ISSUE SEVEN 2013
Shipping &MARINE
The magazine for maritime management
Prudent
advice The Maritime Labour Convention has implications for shipping and offshore oil & gas operations
SLICK PERFORMANCE
Implementing a new joystick manoeuvring system required close co-operation
a clear pattern
Who was the best officer you've ever sailed with and why?
the right direction
Ship air emissions regulations are slowly catching up with other sectors
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www.shippingandmarine.co.uk - 1
10
7 FEATURES
14
12 25
4 News Updates and announcements from the shipping and maritime arena
7 Slick performance ZF Marine responded to a call from Sunseeker and the companies worked together on a ZF Joystick Manoeuvring System (JMS) for the new Manhattan 73
10 A clear pattern A good officer will make an impact with staff, so why aren’t their methods taught on more training courses?
12 A step in the right direction The introduction of new technology and a more sustainable approach to shipping operations are among the longer-term benefits to be expected from the introduction of the ECA regulations
14 Know the ropes Top tips for preventing costly mechanical damage and boosting wire rope performance
16 Prudent advice Shipowners need to take several steps to ensure they are complying with all their obligations under the MLC prior to it coming into force on 20 August 2013
20 Gaining insight Streamlining operations with vessel tracking. By Sheri Ascencio
22 Creating best practice Swansea Drydocks has become the benchmark for ship dismantling sites in England and Wales
22 PROFILES 25 Yilport 28 Griffon Hoverwork 32 EPAK 35 Ships Electronic Services 38 Containerships 41 Walcon Marine 44 Malin Group 47 T.P. Towage 50 Demko Metaalconstructies 2 - www.shippingandmarine.co.uk
Contents
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38 44
66 53 NMSC Kazmortransflot JSC 56 Huegli Tech 59 Navalria Drydocks 62 Turku Repair Yard 64 Dalby Offshore Renewables 66 Polferries 70 IMSA 72 SHIPTEC Lucerne 74 Fast Shipping 76 Macduff Ship Design www.shippingandmarine.co.uk - 3
Leave it alone In response to a review of the rules of General Average, which is being undertaken by Comite Maritime International (CMI), the trade association for UK freight forwarders the British International Freight Association (BIFA) says that this ancient element of maritime law, where all cargo owners have to chip in a General Average sum to recompense a ship’s master forced to sacrifice the cargo, equipment or funds to save a voyage, must be protected. BIFA is now questioning its Members and initial feedback indicates widespread support for the maintenance of this custom and little need for changes to a well-accepted principle. Peter Quantrill, BIFA Director-General, comments: “The adage is ‘if it ain’t broke, don’t fix it’. This is not just a saying that affects machinery: business systems, such as insurance policies, are equally affected.” When the ship’s master declares a General Average, the cargo will not be released until the cargo owners put up a cash bond or the cargo insurers put up a General Average guarantee. Typically shippers may be faced with General Average claim once every decade. Quantrill adds: “General Average is best described as an unwritten law of marine insurance. It is a process whereby the parties whose interests have been sacrificed or who have incurred extra expense, are recompensed by the contribution of those whose interests have been saved. If a General Average is declared, any standard marine policy will include General Average losses so if the goods have been insured the importer should obtain a General Average guarantee from the insurers. If no insurance has been organised then a cash deposit will be needed. “When our Members receive notification that a General Average has been declared for a vessel, whatever the position, their first action is to give the importer immediate notice. The appointed average adjusters will need to be in possession of completed guarantees and bond forms or cash deposit before release of cargo, so it is vital that the importer takes immediate action.” Most BIFA members promote marine insurance to their customers, which can give peace of mind when a General Average is declared.
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Extended service Evergreen Line is teaming up with United Africa Feeder Line (UAFL) to extend its service network in the Indian Ocean. The new ISC–Mauritius–Mozambique–Africa (IMMA) Service linking the Indian sub-continent, Indian Ocean Islands and Mozambique will be launched in late April. Employing three 2500 teu vessels, the biweekly service will have its inaugural sailing from Karachi on the 22nd of April. The port rotation will then follow as Mundra – Colombo – Port Louis – Tamatave – Durban – Maputo – Nacala – Karachi. Evergreen Line will provide two of the ships and UAFL the third. The IMMA service offers a direct link between the Indian subcontinent and the emerging markets of Southeast Africa and its scope can be further extended with on-carriage services offered to neighbouring islands in Indian Ocean and inland destinations within the African continent. The service is Evergreen’s latest bid to fulfil growing customer demand to develop new markets and follows the line’s recent service extensions into other parts of East Africa, as well as the Mediterranean and Southeast Asia, during the first quarter this year.
