Shipping and Marine Issue 9 2013

ISSUE nine 2013

Shipping &MARINE

The magazine for maritime management

On the

agenda A positive approach to customer service was just one area covered at the recent BMF Marina Conference

LEADING THE WAY

When it comes to helping shipping companies navigate challenging market conditions, the bunker sector has a vital role to play

BEAT THE BLAZE

Wind farms have experienced a higher number of fire incidents recently – and the challenge of fighting a wind turbine fire is considerable

PASSING THE TEST

A comprehensive On-Board Emissions Testing service is now available, which fulfils stringent legal requirements

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

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Subscriptions: £195 for 12 issues Contact: Maxine Quinton t: 01603 274280 e: mquinton@schof ieldpublishing.co.uk w: www.healthandsafetymonitor.com

Editor www.shippingandmarine.co.uk

The right

people

I

think what has made this issue so enjoyable to assemble is the people that have helped me. Each issue has its own challenges but this one all came together thanks to contacts that were professional and went above and beyond the call of duty – and that really made my life easier.

It made me think about how important it is that staff interact with customers in the right way, and something as simple as an email acknowledgement of a deadline can make a huge difference and yet these small steps are so often missed. It’s made me consider my own working practices!

So I thank everyone included in this magazine – I hope your high standards are repeated in my next issues!

Each issue has its own challenges but this one all came together thanks to contacts that were professional and went above and beyond the call of duty

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

Chairman

Production Manager

BUSINESS DEVELOPMENT MANAGER

Andrew Schofield

Fleur Conway

Mark Cawston

Group Managing Director

ART EDITOR

Editorial Researchers

Mike Tulloch

David Howard

Sales director

DESIGN

David Garner

Jenni Newman Jamie Elvin

Editor Libbie Hammond

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

STAFF WRITERS

Production studio@schofieldpublishing.co.uk

Matthew High Kirsty Birkett-Stubbs Jo Cooper

Office Manager

EDITORIAL AdminISTRATOR

Philip Monument

Emma Harris

Tracy Chynoweth

Head of Research

Tim Eakins Laura Thompson Natalie Martin Gavin Watson Mark Cowles Joe Wright

Advertising Sales Joe Woolsgrove Dave King Darren Jolliffe Finlay Johnson Nick Davies

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www.shippingandmarine.co.uk - 1

12

16 FEATURES

20

24

39

4 News Updates and announcements from the shipping and maritime arena

8 On the agenda This year’s BMF Marinas Conference sponsored

by Walcon Marine Ltd had a good buzz and positive outlook

12 Leading the way Bunker suppliers need to do all they can to support their customer’s operations in such tough market conditions

14 Contained success The container industry is one that takes technology, safety and the environment very seriously

16 Passing the test On board testing services emerge to deliver data needed to clean up large tonnage ships

19 Cruise into compliance The green revolution is going full speed ahead on the water as the marine industry continues to respond to emissions regulations to improve air quality

20 Beat the blaze The challenge in fighting a wind turbine fire is considerable; therefore emphasis is placed on preventing and detecting fires from occurring in the first place

8 PROFILES 24 PACIFIC BASIN SHIPPING 28 MALIN GROUP 31 DUNSTON SHIP REPAIRS 34 THOR 39 V.SHIPS CYPRUS 43l Scottish Qualifications Authority (SQA)

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Contents

28

34 43

54

46 ALMI TANKERS 49 GOODWOOD SHIP MANAGEMENT 52 COMPLETE MARIne FREIGHT 54 ASSOCIATED BRITISH PORTS 56 THORESEN SHIPPING SINGAPORE 58 NIPPON PAINT MARINE COATINGS

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Call for change

Cruising into Harwich

New research has called for the case of the Erika oil disaster to be a moment of change in shipping law, and for states that are most affected by oil spills to seriously consider withdrawing from the ‘International Convention on Civil Liberty for Oil Pollution Damage’ (CLC), of which 96.6 per cent of the world’s shipping fleet are subject to.

According to the research, the recent decision to sentence Total to pay damages for the Erika oil spill in 1999, was done so to satisfy public opinion and forced judges to stray away from written law.

Associate Professor of Law Vincent Rebeyrol at EMLYON Business School, who conducted the research, has called for an urgent amendment to the CLC, as it is severely lacking in its ability to find oil companies liable for environmental disasters.

In its current form the CLC allows for the channelling of strict liability in compensation to be directed solely at the ship owner, and exonerates the other oil transportation players from any civil liability, providing they have not committed serious offences.

Instead, Professor Rebeyrol suggests the treaty must be amended, so that oil companies would be compelled to pay compensation if the ships they use cause an oil spill, no matter how they behaved.

Professor Rebeyrol states: “If the CLC were amended so oil companies were held liable for the cost of damage, then they would be much more careful in the choice of the oil tankers they are chartering. It is a nonsense for ship owners alone to be held liable as it is much too easy for unscrupulous investors to create companies devoid of any financial base or asset, that will be unable to pay once their ship has sunk.”

The research explains further that it would not be revolutionary to hold oil companies primarily liable for the cost of the damage, as this can be the case in American law, which is subject to the American OPA (Oil Pollution Act) rather than the CLC. “The rules laid down by the CLC concerning the issue of environmental harm are also far too brief and fail to meet the needs of populations exposed to the risks of oil spills,” remarks Vincent. “We need a precise definition of ‘environmental loss’ and the establishment of detailed procedures enabling to compensate for such loss.”

The new cruise season at Harwich International Port has been boosted by the maiden call of MSC Cruises’ the MSC Magnifica. The Magnifica is one of the first calls of what promises to be a busy 2013 season for Harwich International Port.

MSC vessels are a regular sight in Harwich Haven, although most of the time they are container ships heading for the Port of Felixstowe. MSC Cruises returned to the Essex port in 2012 with two calls of the MSC Lirica. The MSC Magnifica will return again in May, both times arriving from Newcastle and departing for St Peters Port.

The Magnifica is the latest in the MSC Cruises ‘Musica-class’ luxury cruise ships and promises to be even more opulent and magnificent than its predecessors.

The ship offers its 2800 passengers a true luxury experience with a choice of two restaurants, 17 bars/lounges, a 1240 seat royal theatre, futuristic disco, casino, and three swimming pools. The 2013 cruise season will be the busiest and longest yet at Harwich International Port, running from April through to December.

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Reduced costs In a bid to attract more visitors to Poole Harbour, Poole Harbour Commissioners (PHC) has reduced the cost of shortterm harbour dues.

The new harbour dues for 2013 will be as follows: Daily - £0.95 per metre will be reduced to £0.50 per metre Weekly - £3.85 per metre will be reduced to £2.00 per metre Poole Harbour Commissioners received no external funding and the operation of Poole Harbour, which at 10,000 acres is Europe’s largest natural harbour, is funded from dues raised and other commercial activities.

Jim Stewart, chief executive for Poole Harbour Commissioners, said: “Following suggestions on how to attract new visitors to the Harbour, we felt it was important to review the cost of short term harbour dues. Harbour dues in Poole were already cheaper than most other comparable harbours on the South Coast – this initiative will we hope encourage even more visitors to the Harbour.

“PHC work very hard to ensure a high level of customer service and we are always willing to listen to any suggestions that will help increase tourism in Poole.

“Poole is an ideal tourist location and with the enhanced Quay facilities set out in the PHC master plan, we will provide greater opportunities for visitors in the years to come.”

News One single data model

Design and analysis of offshore and maritime structures has previously involved the use of several different models where data from one model must be manually transferred to others – a costly and time-consuming process. DNV Software is now releasing Sesam GeniE 6.4, where design engineers can use one single model for design, modification and life extension. This new version increases significantly both efficiency and the quality of the design results, says Ole Jan Nekstad, DNV Software product director for Sesam.

One of the key features of the new Sesam GeniE release is the ability to work inside a consistent user interface. A typical example of such is connections between pile and leg as well as the disconnection of beams and plates. The data model may be made by Sesam GeniE only or imported from several systems. This is a major timesaver in for example life extension analysis for customers who use supporting programme. “This release will enable users to do more, as well as to do it more easily,” says Nekstad. “In addition, they will have better control with higher quality of calculations.”

Enhanced safety GeoVS, a Cardiff based company that developed the world’s first commercial marine 3D vessel traffic management system, has been awarded a contract to supply and install its system in Poole Harbour, Dorset. The system brings a step change in monitoring and managing ship movements in ports and restricted waterways.

Captain Brian Murphy, Poole Harbourmaster stated: “Navigating ships in and out of Poole Harbour requires precise management, and the GeoVS system enables our harbour control officers to see exactly where vessels are and whether they face any dangers.

“It brings a major enhancement to safety, particularly the constrained waters of Poole Harbour, where ferries and other commercial traffic operate in close proximity to fishing boats and leisure craft.

“It has brought a marked improvement in situational awareness which is a massive benefit in the monitoring and safety of navigation in the Harbour. The system enables our harbour control officers to see the amount of available water around and below vessels in the navigation channel. It identifies no go areas with considerable clarity, and is the most user friendly port control system I’ve encountered.”

Vessels named

Ever Liven, the tenth in a series of L-type containership to be operated by Evergreen Line, was christened by S.S. Lin, the Evergreen Group’s First Vice Group Chairman, at the Samsung Heavy Industries shipyard in Korea on April 18. The official rope-cutting was performed by Mrs. Tsai Su-Hua. The conglomerate’s Vice Group Chairman Kuo Shiuan-Yu presided at the naming ceremony of Ever Logic, the eleventh vessel in the series on April 19; the rope-cutting was conducted

by Mrs. Kuo Yeh Chiung-Yu. The two ships joined Evergreen Line’s Far East - Europe routes after their delivery into service in late April. From a fleet deployment perspective, the L-type containerships are very flexible, fulfilling the demands of various markets. In addition to the east-west longhaul trades from Asia to Europe and North America, L-type ships can be employed on north-south routes linking Asia to South Africa and South America. Equipped with such vessels, Evergreen Line believes it is more able to adjust its fleet capacity across a number of trades to meet the variable

Working on R&D GE has signed an agreement with Shanghai Maritime University (SMU) and the two are going to work together to set up lab facilities and co-operate on research and innovation programmes. Joe Mastrangelo, CEO GE Power Conversion says: “GE supports education and building local capabilities in the countries where we do business which is part of our philosophy of open innovation.

The programme will also train teaching staff of the university and will include site visits and lectures at our other global facilities/ facilities.”

The training programme will focus on GE’s core technologies and solutions that integrate complete power and propulsion systems, vessel control and automation systems as well as Dynamic Positioning (DP). GE Power Conversion and SMU will invest in and set up laboratory facilities, the first of its kind in China, which will execute jointly agreed programs based on electrical propulsion systems. The co-operation programme and the dedicated facilities will form the foundation of training and can be extended to customers in the region and the certification of professional technicians. www.shippingandmarine.co.uk - 5

Submarine cable contract

Prysmian Group, world leader in the energy and telecom cable systems industry, has been awarded a new contract worth more than $100 million for the supply and installation of submarine cables for a section of ExxonMobil’s existing offshore operations in the United States.

The scope of work involves the replacement of approximately 50 km of submarine power cables with increased capacity 40 kV EPR submarine cables designed for water depths of up to 450 metres. The cables will supply electric power from the existing shore-based generating plant to offshore platforms.

The turnkey project will be executed by Prysmian with the submarine power cable being supplied by its Drammen, Norway factory and installation being undertaken using the Cable Enterprise laying vessel. The Cable Enterprise will undergo significant modification work in 2014 to be converted to a full Dynamically Positioned (DP) vessel in readiness for the installation works.

“We are very pleased to undertake this cable replacement operation. We have previously supplied and installed other sections of ExxonMobil’s subsea power network in the United States,” states Marcello Del Brenna, CEO Prysmian Powerlink.

Marine Measurement Forum

Over 40 years of experience in oil and gas operations has established Aberdeen as one of the most influential, innovative and proactive energy cities in the world.

This innovative, experienced and resilient city is home to a unique concentration of around 900 marine and energy related businesses, agencies, government bodies and research institutes, hence rendering it a both meaningful and appropriate venue for hosting the 52nd edition of the Marine Measurement Forum (MMF).

Organised and hosted by underwater technology specialists MacArtney, at the MacArtney Group UK facilities in Aberdeen, the 52nd MMF brought together the scientific measurement community for a day devoted to the informal sharing of knowledge and ideas within the realm of marine scientific measurement.

The 52nd MMF was opened and introduced by Mike Sawkins - MacArtney System sales manager (Ocean Science) and the managing director of MacArtney UK, David Buchan. Following this introduction, the event proceeded with the interesting input of a range of dedicated and inspiring speakers, including John Upton of Shell UK, Trish Groves of CARIS Geographic Information Systems BV, Pim Kuus of RESON Offshore Ltd., Andy Smerdon of the Aquatec Group, Nortek’s Gordon Jones and Ed Cheesman of Teledyne Blueview.

The next MMF was announced to take place in late 2013, and will be hosted by Xylem Analytics UK.

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Ocean Troll conversion

Aberdeen-based standby vessel operator Atlantic Offshore Rescue has commissioned what will be the UK’s most powerful emergency response and rescue vessel (ERRV).

The Ocean Troll – which recently completed a long-term charter with Statoil – has undergone a £2 million conversion and overhaul at MMS in Hull to become a UK Class A ERRV with tanker assist and firefighting capabilities. Its homeport will be Aberdeen and it will become Atlantic Offshore Rescue’s principal relief vessel supporting the fleet in the North Sea. The vessel transferred from Atlantic’s Norwegian operation is part of a £300 million fleet investment programme undertaken over the last three years by the Atlantic Offshore Group and is the start of the renewal of its UK Fleet. In recent months, orders have been placed by Atlantic Offshore Rescue for two high-specification TAV/ERRVs with one due to join the fleet in January 2014 and the other scheduled for completion in 2015.

The 78 metre Ocean Troll is equipped with rescue craft including two Daughter Craft and two Fast Response Craft (FRCs). It is compliant with Norwegian legislation and can carry 300 survivors. With firefighting capabilities of 4x1800cum/hour, it has Bollard Pull of 150 tonnes and BHP 12560.

Welding success Maintaining subsea pipeline integrity is absolutely vital for safety and commercial reasons – shutting down a defective pipeline could potentially cost millions of pounds a day – and this is where hyperbaric automatic orbital welding systems can be deployed.

