

DP Position reference system trainers

Anchor handling in the offshore vessel simulator

Rolls Royce Icon DP advanced trainer

with Kongsberg Maritime, because as Jeff highlights, this enables the organisation to deliver the best outcomes: “We use a Kongsberg Maritime instructor to deliver the technical aspects – this means we can deliver the greatest possible training using resources from within both Farstad and Kongsberg.”

This Kongsberg course is just one part of a portfolio of options that FSOSC offers, and some courses can be customised to meet client’s needs. “For example, we recently did some work in Malaysia for a customer that wanted a verification of competence for winch operators. In this case we provided work place verification, which entailed an experienced, professional winch operator staying onboard the vessel and carrying out an assessment

on the winch operators onboard their ship,” described Jeff.

FSOSC also has a strong focus on team training. “We really believe that the overall confidence of the whole team is just as important as individual skills and knowledge, so we do focus on that in many of our courses,” said Jeff. “It is important that people know and understand each other.

“Also through simulation we are able to put people in different, unfamiliar situations, so we can put the engineer on deck or the captain in the engine room. This helps them gain an appreciation of the other roles onboard and that helps to strengthen the understanding of how the team works in the bigger picture.”

Looking to the future, Jeff believes that the

offshore training industry is still in its infancy and FSOSC is at the very beginning of what will grow to become a major market: “There are maybe ten or 12 specific offshore training centres around the world and at the moment we are probably focusing on the same skills and knowledge but in a different way.

“I think what we will see over time is the industry coming together and having some standardised, transferable offshore training courses available. This will mean that whoever you work for, you can have confidence that the training you receive at one company is valid and recognised in another company.”

To this end, FSOSC is focusing its attention on industry standards, and gaining recognition for its training courses. “That is really the next

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Profile: Farstad Shipping Offshore Simulation Centre

Offshore crane simulator

Guidance Navigation Guidance Navigation are the world’s leading supplier of laser and microwave position measurement technology for DP systems. Farstad recognised the need for product specific training to compliment which was not included in traditional NI approved training classes. The Farstad fleet has an increasing number of CyScan laser sensors and Farstad were a pioneer in adopting Guidance’s classroom operator training package.

The Guidance training package allows the instructor to simultaneously and interactively teach multiple ‘students’ the basic principles of operating a CyScan MK4 laser. The instructor can reproduce common real-world operational scenarios and demonstrate how, with correct set-up, a user can overcome problems that other laser systems suffer from, e.g. false targets from high visibility clothing, and/or target tracking robustness during significant vessel pitch and roll in high sea states.

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Offshore vessel engine control room step for us, to get the training we are offering here to become a standard in offshore and normal practice across the industry,” said Jeff. “We do already have Nautical Institute accreditation for our DP training courses, and we have recently received Australian accreditation for our offshore crane operated training courses as well.”

Although the number of courses and centres offering them continues to grow, Jeff also believes the offshore industry has been overlooked when it comes to training opportunities and an overall mindset change is now beginning to happen. “There is quite a high risk in offshore operations both to crews and vessels and I think the industry is now starting to recognise these issues. We all appreciate there are training requirements but it is seen as an expense as opposed to a benefit. So we need to get the industry to consider instead the cost of not training people. I think this is something that needs to be focused on.” v

Farstad Shipping Offshore Simulation Centre www.farstadsimulation.com • World-class simulator training facility • Training courses offered at a range of levels • Focusing on recognised accreditation standards

Profile: Mainprize Offshore

Setting the

E

standard

stablished in 1979, Mainprize Offshore Limited, known as Mainprize Trawling Co Ltd until 2011, has operated in the North Sea for more than 30 years, gaining extensive experience in the offshore oil, gas and renewable industry. Through operating a reliable, professional and transparent service the company has developed a strong reputation within the offshore industry, as Bob Mainprize, managing director of Mainprize Offshore Ltd elaborates: “My wife and I took over the company ten years ago when we purchased it from my father, who started Mainprize Trawling as a full-time fisherman. Since then we have focused more on the quality and safety side of the business and expanded into offshore energy, wind and renewables. Today we are known as a company that can’t be beaten for complying to stringent regulations within the oil and gas industry, which is one of the reasons we have developed long-standing relationships with our customers.” Consistently dedicated to offering its customers mutual respect, professionalism,

efficiency, safety, quality of service and flexibility, Mainprize Offshore has ensured a high customer return rate.

Following a reduction in fishing quotas, Mainprize Offshore expanded into offshore oil operations, initially guarding pipelines and cables before undertaking a wide range of impact assessment surveys for offshore wind farm sites and pre lay grapnel operations, prior to laying subsea cables. “We have spread our wings and ensured we can offer a variety of services with our multi-purpose vessel, the Maggie M. She will do anything from pipeline, subsea cable and asset guard, to seismic survey support, research, grab sampling and environmental work. She can even do bird and traffic surveys, as well as pre lay grapnel operations and debris recovery and bathymetric surveys,” enthuses Bob. Specialising in wind farm chartering, crew transfers and surveying, Mainprize Offshore currently has a fleet of five vessels, with two custom made catamarans on order from Buckie Shipyard priced at well over £2 million each as part of a £6 million investment plan. Dedicated

to quality, innovation and flexibility, the company took the time to research a large amount of vessels already on the market as well as vessels being constructed to find a gap in the market.

The two 25 metre vessels, named MO1 and MO2 to symbolise the firm’s change of name and increased focus on the offshore industry, have been painstakingly designed to be truly multipurpose and also remove issues found on other ships, as Bob explains: “We spent days and days shaving 500 millimetres here and 300 millimetres there, that’s how exact the design of this vessel is. The DAMEN 2610 is the nearest comparable design – they can carry 12 tonnes of fuel, while we can carry 36 tonnes, she can carry 15 tonnes of cargo, we can carry 40 tonnes; she has 90 square metres of deck space and we have 150 square metres of deck space. The results are clear to see, we are nearly 50 per cent bigger in every aspect to our nearest comparison.”