On the big screen Passengers who left Portsmouth International Port on an Easter break were the first to experience a giant new outdoor screen as they waited in their cars ready to board a ferry. The screen, measuring 25 metres square, gives crucial information about the boarding process, with a constant countdown to when motorists will be driving on to their vessel. This means passengers will know that they have time to get out of their vehicles, allowing for a more relaxing start to their holiday. It is hoped that passengers will feel able to use the range of facilities in the terminal without the worry that they are going to miss their boarding call. The screens will feature information about what’s available inside the stunning terminal building; Costa coffee, a café and bar, a shop and bureau de change. The screens will offer advertising opportunities. Important safety information will also be displayed, with the screen showing the latest news from the BBC at other times. Portsmouth International Port is delighted to be able to offer passengers this new facility that is ultimately aimed at providing a seamless flow of information between the screens in the terminal and those outside. It is hoped that the Port will soon be able to offer sound accessed via passenger car radios.
News Safe delivery
The Tug Fairmount Sherpa has safely delivered rig GSF Arctic I in Las Palmas. The rig has been towed from offshore Rio de Janeiro, Brazil, to Las Palmas de Gran Canaria, Spain. GSF Arctic I is a semi-submersible drilling rig for deepwater operations, owned by Houston based Transocean. GSF Arctic I is designed to drill up to depths of 10,000 metres. The rig is 78 metres long and 61 metres wide. The voyage covered a distance of almost 4000 miles across the Atlantic Ocean with an average speed of 4.1 knots the destination offshore Las Palmas was reached. Upon arrival offshore Las Palmas de Gran Canaria Fairmount Sherpa performed anchor handling activities for the GSF Arctic I, mooring her on her eight anchors. Once the rig was safely anchored and moored, the Fairmount Sherpa was thanked for her services.
Large port equipment order Cargotec’s Kalmar has secured a large order for 15 Kalmar E-One² rubber-tyred gantry (RTG) cranes from Bolivariana de Puertos (Bolipuertos), S.A through construction contractor Teixeira Duarte, part of the consortium Consorcio TD-MotaProyecto Puerto de la Guaira, in Venezuela. The deal follows an order for Kalmar port equipment received earlier in March from Bolipuertos. The equipment of this latest order is destined to be delivered to Bolipuerto’s La Guaira location during the first half of 2014. The value of the order is approximately EUR 20 million. Ingo Erhardt, vice president, head of South America at Kalmar said: “This is another important order for Kalmar in Venezuela within a short period of time. I am very proud of the trusted relationship we have built with our customers and the continued success we have delivered in the market throughout the years. In 2012 we invited key people from Bolipuertos to visit various terminals in Brazil where Kalmar equipment was in operation. Our customer had the opportunity to conduct a thorough comparison and concluded that Kalmar RTGs provided the best solution to meet their operational needs.” Purchased along with an extensive stock of spare parts, the 41-tonne capacity RTG cranes have a lift height of one over five and a span of six + one for excellent productivity. The order includes also Kalmar SmartPort process automation solution SmartRail providing automated gantry steering for rubber tyred gantry cranes, and SmartFleet, which helps maintenance operations to more effectively support terminal equipment. Kalmar will also be conducting specialist training for the customer’s operators and maintenance personnel.
Important and sensitive project Scottish-based FoundOcean has been working at the Costa Concordia wreck removal site since October 2012, having been awarded the scope of work to design, manufacture, and grout 2500 fabric formworks, which will support the ship’s hull during the up-righting phase of the salvage operation. FoundOcean will also carry out the foundation grouting of six subsea support platforms, which are critical in the parbuckling (or rolling) of the Costa Concordia from its current beached position. Michael Stockwell, commercial manager for Titan-Micoperi, the Italian-American consortium working on the Costa Concordia recovery, remarked: “We approached FoundOcean having worked with them on previous offshore projects. They offer experience and reliability, and we believe their expertise will be invaluable on a project as sensitive as this.” FoundOcean has designed and manufactured the speciality formworks, which are being placed and grouted in situ, much like standard pipeline freespan correction grout bags. Once the formwork embankment has been completed, grout mattresses will be installed on top of them, and filled in the same way. The grout mattresses will provide a flat, stable platform for the ship’s hull to rest on once it has been rolled upright. An estimated 14,000 tonnes of cement sourced from Italian cement manufacturer Italcementi will be used to fill the formworks and mattresses, with an additional 900 tonnes for the platform pile-grouting phase. In order to meet the environmental requirements of the salvage project, the seabed must be returned to its original condition. FoundOcean’s grout bags, each of which will weigh up to 70 tonnes, are designed to be lifted back out of the sea when the salvage operation is complete. They will then be taken ashore for processing and recycling. “FoundOcean is honoured to be able to apply its subsea grouting experience to this important and sensitive project,” explained Rolando Polli, board director at FoundOcean.