Reducing the risk to divers must be part and parcel of any operational regime. Arc Machines Inc’s (AMI) automated orbital welding equipment can help minimise potential dangers divers face while they are undertaking subsea maintenance work on pipelines.

AMI’s technical sales manager, John Morris, said: “Our welders are rugged, flexible and functional but above all extremely reliable. A remote automated weld head is far safer and more accurate for subsea welding. Additionally, weld integrity and the ability to adapt to exotic materials are critical.

“The accuracy and consistently high quality welds achieved by the AMI weld heads, power sources and control systems mean that the subsea industry does not have to rely on manual welders to complete the welding operation.”

News Final approval status Wärtsilä, the marine industry’s leading solutions and services provider, has received the Final Approval status from the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) for its Wärtsilä AQUARIUS EC Ballast Water Management System. The approval was granted at the MEPC’s 65th session held at the IMO headquarters in London on 13th May 2013. The Basic Approval had been granted in October 2012.

“Gaining IMO Final Approval status has involved an extremely stringent review and investigation process, and we are naturally very delighted that the Wärtsilä AQUARIUS EC Ballast Water Management System has successfully met all the requirements of the process. This represents an essential and extremely significant milestone in offering the marine industry a safe, flexible, and extremely efficient means of treating ballast water,” says Joe Thomas, director, Wärtsilä Ballast Water Management Systems.

£2.7m ferry conversion project Birkenhead shipyard and engineering firm Cammell Laird has completed a £2.7m contract to update and lengthen the MV Hoy Head car ferry for Orkney Islands Council.

The contract completion marks a busy period for Cammell Laird in the ferry market. The company is also well underway with a multi million pound contract to build two new vehicle and passenger vessels for Scottish based ferry operator Western Ferries.

Cammell Laird managing director Linton Roberts said the work on the MV Hoy Head has increased the car capacity on the vessel from 14 to 24 cars or for up to three 16.5 metre HGVs and seven cars. This means the vessel now has the highest load capacity in the Orkney Ferries fleet, which adds considerable extra capacity for the Orkney Islands of Hoy and Flotta, the communities served by the Hoy Head.

Mr Roberts said as well as increasing capacity, the project upgraded the propulsion and control systems and improved the manoeuvrability and carbon footprint of the vessel. The passenger accommodation was also upgraded.

New investigation launched Are London’s canal and river moorings becoming overcrowded and polluted by increasing numbers of boats?

As more people consider living on a boat amid rising house prices, does the capital need more sites to cope with demand? How are the current rules enforced?

The London Assembly has launched a new investigation into moorings on the capital’s waterways. The new investigation, led by Jenny Jones AM, on behalf of the Assembly’s Environment Committee, will focus on the impact of increasing boat numbers on canal infrastructure, existing boaters and canal-side properties.

London’s rivers and canals are used by many boats, some with a home mooring, and others with a continuous cruising license allowing them to stop in any area for less than two weeks. Nationally, the number of continuous cruisers has risen sharply in the past ten years.

Pressure on moorings is creating tension within the boating population, and between boaters and those who live near to mooring sites. Initial research shows many boaters in the capital are having difficulty finding the moorings they want and there are reports that some are not observing canal rules, overstaying the visitor period and creating air and noise pollution from stoves, engines and generators. The investigation will look at steps that responsible bodies could take to alleviate these problems.

Jenny Jones AM, said: “As house prices in London escalate even further, some people may think that living on a boat on one of the capital’s waterways is an attractive alternative.

“However, there are considerable pressures on moorings and we have heard that in some parts of the capital, overcrowding and pollution is causing tension within the boating population, and between boaters and local communities.

“We need to find out if London’s waterways can cope with the growing demand and how they are being managed so everyone is able to enjoy the capital’s rivers and canals.”

The investigation is keen to hear from boaters, local communities and others about any issues they are facing.

People can find out more about how to contribute by visiting www.london.gov.uk/moorings.

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MARINAS

On the

agenda

The BMF Marina Conference occurred in May 2013 - Sarah Dhanda tells Libbie Hammond more about the very successful event

T

he British Marine Federation (BMF) was established in 1913, and has now supported the marine industry for 100 years – indeed it is celebrating its centenary this year. The organisation has over 1500 members representing an industry employing around 31,000 people in the UK. Members are drawn from both the seagoing and inland sectors of the marine industry covering the leisure boat, hire fleet, commercial workboat and superyacht categories and supporting services.

Sarah Dhanda is senior federation director of the BMF, with responsibility for the trade association side of the business.

She explained that the BMF Marinas Conference sponsored by Walcon Marine Ltd is an annual event and this year attracted over 100 delegates. “This year’s conference was on 8/9th May and in

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Bournemouth,” she added. “The event covered a range of topics including customer services, growing participation in boating and technical areas such as health and safety. The conference also included a field trip to the RNLI college and local marinas and the Gala dinner provided a great opportunity for networking with marina professionals from the UK, Europe and further afield.”

Sarah was delighted with how the 2013 event had gone – as she stated, although lots of planning goes into each one, it’s hard to create a good atmosphere. The May event excelled in this area: “This year had a good buzz, which you can’t manufacture, it either happens or it doesn’t,” she said. “Overall the event was very positive, we had a good range of great speakers and there was a good flow between sessions.”

She credited their first speaker, Derek Williams of the WOW

Neyland Marina, Pembrokeshire, West Wales

‘‘

I think that marina operators priorities vary depending on where their marina is, because there is a difference between running a coastal location or one inland as each waterway brings its own challenges and advantages

Windermere Village Marina, Cumbria, England

Awards (www.thewowawards.co.uk) as helping to start the event with a really positive message: “The WOW Awards are all about customer service and rewarding positive feedback from customers, so we had a discussion about looking at that side of customer service, rather than complaints,” she explained. “He explained the benefits of capturing the good things that customers say in terms of motivating, encouraging and appraising staff as opposed to focusing on the negative, and it was great to start with such an optimistic approach.”

She continued: “We did cover a mix of very technical subjects, soft skills and areas that are more business orientated rather than being totally marina specific at the conference, because we appreciate that the delegates aren’t all marina operators. There are also those selling into marinas, such as Rolex who provide the

electricity pedestals, and Walcon our sponsors who provide the pontoons, so we have to find the balance of topics that appeal to everyone.”

Sarah also highlighted another area that the delegates found of particular value: “Derek Williams had brought up the topic of social media, and what a great tool it is for capturing customer feedback, and creating a dialogue. A lot of the delegates admitted to being concerned it was something they don’t really understand and that meant it was even more constructive to have a breakout session in the afternoon, where we had someone talking about simple ways to use social media and some guidelines on the basics.”

The content of the conference programme is deliberately designed to share tips and refresh visitors’ knowledge, but as

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marinas Aerial view of Haslar Marina, Portsmouth

Milford Marina, Pembrokeshire, West Wales

Sarah noted, the networking element cannot be underestimated.

“That ability to talk in a non-competitive environment to other people who work in a similar arena is just so useful,” she said.

“Plus this year we also had a good attendance from overseas delegates, including some from the US and Brazil, which led to an especially interesting discussion in a session with a marina manager from Portland Marina. He was talking about his experiences hosting the London 2012 Olympic marina and as we also had the delegate there who will be running the Brazilian Olympic marina, some really interesting questions and dialogue arose.

“Plus Brazil is also a developing market for the marina sector, so from our perspective there are opportunities to sell into the country and benefit from its potential. And of course, it is always interesting for our guys to learn from other people and see what is happening in other parts of the world, whether they see any direct relevance or not. If they only ever look at what is happening on the South Coast, they won’t learn that much!”

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Deganwy Quay, Conwy, North Wales

Overwtaer mooring, Cheshire

‘‘

It is always interesting for our guys to learn from other people and see what is happening in other parts of the world, whether they see any direct relevance or not

In addition to the topics covered at the event, I asked Sarah to highlight any other areas that are on the marina agenda at the moment. “I think the environment is always important, we are part of a partnership with the RYA called The Green Blue, which is about environmental best practice and there is always a lot of interest from our members in green issues and legislation.

“I think that marina operators priorities vary depending on where their marina is, because there is a difference between running a coastal location or one inland as each

waterway brings its own challenges and advantages. But really, I think overall it is about managing customer expectations, maintaining facility and service levels as well as ensuring that environmental responsibilities are met, getting and keeping customers, and looking for ways to improve efficiency and cut costs. Basically they are the same as any business in the UK economy at the moment.”

Finding and retaining staff and obtaining the right qualifications are also areas under scrutiny and the BMF can help in this area as it offers a variety of training for marina managers.

Sarah explained: “The BMF is a founding partner in the Global Marina Institute (GMI). The GMI was formed in 2011 as a partnership between the British Marine Federation and Marina Industries Association to deliver global marina training and certification with the aim of maintaining and increasing standards in marinas across the world. The two organisations work together to maintain existing certifications and to develop new certification pathways and training courses to meet the needs of both existing marinas and marinas developing around the world.”

She concluded: “At the BMF Marina Conference we presented several marina managers with their Certified Marina Manager (CMM) certificates as well as presenting two honorary certificates to long standing marina professionals to recognise their dedication. One of the recipients was Robin Walters from Walcon Marine, a company that is celebrating its own 50th anniversary this year. This award was very well received and we were very glad we took the opportunity to honour Robin’s service to the industry.” v

For more information about the work of the BMF and how to join, please visit the website at www.britishmarine.co.uk/centenary

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who

bunkering

Leading the way

Lars Møller looks at how today’s shipping companies are now increasingly dependent on their fuel suppliers given the changing dynamics of the shipping industry

T

he shipping industry faces many challenges. Rates are at a historic low, thanks to the global economic slowdown and the persistent imbalance between the supply and demand of vessels in the market.

Asset values have fallen, liquidity has dried up and lines of credit are shrinking. Security threats and environmental regulations are placing further demands upon ship owners and operators, whilst the cost of bunker fuel remains very high with any significant future drops unlikely.

When it comes to helping shipping companies to navigate these most challenging of market conditions, the bunker sector has a vital role to play. Indeed, at a time when bunker bills represent two-thirds - and rising - of the operating costs of a vessel and when bunker companies have extended lines of credit worth billions of dollars to the shipping industry as a whole, the importance of the bunker industry is obvious.

The bunker industry has also changed a lot in recent years. From its origins as a largely local, fragmented industry, bunkering has consolidated, professionalised and globalised. Today, the leading companies have adopted an array of modern business practices and corporate standards to ensure a consistently high quality of service, whilst technical innovation has improved the handling of fuel products.

In an increasingly complex, volatile energy market, the bunker industry also has access to far more sophisticated risk management tools and services. Indeed, rather than attempting to predict bunker fuel prices, one of our key tasks is to help customers to identify the right profile for them and to choose the risk management solutions

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and hedging instruments that will help them to mitigate against bunker fuel price movements and to reduce the cost of uncertainty and the impact of volatility.

Of course, shipping companies also want a bunker supplier that can secure the best prices for them. This is a tough task, as with such little available credit in the market, it is proving to be hard for smaller bunker traders and suppliers that lack the liquidity and resources to survive in such a challenging market. As a consequence, financial strength and liquidity is a key differentiator when it comes to identifying the suppliers that are capable of providing the best prices and terms, with well-capitalised, financially strong companies able to offer more competitive prices and payment terms.

Being able to provide the best credit terms is critical for a fuel supplier, but it has to be based on a trustworthy relationship between the supplier and the customer. In this sense, counterparty risk has hit new levels of importance. Due diligence is clearly vital, particularly given the fragile state of the balance sheets of many shipping companies, but trust must lie at the heart of the relationship, as this enables greater financial transparency between the two parties.

This approach to managing counterparty risk is about combining the best of modern business practices with the best of bunkering’s traditional values. After all, if a bunker trader is charged with sourcing the product that you need, advising on hedging instruments or agreeing a line of credit, it is imperative for them to understand the commercials of your business, the needs of your vessels and your approach to risk.

Building such relationships is a long-term proposition but, once earned, the trust between a customer and a bunker trader delivers a tremendous dividend for all parties. It might be assumed that this would be a given, but a recent survey identified ‘trust’ as the biggest issue for shipping companies when dealing with their bunkering partners, whilst credit risk ranked second only to price volatility as the biggest challenge facing the bunkering industry.

Of course, securing the fuel products that you need at a competitive price is not just a question of finances. It also requires bunker traders that have the necessary entrepreneurial, ‘can-do’ attitude to sourcing exactly what you need, when and where you need it, whatever the challenge, and using their knowledge of the industry and relationships with suppliers to deliver for you, every time.

Shipping companies also need to stay on top of the latest regulatory measures when it comes to bunker fuel and shipping emissions, which are growing ever tighter at a local, regional and global level.

Globally, the next major deadline arrives in 2015, when the maximum permitted sulphur content of a ship’s emissions in an Emissions Control Area (ECA) will be reduced to just 0.1 per cent.

This will be followed by a new worldwide limit of 0.5 per cent in all waters, which may come into force as early as 2020, subject to an assessment of fuel availability. Even if sufficient distillate product is available (which is unlikely post the enforcement of the global sulphur limit) the shipping industry is still deeply concerned about the impact on their bunker bills, as well as the distortionary effects in certain markets, such as European short sea shipping, where it is argued that sea freight will be displaced onto road transport routes instead.

The jury is still out on what the long-term answer to meeting future sulphur regulations will be. In particular, it is unclear what the mix will be between distillates, LNG as an alternative ship’s fuel or exhaust gas cleaning systems, the likelihood being that the answer will differ between regions, between routes and between vessel types. Forward-looking shipping companies will be examining their options and planning for the future, but most are understandably pre-occupied by their short term fuel supply needs and the daily challenges of getting the fuel they need at the right price, quality and on the right terms. This might sound myopic, but it is a business-critical decision for ship owners right now whilst bunker prices remains high and shipping rates remain low.

Regulations are also growing tighter within local markets, particularly with a view to driving up fuel quality standards.

Singapore is a good example. As the world’s leading shipping hub and biggest bunkering market, the Maritime and Port Authority of Singapore (MPA) has consistently taken a progressive approach to encouraging higher standards and a more professional approach to bunkering operations within its jurisdiction. For example, the MPA has recently revised its Singapore Bunkering Standards to align them with the international ISO8217 standard. This small but important step ensures that shipping companies can be confident of high quality products if they choose to take on bunkers in Singapore.