As crew comfort becomes an increasing focus in the oil and gas industry, Mainprize Offshore has maintained a balance between deck space and the layout of the vessel to ensure innovation,

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Profile: Mainprize Offshore map Marine Propulsion Automation Ltd (MAP) develops custom monitoring and control systems primarily for the marine industry, for yachts, workboats and ferries. It works in close partnership with Boening to provide innovative and cutting edge automation technology as well as Kwant Controls, the market leaders in propulsion. MAP is able to communicate with the most complex engine and gearbox systems, jet drives and navigation equipment through to simple lighting systems, supplying full monitoring and control of these products. Customisation options are available, and all designs and products are built to DNV classification standard.

NIBS For this new WFSV 24m, MAINPRIZE Offshore put its trust in NIBS France to provide a foam filled fendering system according to new DNV rules. After a complete study, including compression tests, NIBS France chose to use a fender with a 900 x 700mm section, to be set up on this boat. First real tests will be performed on wind turbine, soon.

comfort and above all, safety. “If you have a deck space that is cluttered and dangerous, crew comforts aren’t going to be much use,” says Bob. “With this in mind we came up with a balance to offer a spacious, airy cabin and a lounge/meeting/ dining room, as well as some comfy seating areas and the usual Wi-Fi, Sky TV and gaming consoles. We’ve had several clients look around the vessels, their jaws have dropped and the feedback we have received is fantastic.”

Furthermore, with a focus on Round Three wind farms, the company has added a medical room to ensure fast treatment to personnel when assistance is far away. “We can provide the facility through supplying all medical equipment and a web cam that can link to shore side doctors,” adds Bob. These ground breaking new designs have the ability to change operations quickly, enabling the site to cover a range of activities such as diving, survey, recovery, salvage, emergency response, towing, oil pollution and cargo, with one single vessel. Moreover, the vessel can fit two 20-foot containers on its deck, and still retain 100 squared metres of space to enable other operations to continue safely. Moreover, the vessel is supported by a large amount of sturdiness in the symmetrical and asymmetrical design of the hull, which eradicates slamming and its engine room has been fitted with DNV class insulation, giving 30 minute burn time and a reduction in noise. “Crew comfort and the design has been a huge challenge, however the vessel’s hull design, staggered chines and hydrofoil support, on top of her physical size, will result in a soft ride,” says Bob. “Unconventional to a wind farm vessel, we have also situated the crew cabin forward and away from the engines and are expecting huge noise and vibration reductions from this, indications are very encouraging.”

With the MO1 due August 2013, and MO2 June 2014, Mainprize Offshore is excited to

provide clients with maximum flexibility and prove the credentials of its state-of-the-art vessels in the near future. “We’ve been getting some fantastic reviews and have been compared to liquid gold, plus another said we are ‘setting the standard’.

We always focus on quality and flexibility, which is why we should be the last vessel on site and the first back on!” concludes Bob. v

Mainprize Offshore Limited www.mainprizeoffshore.co.uk • Seismic survey, wind farm support and survey operations • Currently implementing a £6 million build plan • Has five vessels, with two new-builds on the way

Teknicraft Design Following major success with its catamaran designs for passenger ferry, survey, research and offshore supply applications, Teknicraft has teamed up with Mainprize Offshore to design a truly versatile catamaran to serve their multi-role market.

The vessel will be able to transport containerised or palleted cargo, personnel to wind turbines, and up to 30 tonnes of fuel. Fitted with Teknicraft’s adjustable hydrofoil system, it will be able to cruise at up to 30 kn speed.

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Pioneers in

aluminium

L

ocated on the western side of the Panyu Bridge of the South China Expressway of Guangzhou, China, and the south bank of the Pearl River main channel, Afai Southern Shipyard (Panyu Guangzhou) Ltd is the largest-scale and most advanced manufacturer of aluminium ships at present in China or even southeast Asia.

As Wu Mingyi, general manager explained, the yard was founded in 1992, and its main business is researching, designing and building high performance aluminium alloy ships, of not longer than 120m. “We hold a leading position in the domestic market of aluminium alloy fast ferries, public vessels and professional rescue vessels,” he said. “The Afai Southern Shipyard brand is

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held in high repute throughout the world, and it is the sole brand for aluminium alloy high speed vessels built and exported in China.”

Working with a variety of clients, the main customers who return time and again to use Afai Southern Shipyard’s services are the Damen Shipyards Group, the Rescue & Salvage Bureau of the Ministry of Transport and Shenzhen clients.

The Rescue and Salvage Bureau of the Ministry of Transport has undertaken several contracts with Afai Southern Shipyard and the yard successfully delivered three coastal fast rescue vessels in 2006, and is at present is building three more. “These vessels are full aluminium wave-piercing catamarans, with an overall length of 49.9m, beam of 13.1m and depth of 4.5m,” described Wu. “They are propelled by twin engines and twin water jets, have a large deck area, fine navigability, high speeds and excellent manoeuvrability.”

He continued with more details of significant projects: “In September 2012 we signed construction contracts for two 40m aluminium high speed catamaran ferries with a Shenzhen client. This vessel is a new ship variety and a breakthrough in the

design of ships for passenger transportation in the Pearl River Delta Region. By using an innovative design by CoCo Yachts Holland B.V., the fuel consumption of this ship will be ten per cent lower than the existing vessels under operation. The two ferries will be delivered in the first quarter of 2014.”

Afai Southern Shipyard also recently won a $110 million contract with the state government of Rio de Janeiro, Brazil, as Wu described: “In order to handle increasing passenger flows on public water routes, and solve the issue of transporting people on an ageing fleet, as well as meeting the demands of visitors coming from all over the world to Rio De Janeiro during the World Cup in 2014 and Olympic Games in 2016, the State of Rio De Janeiro organised an international public bidding for new ships. By closely cooperating with our agent DPX Management Company Limited, and the excellent design of our joint venture partner CoCo Yachts Holland B.V., as well as first-class construction quality and reasonable price, after fierce competition between contenders from 22 countries, we won the government-purchasing contract.”

This project establishes Afai Southern Shipyard’s strongly rising status in the international aluminium shipbuilding field, and represents a rare and significant development in the field of full aluminium vessel projects worldwide.