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News Crew’s plight
In September 2012 Moscow-based crewmembers of the MV Myre Seadiver were conducting professional and legitimate counterpiracy operations along Africa’s western coast when, in October, their anchorage in Nigeria’s Port of Lagos took a fateful turn. Ignoring the fact that all permits, licenses and clearances were in place, the Nigerian Navy captured the Master and crew of 15 Russian sailors on the eve of their departure from the Port of Lagos. Held for months in a bleak Lagos prison without charge or trial, until recently when they were falsely accused of ‘illegal entry into the country’ and ‘arms smuggling’, the sailors are now threatened with life imprisonment by Nigerian prosecutors. The behavior of the MV Myre Seadiver’s personnel throughout this horrendous experience has been nothing short of exemplary. The vessel’s parent company, Moran Security Group, her Master and her crew offered transparency and meticulously complied with Nigeria’s regulations for private maritime security providers. Alexey Maximov, of Moscow-based Moran Security Group, said: “The fact that our crew was forcibly removed from our ship at gunpoint in Lagos by the Nigerian authorities and held for months without charge is a total outrage.” He continued: “I can clarify that the vessel called at the Port of Lagos with all Customs paperwork in place and I possess all the appropriate documentation for presentation. A declaration of the weaponry onboard was made clear in that paperwork in advance of arriving at the Port of Lagos and the crew had valid Nigerian visas. It is a fact that the crew boarded the ship at the Port of Lagos AFTER flying into Nigeria through Lagos and entering the country through the airport’s border control which they could not have done without visas!” Moran Security Group respectfully conducts all international maritime security operations in compliance with the United Nations Security Council Resolutions, the United Nations Convention on the Law of the Sea, the United Nations Charter, the United Nations Mine Action Standard, and the Code of Conduct for International Red Cross and Red Crescent Movement. The plight of the crew of the MV Myre Seadiver, as well as the broader issue of Nigeria’s place in the international maritime community, are being evaluated by government officials in Russia and other concerned nations, as well as the IMO. An in-depth blog by John Helmer chronicles the developing events at http://johnhelmer.net/?p=8675.
All-electric vehicle
The Panama Canal Authority, leader in the country in the area of sustainable development through the promotion of best environmental practices in its operations, has acquired the first all-electric vehicle for its fleet. Just as it did back in 2009 with the purchase of nine hybrid cars, the Panama Canal is the first company nationwide to have a vehicle in its fleet without a conventional internal combustion engine, thus producing no greenhouse gas emissions. The Panama Canal established an energy committee, which developed an efficient energy management plan (20112020). This plan foresaw the use of electric vehicles in order to ensure energy efficiency and reduce carbon emissions. “Our world will not be the same in the upcoming years. Each generation has to assume a role and our responsibility to fight against climate change is now, when there is still time,” Panama Canal Administrator Jorge L. Quijano said. Quijano highlighted that the Panama Canal’s mission statement states it is world leader in sustainable development for the conservation of the Panama Canal Watershed, but this role entails more than economic growth addressing environmental concerns. “Our mission is a group of concrete actions that promote a style of production and consumption that facilitates dialogue with our environment,” Quijano added. The vehicle is a Ford Focus first-generation model, which delivers a range of approximately 120 kilometres fully charged. It plugs to a charging station powered from a 240volt socket and the recharge takes approximately two hours.
Big HVAC order On 27 February Imtech Marine Netherlands signed a large HVAC contract with Heerema Fabrication Group (Zwijndrecht, Netherlands). Imtech Marine will provide the Offshore Wind Energy project HelWin2 with all heating, ventilation and airconditioning (HVAC). It is one of the largest platforms built at this moment. The platform connects an enormous wind park cluster in the German part of the North Sea. HelWin2 can provide some 500,000 homes in Germany with sustainable energy. “Imtech Marine is honoured to be a partner in this offshore wind energy project,” says Sytze Voulon, managing director Imtech Marine in Northwest Europe. “The project fits perfectly in our company strategy. On the one hand, it is a sustainable development, which we support with innovative solutions, and it concerns an intensive, close partnership with Heerema. We support the project HelWin2 by providing efficient solutions, resulting in amongst others considerable savings in energy use and weight. We are ready and prepared to finish this enormous and complex project within the planning and within budget, innovation and flexibility being key factors.” For Imtech Marine Netherlands it is the largest HVAC order ever acquired. In the platform, there is 4MW HVAC capacity available. The production equipment on board, which will produce considerable heat, has to be chilled, but cannot be too cool. This requires ingenious air treatment. Imtech Marine NL will provide all areas incl. LIR’s (local instrument rooms) and LER’s (local equipment rooms) at the offshore platform with air treatment solutions. The high-tech air treatment will be provided via a.o. air handling units (AHU’s) and chillers (cold water makers). Fancoil units in the spaces itself take care of local cooling or heating.