The Maritime and Port Authority of Singapore (MPA) has also taken a progressive stance on promoting the use of mass flow

meter technology by bunker suppliers in Singapore. In October 2013, the MPA published a guide to the requirements for applying a mass flow meter system for bunker deliveries, in the hope of developing a Singapore Standard for Mass Flow Metering System.

One of the benefits of mass flow meter technology is also helping to ensure that the fuel quantities delivered are accurate. This includes tackling the problem of the ‘cappuccino’ effect, whereby frothed bunkers can distort an accurate reading, and the MPA has also announced other measures to tackle the ‘cappuccino’ issue.

2013 is proving to be another tough year for the shipping industry, with high fuel prices, over-capacity, low demand and continuing pressure to comply with new and impending regulations. Against this backdrop, bunker suppliers will continue to play a pivotal role as a strategic partner for shipping companies.

This means having the global reach and the infrastructure to deliver the fuel needed by their customers, wherever and whenever they need it. It also means having the financial strength and liquidity to offer customers the best prices and terms, as well as the expertise to advise them on reducing their exposure to rising fuel prices. But perhaps most importantly, it places the onus on both shipping company and bunker supplier to develop a strong, trust-based relationship, so that the bunker supplier can do all they can to support their customer’s operations in such tough market conditions. v

Lars Møller

Lars Møller is CEO of Dynamic Oil Trading. Dynamic Oil Trading is a new global trading company for marine fuels and lubricants. Launched in 2012, Dynamic Oil Trading is headquartered in Singapore and operates globally, with plans to expand further into Asia, Europe and the Americas. It provides the full range of fuel oil and lubricant products, as well as advanced risk management services and a specialist offering to the yacht industry. For further information, visit: www.dynamicoiltrading.com.

www.shippingandmarine.co.uk - 13

container technology

Contained

success T

The container industry is always at the forefront of the latest technology, as Libbie Hammond found out when talking to Michael Callus

he invention of the standard shipping container represented a landmark in the globalisation of commerce and today in the international shipping trade, the phrases ‘container’ or ‘shipping container’ are taken to mean the (standard) intermodal freight container which has been designed to be moved from one mode of transport to another without unloading and reloading.

There are now over 30 million containers in the world, and today a large proportion of the world’s long-distance freight generated by international trade is transported in shipping containers.

Although these containers may look simple and basic, as Michael Callus, chairman of the Container Owners Association (COA) and vice president of Container Management at the United Arab Shipping Company, Dubai, explained, a lot of thought and development goes into them: “As a service industry, the shipping lines and the leasing companies must ensure that the products offered in the container industry are cost effective, safe and environmentally-friendly,” he began.

He continued with some areas that are currently at the top of the agenda: “Topics such as materials, flexitanks, reefers, ownership options, flooring, paints and tracking systems, are certainly important today, especially where the latest technological developments are concerned. To me, the most important one, and certainly opening a lot of new avenues for both shipping lines and leasing companies, is RFID (Radio Frequency Identification) technology, providing the ability to track our containers live as they move through the logistics and supply chain. A lot of investment has been made and various initiatives taken place but we are still waiting for an ISO patent for such RFID products.

“Many of the other subjects relate very much to the environment and emissions, such as paints, fake gases in reefers and the sustainability of producing sufficient natural woods for our containers, and are all essential topics of discussion for our members.”

14 - www.shippingandmarine.co.uk

With so much going on in the industry, I asked Michael if the COA was prioritising any areas: “To be honest, all the topics are important but there are some topics, such as flooring and paints where the COA can take a more active role,” he explained. “The COA addresses and discusses topics using its membership strength to support certain initiatives, to help benefit the industry. There is not really a subject that can be considered much more important than the others and all topics have a fair share of interest to the COA membership.”

He went on to explain a bit more about The Container Owners Association (COA), and his role there. “The COA was created in 2004 by shipping lines and leasing companies to be the true representative of container owners. Since then, the membership has grown to represent at least 70 per cent of all container owners worldwide,” he said.

“The COA covers many technical topics including floorboard audits and inspections, supported by white papers in the relevant areas. Other topics it has covered include waterborne paints, the container interchange criteria (CIC) and counterfeit refrigerant.

“The role of the COA Chairman, with the help of the board, is to facilitate the various initiatives into sustainable efforts with targets and objectives and ensuring that such initiatives further enhance the container industry to ensure safety and environmental responsibility.

“Furthermore, the COA has ensured that its members are kept abreast of the latest technologies, whilst fully supporting initiatives, such as a code of practice by the flexitank manufacturers and the creation of a Depot Division. The COA is also supporting the Cargo Incident Notification Systems (CINS) project.”

It is clear that the COA offers a valuable resource for members, with information and assistance available on a huge variety of topics. One of its most recent projects - the Cargo Incident Notification Systems project that Michael mentioned above - was initiated in 2011 by a group of leading liner shipping companies

In addition to organising a wide range of technical working groups and seminars, the and the COA is the neutral platform that COA also organises the Container Pavilion, which is a centre-point of the annual manages the project. He gave some details Intermodal Europe exhibition about this scheme: “The project enables seaborne carriers to share information about cargo incidents relating to incorrect cargo declarations, in order to establish areas of concern and trends, and improve safety in the transport chain. Topics addressed include the abusive carriage of dangerous goods and accidents related to the non-declaration of dangerous goods. It also addresses the safe stuffing of cargo inside the container,” he said.

“Today the CINS project has increased to include nearly 20 of the top shipping lines and the results demonstrate the power of this database, confirming concerns relating to dangerous goods. Members meet regularly to discuss and enhance the charter and to share information related to this subject. They also 2013 the Association has a number of active projects and working agree on initiatives in order to avoid wrong declarations groups underway, as well as meetings and seminars based in being made.” both Asia and Europe. With so much on the agenda, the COA is He went onto highlight another issue on the agenda for the playing a vital support role that can only increase in importance container industry, which had been discussed at recent COA going forward. v seminars: “In the last two meetings the subject of counterfeit refrigerants has been the main focus. This subject was addressed as a result of explosions that occurred in late 2011, affecting some reefers that belonged to COA members. Therefore there has been a lot of interest shown in this subject,” he said.

“The COA took a leading role in studying this area, to identify solutions to the safe draining of counterfeit refrigerant, and most importantly, working with the gas manufacturers to ensure gas cylinders can be tracked and depots buying them obtain certification to demonstrate their authenticity. From a COA The Container Owners Association (COA) was established in November 2004 as an international organisation representing the common perspective we believe the creation of a Depot Division within the interests of all owners of freight containers, worldwide. The principle COA with a precise business plan is also an important subject at aims of the COA are to develop industry standards, to disseminate the moment.” information through conferences, training and education, to promote From speaking to Michael, it is obvious that the container safe container operations, lobby relevant regulatory authorities and to industry is one that takes technology, safety and the environment promote environmental awareness.

For more information, visit: www.containerownersassociation.org. very seriously, and that COA members are dedicated to ensuring the highest standards are achieved and maintained. For the rest of

The Container Owners Association

www.shippingandmarine.co.uk - 15

Green shipping

Passing the

test

On board testing services emerge to deliver the data needed to clean up large tonnage ships

who

A

s increasingly strict government and international maritime regulations are phased in to reduce harmful emissions produced by large tonnage ships, the need for on board, in-use testing services capable of delivering the accurate, continuous emissions data needed has also arisen.

Slowly, but surely, the shipping industry is being forced to clean up emissions such as NOx, SO2 and particulate matter that is largely responsible for significant onshore pollution. Although much work has been done to clean up ports and marine terminals themselves, the next big target is large tonnage ocean going vessels, dockside vessels, harbor-craft and offshore drilling rigs.

The primary regulatory agencies driving this change include the US Environmental Protection Agency (EPA), International Maritime Organization (IMO) with its MARPOL guidelines, and the California Air Resources Board (CARB).

CARB, in particular, has taken a leadership role with some of the most stringent emission reduction measures and deadlines. This is not surprising, given that Southern California ports handle 40 per cent of all national consumer imports. As a result, the Port of Long Beach and Port of Los Angeles are among the nation’s highest polluters.

16 - www.shippingandmarine.co.uk

According to the South Coast Air Quality Management District (SCAQMD) oceangoing vessels are among the largest sources of nitrogen oxides (NOx), emitting more than all power plants and refineries in the area combined. Ships also contribute approximately 70 per cent of emissions of sulfur dioxide (SO2) as well as particulates that create significant health risks for area residents.

Another point of concern is that foreign trade has grown dramatically which means more containers, more generators and larger engines. As a result, pollution from shipping and port operations is growing as a percentage of total emissions.

These issues are not limited to California. East Coast ports, waterways throughout the U.S. and even the Great Lakes are suffering from the same issues. Fortunately, the clean up is already well under way at the ports. Over the past decade, marine terminal owners have worked to retrofit and clean up port ground and cargo moving equipment and turned to alternative fuel, electric and hybrid trucks, trains and tugboats.

Now, the focus is turning to cleaning up large ocean going vessels, their main C3 diesel engines and many auxiliary engines, such as diesel generators. Cruise ships, in particular, can have 20-30 such engines to satisfy their extensive power requirements.

Diesel emissions from cruise ships while at port are a significant source of air pollution, with one-third of the total occurring while idling at berth.

These efforts will require retrofitting existing engines with aftermarket emissions control products or replacement with newer, low emission ‘green’ engines.

Although this sounds simple enough, and is similar to the paths taken by other industries targeted by the EPA to clean up diesel engines, the absence of testing services and products specific to the shipping industry has been a roadblock to progress.

The OBET testing service utilises several new commercial testing products from GreenLink Systems to perform these tests: an emission testing analyser and a continuous NOx emissions monitoring unit that remains on the vessel over time. Information from these units is relayed wirelessly via built-in 4G wireless modems to a secure, online database accessible over the internet.

The emissions testing unit (ETU) component measures eight

Testing that meets all regulations Until recently, a comprehensive testing service that meets the requirements of every existing regulation has not been available to shipping companies. Neither have the commercial devices required to conduct the testing.

There are several handheld diesel engine testing devices approved by the EPA on the market, but most do not meet all the regulations of ISO 8178 testing required by CARB, EPA and IMO. Many are electrochemical-based analysers, as opposed to the chemiluminescent detectors outlined in the test protocol. Many cannot be calibrated, either, another ISO 8178 requirement.

To meet all the regulations laid out by CARB, IMO and the EPA, an on board testing service would not just be a snapshot of engine performance, but would have to include ongoing ‘inuse’ performance testing over time to meet the ISO 8178 testing protocols. Such monitoring is required by both the EPA and CARB to demonstrate performance over an established period of time.

This is where difficulty comes in, says Mark Adair, an emissions control product expert for the past 28 years. In a career that began as a diesel engine mechanic in West Coast ports, Adair has worked both from the verification and laboratory test cell side of emission control with waste handling equipment, school buses, trucks, port ground equipment and now large tonnage ships.

“The type of technologies used to clean up those industries will essentially be same we use to clean up ships,” says Adair.

“The difference is all those emission control technologies were developed in laboratory test cells under controlled conditions with engines removed from equipment and sent to the lab. You can’t pull an engine off the ship.”

This essentially means the testing service has to include devices that remain on a ship over time, constantly monitoring emissions ideally with minimal disruption to ships crew and limited access to the ship itself.

Testing services emerge GreenLink Systems, a company that produces high-tech emission monitoring and control products for heavy duty diesel engines, is now offering a comprehensive On-Board Emissions Testing (OBET) service along with the commercial testing products required to conduct such tests.

OBET is the only service currently available that provides CARB, IMO and EPA ‘acceptable emissions data’ that also meets the ISO 8178 standards for in-use emission testing. It can also be used to perform the International Air Pollution Prevention (IAPP) engine re-certification required by the IMO and the EPA.

Emissions Testing Unit (ETU)

gaseous emissions, including Hydrocarbons (HC), Nitrogen oxide, (NOx), Nitric Oxide (NO), Nitrogen dioxide (NO2), Oxygen (O2), Carbon dioxide (CO2), Carbon Monoxide (CO) and Sulfur dioxide (SO2). Sulfur dioxide monitoring is particularly important as it can also be used by shipping companies to monitor emissions during fuel switching operations.

A key advantage is that the ETU does not need a laboratory technician to perform analyser calibrations since it is programmed

www.shippingandmarine.co.uk - 17

Green shipping to run in an automatic calibration mode. It can be operated by a crewmember after initial set up.

The continuous NOx emission-monitoring unit (EMU) is installed directly on the engine and exhaust system utilising sophisticated sensors. The EMU remains on the engine to measure, record and transmit data 24/7, with new updates uploaded every few seconds.

or smartphone while drinking coffee at Starbucks.”

The ability to monitor results is particularly important during the durability step of CARB’s verification process. Emissions control products for diesel generators are required, for example, to be tested over a period of 500 operating hours, a task that could take six months on board a vessel. A failure, due to human error or the engine itself, would require re-starting the durability test from scratch. Instead of discovering this after the 500 hours had elapsed, sporadic tests run while the equipment is on board would indicate the need to re-start the test from shore, saving valuable time.

Industry benefits from testing

NOx Emissions Monitoring Unit (NEMU)

The GreenLink Systems EMU is the first unit on the market that meets the IMO NOx Technical Code requirements for all on board maritime engines, including auxiliary engines.

The continuous monitoring unit has been designed with both upstream and downstream sensors to satisfy CARB’s Title 13 Div. 3 ‘Verification Procedure, Warranty and In-use Compliance Requirements for In-Use Strategies to Control emissions from Diesel Engines.’ The Verification Procedure calls for measurements of exhaust before and after treatment by a NOx emission reduction device while establishing in-use performance and durability over an established time period. According to the procedure, ‘…the mass emissions of NOx both upstream and downstream of the after treatment device must be measured and recorded over the entire demonstration period.’

The document goes on to outline that data must be recorded at intervals no greater than ten seconds, must include accurate date and time stamps that correspond with engine operation, and must be submitted electronically – all factors addressed by the device.

According to Adair, a testing system that transmits data wirelessly with remote access capabilities is critical to reduce the time, crew labor costs, equipment transportation and access to a ship that may only be infrequently docked in port.

Emissions data is acquired and uploaded in a secure database that can be accessed through the internet. The emission data assists in all bookkeeping and reporting required by the regulatory agencies, reducing costs.

“The goal is to eliminate the need to go back on board the ship repeatedly after the equipment is installed,” says Adair.