Profile: Afai Southern Shipyard

Exceptional quality standards were one of the reasons Afai Southern Shipyard was awarded this contract, and an internal audit carried out in April 2012 proved how deep this dedication runs throughout the business: “During the reviewing process, the review teams found our safety, environmental, occupational health and safety management systems were all running as they should and are suitable, sufficient and effective,” said Wu. “Furthermore, every department is required to learn by example, adopt the corresponding corrective and preventive measures, and constantly improve the company’s management systems.”

It is thanks to this kind of attention to detail that Afai Southern Shipyard was awarded the ‘Safety Health Cup’ in 2012 for best unit. “This competition was held by the Federation of Trade Unions and the Administration of Safety Work for Panyu District, Guangzhou,” said Wu. “Our trade union organised all the staff to properly implement the regulations and rules of safety in production.

After a site inspection and assessment by the District Administration of Safety Work, we were awarded the title of Winning Unit.”

Following a successful 2012 and first half of 2013, Afai Southern Shipyard is using the rest of this year to complete the vessels that it has contracts for and maintain its exemplary service record. Wu noted that having weathered a few tough years during the economic crisis, the yard now has a full order book and sees opportunities ahead. “We are now more well known in the aluminium shipbuilding field, so a lot of ship owners want to build vessels in our yard,” he said. “The challenge is to improve quality, efficiency and delivery in order to create the best products in the shortest time for clients.”

He added: “We also want to enlarge our production capacity, so there are new work sheds being constructed, plus in the next three to five years, we would like to join in the offshore market and build high value-added aluminium offshore supply vessels.”

These are not Afai Southern Shipyard’s only ambitions though. In 2012 the business

invested and established a ship design company in Holland, to match European technology, and to enter into the international market for designing and constructing high-end aluminium alloy yachts. “We have already built two small yachts called Le Petit Bateau XL for Coco Yachts,” concluded Wu. “Even though they were very small boats, we built them to superyacht standards, because we treated the project as a ‘rehearsal’ for building full size yachts.” Given the yard’s success in the other areas it has entered, it

looks set to take the yacht market by storm in the near future. v

Afai Southern Shipyard www.afaisouth.com • Manufacturer of aluminium vessels • Branching out into yacht market • Dedication to high quality

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Problem

C

solvers

atapult Catamarans Marine Projects is a family-run business, which manufactures high performance, fine entry power catamarans with island wheelhouse, all moulded in maintenance free GRP. The vessels have excellent power to weight ratio, giving a fast cruising speed with superb sea keeping and fuel economy.

Steve Guyan is the founder and MD of the company, and he noted that since Catapult was last featured in Shipping and Marine, it has seen a continued strong demand for its vessels, as well as worked on a large number of new contracts.

“We have also made some changes to our workshop by installing our own slipway, which enables us to launch our own vessels as well as pull customer vessels requiring maintenance and upgrades into the shed. We have also

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taken over the unit next door and expanded sideways to give us more workshop area, so we have about 12,000 sq feet now in total, but more expansion is planned for the future,” he said.

He continued with some additional details about the new vessels the company has developed: “We have built a class five and six passenger vessel, which was a first for us. This was a 55 seater for the Seabird Centre in Leith, Scotland, and we have built two hotel transfer boats for a Swedish client.

“At the moment we are also developing a new, smaller model catamaran, and that can come in nine metres, down to seven metres. It has an asymmetrical hull as that makes it faster and more efficient, and we are targeting the survey and smaller charter fishing markets with that. It’s going to be called the Catapult Blade, as it will be sharp and to the point!”

Steve also noted that Catapult is now gaining

a lot of business from the survey vessel sector: “We are currently building a boat for Fugro, the biggest survey company in the world and also have a boat in build for Sonardyne, another survey company in the UK, and another for Castle Charters.

“One of the areas we can add value to survey vessels is through the equipment installation, because we test the systems with customers and make sure that everything is sited in the most optimum position. When you are dealing with under water transducer heads, you have to make sure the data they collect is as clean as possible and not affected by water flows and so on. We can also ensure they’re located to give them the optimum scan angle and range. This can increase efficiency to such an extent that the same size area can be scanned in one track instead of two.

“We can custom build these transducers into

Profile: Catapult Catamarans Marine Projects

A lot of these rules are written for bigger boats and we were building a relatively small one, so some of the rules just weren’t achievable.

This meant we had to apply for one off exemptions and put forward alternative solutions. We went through the process and created a great vessel, but all of those procedures the vessels as well, which is especially useful as they are very valuable, but can be knocked off the vessel during surveys. Historically these items were fastened to poles by webbing straps and literally lowered into the water for a scan, but now we can offer the option of building these into the vessel, and they can be hydraulically lowered into the water for use, and then at the touch of a button can be retracted again for fast travel between sites. This is much more efficient for clients and also has safety implications.”

From talking to Steve, it is clear that Catapult Catamarans has evolved into something more complicated than a simple ship builder and he agreed that this was the case, to such an extent that he’s even changed the company’s name: “We are now known as Catapult Catamarans Marine Projects because of the development work we are doing with bigger clients,” he said.

He also added some details of another service Catapult provides: “We have a spares department, and we are known for tracking down parts for older ships where owners can’t find that one essential component they need to keep an otherwise good boat running. Using our networking we can usually pull various bits together and create a kit and send it out to them, anywhere in the world.”

In fact, diversification is something Steve is keen on, but the amount of bureaucracy involved does make it a slow process. “When we created our passenger ferry last year, we went through MCA accreditation, we are also certified

by Seafish and the Irish Marine Department but every new market we enter requires more paperwork.”

He continued: “The passenger vessel especially did take a lot of time on the paperwork side, but we worked with the MCA very closely on type approvals, because when a vessel is built to a full class society specification, everything on that vessel must conform to class.

do take time.”

Thanks to its dedication and willingness to create just the right vessel, Catapult has a full order book for the rest of 2013, and Steve noted that although they are various sizes and destined for different uses, the overall approach will be the same. “What we really do is solve problems,” he said. “Clients come to us with a challenge, we go through it with them and learn how they

are trying to work the vessel, so that we can understand their requirements, and then we can create a solution that makes their job easier, and fulfils their needs.