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case study
Slick
performance
When Sunseeker decided to implement ZF Marine’s joystick manoeuvring system, the two companies worked very closely to ensure a successful outcome
O
ver the years ZF Marine transmissions have consistently been the preferred choice for major marine engine manufacturers. On a growing number of occasions they are also specified directly by ship designers and builders themselves. This has led to ZF gearboxes being at the heart of a wide and diverse array of vessels from tankers, tugs, OSVs, fast ferries and patrol boats to luxury superyachts and performance leisure craft. Sunseeker International, the Poole-based manufacturer of luxury high performance motoryachts, is a fine example of where ZF Marine transmissions and, more recently, electronic control systems, have come to the fore. This bears testimony to the quality and reliability of ZF engineering and aftersales service, especially considering how few manufacturers have pioneered as many drive and propulsion systems in leisure craft as Sunseeker. The current top range Sunseeker yachts can be built to full MCA and RINA specification, positioning Sunseeker fairly and
www.shippingandmarine.co.uk - 7
case study
squarely in the superyacht world. As Sunseeker looks to the future – and to producing larger yachts that boast ever greater luxury and performance, it can safely claim a title many of its competitors cannot – truly global. In fact 98 per cent of the vessels manufactured at its Poole and Portland factories go abroad, with dealerships spread wide, from Helsinki to Hong Kong, San Diego to Sydney. Sunseeker yachts are sold in 61 countries and six continents and are as likely to be found in the Mediterranean as the Indian or Pacific Oceans, not to mention James Bond movies!
was required for installing a ZF Joystick Manoeuvring System (JMS) on the new Manhattan 73 in time for her launch at the forthcoming London International Boat Show – only ten weeks away! Developed by ZF Marine Electronics, the JMS provides the helmsman with simple and intuitive joystick boat control. Interfaced with ZF Marine’s control systems in a twin-engine shaft-line vessel such as the Manhattan 73, it provides the same ease of handling as expected from POD drive systems, dramatically simplifying operations such as docking.
The ZF Services connection
Several dedicated control modes are incorporated:
For over 20 years, ZF Services UK, the Nottingham-based sales and service arm of ZF Marine has provided Sunseeker with onsite and factory servicing and repair on ZF gearbox units while also remaining available to the Sunseeker global dealer network for on-site assistance. As a result of this well established connection, Sunseeker has come to view ZF Services UK as a trusted propulsion and service partner - emphasised all the more by the fact that some 85 per cent of Sunseeker’s current range of luxury yachts now rely on ZF gearboxes with a growing number supplied directly by ZF Services UK.
l ‘Cruise’ is the default mode, whereby each engine is controlled
Responding to new challenges
by its own lever – or if preferred, ‘One Lever Operation’ allows multi-engine clutch and throttle control by operating a single lever l Other operating modes include ‘Easidock’ for safe, precise manoeuvrability in confined waters, ‘Autotroll’ for accurate low-speed control, and ‘Warmup’, which allows the engine to reach operating temperature more quickly while preparing to get underway l Using Controller Area Network (CANbus) technology, the control system is able to synchronise engines automatically in any control mode without the need for additional buttons or switches
In October 2010, ZF Services UK received a ‘SOS’ call from Sunseeker which was of rather a different nature to the usual gearbox related enquires and service requests. Urgent assistance
Paul Vincent, Sunseeker’s strategic procurement executive, responsible for purchasing of all the company’s propulsion
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products said: “We had been evaluating a number of control systems and concluded the ZF Marine developed JMS system provided superior technology and the best overall price performance.” ZF Services UK swiftly responded by despatching a small team of technicians to work alongside Sunseeker engineers at the Poole yard to ensure the job was done in time. During the yacht’s construction, they provided step-by-step advice and technical training on the JMS installation and undertook the final testing of the system. At the time of launch in January 2011, the Manhattan 73 was the first commercially available leisure yacht to include a joystick control system, proving to be not only a great accolade for Sunseeker but also an important competitive advantage to ZF.
Results and benefits
have been able to install JMS systems quickly and without any disruption or costly modifications to our existing production processes. Arriving partly assembled, the system design allows straightforward installation with simple, reliable connections between the control head, engine, transmission and bow and stern thrusters.”
Two years on from the initial JMS project, the system has become standard equipment on the Manhattan 73. The positive customer and market feedback received on JMS has also prompted Sunseeker to make it available as optional equipment on current yachts As we continue to innovate and build even larger in the 53 feet – 28 metres range. For all of yachts, the JMS will continue to be a standard option these installations, ZF Services UK is on on our existing and new models call to provide Sunseeker with telephone advice and on-site support in addition to Growing potential performing the final system testing during sea trials. ZF Services UK’s first-class support during the initial Manhattan JMS has proved particularly popular with owner operator 73 project clearly made a very favourable and lasting impression customers. In 2012 a considerable number of yachts were at Sunseeker. This paved the way for the supply and installation delivered with the system pre-installed including a total of of multiple JMS control systems, both as standard and optional approximately 30 Manhattan and Predator models in the equipment on a growing number of vessels, while at the same 53 – 80 feet range. time helping to consolidate ZF’s position as a major gearbox For sheer convenience, comfort and safety, it is easy to see supplier to Sunseeker. why JMS is so popular, with tricky manoeuvres such as moving Moving forward, Sunseeker believes there is still much sideways to the dock and 360 degree rotation on the spot potential for ZF propulsion systems. Paul Vincent explained: “As becoming greatly simplified. By initiating the ‘Station Keeping’ we continue to innovate and build even larger yachts, the JMS function, the JMS uses inputs from its integrated electronic will continue to be a standard option on our existing and new compass to automatically regulate the propulsion system to models. Sunseeker is also evaluating propulsion packages for a maintain a constant heading by compensating for current new POD-driven sports