“With wireless transmission of data and remote access you don’t have to go on board the ship. You can conduct tests, calibrate equipment, change settings and even troubleshoot using a laptop

18 - www.shippingandmarine.co.uk -

The availability of such on board, in-use testing services that meet the requirements of all the existing regulations will benefit the shipping industry on many significant levels.

To start, shipping companies can conduct independent, private testing to establish a baseline of existing engine performance – both for the main engines and the many auxiliary engines used throughout the ship that factor into the ship’s total emissions.

This baseline could be used to simply determine how much clean up improvement will be required in the coming years or to identify which engines are contributing the most pollution and need repair.

Testing services will also play a key role in identifying emerging emission control technologies that can be retrofitted on ships.

Ship owners are constantly plied with new products that claim to significantly reduce emissions. A testing service that can measure emissions before and after the device will allow ship owners to separate emission control products that work as advertised from those that don’t.

Testing is also critical to the manufacturers of the emission control products themselves.

To obtain verification as a CARB-approved product, an emission control product manufacturer must present preliminary test data to demonstrate the viability of the product. Then, they must secure the co-operation of a willing ship to test the product in-use where multiple baseline and post treatment tests must be conducted.

Establishing product durability is another key step in the process, requiring in-use testing over an established period of time.

Finally, the engine manufacturers themselves looking to sell new, ‘greener’ engines to the shipping industry will need testing that meets all the regulations as part of its R&D. Although regulatory compliance is a primary driver, many shipping companies also see significant competitive and even PR advantages to being at the forefront of the ‘green fleet’ movement.

Proactive fleets can also take advantage of potential grant funds from local, state and federal agencies such as the EPA for air emission reductions that go beyond current regulatory requirements. v

GreenLink Systems

GreenLink Systems developed and introduced the world’s first ‘laboratory grade’ on board emissions measurement and monitoring equipment, which fulfills the requirements of IMO, EPA and CARB maritime in-use emissions testing legislation.

For more information about OBET testing, visit: www.greenlinksystem.com.

MARINE ENGINES

Cruise into

compliance T John Deere is meeting Tier 3 emissions regulations with new PowerTech 4.5L and 6.8L engine models

he green revolution is going full speed ahead on the water as the marine industry continues to respond to emissions regulations to improve air quality.

On January 1, 2013, U.S. Environmental Protection Agency (EPA) Tier 3 emission regulations began applying to the John Deere lineup of marine engines. John Deere Power Systems meets these requirements with two new 4.5L marine engines, as well as two 6.8L models. EU Stage III emissions regulations may go into effect in 2016.

The redesigned Tier 3 engines feature high-pressure commonrail fuel systems, as well as turbocharged, engine-water-cooled, and seawatercooled aftercoolers, and four-valve cylinder heads on three marine models. The new Tier 3 models include the PowerTech 4045TFM85, the PowerTech 4045AFM85, the PowerTech 6068AFM85, and the PowerTech 6068SFM85.

The PowerTech 4045TFM85 is the replacement for the popular PowerTech 4045TFM75 engine for the gen-drive lineup of John Deere engines.

“During engine development for Tier 3, we analysed our potential offerings and completely redesigned the 4.5L engine for optimisation of fit and features,” explains Carl Micu, global sales and marketing project manager for John Deere Power Systems.

The PowerTech 4045AFM85 is a completely new design and is the most powerful 4.5L marine engine ever launched by John Deere. With ratings of up to 168 kW (225 hp), the PowerTech 4045AFM85 serves as a powerful and compact replacement for the Tier 2 PowerTech 6068TFM75 and PowerTech 6068TFM76 gen-drive engines.

“The PowerTech 4045AFM85 offers more power in a smallerdisplacement engine, offering constant power at 400 rpm below rated speed. This makes the engine an excellent choice for recreational uses. The gen-drive version will be an excellent genset for recreational vessels. As a gen-set engine, the PowerTech 4045AFM85 delivers quiet, smooth operation that will not let you down,” says Micu. ”You may even forget it is aboard.”

The PowerTech 6068AFM85 and PowerTech 6068SFM85 carry the same ratings as the current Tier 2 engines with a slightly smaller package due to a redesign of cooling system components.

“We made the 6.8L engines more power dense, offering the same horsepower in a more compact package,” says Micu. “This is very important as many vessels have small engine compartments in order to maximiSe living or cargo space, and they need engines with high power density.”

The PowerTech 6068AFM85 has been upgraded and

PowerTech 6068AFM85

streamlined compared to the previous Tier 2 6068AFM75. A new aftercooler and heat exchanger result in a smaller engine that will be easier to install in a variety of vessels.The PowerTech 6068SFM85 uses the newly redesigned aftercooler and heat exchanger from the Tier 2 6068SFM75 and a new software calibration to make the jump to Tier 3.

Not subject to the new EPA Tier 3 emissions regulations? No worries. “John Deere will continue to offer marine engine models for regions and applications not affected by the new regulations,” says Micu.

Looking forward, rest assured that John Deere will be ready for 2014, when Tier 3 emission regulations go into effect for its 9.0L and 13.5L marine engines. John Deere expects minimal changes to the power, performance, and engine size of those models.

John Deere will continue to offer Tier 2 and non-certified marine engine models for regions and applications not impacted by the new regulations. v

Deere & Company

Deere & Company is a world leader in providing advanced products and services and is committed to the success of customers whose work is linked to the land - those who cultivate, harvest, transform, enrich and build upon the land to meet the world’s dramatically increasing need for food, fuel, shelter and infrastructure. For more information, visit www.JohnDeere.com/jdpower.

www.shippingandmarine.co.uk - 19

FIRE FIGHTING

Beat the

blaze John Newton discusses the fire hazards on offshore wind farms

who

F

ire is a potential hazard in any environment, but it can be especially dangerous in remote or offshore locations, such as oil platforms, floating production storage and offloading units, and cargo vessels. However, one area in particular has had a higher number of fire incidents recently: wind farms.

A report by the AREPA Group – a technical service organisation with operations throughout Europe that specialises in the assessment and restoration of damaged technical equipment – states that 184 wind turbine components have been damaged by fire since 2002 – two of which caused serious burns to wind industry workers.

To understand where a fire could start, it is important to consider the machinery. A number of fire risks can occur within the nacelle, a cover

Year

90-94

95-99

00

01

02

03

04

05

06

07

08

09

10

11*

No.

1

5

3

2

24

17

15

14

12

21

17

16

9

3

Data source: Caithness Wind Farm Information Forum (www.caithnesswindfarms.co.uk)

20 - www.shippingandmarine.co.uk

housing that contains all of the components in a wind turbine, including the generator, gearbox, drive train and brake assembly.

The main risk occurs with the potential ignition sources within the nacelle and increased risk of lightning strikes due to the height, metallic nature of the turbine and the isolated location. Fires can also occur in other parts of the turbine, including: the tower; the electric power substation; the switchgear, inverter control cabinets, and in the transformer.

The causes of fire can vary considerably. Lightning strikes, as mentioned previously, are a particular hazard, as are fires involving electricity. Hot surfaces, including mechanical brakes and gearboxes, can cause issues, and ‘hot work’ such as welding, abrasive cutting, and soldering during the construction or maintenance of the wind tower combined with the ‘fire load’ (internal foam, plastics, lubricants, cables etc.) can be a dangerous mix.

Wind farms are usually unmanned and many are located at sea.

When on land they are usually remote and inaccessible, especially to fire brigades. The challenge in fighting a wind turbine fire is considerable; therefore emphasis is placed on preventing and detecting fires from occurring in the first place.

A number of fire safety standards exist on wind turbines. These include: l NFPA 850 – Recommended Practice for Fire Protection for Electric Generating Plants and High Voltage Direct Current Converter Stations, 2010 Edition l VdS 3523en (wind turbines, fire protection guidelines) l Confederation of Fire Protection Associations in Europe, guideline no. 21.2010 F (CFPA-E) l Germanischer Lloyd, Renewables Certification Guidelines: GL Wind Technical Note Certification of Fire Protection Systems for Wind Turbines, Certification Procedures, Revision 2, Edition 2009 Preventing fires from starting and early detection are two of the cornerstones of Chubb’s philosophy in fighting fires; prevent, detect, contain, and escape. A number of options exist when it comes to wind farm fire detection, including very early warning aspirating smoke detection systems. These systems detect the first hint of trouble before a fire even begins. Other advanced systems detect flames and oil mist. In case an individual is performing maintenance work on the wind turbine, the detection systems enable them to contain the fire or in the worst-case scenario, to escape.

In terms of extinguishing the fire once it has been detected, there are a number of fire suppression solutions that are especially effective on wind farms, including water mist, chemical agents, inert gases, and fire extinguishers.

Chubb has serviced and maintained hundreds of fire extinguishers at one of the world’s largest offshore wind farms off the Suffolk coast. Completed in 2012, SSE developed the wind farm in a joint venture with RWE npower renewables. The project involved the installation of 144 wind turbines located around two sand banks known as Inner Gabbard and The Galloper in the North Sea, near Greater Gabbard.

Fire safety was one of the primary considerations in planning the wind farm construction, and two types of extinguishers – a

combination of dry powder and CO2 – were installed on each of the project’s 144 foundation monopiles. All of these solutions require annual maintenance and servicing to ensure they meet current fire safety regulations.

Access to offshore wind farms relies on specialist vessel availability, weather and sea state windows and skilled technicians.

Therefore, it is important that any equipment chosen has a proven history of reliability and effectiveness, as frequent visits to repair and maintain equipment are not viable options.

An often-overlooked requirement of British Approvals for Fire Equipment (BAFE) states that initial portable extinguisher servicing should be undertaken at the location where the unit will be installed.

For offshore servicing, the minimum requirements for a fire safety engineer are BAFE training, Basic Offshore Safety Induction and Emergency Training (BOSIET), Minimum Industry Safety Training (MIST) and TTS5U – Working at Height & Rescue Training – Wind Turbines. Chubb provides reliable equipment and services to meet the demands of the challenging wind farm environment. v

John Newton

John Newton is general manager, at Chubb Fire & Security Offshore & Marine. Chubb is a leading provider of security and fire safety solutions for businesses and industry nationwide, and is a part of UTC Climate, Controls & Security, a unit of United Technologies Corp. a leading provider to the aerospace and building systems industries worldwide. For further information visit: www.chubb.co.uk.

www.shippingandmarine.co.uk - 21

Profiles There are thousands of ships sailing the

l PACIFIC BASIN SHIPPING

oceans today, transporting every kind of cargo.

l MALIN GROUP

The global fleet is manned by over a million

l DUNSTON SHIP REPAIRS

seafarers of virtually every nationality and the companies involved in this sector are among

l THOR

the most technologically sophisticated of any in

l V.SHIPS CYPRUS

the world.

l Scottish Qualifications Authority (SQA)

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

l ALMI TANKERS l GOODWOOD SHIP MANAGEMENT l COMPLETE MARIne FREIGHT

practices and modern innovations are put into

l ASSOCIATED BRITISH PORTS

practice in the maritime sector.

l THORESEN SHIPPING SINGAPORE l NIPPON PAINT MARINE COATINGS

In it for the long

T

haul

he last year has been an important 12 months for Pacific Basin Shipping Ltd, the world’s largest owner and operator of Handysize ships.

After reassessing the prospects of its RoRo business, the company has substantially eliminated its exposure to the protracted weak RoRo charter market with the bareboat charter and forward sale of its six RoRo ships. By discontinuing its RoRo business and disposing of other non-core activities, the company can better focus on enhancing its already strong core dry bulk and towage businesses.

Pacific Basin seeks to strategically optimise its competitiveness by focusing on the acquisition of attractively priced Handysize and Handymax ships, as Mats Berglund, Pacific Basin Shipping CEO, highlights: “The timing of our fleet expansion is key, and we believe the time is currently right for us to acquire our preferred types of Handysize and Handymax ships. In this weak market we are growing our core fleet at relatively low prices, which will lay the foundation for competitive daily vessel costs in the future.”

24 - www.shippingandmarine.co.uk

With positive full-year results of its dry bulk and towage businesses and a segment net loss of $12.1 million generated in its PB RoRo business, the company agreed to sell all of its six RoRo ships to the Grimaldi Group for 153 million euros in September 2012.

Since then Pacific Basin has added nine dry bulk ships to its 230 plus fleet and also gained ten long-term chartered ships; on top of this it has developed five key strategic objectives for 2013, setting the foundations for a profitable and successful future. “We want to expand our core fleet at attractive prices and expand our dry bulk customer and cargo portfolio in tandem with our core fleet growth.

We are also committed to enhancing our 300 plus blue chip customers’ experience through decentralised operational support; with ten dry bulk commercial offices and a diverse network of 30 nationalities spread over six continents we have an enhanced understanding of our customers’ needs and are proud that they view us as responsive, local and accessible, with the ability to find solutions to any problem.

We are dedicated to being there when our customers need us, so are repositioning

personnel closer to our customers to further improve our 24/7 customer support service,” says Mats.

“Our dry bulk and towage businesses made profits last year, which is rare for dry bulk companies these days. Part of our strategic plan is to grow our towage business; we will also continue to consider opportunities for divestment of our remaining non-core activities. We want to be a lean, mean machine in this difficult market by focusing on our best attributes and building a stronger, more successful company.”

By removing the RoRo business, Pacific Basin is able to free up cash committed to this division and instead deploy it into dry bulk; to further cement its dedication, the company converted its 162 million euro 12-year RoRo loan facility into a dry bulk loan facility of approximately $210 million. Additionally, Pacific Basin has arranged an $85 million 12-year export credit agency loan with Japan Bank for International Co-operation (JBIC) with The Bank of Tokyo Mitsubishi UFJ Ltd (BTMU) involved as co-financing lender. Both facilities provide a superior boost to the company’s

Profile: Pacific Basin Shipping already significant buying power in the market.

“As a company we regularly seek out funding opportunities that we see as beneficial to our shareholders. This loan gives us an opportunity to access ECA financing with a 12 year repayment for four high-quality Japanese vessels at a point in our business history where we are specifically looking to take advantage of the weak market to become stronger,” says Mats. “A larger fleet of interchangeable ships equips us with the capacity to offer our customers competitive freight rates, top class service reliability and fleet scheduling flexibility to ensure a reliable and punctual service globally.”