“So we design everything with the customer, they send their drawing guys down, we work on ideas together and go back to the drawing board until we all agree on what we will build. This really creates a team between the client and us, and by adopting a real partnership approach it all comes together in the end and many customers order second and third vessels!” v

Catapult Catamarans Marine Projects www.catapultcatamarans.co.uk • Now has a team of 18 full time staff • Continued plans for expansion • Problem solving approach to vessel creation

www.shippingandmarine.co.uk - 33

Maantielautta Stella

SA Agulhas

S

RV Mirabilis Starboard

Yards ahead

TX Finland Oy operates three shipyards in Finland: Turku shipyard, Rauma shipyard and Arctech Helsinki Shipyard, of which STX Finland owns 50 per cent. Each yard has its own areas of specialism, so for example, the Turku Shipyard is an experienced builder of cruise ships and other technically demanding specialised ships and offshore units; the Rauma Shipyard is known for ferries, research vessels, naval ships and multipurpose vessels; and finally, the shipyard in Helsinki specialises in ice-breaking and ice-going offshore and Arctic vessels.

The company is part of the international STX Europe Group, and also has its own subsidiaries - Aker Arctic Technology Oy, STX Finland Cabins Oy, Shipbuilding Completion Oy and ENG´n´D Oy. STX Finland was last featured in Shipping and Marine in November 2012, when Toivo Ilvonen from Rauma Shipyard noted that he believed the outlook for the shipping market was improving and the number of enquiries the company was receiving was rising.

This fact is borne out by the success the yards have seen since that magazine was published. At the end of November 2012, STX Finland Oy’s Rauma Shipyard celebrated the naming of the double-ended ferry Stella, built for and delivered to Suomen Lauttaliikenne Oy (Finferries).

The environmentally friendly vessel will operate in Turku archipelago, Finland, on the Korppoo – Houtskari route, the length and challenging ice conditions of which will set special requirements on the vessel’s performance. Particular attention has been paid to the ferry’s energy efficiency and safety. “The design, procurement and building processes at the STX Finland’s Rauma Shipyard have proceeded according to plans, and the co-operation with the customer, authorities and co-

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Baltic Queen

operation partners has gone very smoothly. We are very satisfied to be able to deliver this ferry, representing the cutting edge of shipbuilding in this vessel type, to Finferries and the residents of the Turku archipelago," commented Toivo.

STX Finland’s Turku Shipyard also saw progress in November 2012, when TUI Cruises confirmed the order of a second cruise ship from the facility. The sophisticated and highly innovative GT 99,300 cruise ship will be approximately 294 metres long and approximately 36 metres wide.

The ship will have 1250 staterooms, serve 2500 passengers and have a crew of 1000 people. The cruise ship will have many environmentally friendly features, with a particular emphasis on the vessel’s energy efficiency.

Furthermore, new developments have begun at Rauma, which Toivo had discussed in 2012 as part of STX’s approach going forward.

“An important aspect of STX Finland’s strategy will be to move further into the offshore business,” he said. “By adding a greater repertoire of platform supply vessels or windfarm support vessels to our portfolio alongside our existing business we will be adding two legs more to our business, making it more stable. This, along with ongoing research into environmental technologies, is the future of STX Finland.”

True to his ambitions, in February 2013 Toivo was able to witness the laying of the keel of an offshore patrol vessel at Rauma. Scheduled for delivery in November 2013, the 96 metres long and 17 metres wide vessel is technically highly advanced, using the latest technologies and environmentally friendly innovations in accordance with the Government decision-in-principle on sustainable public procurement. The vessel is equipped with machinery using liquefied natural gas (LNG) and diesel

Profile: STX Finland

as fuel. The requirements of energy efficiency and safe operation of the vessel in different accident situations have been taken more extensively into account in the design of the ship than earlier.

The vessel is being built for the Finnish Border Guard, but in addition to border safety and frontier supervision missions, the offshore patrol vessel can also be used for maritime search and rescue, military national defence and various underwater assignments both independently and in collaboration with other authorities. The vessel will also feature substantial oil destruction capacity with important meaning for the maritime oil destruction capability of Finland and the Baltic Sea region. The Finnish Environment Institute has been closely involved in the design process of the vessel.

Speaking at the keel laying ceremony, Toivo noted the significance of this vessel: “Today, we have reached an important milestone in the production of the offshore patrol vessel. Now it is time to begin the assembly of the ship’s hull, and thus the ship will gradually find its final form by the end of July. This order by the Finnish Border Guard is extremely important for the Rauma shipyard, as it combines the shipyard’s Arctic, environmentally friendly and technological competences. This vessel has a direct influence on employment by providing approximately 450 man-years of labour.”

As work on the border patrol vessel nears its end, the Rauma yard can focus more attention on another new contract, signed as recently as June 2013. Moving back into its traditional area of ferries, this deal

is for the conversion of the cruise ferry MS Bergensfjord. The ship will undergo extensive interior changes, whereby several cabin areas will be converted to public spaces, a tax-free shop, cafeteria and the restaurant areas are to be increased significantly. As Timo Suistio, EVP & CMO of STX Finland Oy commented, this is a noteworthy agreement for the yard: “The signed contract is a proof of STX Finland’s strong position as a builder of large passenger ships and demanding conversion projects,” he said.

As extra proof of this, on 3rd July STX Finland announced a LOI of two newbuildings for Scandlines. “The ferries will be double ended and construction, which will allow them to be used on the route Puttgarden (Germany) - Rødby (Denmark) as well. Each ferry will have a capacity of 1300 passengers and 72 trucks or 382 cars. The ferries will be operating on environmental friendly LNG instead of traditional heavy fuel, thus reducing CO2 emissions significantly,” said Toivo, who is presently SVP Newbuilding projects in STX Finland Oy. v

STX Finland www.stxeurope.com • All three yards have vessels on order • Subsidiaries have wide range of functions • Turku yard constructed the world’s biggest cruise ships

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A strong

connection

F

jord Line is a modern shipping company offering safe and comfortable transport between Norway and the rest of Europe.