cruiser due for launch in 2013, which and wind. may well offer opportunities for using additional ZF products in In addition, an optional ‘I-Anchor’ pack can be added which the future. uses inputs from an integrated GPS receiver to keep the vessel at “One thing is certain, we know we can always count on ZF an exact position and enable orientation at the press of a button. Services UK to deliver when it comes to meeting our current and While most of the Sunseeker vessels requiring JMS have been future propulsion requirements.” v ordered with I-Anchor Pack included, it has also been retro-fitted on several occasions, requiring less than a day to carry out. “We soon realised the potential for offering the convenience ZF Marine is part of the ‘Industrial Technology’ division of the and safety benefits of JMS finger-tip controlled steering and global ZF Group and is a world leader in marine propulsion manoeuvring to a wider customer audience, especially owner technology. Co-ordinated through its headquarters at operators where it has certainly helped us increase market Padova, Italy, ZF Marine has 15 locations in 14 countries with penetration,” explained Paul Vincent. 1400 employees and achieved sales of 247 million euros in Added Paul: “From the outset, with much thanks to the 2010. For more information, visit: www.zf.com. quality training and ongoing support from ZF Services UK, we
ZF Marine
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training
A clear
pattern W
ho was the person you still remember, maybe years after you sailed with them? Why do you remember them? What did they do that made them special or different? Why do officers frequently talk about the impact made on them by a few special officers they have sailed with? We have asked these questions regularly as we have worked
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Chris Wincott asks: ‘Who was the best officer you ever sailed with?’
with hundreds of officers over the years. It is a good way to encourage people to focus on the positive characteristics and when the results are shared people are often surprised to see the outcome. The answers form a very clear pattern, but it is not always what people expect and it certainly is not where many companies place their emphasis when it comes to training and developing their people.
could genuinely allow two-way communication at the appropriate times. Officers who would: make time to answer questions, explain the reasons for actions and decisions, ask for opinions and listen to them, provide clarification for an instruction, and listen if somebody wanted to highlight a concern about an order. There is always recognition that there is a time and a place for longer discussions, but it seems that most people find it very disheartening to sail with a senior officer who will not listen or involve anybody else in any decisions.
Fair handling of performance issues
When we ask ‘What made them so good?’ the answer is ‘Their attitude and their behaviour’ and when we ask people to explore those in more detail they identify the following areas:
Clear expectations Good officers are very clear about their expectations and explain them well to their people. They take time to answer any questions and ensure that there are no misunderstandings. They will ask questions to test that people are clear about that they need to do and what they can expect in return from the officer. Setting expectations is a two way process. Most seafarers seem to appreciate clarity and to have a good understanding of what they are expected to do. They do not have a problem working for somebody with high standards as long as the standards are well defined and consistently applied.
Consistent feedback Good officers provide consistent feedback on performance: appreciation for a job well done and explanations of where work needs to be improved. People like to know how well they are doing and are generally happy to receive negative feedback if they believe it is fair and valid. Participants on courses often comment that the best officer they sailed with was also one that had the highest standards and that the high expectations and consistent feedback motivated them to perform to their best. There is often a discussion about the best way to express appreciation for a job well done onboard and most people seem to say that a brief word of appreciation or thanks from someone whose opinion they value means a lot. They do not feel the need for a lot of fuss or public recognition in most cases. Professional recognition from their peers carries a lot more weight.
Two-way communication Whilst there is always recognition of the importance of rank, authority and hierarchy onboard people remember officers who
The best officers work on the basis that the vast majority of people want to do a good job and prefer to sort out their own mistakes when they get it wrong. They will intervene instantly and firmly in situations of serious error and if safety is an issue, but in other situations they will tend to ask questions first before launching into criticism. Their questioning is designed to enable them to understand what went wrong and why before they consider corrective actions, and they will often involve people in identifying the corrective actions to be taken. They actively use these situations as an opportunity to develop people and look for people to take responsibility to resolve the problems themselves. When they need to communicate about poor performance they do so clearly, but focus on the behaviour of the person and not their value or their personality.
Appropriate challenge People regularly comment on how the best officers provided opportunities for them to challenge themselves. The best officers would regularly ask them for their ideas on decisions and problems to encourage them to think more broadly or further ahead. They would also provide opportunities for them to attempt new tasks, with appropriate supervisions and safeguards in place. They would often respond to the report of a problem by asking other officers what they thought and involving them in the problem solving process. People often remember the positive impact of being trusted with more responsibility and how they had grown and developed as a result. What is fascinating about the answers we receive is that they are so consistent and that the impact of the best officers is remembered for so long. You can look at the descriptions and say they are all basic leadership qualities, but that does not make them easier to encourage or apply. What is concerning is that they do not appear to be consistently seen or even encouraged by much of the training received by officers. There is a danger that with more training focusing on compliance we may be overlooking the skills that actually make the biggest difference onboard. v
Chris Wincott
Chris Wincott is a consultant with Clyde Marine Training Ltd. He works with shipping companies to design and deliver management development programmes for sea and shore based staff. He is a regular speaker at shipping events has an MSc in Change Agent Skills and Strategies. For further information, visit: www.clydemarine.com.