Entering into the towage sector in 2007 as a subsidiary of Pacific Basin Shipping, PB Towage today is a leading Australasian based towage contractor, operating in Oceania, South East Asia and the Middle East. With a fleet of 43 modern vessels, it offers a wide range of towage services and marine logistics that are focused on key growth markets, such as oil and gas, construction, shipping and marine. This division of the company is continuing to do well, particularly in Australia, where healthy demand is anticipated to continue in the medium term.

“A great deal of key offshore projects in Australia are commencing construction, while other companies are entering the design phase, so we feel PB Towage is well positioned to participate in upcoming opportunities,” says Mats.

During an important year of setting the foundations for future profitable growth, Pacific

Basin set up two new initiatives, one of which was entering an agreement to increase to 50 per cent its holding in OMSA via its wholly owned subsidiary PB Sea-Tow alongside OMS. In April 2009 PB Sea-Tow entered into a shareholders agreement with OMS and Ezion for each to hold a third of the shares in OMSA, which was awarded the tugs and barges

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Professionalism makes perfect Detailed programming High-quality products Efficient services

Established in early 2005, JNS focuses on building bulk carriers of less than 100,000 DWT. There are two factories, which cover an area of 720,000 square metres, and a 1000-metre coastline in total with modern shipbuilding facilities.

The main products of JNS are 31,800, 32,500, 37,000 DWT LOG BC that have been built for customers such as Pacific Basin, Norden, Lauritzen Bulker, Island View Shipbuilding, Sinotrans and CSC. More specifically JNS has been c o-operating with Pacific Basin since 2005, and up to the present day 14 vessels have been successfully delivered to the company, all of which have been highlighted for their log carrying capabilities.

An Eco design - ‘EMERALD NUMEN 39K’ – has been developed by JNS and Shanghai Bestway with the aim to create a future-orientated handysize bulk carrier. Now, the first vessel has been entrusted to JNS, and it incorporates high fuel efficiency, environmental as well as modern green concepts and can bring huge benefits to ship owners in the near future.

JNS insists on adopting flexible solutions and providing an allround services to satisfy ship owners requirements; JNS strives to be a reliable and competitive partner for worldwide clients.

Welcome to JNS!

Profile: Pacific Basin Shipping

JNS JNS is a young and vibrant private enterprise in Chinese shipbuilding. JNS has been co-operating with Pacific Basin (PB) since 2005 on the building of 4x32,500dwt handy size log bulk carriers. The first vessel was smoothly kicked off with great support from PB and mutual trust between both sides even though JNS’ factory just was under construction at that time. Over four years of co-operation, both sides overcame difficulties, established mutual understanding, supported and respected each other, and finally the first series 32,500dwt, in total eight vessels, were successfully delivered to Pacific Basin by 2010. JNS and Pacific Basin became good partners and developed their friendship to establish the strongest foundation for further co-operation.

Half a year later, Pacific Basin opened the door of JNS

again, as both sides believe in the concept of environmental innovation for creating a new type of green design – a 37,000dwt handy size log bulk carrier.

With the current conditions of a depressed shipbuilding market, both sides are facing great pressures and challenges, which means JNS cherishes its hard-won achievements very much, and up to now, two vessels of 37,000dwt have been delivered to Pacific Basin and the remaining four are under construction.

Over the years of co-operation, JNS strongly feels that it is very lucky to have co-operated with Pacific Basin from the beginning and it will continue to work together with Pacific Basin to achieve a prosperous further under the enterprise spirit of ‘professional makes perfect’.

contract for the Chevron operated Gorgon project that year.

“Our increased shareholding in OMSA shows our continued commitment to our existing customers and to servicing the Gorgon LNG project. We believe a 50/50 joint venture will make for a strong combination, with PB Sea-Tow focusing on the contribution of marine assets and technical management services to OMSA, which will be complemented by OMS focusing on contributing safety management systems,” says Mats.

On top of this, the company has recently finalised plans to open a harbour towage operation in the port of Newcastle in mid 2013 following a 14 per cent increase in PB Towage’s global harbour tug jobs in 2012.

“We are positive about the future for our dry bulk business and believe we are past the worst,” concludes Mats. “We have plans for further expansion and, with six to seven per cent demand growth expected this year, are looking to grow our platform even stronger by remaining focused on what we do best.” v

Pacific Basin Shipping www.pacificbasin.com • Purchased nine ships since September 2012 • Increased focus on core business areas dry bulk shipping and towage • World’s largest Handysize operator

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Versatile

approach

From marine warranty surveys, feasibility studies, onsite attendances and planning and overseeing of cargo loading, through chartering, project management and hiring of specialist equipment to looking after our client’s interests, we cover them all

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T

he Malin Group represents a collection of companies under common ownership that all share a goal in assisting clients with their various marine projects across a wide breadth of scope.

The Group includes, alongside Henry Abram & Sons, Malin Marine Consultants (Glasgow),

Malin Marine Consultants (Aberdeen), Malin Marine Consultants (Nigeria) and Cleanship Solutions.

Serving the most complex transportation needs of industry, with professionally engineered solutions, Henry Abram & Sons’ continued success results from the application of experience, specialist knowledge and management skills. These, combined with a versatile and ingenious approach, ensure safe delivery of cargoes throughout the world.

The Malin Marine Consultants’ Scottish divisions specialise in the offshore, marine and heavy lift sectors. Drawing upon a wealth of experience they are able to offer a diverse range of products and technical support to clients operating within these areas.

Serving the needs of customers in West Africa, Malin Marine Consultants (Nigeria) offers high quality solutions to the local marine and offshore industry. The offices’ core employees are Nigerian nationals with extensive experience in the UK marine & offshore sector offering reliable, local content approved solutions. Its sought-after expertise includes worldwide vessel sourcing, survey and delivery to West Africa for the rapidly expanding Nigerian Flag.

Profile: Malin

Cleanship Solutions Ltd is a firm of naval architects and marine engineers specialising in providing practical, impartial solutions to ship owners for meeting the current and future requirements of environmental regulations.

John A MacSween, managing director, gives a few more details about the Malin Group’s main activities: “These are actually very diverse across the subsea, project and heavy lift sector,” he began. “Our companies are involved in the full spectrum of services required of the complex business of moving and installing project cargoes all around the world. From marine warranty surveys, feasibility studies, onsite attendances and planning and overseeing of cargo loading, through chartering, project management and hiring of specialist equipment to looking after our client’s interests, we cover them all.

“In addition to this we are looking after offshore vessel mobilisations for clients in the oil and gas sector as well as other conversion and deployment analysis for subsea and mooring operations. Our Cleanship division is also looking after owner’s compliance issues for the ballast water and exhaust gas cleaning regulations coming into force providing early

compliance reviews of their options as well as actually overseeing installation of systems and providing riding crews for retrofitting of equipment to existing vessels while minimising impact to trade.”

Due to the nature of the business, Malin Group also has a very varied range of customers, including subsea operators, renewable developers, OEM equipment manufacturers, shipyards, vessel owners and underwriters. “In addition we are very fortunate to be working with principle freight forwarders, assisting them technically and operationally where we can provide overspill services that complement their own in-house capabilities,” added John.

The Malin Group is able to bring depth and experience to its clients’ needs, which is one of the main strengths of the organisation. “As their requirements change over a project’s life our services can change and adapt to reflect

Group

this, without disruption of service or their need to manage multiple subcontractors. We have a dedicated team that can assist in a project end to end while still retaining a personal touch,” John noted.

One of the most significant contracts that Malin Group is working on at the moment is an £85 million aircraft carrier contract with the Royal Navy, which is due for completion in 2015. John elaborates on the contract: “This consists of four partners, two of which are Malin Group companies with the other two being Augustea Maritime Transportation and Abnormal Load Engineering. Here we cover all chartering, technical and project management support as well as onsite supervision and oversight of all operations involving the weighing, load-out, seafastening, sea transport and load-in/floatoff of cargo ranging from 40Te hull sections to hull blocks weighing over 11,000 Te.”

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Profile: Malin

Group

This project is being undertaken alongside many others this year. Said John: “In 2013 the Group’s companies will be focusing on continuing their services to existing clients as well as developing exciting prospects in newbuild and analytical work related to subsea market. We also have a number of exciting projects relating to the design, fabrication and testing of bespoke lifting equipment for the

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renewable industry.”

Although the market in which Malin works has been affected by the economic conditions of late, John pointed out that the company had weathered the storm very successfully: “We have been fortunate in that we are linked to industries that have sustained strong activity during difficult times, which allowed us to continue to grow. This, in conjunction

with our innovative approach to projects, is allowing us to maintain our development within our market sectors while simultaneously finding new avenues in which to sell our services.”

Having seen such success with the Royal Navy contract and persisted with growth despite difficult trading conditions, the future looks bright for Malin Group. John concluded with his vision for the future: “Over the next three to five years we would like to steadily grow the support services we offer to clients such as freight forwarders and insurance brokers. In addition we have a number of innovative vessel designs that we would like to bring to the market, all while maintaining our core chartering and technical support services to existing clients.” v

Malin Group www.malingroup.com • £85m contract with Royal Navy • Full spectrum of services • Dedicated, expert staff

Profile: Dunston (Ship Repairs)

Making

S

panning over 100 years the Dunston (Ship Repairs) name has a long tradition of providing excellence. Positioned on the Humber, UK, the company is the first port of call for many local, national, and international companies seeking expert ship repair and modification services. Its strategic position on the UK’s eastern seaboard places it close to the North Sea oil and gas installations, with Hull also acknowledged as one of the world’s most progressive shipping centres.

Over the years Dunston has successfully carried out all sorts of vessel modifications including lengthening, conversions, repairs, and extensive refurbishment. In the process the company has worked on a wealth of different vessel types such as offshore supply and standby, anchor handling, fishing vessels, passenger boats, patrol and high speed vessels, tugs and workboats, car and vehicle carriers, container vessels, coasters, dredgers, barges, and ferries.

waves

This work is executed at Dunston’s well established dry dock and repair facility based at William Wright Dock in Hull. Surrounding the site is a machinery workshop, plumbers workshop, engine cleaning bay, shipwright and joinery workshop, fabrication and welding hall, sheet metal workshop, carnage facilities, and various specialist equipment and machinery to support the company’s workforce. In addition Dunston has access to other local specialist marine services and materials.

All of this means that Dunston is able to guarantee a speedy turnaround with all work executed by a qualified and experienced workforce.

The company offers a 24-hour service to ensure projects are completed on time and within budget.

Last year contracts completed by Dunston included the docking of Fisheries Protection Vessels Jura, Minna and Hirta owned by Marine Scotland.

Over the last 15 years the company has completed over 20 refits for Marine Scotland, each time meeting the high standards of workmanship and service required. After three years work Dunston completed the conversion of a roll-on

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Profile: Dunston (Ship Repairs)

Fronius UK

region, and as such transfer into business for local operators such as Dunston.

This may present the company with the opportunity to invest further in its facilities, particularly the new Paull set-up which it plans to expand to allow it to make more boats at a time.

Whilst it may be strange that in order to move forwards a company has to return to its past, but in the case of Dunston reinstigating its ship building services this seems to be a sensible step in capitalising on the market. Most crucially though, the company has never strayed from its base shipping roots, which gives it the experience and market insight to stay the course. v

Fronius UK Ltd provides the UK welding market with solutions for MIG/MAG, TIG, electrode, laser, plasma and resistance spot welding and automation. Fronius has developed dependable welding systems specifically for the maritime field.

Sales and service teams ensure that customers are supported as quickly as possible on their own premises. In addition, customers benefit from services such as calibration, a warranty extension and a maintenance contract.

For decades Fronius has made significant contributions to advances in welding technology. The company is now one of the world’s technology leaders in the arc welding market segment.

roll-off ferry into a state-of-the-art survey vessel for Gardline. Known as the Ocean Reliance, the scope of work carried out on the vessel included the addition of accommodation for 48 people, a new auxiliary engine room, new wiring, renewed pipework, and a full overhaul of the main engine room.

It is not only ship repair that Dunston lends its name and skills to though. The Group also includes Dunston (Electrical Services), which specialises in marine electrical services, and the latest third arm – Dunston (Ship Building). Launched last year in partnership with Rix Shipping, this new division is based at the Paull shipyard, and it marks a return to Dunston’s ship building past with the firm having stopped in 1994 to concentrate on ship repairs.

The new business was incorporated in response to a £5.1 million order for three state-of-the-art aluminium workboats from Rix Shipping for use in the renewable energy market. Built under licence from Alicat Workboats in Great Yarmouth, this contract has since increased to five vessels. Not only does Dunston have unrivalled facilities with which to build new ships, but these activities also neatly fit in with existing ship repair services giving it the opportunity to offer an end-to-end package.

As the first three boats for Rix near completion, Dunston has since secured its first refit work for the renewables sector for a vessel which has been working off the Swedish coast. With the renewables industry presenting a major opportunity for the business, the company is now waiting for the announcements that will spark this boom. This includes the east coast wind farm, which was given the go-

ahead earlier this year, and will feature 35 turbines from Siemens.

It is hoped that the acceleration of the renewables industry will see huge volumes coming in and out of the Humber

Dunston (Ship Repairs) www.dunstons.co.uk • Long heritage • New ship building division • Ongoing workboat contract

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Fish and

ships M

ainly active in the fishing industry when it was first established in August 1994, Thor has been increasingly active in supplying chase/guard vessels for the offshore industry since 1997 and has gained its expertise through working with some of the world’s biggest seismic companies. Today it has an almost 50/50 ratio within its offshore and fishery sectors, with each supporting the other during economically difficult periods.

“Thor is a limited share company with three shareholders, the two main ones being the founding brothers of Thor, who came into the company with a lot of experience in the fishing industry.

The third shareholder comes from major international company Maersk; this combined expertise is one of our core

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strengths,” says Hans Andrias Joensen, chief executive officer of Thor.

It was in the late 1990s that the Faroe Islands went into a deep economic depression, which caused the shipping industry to be strongly hit by the price of oil. Seeing that it needed diversity to survive, Thor expanded into the offshore industry, using its gillnetter ship as its first guard vessel; when this proved successful the company hired the fishing vessel North Star and utilised it as a guard vessel also.

“From that time we have never looked back,” states Hans. “We have gained a good and reliable reputation and, although we may not be the cheapest company on the market for these services, have a proven track record in offering support that meets strict safety, working and reporting conditions to our oil clients.”