It operates the passenger ferry MS Bergensfjord, which sails between Bergen, Stavanger and Hirtshals, and the high speed catamaran HSC Fjord Cat on the express line between Kristiansund and Hirtshals in the summer season.

As well as passenger traffic, Fjord Line carries commercial vehicles and goods handled by its cargo departments in Norway and Denmark.

The company was founded in 1993 and in June of the same year started operating MS Bergen between Norway and Denmark on the Bergen-Egersund-Hanstholm route. In 1998, Fjord Line acquired the England Line from Color Line along with a vessel that was renamed MS Jupiter. With this route calling at BergenHaugesund-Stavanger-Newcastle, Fjord Line became the only provider of international cruise and cargo transport from western Norway, which sparked strong growth for the company.

In 2003 a new vessel MS Fjord Norway was christened, increasing Fjord Line’s capacity significantly and therefore contributing to rising traveller numbers. However in 2005 the company faced major challenges due to stiff competition in the market, which led to the sale of the Jupiter and Fjord Norway vessels in 2006, along with the England Line.

A change in ownership in 2007 has since revived Fjord Line’s fortunes beginning with the company’s merger with Master Ferries in 2008, which saw the acquisition of the HSC Fjord Cat. In the same year the MS Bergen returned to the business and was renamed MS Bergensfjord.

The company stopped calling in the ports of Egersund, Haugesund, and Hanstholm and instead focused its efforts on the BergenStavanger-Hirtshals and KristiansundHirtshals routes it operates today.

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Looking toward the future, Fjord Line has ordered two brand new modern cruise ferries from Bergen Group Fosen. Once both have entered service the company will be able to offer daily departures throughout the year between

Bergen, Stavanger and Hirtshals, and Hirtshals and Langesund.

The first of these vessels, the MS Stavangerfjord, has already been delivered and will begin operating shortly following successful sea trial tests. Fjord Line is now getting ready to receive the second, MS Bergenfjord, as Ingvald

MS Stavangerfjord

Profile: Fjord Line

Farday, CEO of the Fjord Line Group, notes: “This ship is identical to MS Stavangerfjord and will sail the same route. The main extra preparation for this is the training of new staff. These vessels will usher in a new era for ferry traffic between Norway and continental Europe.”

Each of the two ships has a length of 170 metres, and is perfectly designed to withstand North Sea waves in order to provide passengers with a comfortable and stable voyage. This design was put together by Bergen Group Ship Design and Bergen Group Fosen, alongside architect Finn Falkum Hansen. Vessel capacity

consists of 1500 passengers, with 306 cabins and space for 600 cars, trucks and general cargo. Furthermore, each ferry will be furnished with a variety of restaurants, cafes and bars, a large duty free shops, and well-equipped conference facilities.

Notably both vessels were commissioned to operate on liquefied natural gas (LNG) making them the first international LNG fuelled passenger vessels in operation. This is partly due to cost efficiencies and reduction of environmental impact, but also in anticipation of new emission regulations as of 2015.

“Whilst other shipping companies base their natural gas operations on ‘dual fuel engines’, Fjord Line is going one step further by using a single LNG engine to reduce emissions and protect the environment,” describes Ingvald.

“Installation of the motors and other technical equipment needed to power the ships with natural gas will extend the construction period,” he concedes. “However, going with natural gas from day one will mean that we can avoid taking the ships out of operation for three months when the new emission standards come into force in 2015. We will then achieve the regularity that we have been working toward without a long service interruption in 2014.”

The arrival of the two new vessels on the Bergen-Stavanger-Hirtshals route means that the existing MS Bergenfjord vessel will be taken out of service on this line as of 23rd December 2013.

It will then undergo four months of conversion and upgrade work before it begins sailing on Fjord Line’s newly launched route between Sandefjord, Norway, and Strømstad, Sweden in May 2014.

They also form an important part of Fjord Line’s forward plans as Ingvald concludes: “The ferry market between Norway and the EU is dominated by one company that has a 72 per cent market share. Fjord Line’s new ships and plans will open up more competition and give travellers better choice. This will also assist us in our long-term strategy to become a strong number two ferry company operating between these markets.” v

Fjord Line www.fjordline.com • Modern ferry operator • New cruise ferries • Launching new route

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Sixty years of

M

success

atre was founded in 1953, in Bømlo at the west coast of Norway. Here, at the very heart of a major maritime cluster, with roots dating all the way back to the Viking era, the company has grown and evolved steadily.

Six decades after it was established, Matre is today a renowned provider of products, systems and services for the global maritime and offshore industry, focusing on fire fighting solutions, calibrating equipment, pumps and machining services.

The company’s products are delivered worldwide to a large base of regular customers both at home and abroad, and its clients include blue-chip names such as Tyco Fire and Integrated Solutions (UK), UMOE Schat-Harding AS, Rolls Royce and Siemens.

When selling products to customers such as these, who place extremely high demands on

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accuracy and materials, Matre needs to adhere to the highest levels of quality and utilise the very best equipment. The company is proud of the fact that it upholds both of these values, as well as employing a team of highly dedicated and experienced professionals working in engineering, mechanical and machine operation.

Its team of staff places great emphasis on quality, product development, flexible and reliable solutions, and designs that are tailor-made for each customer or project. This has resulted in a steady rate of innovations within each of Matre’s different product ranges.

When it comes to fire fighting, Matre provides a worldwide field service, comprising commissioning of new fire fighting equipment on board rigs and vessels, general maintenance of Matre equipment, annual inspections of DIFFS, maintenance of major deluges, as well as retrofits, conversions and modifications of existing helideck systems. In addition it also offers

in-house repairs and services of Matre fire fighting equipment at its Bømlo facility.

The DIFFS mentioned previously refers to Matre’s ‘Deck Integrated Fire Fighting System’, which was specially developed to extinguish fires on helidecks. An activated DIFFS system will extinguish a major spill fire on the helideck within 15 seconds, although tests have shown that such fires in most cases are extinguished in less than ten seconds.