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emissions control areas
A step in the right
direction Lars Erik Mangset says that ship air emission regulations are slowly catching up with other sectors
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T
he shipping sector has for years been exempted from regulation already in place for land-based methods of transport. The upcoming regulation in parts of Europe and North America shows a long-awaited development in the right direction. Shipping is often cited as the most environmentally friendly form of transport, referring to it being the transport form, which induces the least carbon emissions per tonne transported, as compared with air and land based transportation. While this argument in principle is reasonable, it fails to describe the wider environmental impact of shipping beyond the emission of greenhouse gasses. Beside various discharges to sea, disturbances to wildlife and the trans-allocation of species, shipping is a significant contributor to
poor air quality. With respect to the latter, international shipping is estimated to constitute about 15 per cent of global NOx emissions and up to eight per cent of global SO2 emissions. By comparison, international shipping produces about 2.7 per cent of global CO2 emissions – a figure often cited to demonstrate shipping’s limited environmental impact, but which doesn’t give a full picture of the various forms this impact can take. Currently, it is often suggested that the Emission Control Area requirements [to be introduced in the English Channel, North Sea and Baltic and North America in 2015] regarding the allowable sulphur content in bunker fuels will have a profound impact on the shipping industry. Perhaps the most citied argument relates to that of the possibility of a further financial stress on the shipping sector, which still has not recovered from the economic downturn. Other industry proponents contend that the stringent regulation for shipping will shift transport from sea to land-based modes, an argument obviously only relevant for short-sea shipping. However, the wider picture, which is relevant to societies in general is seldom presented. Shipping has conventionally been an overlooked sector with regards to legal environmental protection measures, but one cannot simply ignore the fact that marine fuel in current use is, on average, 2700 times more dirty than fuel used in the road-based transportation sector. This is due to the fact that most large ships use heavy fuel oil, the waste product from old oil refineries, as fuel. This fuel not only presents a suit of compounds that are detrimental to human health and the environment, but it can also have a catastrophic impact when released into water, such as in the Arctic or other ice covered areas. While low sulphur fuels are currently more expensive than heavy fuel oil, it is important to adopt a broader perspective and consider the wider economic impact to society. Today, international ship traffic accounts for approximately 50,000 premature deaths in Europe per year, costing health authorities – according to some studies – an estimated €58 billion. With full implementation of the ECA rules in the EU, 26,000 premature deaths can be avoided and the societal saving could be as much as €34 billion per year. The considerations are not purely economic, though. Through chemical reactions in the air, SO2 and NOx gasses are converted to fine particles, sulphate and nitrate aerosols. More specifically, the tiny airborne particles produced by ship engines and fuels can enter the lungs and are small enough to pass through tissues and enter the bloodstream. They can, furthermore, trigger inflammations, which can eventually cause heart and lung failures.
Environmental impacts of SO2 and NOx emissions include a contribution to acidification of land and water. There is no doubt that the introduction of the ECA requirements in their current form and on the current timetable will cause difficulties for the shipping industry. The susceptibility of short-sea shipping in Europe to modal shifts towards land-based transport will make it difficult for owners and charterers to pass on increased costs to the customer, and such a modal shift could also have the unwanted effect of causing an increase in carbon emissions alongside the reduction in overall sulphur emissions. But there are solutions: the use of low sulphur fuel is an obvious option, and ship owners are also exploring the use of retro-fitted sulphur ‘scrubbers’ and the use of Liquefied Natural Gas (LNG) as a fuel for newly-built ships. The WWF is working with the Sustainable Shipping Initiative, whose members are taking practical steps that will help deliver a cleaner, more sustainable shipping industry that will meet the aims and aspirations of the ECAs. While introduction of the regulations will create some challenges, they represent a step in the right direction and will prompt several welcome adjustments within the shipping industry. The introduction of new technology and a more sustainable approach to shipping operations are among the longer-term benefits to be expected from the introduction of the ECA regulations: in the short term, they will contribute to a cleaner atmosphere and a better quality of life for millions of people. v
Lars Erik Mangset
Lars Erik Mangset is a shipping and climate advisor at WWF-Norway. WWF is an NGO partner of the Sustainable Shipping Initiative, an ambitious coalition of global shipping leaders which is working to achieve a vision of a shipping industry that is both profitable and sustainable by 2040. For further information, visit: www.ssi2040.org.