Located in Hosvik, on the Faroe Islands,

Profile: Thor

Thor has developed a strong reputation for fast decision-making and flexibility, which is due to its small number of employees and lateral hierarchy. Personnel with both local and international experience and all necessary skills for their role man positions within the company, with Faroese navigators particularly sought after for their skill and seamanship.

Both divisions within the company own fleets that operate on a global scale, from freezer factory trawlers to fresh fish gillnetters and crabbers in Thor Fisheries and guard/chase vessels and supply/support vessels in Thor Offshore. “Two of our support/ supply vessels, Thor Alpha and Thor Omega, were purpose built to support new seismic vessels and our guard vessels are used for guarding manifolds and templates on oil fields,” explains Hans.

“We also work as ships’ agents here in the Faroe Islands, mainly for seismic and oil companies, but for large fishing firms too. This is a growing sector for us as we have the experience of providing ship’s with agency service as well as receiving them in our world wide activities, so we know what services are required and how best to perform them.”

In November 2012, following 14 years of providing charter services to seismic firm PGS, the company was awarded the

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largest contract in its history to own and operate a total of eight new seismic support ships on a ten year time charter

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contract, with the option for an additional extension. The ships were designed

by Skipteknisk, based in Alesund, in

close collaboration with Thor and will be equipped with state-of-the-art- technology for the efficient servicing of seismic vessels. Each ship will reach lengths of 64 metres long and 14.5 metres wide, thus giving them the capabilities to supply in all ocean conditions.

“An agreement has been made for a total of eight ships (four plus four), which will be built at Besiktas shipyard in Turkey, so that when the first four ships are started they will be delivered in August 2014 and the next batch at three month intervals after. There is also the option of four more ships to be delivered in 2015 and 2016,” highlights Hans. “This is the biggest agreement that Thor has ever made and we are very pleased with the great co-operation we have developed with PGS.” Looking to the future, Thor will continue to participate in the development of the new builds for PGS while also focusing on achieving a fully functioning HSEQ (Health, Safety, Environmental and Quality) system on its fishing vessels throughout 2013 and 2014. With a mission to be a

Profile: Thor with Thor as it looks to expand into the Arctic area, as Hans concludes: “This area is of great interest to us, as we have an experienced crew that have completed fishing projects in Greenland and are therefore familiar with the hidden dangers in these harsh conditions. We are confident that we have the background and expertise to benefit from any opportunities that present themselves in the future.” v

Thor www.thor.fo trustworthy and law-abiding partner that provides a reliable and safe service world wide, Thor’s HSEQ system is built on the values of the ISM Codes, ISO 19001:2008, ISO14001:2004 and OHSAS 18001:2007, as Hans elaborates: “We were the first company in the Faroe Islands to obtain our ISM and ISO 19001 certificate at the same time, which we have since extended.

Even though the ISM is not compulsory on vessels under 500 GT, we have chosen

to implement the standard on all of our vessels, which means all employees must work according to the procedures and policies stated in the HSEQ manual.”

With the first certification obtained in 1999, the company has honed a working culture that focuses on continuous reviewing/assessing and improvement, which has resulted in a strong reputation and excellent safety record in the marine seismic branch. This ethic will remain

• Specialises in support services for the shipping and oil & gas industries • Major contract with PGS to build eight new vessels • Operates 22 vessels

ZAMAKONA YARDS Zamakona Yards is a group of companies with over 41 years of experience in design, construction and ship repairs in Spain.

Its strategic locations and wide range of services offered, make Zamakona Yards the perfect strategic partner for ship owners.

Its loyal customer, Thor Ltd can certify service and cost efficiency provided to Thor Supporter, Server, Pioneer, Beamer, Guardian and Supplier. The jobs included: blasting; painting; electrical; mechanical and steel works. Zamakoma appreciates the confidence Thor puts into its services.

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Profile: V.Ships Cyprus

In good

hands F

ormed in 1984, V.Ships is the leading supplier of independent ship management and related marine services to the global shipping industry. These activities are managed by Ship Management, Crew Management, Offshore Marine Services and Ship Supply Chain teams.

At present the V.Ships group supplies services to over 1000 vessels with a crew roster of 24,000 staff. Clients enjoy the choice of a wide range of office locations from which their vessels can be managed. In the case of cargo and offshore vessels, this encompasses 17 offices, which are able to offer local expertise within an international network.

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“The service that we offer is primarily driven by the people in the office so we have a big focus on the human element,” confirms Captain David Price, managing director of V.Ships Cyprus. “It is a tough time in the world economy, so we’re working to make sure that our people are happy and understand that working with the biggest ship manager in the world comes with a degree of security.

It’s important that both sea and shore staff understand that we’re all part of the same team and that no one entity can survive without the other.”

Crewing in general is an issue that remains on the agenda for much of the maritime industry. “Getting crew remains critical as there is still a shortage in the sector, so we spend a lot of time working with our crewing offices and training departments within the group to

Getting crew remains critical as there is still a shortage in the sector, so we spend a lot of time working with our crewing offices and training departments within the group to make sure that the people onboard our ships are qualified, trained, and fit for purpose As one such local entity of this group, V.Ships Cyprus manages 55 ships from its office, including specialised vessels working in the offshore sector.

Furthermore the company acts as a central purchasing location for the wider group. By contracting on this basis as opposed to as individual offices, V.Ships is able to benefit from economies of scale in order to achieve the best

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possible prices.

Likewise, one of V.Ships Cyprus’ greatest strengths is the worldwide coverage afforded to it as part of this group with the ability to draw on resources from the four corners of the globe. On the ground the company maintains a stable and loyal workforce that is committed to delivering a good quality of service to its clients.

make sure that the people onboard our ships are qualified, trained, and fit for purpose,” notes Captain Price. “We are very active in recruiting and are growing our network for that, but at the same time recognise that for there to be more people the quantity of supply needs to be better. As such we maintain a very big and active cadet programme in order to train new individuals coming into the industry.”

Another major challenge faced by the industry is the upcoming introduction of the Maritime Labour Convention, which comes into force in August. This regulation provides comprehensive rights and protection at work for the world’s seafarers. It aims to achieve both decent conditions of work for seafarers and secure economic interests in fair competition for quality ship-owners. “We have a team of people making sure that we have everything in place ahead of the compliance inspections for this, so we are well ahead of the curve on that,” adds Captain Price.

At present V.Ships Cyprus benefits from a largely stable customer base, working with clients that it has had a relationship with for a number of years.

This includes owners of offshore vessels, including subsea construction ships. The offshore sector is an area that V.Ships was keen to expand its presence in. Even so, V.Ships Cyprus has been able to add yet another new client to its list this year,

Profile: V.Ships Cyprus

believe some ship owners are starting to see some light on the horizon. As V.Ships Cyprus I would like to see controlled growth with both new and existing customers, but ensuring that this doesn’t come at the expense of compromising on the level of service we offer.” v

V.Ships Cyprus www.vships.com • Expert ship managers • Focus on service quality • Taking on new vessels

as Captain Price explains: “We were very fortunate to secure management of six tankers for a Greek client at the start of the year. My target now is to get these vessels bedded in and make sure that they are operating successfully. I’m also looking for some further expansion in the

offshore sector, but expect that to start materialising later in the year.

“I think the balance of 2013 will be difficult, and potentially the start of 2014 as well, but I am optimistic for the longer term,” he continues. “I can see a lot of movement in ship acquisition so I

Dememarine Services Dememarine Services has been an official partner of V Ships for over six years. Having the technical background and the expertise Dememarine has been supplying V Ships with a wide range of products and services.

One of the major projects of V Ships that Dememarine Services undertook was the repair of the discharge system of chemical tankers at Houston.

Dememarine’s technical know-how combined with its comprehensive product ranges made it synonymous with professionalism, reliability and excellence.

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Profile: Scottish Qualifications Authority (SQA)

Succeeding in tomorrow’s

world

T

he Scottish Qualifications Authority (SQA) is the national accreditation and awarding body in Scotland. As Dr Janet Brown, SQA Chief Executive explained, in the years since it was established it has evolved into a very experienced international organisation with a global reputation for quality and service. She explained further about what the Authority’s role entails: “SQA is the national awarding body in Scotland and also operates throughout the UK and across the world. We work with colleges, employers and training providers in England, Wales and Northern Ireland, providing high quality, relevant and flexible qualifications and assessments, embedding and instilling industry

standards,” she said. “The qualifications we offer are inclusive, accessible to all and provide clear progression pathways in order to facilitate lifelong learning and recognised achievement.

“As trusted experts in qualification and assessment design, we are also Ofqual accredited,” she continued. “On a global scale, SQA is building on 100 years’ experience in qualifications and qualification systems and is currently developing Scotland’s new National Qualifications as part of Curriculum for Excellence. We have over 20 years’ experience of working internationally in partnership with governments, colleges, universities, schools and industry. Our global hubs include the UK, Beijing, Kuala Lumpur and New Delhi. We offer Doctor Janet Brown www.shippingandmarine.co.uk - 43

qualifications that are accepted around the world, as well as consultancy services to help governments and allow people to realise their full potential.

“Our aim is to make it easy for our customers to offer cutting-edge, internationally-recognised qualifications by providing a level of service that works every step of the way.”

The maritime sector The variety of courses available from SQA is very wide-ranging, and among these is a comprehensive portfolio of maritime qualifications, ranging from coastguard watch officer to nautical science, with further qualifications currently under development.

“Our qualifications develop the employability skills valued by employers in general and are necessary for effective work within the maritime industry,” said Janet. “We believe UK businesses and training providers should be at the heart of a dedicated education and skills system and work to ensure those employed within the maritime sector have the right set of skills, knowledge and training to meet the industry’s requirements.

“SQA is recognised as the awarding body of choice by the UK maritime

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industry and engages extensively with all areas of the sector, working with trade and regulatory bodies to ensure its qualifications are relevant and meet the needs of employers. SQA also enjoys close relationships with the key stakeholders within the sector including the Maritime and Coastguard Agency (MCA) and the Maritime Skills Alliance (MSA).”

Indeed, the written examinations for Certificates of Competency are administered for, and on behalf of, the Maritime Coastguard Agency (MCA) by the Scottish Qualifications Authority (SQA).

Furthermore, Iain Mackinnon, secretary to the Maritime Skills Alliance, was clearly impressed with the approach taken by SQA. He offered a few more details about working with the Authority: “SQA is the Maritime Skills Alliance’s preferred awarding organisation.

We have developed a close working relationship with them to ensure that the qualifications meet employers’ needs and also reflect UK and international regulations. Our colleagues at SQA have a very good understanding of the sector and the practical reality of delivering our qualifications; they’re good partners.”

Janet added: “The Maritime Skills Alliance has been working for some

years to develop a suite of standards and qualifications which covers the whole of the maritime sector, broadly defined (for example, including large yachts and inland waterways, tugs and workboats, as well as better understood roles in the shipping sector) and we have worked closely with them throughout. That suite is designed to enable both traditional progression upwards, and across, allowing people to move from one sector to another, such as a fishing skipper taking on a new role servicing turbines: many of the core skills of managing a vessel at sea are the same.

“We were delighted that this work was recognised recently when the Maritime Skills Alliance won the prestigious ‘Investment in People’ award from Seatrade, one of the leading sector journals. The judging panel – chaired by the Secretary-General of the International Maritime Organization – gave the award for the Alliance’s work to develop its apprenticeship suite.”

Janet also noted that SQA works with other organisations in addition to the MSA: “We work closely with a number of other representative bodies across the sector including the British Maritime Federation, the Royal

Profile: Scottish Qualifications Authority (SQA)

Captain Nigel Palmer OBE, MSA Chairman, collecting the Investment in People award from Mr Koji Sekimizu, Secretary-General of the World Maritime Organisation with (on the left), the sponsor ASRY Yachting Association and the Merchant Navy Training Board,” she confirmed.

“Representatives from each of these associations, along with employers and training providers, have worked with us to develop high quality, flexible and relevant qualifications and assessments and helped us to embed industry standards where appropriate.”

The maritime sector employs 196,400 people in 6700 businesses, and as a whole it is a market that highly regards training and qualifications. Janet noted that overall there are several factors that combine in the marine arena to create challenges for employers: “One of the distinctive features of the maritime sector is that it includes some of the riskiest occupations in the country, with accident levels much higher than many comparable jobs on land,” she said. “The sector is therefore heavily regulated and SQA has worked closely with the regulator – the Maritime and Coastguard Agency – to ensure that our qualifications meet their requirements as well as their own. As is often the case where regulation is dominant, there are challenges in some parts of the maritime sector to encourage training, which goes beyond statutory requirements.”

As we approach the middle of 2013,

SQA is pleased with its progress but is determined to keep building the awareness of its brand outside of Scotland, as Janet explained: “SQA is very well known as Scotland’s national awarding body but in the rest of the UK it’s not necessarily widely known that we have a range of provision on the Qualifications & Credit Framework (QCF), offer Functional Skills and that we provide a strong level of customer service, with dedicated account management to understand and help clients and meet their specific needs.

So for the rest of 2013, we aim to strengthen our engagement across the UK and internationally, and service more customers than we have before.”

Indeed, this is going to be an important strategy for SQA over the next few years.

Janet noted: “We aim to continue to build strong relationships with key sector stakeholders, employers and colleges, and training providers. Through doing this, we can best meet the needs of learners, enabling them to have the skills and knowledge to succeed in today and tomorrow’s world.”

What sets SQA apart in terms of the qualifications/courses on offer is that it thinks and acts differently from what

customers may be used to, because to the Authority, the most important person is the client.

A team of very committed and experienced staff delivers this service.

“We have dedicated business development teams covering the UK and in international markets,” concluded Janet. “Centres who wish to become approved can contact their local business development manager (BDM) to find out more about the products and services available to suit them. Our BDMs are one point of personal contact that will take time to learn about a client and their business, and will support them through the entire approval process, even checking their forms before they are submitted.” v

Scottish Qualifications Authority (SQA) www.sqa.org.uk/businessdevelopment www.sqa.org.uk/maritime • Awarding body of choice for the UK maritime industry • Working with international clients • Building brand awareness

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Almi Globe

Fleets

ahead I

Captain Panayiotis Drosos

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t may have grown up amongst tough trading conditions, but since 2009 Almi Tankers has built up a reputation as a high quality oil tanker operator.

Specifically, the company provides high quality services for the transportation of oil in a reliable, efficient, safe, and environmentally friendly manner. Up until recently, Almi Tankers managed two double-hulled Aframax LR2 vessels, Almi Star and Almi Spirit, and three newly built Suezmax vessels, Almi Horizon, Almi Galaxy, and Almi Globe.