Matre DIFFS can be automatically activated by a detection system or manually by release panels (push buttons). Rescue personnel can safely perform rescue operations on the helideck even when the system is fully activated. This technology can be used on many various installations and can be customised according to customer specifications. Today Matre DIFFS are used on various offshore installations as well as yachts and roof top helidecks.

DIFFS consist of foam mixing skids and Matre

Profile: Matre

pop-up nozzles. In fact, Matre has developed several different types of nozzles for fire fighting. These are permanently installed high capacity deluge or flexi nozzles and pop-up nozzles for helidecks or larger areas such as hangars.

Foam proportioning equipment is also one of Matre’s innovations and the company has delivered specially designed foam proportioners for use on industrial, marine and offshore installations since the 1980s.

As a result of strategic developments in this area and a strong focus on safety and accuracy, Matre has created a wide range of proportioner models and sizes in order to become a complete supplier of this technology and to keep its position as a leading supplier of high quality foam proportioning equipment.

Another revenue stream for Matre is its range of specially designed, effective and reliable liquid ring pumps and centrifugal pumps. These products represent state-of-the-art pumping technology, and result from many years of research and development - often in close cooperation with customers.

Matre Pumps are utilised by some of the worlds most recognised manufacturers of diesel engines and lifeboats, including Wärtsilä, Drivetrain Sweden, CAT Diesel and Cummins Diesel. The pumps are delivered in salt-water resistant bronze, with shafts of stainless steel and feature a robust design that can withstand polluted water containing particles such as sand and shell.

An additional area of business for Matre is its line of calibration equipment, which is designed for the adjustment of thermostats and pressureswitches. The intention is to meet the demands and needs of the classifying authorities regarding the calibration of sensors in unmanned engine rooms. Common to all Matre calibrators is that they are extremely simple to use, dependable and easily portable. Matre Calibrators have obtained

great respect in the industry and are delivered to ship and yards worldwide. The range includes the Matre Pressure Calibrator (TRT2) and the Matre Thermo Calibrator (TET4).

The above product range is also complemented by Matre’s machining services, which have progressed through 60 years of delivering custom made solutions for offshore and maritime applications. As a result of this work, Matre has gained superior experience with machining special steel – resulting in a high number of commissions as subcontractor for machined components. At Matre’s production plant its experts are equipped with modern and advanced CNC-controlled machine tools, ensuring effective production and accuracy in every detail.

Throughout this comprehensive range of complementary products and services there is one common theme - high quality. Strict programmes for testing and control, guided by an ISO 9001 certified quality assurance system, ensures that every delivery meets the current safety regulations, project specifications and the customers’ requirements. After 60 years in business, Matre has learned how to ensure customer satisfaction and now prides itself on being the global market leader in its sector. The company has every intention of maintaining this position well into the future. v

Matre www.matre.no • Specially designed FIFI equipment for the maritime & offshore industry • High quality product development • Prides itself on flexibility

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A vital

role

O

wned by Associated British Ports (ABP), the UK’s largest port company, the port of Southampton plays a vital role in the regional economy and the UK’s maritime environment as a whole.

At approximately 725 acres, the port offers a sheltered location, the best rail and road distribution links to the Midlands and is the only port in the country to build multi-storey car parks, with its fourth opened recently and a fifth being built for September. Proud to offer high quality service and productivity, it is the most efficient container terminal in the UK and was recently announced as the leading port in Europe for turnaround cruises. Despite its major successes, the port is keen to retain its reputation for setting the standards, with ABP and joint venture partner DP World Southampton launching a £150 million investment project to ensure the port can meet future demand.

“The port of Southampton is most famous for the three Cs, cruises, cars and containers. We

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have long been the leading cruise port in the UK and it was announced in July 2013 that we are now the leading port in Europe for turnaround cruises. We are also number one for cars and estimate 750,000 vehicle movements this year, which is up around 50 per cent from what it was two years ago,” enthuses Doug Morrison, director at the port of Southampton. “We have enjoyed amazing growth and the main reason for this is that we are the first and last deep sea port of call in Northern Europe, with the growth coming from emerging markets in the Far East. We are also the second largest container terminal in the UK, but we aim to be number one for efficiency, the same as we are for cruise and cars.”

Already able to take on the largest container ships in the world, ABP’s strategic investment plan centres around the merger of berths 201/202 on the Western Dock’s container terminal to create a new berth, the SCT 5. This development will allow the container terminal the ability to service four of the next generation ultra

large container carriers (ULCCs) at the same time. Predicted to account for over 50 per cent of the world’s container fleet capacity by 2015, the ULCCs need the high levels of productivity and short turnaround times that Southampton port already offers. “Ships are getting bigger, whether it is car ships, cruise ships or container ships, vessels are growing. This is why we are building for the future, not just for today,” says Doug. Furthermore, the new berth is a key part of ABP’s ambitions to increase handling capacity up to 2.7 million TEU a year. With work due for completion in December 2013, the berth will be fully operational by January 2014.

The £150 million project comprises of a range of elements, such as deepening works, gantry cranes and dredging. Despite challenges related to deepening the berth pocket to a minimum of 16 metres, works at the port are currently still on time and on budget, with dredging of the Channel adjacent to the Mayflower terminal recently completed. ABP is now looking to begin dredging the approach channel in Autumn 2013,

Profile: Port of Southampton

of Southampton will remain focused on cruising, cars and containers, as Doug concludes: “In relation to the container business, we are the best located and most efficient and we need to make sure we are on par with our competitors as far as marine access is concerned. We are number one in Europe for cruises, and number one in the UK for cars and efficiency and will continue to invest further to stay number one.

We aim to invest in the longer term too and are currently evaluating the building of a fifth cruise terminal as we anticipate in excess of 1.6 million passengers by the end of 2013. On top of this, we are always looking to expand our acreage in the port and that will continue to happen.” v and navigation improvements and aid in the security of 12,000 existing port-related jobs by ensuring the port remains viable and competitive.

“The dredging is for when the economy has recovered and ships are coming back fully laden,” says Doug. “At the moment I don’t see the dredge causing any issues in the foreseeable future, what with the volume of ships not yet where I would like it to be.”