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mooring lines
Know the
ropes
Simon Dixon, Bridon’s fishing sector sales manager, shares some of Bridon’s top tips for preventing costly mechanical damage and boosting wire rope performance
C
orrect handling and installation is crucial in order to get the most from specialist trawl warps and purse wires. Poor practice can lead to unexpected abrasion, making ropes wear too quickly or unevenly; costing time and money and putting expensive equipment at risk. Bridon International is a global technology leader in the supply of steel wire ropes to the fishing industry, catering to customers of all shapes and sizes: from smaller state-of-the-art vessels through to the largest serving trawler in the world, the Annelies Ilena, which uses 44mm Bridon Dyform 6x26 IWRC.
a new rope is fitted, a difference in size from the old worn rope will be apparent, and the new rope will not fit correctly into the worn groove profile, leading to unnecessary wear and rope damage. l To prevent this, machine out the grooves before the new rope is fitted. To work out the optimum groove diameter for a sheave,take the diameter of the rope to be installed and add ten per cent.
Tension Apply the correct amount of back tension during installation. A lack of tension in spooling or uneven winding will cause lower layers to be forced upwards causing crushing and distortion of the rope at cross-over zones l Apply five to ten per cent of the maximum breaking load of the rope as back tension when installing the rope onto the winch l Avoid reverse ‘S’ type bending, closeness of sheaves, use of support or guide rollers and contact angles of less than 45˚ l
Storage During long periods of storage, particularly in warm environments, rotate the reel periodically to prevent migration and uneven dispersal of lubricant in the rope l
Groove profiles Before installation, check that the grooves in the sheaves are the correct shape and size for the new rope. Commonly when l
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Bridon
Top Tips for specific applications: For larger vessels with auto trawl systems and longer rope lengths the rope must be installed under as much tension as is safe and practical. l Deploy larger diameter ropes in deep water first, and apply the correct amount of back tension before first use. “Running in” the rope in this way will optimise its performance. l Smaller vessels using simple winch systems and shorter rope lengths may install ropes using a braked reel, go to sea, shoot the gear and use the tension generated to achieve good spooling. l Twin rigged vessels with three drums on one shaft must ensure that all three ropes are installed and tensioned simultaneously to avoid irregularities. l The reel stand should be positioned to maintain a fleet angle of between 0.25 degrees and 2.5 degrees. l The direction of coiling on the drum should be related to the direction of lay of the rope. Use the Rule of Thumb to ensure correct coiling. v l
Bridon was originally formed in 1924 from an amalgamation of wire rope producers, the earliest of which date back to the late 18th century. Bridon was acquired by Melrose PLC, a specialist manufacturing investor listed on the London Stock Exchange in 2008. With global operations in all of its key markets, Bridon is now a major supplier to key industries throughout the world. In February 2013 the company launched a state-of-the-art facility for the development of the world’s most advanced fishing ropes. The Bridon Technology Centre (BTC) houses a range of purpose-built equipment to test rope properties and performance, enabling Bridon to refine complex rope constructions and optimise their design. The facility is set to develop the largest and most sophisticated rope products ever made available to fishing customers. Bridon has cited fishing industry demand as a key reason for the Centre’s development, noting the sector’s need for stronger, more sophisticated ropes that can perform at the highest levels in punishing environments. Bridon has invested £5 million in the Centre’s custom-made testing and analysis equipment, which is designed to evaluate advanced rope constructions for their suitability in the most challenging conditions. The facility has the capacity to test samples from ropes that will weigh hundreds of tonnes, assessing their strength under extreme loads, their endurance against bend fatigue, their rotational characteristics, and their response to repeated layering on smaller, more economical spools. It is also invested with the latest 3D Microscope technology to examine ropes in minute detail, allowing for some of the most rigorous examinations ever conducted. The launch of the Bridon Technology Centre follows the opening three months ago of Bridon Neptune Quay – a stateof-the-art manufacturing facility capable of producing the largest and most complex ropes in the world. Bridon chief executive Jon Templeman said: “BTC will be a high-tech hub for next generation rope development, where the finest minds in rope technology use sophisticated testing equipment to validate the designs of the largest and most complex ropes ever made. “This state-of-the-art facility will enable us to develop and test ropes that perform at the highest levels in the harshest conditions on earth, and to collaborate with our customers on tailored solutions to the toughest challenges they face. “Following the launch of BTC and Bridon Neptune Quay, Bridon now operates the world’s most advanced rope development, manufacturing and testing facilities – giving us both the brains and the brawn required of a global technology leader.” For further information, visit: www.bridon.com.
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maritime law
Prudent
advice Liam Kerr takes a look at the oil and gas implications of the Maritime Labour Convention
T
he Maritime Labour Convention (MLC) is set to become UK law on 20 August 2013 and, alongside a significant impact on worldwide shipping, it will have serious implications for the offshore oil and gas industry.
What Is the MLC? The ethos of the MLC is the consolidation and updating of over 60 existing international labour instruments relating to the Maritime sector. At its core is an aim to provide comprehensive rights and
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protections at work for seafarers across the world. It is designed to be the ‘fourth pillar’ of the international regulatory regime for quality shipping, the others being the International Convention for the Safety of Life at Sea, the International Convention On Standards of Training, Certification and Watchkeeping and the International Convention for the Prevention of Pollution from Ships. What the Convention actually sets out is a globally applicable standard of minimum working conditions for seafarers, regardless of the flag they sail under, which is applied to ships of all countries when in the waters or ports of a State, which has ratified. At time of
Ships covered by the MLC include all ships ordinarily engaged in commercial activities. It excludes those navigating in inland or sheltered waters, fishing vessels, warships and naval auxiliaries or traditional ships, such as dhows.