Expanding this fleet further is something that the company has been planning towards since its formation.

As such, over the last 12 months it has

been executing one of the biggest new build programmes in the Greek market at this time. This has seen the arrival of four new Suezmax vessels from Daewoo Shipbuilding & Marine Engineering Co. Ltd (DSME) – Almi Sky, Almi Sun, Almi Odyssey and Almi Explorer.

A further three such vessels remain on order from DSME for delivery over the course of the rest of the year, which will then see Almi Tankers’ Suezmax fleet bolstered to ten vessels. “We have also initiated the construction of two modern eco-designed VLCCs,” notes Captain Panayiotis Drosos, CEO of Almi Tankers.

“These are expected to join the fleet by 2014.

“We have to acknowledge that over the

Profile: Almi Tankers

Almi Star last three years the shipping market has been very depressed, but we believe that this has now bottomed out. We are very proud that as a fairly young company in this difficult market we have been able to secure strong clients, including major oil companies. In representing our owners throughout this time we have guaranteed to the clients that we will stick to the high standards and quality vessels associated with the Almi Tankers name,” he continues.

In order to position itself more strongly within this market place, and with an eye to the future, Almi Tankers has particularly focused on fuel efficiency and reduced environmental impact in the designs of its new build vessels.

“We made a decision a few years back to invest in this sector and that is now paying off, as we are one of the first choices for clients when discussing their schedules,” explains Captain Drosos.

“Likewise, if you take into

consideration bunker prices in this low market the ability to consume less fuel is a significant commercial advantage when the vessel is on a time charter. From our point of view though, reducing fuel consumption is not just about success, but also part of our obligation under

Hyde Marine, Inc. Hyde Marine has a long history offering the Hyde GUARDIAN Ballast Water Treatment System (BWTS), an effective and proven solution based on depth filtration and Ultraviolet disinfection. This system was one of the first to receive IMO Type Approval and US Coast Guard Alternative Management System approval. Hyde Marine has had the pleasure of working with Almi Tankers since October 2010 and looks forward to future collaborations to ensure Almi is equipped with a reliable BWTS.

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Profile: Almi Tankers Almi Odyssey

Almi Spirit

ISO 14000 to reduce our emissions,” he adds.

As such, in early 2010 Almi Tankers took the green light from the board of directors to investigate the possibilities to minimise emissions and fuel consumption to the optimum. “We have used all available technology in order

VLCCs, ballast water treatment systems and electronic engines in the Suezmaxes, in combination with a bigger propeller,” notes Captain Drosos.

He continues: “At this time our Suezmaxes are considered to be among the most efficient, and our VLCC design is considered to be the most fuel oil

we are preparing the field ahead, so to speak. If you take such requirements under consideration at the very early stages of shipbuilding you can achieve a very desirable result, as we have with our new build vessels. Although technology continues to progress, by using the latest advancements we are

to reach our target of having the most fuel oil efficient fleet possible, such as electronic long-stroke engines on the

efficient in the industry. The vessels that we operate comply with all existing and forthcoming legislation up to 2015, so

confident that our vessels will remain compliant with future directives and competitive in the marketplace.”

Indeed, the company is eagerly looking forward to the completion of its Suezmax new build programme this year. Although this, and the forthcoming VLCCs, is commanding much of its attention, Almi Tankers is also monitoring the LNG market as a segment that it may look into, going forward.

“Our vision, clearly defined from our directors, is to grow into a reliable tanker management company characterised by its operational integrity,” describes Captain Drosos. “This is our target until 2020, as it is no easy task to achieve this in the industry that we are involved in. Every single individual has to concentrate on the same common goals in order for us to achieve the vision that has been set. For a new company to undergo the kind of expansion that we have with our new build programme is a big thing, but this increased capability should enable us to take the next step forward in the future,” he concludes. v

Almi Tankers www.almitankers.gr • Focused on operational integrity • New build delivery • Environmentally friendly vessels

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Profile: Goodwood Ship Management

Working in

partnership

G

oodwood Ship Management is an independent ship management company that offers a comprehensive range of high quality marine services. The company places a lot of emphasis on meeting customers’ needs, and adopts a partnership approach when providing the safe and cost effective management of ships. Overall it embraces the owners’ approach, allowing the company to secure and service very long-term contracts from the most demanding charterers.

Services At Goodwood Ship Management, a broad spectrum of ship management services are on offer, including technical management, crew management, commercial management and marine consultancy services which includes new building supervision. Currently it manages a diversified fleet, consisting of VLCCs, OBOs, chemical tankers, capesize bulkers and container vessels.

The most complex international shipping

operations are handled with expertise and enthusiasm by a team of highly skilled and dedicated professionals with many years of shipping background and operational knowledge.

Technical management In fact, this team of staff is what underpins Goodwood’s adeptness in offering a full portfolio of third party technical ship management services. But in addition to just allocating the bestsuited superintendent to a ship, Goodwood takes special care to maintain a good superintendent/vessel allocation ratio to ensure vessels under their charge get prompt attention at all times. It is this commitment from Goodwood that assures every vessel’s operating requirements are met and vessel operating condition is always at its peak.

Goodwood also monitors the vessels’ performance closely to ensure optimum operating efficiency. Ships under its care are inspected at regular intervals by the superintendent responsible for following up on all aspects of shipboard operational

matters and to maintain an active contact with the vessel.

Working synergistically with these superintendents is Goodwood’s computerised AMOS Planned Maintenance System that allows for close monitoring and timely vessel maintenance. The sustained optimal vessel performance and cost savings that result demonstrates the quality of its technical management services.

Crew management With its primary concern of delivering safe, efficient, high quality, ethical and cost effective ship management solutions that satisfy its customers, Goodwood Ship Management has to recognise the value of deploying seafarers who are well-trained and certified in accordance with STCW 95 and the ISM Code. Its industry standard stringent selection and training process policy ensures that it has access to an unceasing supply of knowledgeable and well-trained seafarers for deployment onboard its managed vessels. Currently, it has ready access to a pool of Indian,

www.shippingandmarine.co.uk - 49

system. In accordance to the preference and requirements of the principals, the company can provide monthly or quarterly accounting reports in a timely manner; and the accounting procedures and systems meet the highest of corporate governance standards as required by Sarbanes - Oxley.

Information access services

Italian, Norwegian, Spanish and Filipino officers and ratings in the system. The company also undertakes its own crew recruitment and training ventures, in India and the Philippines, in order to proactively develop its very own quality seafarers.

Through fully computerised crew management operations, Goodwood is able to ensure that all vessels in the fleet have officers and crew onboard with the required skills, training and certification for the vessel type. In addition to Seagull Computer Based Training available onboard its managed fleet, it has developed a series of training courses and made them a mandatory part of the crew training programme.

Crew training is conducted at Goodwood Marine Services Pvt Ltd, its wholly owned subsidiary manning office in Mumbai, Trans Global Maritime Inc, Manila and at other external training facilities. Further, its officers attend company shore-based seminars. All crew training and personal development of seafarers is supervised by the Personnel & Operations department, and its manning offices are audited regularly and operate under the direct supervision of the Goodwood Personnel Department.

company actively negotiates for favourable frame agreements and consolidates volume purchase. As a result, it is not only able to secure attractive pricing on a range of supplies, including spare parts, lubricating oil, paints and provisions, it is also able to adopt a holistic perspective to inventory control – maximising savings for its principals. Furthermore, its computerised purchasing system, fully integrated with the AMOS Planned Maintenance System on-board vessels, assures that incidents of over-stocking are minimised.

Insurance Through its well established working relationship with insurance underwriting markets and the brokers, Goodwood is able to assist its principals in obtaining competitive rates for H&M and P&I coverage – in addition the company always ensures that all vessels under its management are covered against marine perils and third party liabilities. Not stopping at that, its insurance department plays an active role in handling and settlement of owner’s claims as well as assists in the process of insurance policy renewal.

Purchasing

Accounting

When it comes to purchasing, Goodwood sees it as much more than a process of acquiring supplies. It is procuring the best quality goods and services at the most economical price. Through tapping its global purchasing experience, and its network of highly reliable suppliers, the

At Goodwood Ship Management, the importance of proper and timely financial reporting and its influence on owner’s decisions is fully appreciated. As a result, it has instituted a modern and fully computerised accounting, payroll, crew management and purchasing

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Timely information is critical in giving customers a keen sense of security and control over their vessels. Going the extra mile for its clients. Goodwood is able to offer them full access to the Virtual Private Network (VPN) of the Goodwood Ship Management system.

With this facility, staying informed about their vessels at all times becomes not only possible but also hassle-free. The information available on this network includes: l Class certificates and survey status l Contact list l Crew list l Off hire statement l Q88 HVPQ-vetting l Quarterly accounting reports l Quarterly superintendent cost analysis report l Superintendents vessel inspection report l Ship’s main drawings l Vessel particulars

Marine consultancy services Besides providing ship management services, Goodwood is also specialised in marine consultancy and new building supervision. Its marine consultancy services covers a wide range of expertise in the new building sector and the division has undertaken various new construction projects including VLCCs and chemical tankers at major Japanese, Korean and Chinese shipyards.

The company offers a broad spectrum of marine consultancy services to the marine

Profile: Goodwood Ship Management

industry and its main activities are: l Project management of ship

construction l Ship condition surveys l Ship conversion projects l Sale & purchase inspections l Supervisory services for dry-docking, conversions & repairs l Provide skilled manpower for projects Goodwood has a team of skilled, competent and dedicated marine engineers and naval architects with proven track records in project management and site supervision of new ship construction.

The team can carry out a detailed review of the yard specifications and provide owners with its comments to the hull, paint coating, machinery and electrical systems. This review is made against owner’s requirements, best industry practices and incorporating Goodwood’s operational experience gained through managing similar vessel type. Its

comments would also be useful for owners’ in their negotiations with the yard to upgrade the quality of the vessel.

The four main phases of new building supervision would cover the following: l Plan approval l Factory acceptance test of equipment l Site supervision l Commissioning and sea trials

The company’s site manager is responsible for liaison with the yard on all aspects of the construction programme and to ensure that the vessel is delivered to the agreed specifications, standards and quality. Owners are provided with weekly and monthly progress reports which covers the status of steel construction, surface preparation and coating, machinery, piping, electrical installation and outfitting works.

The site team will closely monitor the yard’s daily tests schedule to ensure that various equipment and systems are tested and proven to meet the specifications

and class requirements. Commissioning and sea trials would be carried out to the owners’ satisfaction and they are kept fully informed as to whether the performance of the vessel and its systems have met with the agreed contractual specifications.

It will also liaise with the builder on any further outstanding matters and take delivery of all documents and final drawings for dispatch to owners.

In all of these areas of operation listed above, Goodwood Ship Management continually strives for excellence. It works in an industry where a reputation for reliability is paramount, and the company is totally committed to maintaining a leading position in the market. v

Goodwood Ship Management www.goodwoodship.com • Broad spectrum of services • Awarded ISO 50001 for energy management • Dedication to finding the right staff

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hand All in

C

omplete Marine Freight specialises in worldwide boat transport and marine logistics, whether it is shipping a super yacht or trucking a small motorboat, air freighting a mast, delivering spare parts, or couriering documentation.

The company operates out of offices in Palma de Mallorca in Spain, and Southampton in the UK, but services clients on a global basis.

“We offer a very personalised service with a small team of experienced individuals in each office,” describes commercial director Tom Sell. “We are dedicated to making sure our customers get what they need, and with shipping regulations sometimes seeming like murky waters they can rely on us to handle everything from collection of the boat or goods to the point of delivery anywhere in the world.”

It is Complete Marine Freight’s structure as a wholly independent business that

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helps it achieve such a scope as it can make use of any carrier or mode to give the best transport option for the client.

Furthermore, the company maintains a strong network of agents across the world, which it can again draw on the specific strengths of as needed.

All this means that Complete Marine Freight has a customer base that ranges from vessel manufacturers to discerning owners. The company also handles a lot of second hand brokerage for sailing yachts and motorboats. As such, it has honed its complete boat moving service to not only include the physical transportation of

the yacht or motorboat by sea, land, or a combination of the two, but also customs requirements, shipping cradles, skippers, berths and even cleaning if needed.

This logistics expertise is also applied to the busy super yacht market. Whether it is the building of specific shipping cradles, purchasing of support containers, receiving of goods in transit, tender movements or even shipping of the entire yacht, Complete Marine Freight aims to be the single point of contact. Its express courier service is just one element of this in catering for those customers that need urgent pick up and delivery of spares or documentation anywhere in the world.

As just one example of the myriad of logistic requirements serviced by Complete Marine Freight recently the company oversaw the offloading of two of the tallest masts in the world on their arrival into the Port of Antwerp from New Zealand. “It was a challenge to organise the right equipment in the right place at the right time but it all went very well,”

Profile: Complete Marine Freight

notes Tom, with Complete Marine Freight also securing the onwards transport for the masts. “We have a fantastic list of suppliers, who are almost as important as our clients to the business, and these professionals supported us in the delivery.

We were also very communicative with the client throughout as we see that logistics is a chain of events and therefore believe in being open and transparent about how things are going, whether well or not.”

Turning to another ongoing project he continues: “We are shipping a 40-metre Sunseeker yacht from the UK to Hong Kong, which required us to build our own specific shipping cradle. In general we have been doing a lot more into the Far East and we certainly see that as a market that is developing. We’ve seen a lot of demand in Australia, and some in South America, as well as the standard route to the Caribbean and US, which is popular with boats from the Mediterranean.”

Racing logistics is yet another area where Complete Marine Freight is lending its skills. As such the company is proud to

be an official logistics provider to the 2013 Superyacht Cup in Palma. Drawing on its locally based office in the STP shipyard, the company is prepared to service all transport needs from couriering of spare parts and other equipment to shipping and storage of containers, as well as transporting the actual boats, before and after the race.

The newest thread in Complete Marine Freight’s strategy though is workboat transportation. This has been quite a recent diversification for the company, but one that it is keen to pursue further: “We have completed the shipment of a few boats so far and certainly have the capability to do a lot more,” confirms Tom. “We feel the commercial boat sector, particularly in terms of patrol boats and workboats for oil rigs and windpower, is still producing new vessels and therefore has transport needs. We will therefore be pursuing those opportunities as much as possible, and looking at the different ways we can help the customers there.”