Dedicated to continuous investment, the port

Port of Southampton www.abports.co.uk • £150 million redevelopment of container terminal • Berths 201/202 being merged to create SCT 5 • SCT5 will be able to service four ULCCs simultaneously

following approval from the Marine Management Organisation (MMO) to improve marine access to the port. “Dredging at the Mayflower terminal, which was undertaken to widen a particular bridge point in the port by 30 metres, was completed a few months ago. We are now beginning work off the Isle of Wight to the Nab Channel following the approval from the MMO, but because our in-house dredger is too small to operate in the main channel we are out to tender and will award the contract in August 2013,” says Doug.

Although the port benefits from a unique double tide that ensures wide access for shipping, requirements for deeper drafted vessels to call at its facilities has caused access limitations. The work will involve the main navigational channel being deepened from its current minimum depth of 12.6 metres; the channel will also be widened to 100 metres in certain areas to reduce congestion as vessels pass each other as they approach or exit the port. The dredging works will also result in safety

www.shippingandmarine.co.uk - 41

Catalyst for

growth

B

ased in Middlesbrough, PD Ports operates Teesport, the UK’s best connected feeder port and the premier North East container port. It also offers customer solutions at a number of other key locations including Hartlepool, Felixstowe and the Humber Estuary.

At the heart of the operations is a multi-award winning ports and logistics business, which as Jerry Hopkinson, managing director – bulks, ports and logistics explained, is both sizeable and dynamic, and includes handling 34 million tonnes of cargo a year, acting as the statutory harbour authority on the River Tees, and providing employment for 1250 people.

Jerry highlighted the three historical core areas of the PD Ports business as the commodity markets of steel, oil and chemicals, and explained that the company’s future growth strategy involves building new opportunities in other markets that can be added on to those existing foundations, including renewable energy and containers.

42 - www.shippingandmarine.co.uk

He began with the steel industry, which has been revitalised by the re-opening of the blast furnace at Redcar by SSI and the consequent resumption of steel making on the River Tees.

“From a standing start about 12 months ago, production has now surpassed 2.5 million tonnes of finished steel slab being exported through Teesport, which is a remarkable achievement,” said Jerry.

“I believe this has been the first time ever that a non-operational blast furnace has been brought back to life and in such a vital way. For the Tees Valley the impact of this has been absolutely profound,” he continued. “I know it’s easy to make these kinds of statements in business but we genuinely are very proud and enthused to be associated with it and we can now foresee the regeneration in the steel industry in the North East.”

Jerry moved onto the second area of focus for the company, which is continued growth of its container business. “In a nutshell we have grown this part of our business at a time when

other ports have seen substantial deterioration in volumes, particularly of containerised lift on/lift off cargoes. The way that we have created this success is by developing the portcentric platform, through Teesport.”

PD Ports is now the leading edge portcentric logistics provider in the UK, with a dedicated logistics function called PD Portcentric Logistics, which aims to save time and money, reduce environmental impact and change the way customers think about logistics.

PD Ports’ reasoning behind the portcentric concept is logical – why import goods destined for the north of the UK via ports located in the south of the country? “To that end a number of major retailers and logistics services providers, such as Asda Walmart, Tesco, Taylors of Harrogate and Clipper Logistics, have established large scale facilities either in Teesport itself or in very close proximity to Teesport, from which the concept can be put into practice. So the containers that come into these distribution centres are literally coming in through Teesport,

Profile: PD Ports

where formerly they were coming in through the southern ports and being trucked or railed up to the north,” said Jerry.

The development of the portcentric concept is an on-going process for PD Ports, and it is working very hard on both expanding it and refining it. “This is in terms of the scope, extent and relative depth of the services we are providing, and we see that as quite critical to our continued growth in that sector,” Jerry added.

The third area of expansion is in the energy sector, and covers two different (but equally green) fuel sources: wind and biomass. “We see real opportunities for our ports business to become more deeply engaged in the energy sector, especially considering the government’s plans to decarbonise the UK energy production,” Jerry explained. “Our port at Hartlepool has very successfully acted as the logistics hub for the Tees Bay wind farm and what this has demonstrated is that Teesside and Hartlepool in particular, can be a major centre for the consolidation and load out of wind turbines. We can provide large-scale areas of storage - which is essential given that each one of these turbines when erected is about the same size as the Gherkin in London - which is aligned to freely and openly workable quaysides with lock free access to the sea. We have done this project through Hartlepool virtually without making any significant changes to the infrastructure, and ultimately I think turbine manufacturing facilities could be created on the site as well.”

Added Jerry: “Staying with energy, the other big opportunity that we are currently contemplating is the provision of large scale facilities for the importation of biomass. As power generators switch from burning coal to either co-firing with biomass or converting coal fired boilers to burn biomass, the UK will need to import millions of tons of sustainable feedstock from abroad, most notably North and South America. This is going to require big ships and big volumes, and PD Ports could be a vital partner in this industry.”

The opportunities highlighted by Jerry not only

have immense possibilities for PD Ports, but also for the Tees Valley and the North East of the UK as a whole. “We certainly see ourselves as first and foremost a successful business, but as a result we can also be a real driver of regeneration in the North East,” said Jerry.

“Therefore we are very keen to bring young people into the business and grow our own expertise. We have introduced staff training and education programmes that allow employees to gain valuable experience and skills as well as furthering personal development within the business.”

As a catalyst for this, PD Ports has been centrally involved in the establishment of High Tide, a charitable foundation, created and driven by businesses on the River Tees, to raise aspirations and improve education and employment opportunities for young people on Teesside. Jerry concluded: “What we want to do is continue to grow a successful and profitable business, and through doing that, generate opportunities for people. We have got a moral sensibility at the heart of what we are doing, and that actually sits very easily alongside our business sensibilities.” v

PD Ports PD Portcentric Logistics www.pdports.co.uk www.pdportcentriclogistics.co.uk • Created successful portcentric concept • Sees great potential in the energy industry, both onshore and offshore • Dedicated to the regeneration of northeast

www.shippingandmarine.co.uk - 43

Fleets of

strength U

nigas International operates the vessels controlled by the Pool Members of the Unigas Consortium, which was founded in 1969. Today's fleet comprises 44 vessels, of semi-ref or fully pressurised type, with further semi-ref newbuildings (also with ethylene capacity) on order for delivery in 2013, 2014 and 2015.

Ian Woolley, Managing Director of Unigas International, gave an update on the fleet expansion and delivery schedule for the new ships: “The total order has increased from nine to 12 vessels; originally six of 6800, and three of 12,000 cubic metres. Five out of the six smaller

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vessels have already been delivered; with the last one due in August. We also had options for three more 12,000 cubic metre ships, which have since been declared, all for delivery in 2014-2015.”

These vessels are being constructed by STX in Korea, with which Unigas has an established relationship.

The new vessels are ‘semi-ref’, which Ian explained offers more flexibility to customers and these are being added to Unigas’ already established semi-ref fleet. “Semi-ref is a bit of a misnomer really,” he added. “It actually means ‘semi-pressurised/fully refrigerated’ and that these vessels are able to carry most products at fully refrigerated temperature, but also under

a semi-pressurised atmosphere. It gives more market options than a straightforward fullyrefrigerated vessel, or a pressurised ship.”

Seven out of the 11 pressurised vessels currently in the fleet are trading in Asia, with four in Europe. The pressurised vessels are carrying a range of products such as LPG, petrochemical gases and VCM. Ian also highlighted that the smaller semi-ref vessels work in the traditional areas of Europe and the Americas, as well as the growing Asian market. “As it happens, three out of the five newbuilding vessels that have just been delivered, are trading in Asia,” he said. “This expanding market has provided initial employment

Profile: Unigas International

opportunities and may also for the long-term future for a number of these vessels.”

However, Unigas will still be operating vessels in Europe and the USA and that means it has to bear in mind the current low sulphur fuel legislation that the EU is introducing in a couple of years. “This issue is going to affect all types of shipping in the North Sea/Scandinavian region, as well as the USA, where there will likely be little, or no alternative, in the ultra low sulphur emission areas, to switch to distillate/gas oil for main engine consumption.

“The majority of existing vessels are unable to run their main engine on this light fuel type. This forthcoming EU/USA legislation will require the shipping industry to invest very large amounts of money in modifying existing vessels, and this may, or may not, be financially worthwhile depending on the age and size of vessels and whether ships will be trading exclusively, or only partially, in these ultra low sulphur areas.”

The alternative is for the oil refining industry to provide ultra low sulphur fuel oil which most of the existing engines can burn. The scale of

investments the industry would have to make in the above mentioned areas to change refineries to produce ultra low sulphur fuel, however, may not give sufficient financial return versus the necessary investment costs and thus so far, has not led to any companies advising of a future switch to ultra low sulphur fuel production.

“It’s a bit of a conundrum, where presently there is no obvious solution to the challenge laid down by the EU and US authorities, unless other (as yet untried) new technologies become available within time.

“Our newer vessels will be able to run their main engines on gas oil or fuel oil without further adaptation, however, it will still be costly and time-consuming to switch between existing fuel oil and gas oil for main engine consumption for those vessels moving in and out of low sulphur

gac shipping (uk) GAC has been working with Unigas International for 34 years. GAC’s ship agency business has grown alongside Unigas’s success in the gas sector, a key GAC market, and the relationship was further strengthened when GAC opened in the Netherlands. GAC is proud to partner Unigas and is looking forward to continuing to provide them with professional, cost-effective ship agency services in the UK, the Netherlands and beyond. Headquartered in Dubai, GAC has more than 300 offices in over 40 countries and in excess of 10,000 shipping, logistics & marine professionals.

www.shippingandmarine.co.uk - 45

Profile: Unigas International

emission areas.”

Unigas has also implemented some other environmentally-friendly technology onto its vessels: “The main engines and hull designs that we have chosen for the two sets of new buildings are more efficient so fuel consumption is going to be up to 30 per cent less than it would have been as little as five years ago, and will have lower CO2 levels as well. The next stage will be for us to decide whether, as part of a permanent

solution, we have dual fuel engines, or exhaust gas scrubbers, fitted into any future series of smaller vessels which may regularly trade in the low sulphur emission areas.”

Keeping abreast of this sort of legislation and trends in the industry is a challenge to most maritime companies, but Unigas benefits hugely from its structure, where its shareholders are three multi-generational, privately owned industrial ship owners. Ian explained: “They are not asset players and because they have extensive ownership in other areas of shipping as well as gas, such as container vessels, tankers, bulk- and chemical carriers, that enables them - and therefore us - to look to make the best investment decisions at the optimal time.

“As an example, we looked closely at newbuildings several times in what became the peak of the shipbuilding market, but by waiting to place any firm orders we obtained better prices at a more experienced yard and as a consequence we will be operating more efficient vessels from a lower cost base. Our owners are taking the ships as part of the long-term fleet and not looking to asset play, which is a key strength for Unigas.

“In addition to existing long-haul trade patterns, new opportunities linked to shale oil and gas will become available in the USA, which has now joined countries from the Middle East in having access to cheaper energy,” he concluded.

“In the next three to four years, petrochemical expansions and planned investments in crackers will come on stream in both regions; we then expect to see new exports of petrochemical gases also from the USA, which will likely include ethane, ethylene and propylene, as well as the LPG which has already started.”

Going forward, Ian therefore believes the future looks bright for Unigas: “The Unigas fleet will soon be approaching 50 vessels, enabling a global reach with modern and efficient vessels, served by the three regional offices in Europe, the Americas and Asia. This is backed by longstanding relationships with many of the world’s largest oil, gas and petrochemical companies.” v

Unigas International www.unigas.nl • New vessels being delivered over next two years • Sees opportunities in future linked to shale oil and gas • Vessels operating in Asia, the Americas and Europe

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Shipping &MARINE

The magazine for maritime management

www.shippingandmarine.co.uk Editor: Libbie Hammond libbie@schofieldpublishing.co.uk Sales manager: Rob Wagner rwagner@schofieldpublishing.co.uk

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