Support is a long-term focus of the

business, as first and foremost Complete Marine Freight recognises the value it brings to its customers in the efficient and timely handling of their transport and logistics needs. As to some of the aspirations that contribute to this goal, Tom concludes with the next logical steps: “We are focusing on some of the specific market segments that we’d like to grow such as the workboat transportations.

We’d also like to grow our involvement in racing yacht programmes, particularly the Volvo Ocean Race, so we’re talking about those kinds of projects. Although we’re committed to remaining a small and specialist company, we would like to open up an office in the Far East going forward to cater towards the growth we see there.” v

Complete Marine Freight www.completemarinefreight.com • Transport and logistics • Superyacht Cup official provider • Entering new segments

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Investing in the

T

future

he port of Southampton plays a vital role in the UK’s maritime environment, with its location making it the first and last deep-sea port of call in Northern Europe for the Far East. The port offers a sheltered location, first-class road and rail distribution links to the Midlands and market-leading service and productivity.

It plays a frontline role in global trade and the supply chain; and in recognition of this, the port’s owner Associated British Ports (ABP) and joint venture partner in DP World Southampton, have launched a £150m investment project at the port, as part of a plan that will create the capability to handle the largest container vessels and provide the terminal with the capacity to grow its throughput in line with customer demand.

At the heart of this development is the merger of berths 201/202 at the

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container terminal in a milestone project that will create a new berth to be called SCT 5. This is required to enable the container terminal to service four of the next generation of ultra-large container carriers (ULCCs) simultaneously. Ultralarge container carriers, utilised for economies of scale, are predicted to account for more than half of the capacity of the world’s total container fleet by 2015; in the past five years alone, vessels in Southampton have doubled in their average throughput per call. These larger vessels need the high productivity and short turnaround times, which Southampton already offers. The new berth also forms a key part of ABP’s ambitious plans to increase the handling capacity of the port up to 2.7 million TEU a year. The works are due for completion

by December 2013 with the berth being operational in January 2014.

In addition to the new berth, this

multi-million pound project comprises several other different elements, including deepening works, dredging and state-ofthe-art gantry cranes. Southampton port director Doug Morrison gave some more details on these areas: “Firstly we have the quay works to strengthen the existing wall before we can attempt the deepening works. This is progressing well with the wall to be completed in the fourth quarter of this year. Then there is the dredging itself, which is split into several components from the docks through to the approach channel. We have almost finished the first stage of this around the berths to deepen these to 16-metres, and hope to begin the second phase shortly.

The bulk of this work is concentrated on the main navigational channel, and will be implemented in stages.”

The dredging process includes widening works at Marchwood, with permission granted as recently as February 2013

Profile: Associated British Ports

to also dredge in Southampton Water and the Solent. Referred to as the Southampton Approach Channel Dredge (SACD), this will see various sections of the navigation channel deepened and widened to enable the passage of larger, deeper-draughted vessels simultaneously.

The work will see the main navigational channel used by commercial shipping deepened from a current minimum depth of 12.6m, at various points along its length of 25 nautical miles.

Although Southampton already benefits from a wide access window thanks to its unique double tide, this work will increase this even further for the very largest vessels. “It is clear that vessels are generally increasing in size, and we need to react to this change. By deepening and widening the channel we can allow ships

to call more frequently, and to load to the maximum draft on arrival and departure.

It will also reduce congestion in the approaches to the port by increasing the ability for vessels to pass in the channel without restrictions,” describes Doug.

As another part of the multi-million pound investment programme, up to five ship-to-shore super post-panamax cranes will be installed at the reconfigured berth. ABP has placed a £26m order with Liebherr to manufacture new gantry cranes, which will be capable of taking on the largest vessels currently at sea, and those are under production. “These will arrive in September 2013, and then the cranes have to be constructed on the quay wall and installed. This needs to go hand-in-hand with the completion of the quay works. As such, from January

2014 we hope to be able to accept ships into the new berth. The main channel dredge will be completed some time after due to the need to carry out sediment monitoring for up to six months, and other processes,” explains Doug. For live updates on the construction of the new berth, you can follow @makesmoresense on Twitter.

Productivity at DP World Southampton is currently at a record high, landside and shipside, thanks to a team of employees who are keen to see the terminal become the best in Western Europe. Southampton provides a consistent and reliable crane rate across all vessel sizes not just the biggest ships. It has the highest average rate of any UK port and is among the top European ports.

The £150m investment in the new berth and supporting infrastructure represents a huge vote of confidence in Southampton’s ability to meet the exacting demands of its customers in a new era where ULCCs are set to become quayside regulars. It will also play a key role in maintaining an estimated 10,000 jobs connected to the operation of the port in the Southampton region.

Doug is particularly proud of the leaps in productivity that the port has seen, which puts it ahead of much of the rest of the country. “Our focus for 2013 is not very different to what it was in 2012 or what it will be in 2014,” he reveals. “We have performed exceptionally well in the last few years despite the recession with Southampton seeing dramatic growth in vehicle movements and the cruise business. Both of these sectors have further opportunities for growth, and of course with our major investment programme we firmly believe in the longterm container business.” v

Associated British Ports www.abports.co.uk • £150 million redevelopment of container terminal • Plans to increase capacity to 2.7 million TEU per annum • Creating fourth ULCC berth • 1.87km of deepwater quay, with up to 16 metres depth alongside • 16 quayside gantry cranes with super post panamax capacity

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Thor Brave

Sailing

F

through

orming the dry bulk shipping arm of its parent group, Thoresen Shipping Singapore (TSS) is a fully owned subsidiary of Thoresen Thai Agencies (TTA).

Listed on the Thai stock exchange, TTA is a strategic investment holding company with three primarily business groups: transport, energy, and infrastructure. As a Group, TTA has provided shipping related services since 1904, joined by dry bulk shipping services in 1985.

Based out of Singapore, with a second commercial centre in Copenhagen opened earlier this year, TSS both owns and commercially manages its own fleet.

Describing the current make-up of these assets, commercial director Mike Anderson says: “At present the fleet totals 18 vessels including ten open-hatch, box-shaped handy and handymax sized vessels, and eight conventional grab-fitted supramax ships. The average age across the fleet is 10.5 years.

These ships tramp globally with an aim to have approximately half of the fleet in each of the Pacific and Atlantic basins.

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“In addition, we supplement our own vessels with a disponently operated fleet of approximately the same size. This gives us greater liquidity, visibility and leverage in cargo contract negotiations, as well as being able to better serve our customer base. By having more hardware under our control it gives our customers greater options and peace of mind,” he continues.

The varied nature of the fleet means TSS boasts a highly diverse customer base.

With its open-hatch box-shaped vessels the company is able to serve customers with project cargoes such as pipes, steel, windmills, palletised and unitised cargoes.

Meanwhile the conventional bulk carriers serve the minor bulks, industrial mining and agricultural sectors.

“We appreciate that not only do our customers need competitive freight levels in order to ensure market share, but also a reliable, reputable and flexible carrier. We strive to meet and exceed their expectations in all these areas,” explains Mike. “Due to the specific skills and strategies of our commercial teams we have been able to generate a

Mike Anderson, commercial director

yield on our tonnage, which exceeded our benchmark BSI index by ten per cent in the 2012 financial year. We are on course to substantially improve that benchmark performance in 2013.

“As with most companies we have a duty to the shareholders to extract the maximum value from our hardware in a responsible and sustainable manner. We make use of various tools at our disposal to achieve this and manage the risks associated with having a fleet of vessels to ensure they maintain a regular and optimal revenue stream. This is achieved through developing an appropriate cargo portfolio and physical trading strategy,” he elaborates.

The flexibility to trade its vessels as it sees fit in order to extract maximum value is certainly a major benefit of TSS’ structure, particularly given the global nature of its marketplace. “Every year we see increased volume of bulk cargo movements across the board, even during the worst years of the global financial crisis. Localised or specific geographic demands tend to be seasonal and currently the South Atlantic is enjoying a boost

Profile: Thoresen Shipping Singapore

Thor Insuvi from large grain, corn and soya bean crops,” remarks Mike.

He goes on to outline how this has seen TSS look at its own international operations: “We believe that it is absolutely imperative for a ship operating company of our size to have a global footprint in order to maintain its competitive stance. Our Copenhagen office is the first step in positioning ourselves accordingly. The reaction from our customer base has been extremely positive and reaffirms our view that we need to be geographically close to them in order to foster stronger relationships and a deeper understanding of their expectations.”

In June TSS will welcome its latest new build, Thor Breeze, into the fleet. A 53,000 dwt grab-fitted supramax vessel, it has additional performance enhancing and environmentally friendly retrofit applications. “In addition, we will continue with our objective to grow the fleet with a further six young second-hand purchases,” reveals Mike. “We have just concluded another supramax acquisition

in this regard. We acknowledge that the current downturn in the shipping market and lower asset prices present a unique opportunity to acquire young hardware at historically low prices, which will see TSS maintain its relevance and viability into the medium and long-term.”

Although the company is feeling the same challenges as the rest of its peers as a result of this market, embracing opportunities as they come puts it in a stronger position when the industry comes out the other side. Considering such a time, Mike concludes with his aspirations for the business: “Our goal is to have 30 owned vessels in the next three years. I’d like to see this happen alongside a disponent fleet of the same size, and a complete global footprint giving around the clock attention to customers, partners and shareholders.

“Due to our proven ability to beat the index I foresee TSS offering commercial management and pool services to third party owners,

including vessels owned by banks and funds who don’t have the commercial expertise or infrastructure to manage them themselves, and owners that simply don’t have sufficient volume and market penetration to extract the same value that we achieve.” v

Thoresen Shipping Singapore (TSS) www.thoresenshipping.com • Ship owners and operators • New Copenhagen office • Purchasing additional vessels

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Smooth

operator

A

pioneer in the development of antifouling paint that contains no organic tin, Nippon Paint Marine Coatings (NPMC) was established in 1967 under the name Shinko Shouji Ltd as a joint venture between Nippon Paint, founded in 1881, and Hironaka Shouji Ltd. In 1980 NPMC was renamed and started business associations with International Coatings Ltd. In 2004 NPMC was newly established as a joint venture between Nippon Paint Co., Ltd. and Nipsea Pte.,

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Ltd., subsidiary of Wuthelam Holdings Pte., Ltd. The company terminated the association in marine coatings business with International Coatings Limited and launched independent global operations. The company promoted global reorganisation to start overseas business. Overseas sales subsidiaries were established in Singapore, China, Taiwan and Korea. And today the company specialises in manufacturing marine paints with state-of-the-art functions and performance.

Its most recent product, A-LF-Sea (Advanced Low Friction Coatings/

Profile: Nippon Paint Marine (Singapore)

NOA 60 HS self indicating paint: WBT condition after 60 months service - no corrosion noticed in 2005. As regulations on emissions

Advanced Less Fuel Consumption), is the revolutionary version of LF-Sea, a unique hydrolysis tin free self-polishing antifouling paint that provides fuel and power savings from its patented water encapsulation.

Launched in 2007, LF-Sea contributes to fuel savings from the moment it is applied, continuing throughout its fiveyear service life. The product has been applied to 794 vessels (as of March 2013), bringing a fuel reduction of approximately four per cent to customers around the world. By enhancing the biomimetic technology of LF-Sea, the company has developed a new and enhanced Hydro-Gel, which maximises the water trapping mechanism that provides low-friction and boosts fuelsaving performance to ten per cent in terms of CO2 emissions and fuel oil consumption.

“A-LF-Sea, the advanced version of LF-Sea, will lower the frictional

footprint of our customers’ ships, which in turn will lower the ship’s power requirement,” says Shaker Doraisamy, managing director of Nippon Paint Marine (Singapore). “By mimicking the special mucus on the skin of tuna, which allows the fish to swim at more than 100km per hour, A-LF-Sea provides a verifiable low friction effect.” In addition to the state-of-the-art Hydro-Gel technology, the new product also utilises Rheological Control technology for its anticorrosive coatings to offer a super-smooth base coat that helps to minimise the frictional resistance on ships. The combined effect of both technologies results in a 15 per cent reduction of frictional resistance.

Beginning its focus on environmentally friendly paints in the 1980s, NPMC was ahead of its time in comparison to other companies, which became more aware of the effects of their chemicals in more recent years, when the Kyoto Protocol to reduce greenhouse gas was enforced

and pollution become increasingly more stringent in countries around the world, NPMC is fully prepared for the demand for fuel consumption improvements, as Shaker explains: “We are very aware of these pivotal requirements and work tirelessly to develop products to meet these challenges. For example, it was this key market demand that led to our major success in developing the A-LF-Sea fuel saving antifouling paint, which was subsidised by the Japanese Government, co-studied with ClassNK the world’s biggest classification, monitored and analysed with the major ship-operator MOL. This joint collaboration was a great success for the shipping world. Investments in the design of innovative products such as this are essential for our company.”

Key to the firm’s success is its R&D department, where it creates the world’s first and best products for antifouling and anti-corrosive paint for ships. With environment a number-one priority, the foundation of NPMC’s state-of-the-art technology and world-class ecology is the central R&D headquarters of Japan based parent firm Nippon Paint Group. Using the group’s strength as an accumulator of research data and technical expertise regarding the highest quality paint and paint films for a wide range of industries, NPMC finds optimal technological solutions for every requirement. Two further bases, the Tokyo laboratory, which further benefits NPMC with close

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Profile: Nippon Paint Marine (Singapore)

paint design technology while conducting tests through raft dipping exercises at five test stations in Japan to evaluate antifouling properties.

Since the company first began its global development, NPMC has strived to establish a competitive worldwide production/supply network to provide the best paint and service to its customers.

This commitment to continued improvements in all areas of its business will ensure the company’s future success for years to come. v

Nippon Paint Marine (Singapore) client contact in eastern Japan, and the marine research laboratory, Tamano city, which engages in marine technology research from using the environment of

breed marine growth to research its ecology, physiology and adherence mechanism, while also comprehensively gaining a complete understanding of

Seto Inland Sea, which surrounds the centre in three directions.

At the R&D centres, NPMC personnel

the adherence of marine growth and its prevention. Furthermore, it researches film-making technology and develops

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nipponpaint-marine.com • Global leader in the marine coatings industry • Launched ultra fuel saving anti-fouling paint A-LF-Sea in April 2013 • Develops the latest marine paint technologies at its R&D base

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