What are the standards applicable? Fundamentally, the key aspects for UK shipping and oil and gas are the minimum requirements for a seafarer to work on a ship and the minimum conditions applicable when a seafarer is employed. Currently, the minimum age is 16 but it also prohibits the employment of seafarers under 18 where the work takes place at night, jeopardises their health and safety and requirement for a medical certificate and a sufficient level of qualifications and training. Key conditions that must be met include a requirement that decent working and living conditions are provided and guaranteed in the employment contract. Wages must be paid regularly, at least every month, in full and in accordance with the employment contract. Working hours must not exceed 14 hours in a 24 hour period and 72 hours in any seven day period. Seafarers are entitled to annual leave of 2.5 days for each month of employment and should have access to prompt medical care both on board and in port. There are also several requirements in a separate section of the MLC relating to on-board conditions, including minimum room sizes, sanitary facilities and adequate ventilation, but these largely apply to boats built after the MLC comes into force. Ships will be required to produce a Maritime Labour Certificate (the ‘Certificate’) and Declaration of Maritime Labour Compliance (the ‘Declaration’) upon request.
What impact will this have generally on ships?
writing, 34 countries including the UK, have ratified. This makes up a total of over 68 per cent of the world’s gross tonnage of shipping and as such, all ship owners will need to be fully aware of and ensure compliance with its terms wherever in the world they sail.
To whom do the standards apply? The MLC covers ‘Seafarers’, defined as any person who is employed, engaged or works in any capacity on board a ship which is covered by the MLC, even where self-employed or employed by third parties.
Currently in the UK the rights of seafarers are dealt with in several pieces of legislation each with their own, slightly different definitions of who qualifies for the rights. The position under the current legislation is essentially the same as the position under the MLC, although under the MLC, seafarers will be entitled to slightly more annual leave. This should mean the impact of the MLC on ship owners whose ships are registered in the UK is fairly minimal. However, it could have a major impact on owners and employees in other countries where the rights of seafarers are not protected to the same extent. Ship owners in these countries will have to ensure their employment contracts are up to standard. One of the major impacts that the MLC is likely to have comes as a result of its final section, Compliance and Enforcement. This states that all ships, regardless of flag, can be inspected by a country that has ratified the MLC. Upon such inspection, the ship owner will have to produce the Certificate and the Declaration. This means any ship which is over 500 gross tonnage and engaged in international voyages will need to have a valid Certificate and accompanying Declaration on board at all times. The Declaration is in two parts and must identify the measures ship owners have taken to ensure ongoing compliance with the relevant requirements. It should detail the policies and procedures that are in place to monitor employees and ensure their rights are
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maritime law
Oil and gas
not being violated. This could be done in detail or more likely by reference to a company code or policy document which contains this information. The practical impact of this is that that records will have to be kept on an ongoing basis. Ship owners will be required to have detailed policies and procedures in place to ensure their compliance with the provisions of the MLC and be able to access these easily should an inspection take place. Importantly under the MLC, ships must take measures to ensure that information regarding the conditions of the seafarer’s employment can be easily obtained on board. This should include a copy of employment contracts being accessible for review by a competent authority, including those in ports to be visited. This means that ship owners will have to ensure that it is possible to obtain the contract of employment for anyone who may be working on their ship at any point during the voyage. This could prove something of a logistical headache for crews, which are mobile over different vessels. They will have to be fully aware of who is going to be on the ship at each stage of the journey and have a system, electronically or in hard copy, of storing the employment contracts of each of the workers on the ship. In addition to routine inspections, the relevant authorities will also be obliged to carry out detailed inspections where a breach of the MLC is identified or a complaint is made by a crew member. It is also worth noting from a practical point of view that the MLC contains a ‘no more favourable treatment’ clause, which means that once the MLC is in force, no advantage can be gained by a ship owner by registering in a non-ratifying state.
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It is important to consider how this will apply specifically to the offshore oil and gas industry. The Maritime & Coastguard Agency (MCA) is the UK government body responsible for the implementation of the MLC and they intend to apply the MLC to “self-propelling mobile infrastructure”, such as Floating Production Storage and Offloading units (FPSOs) and Mobile Offshore Drilling Units (MDUs). Currently, when a mobile infrastructure is attached to the seabed or to a sub-sea structure it is classed as an installation and therefore, the Health and Safety Executive regime applies. However when infrastructure is disconnected and repositioning, this maritime regime will apply. Taking this as a starting position, the MLC will apply to such oil and gas infrastructure as FPSOs and MDUs while they reposition. However, recent indications have been that where, for instance, a FPSO is going to be attached to the seabed for a lengthy period of time, for example two years or more, an exemption from the MLC may be granted for the time it is repositioning. The position seems slightly different for units, which are on the move more regularly. It appears that they will not be able to obtain an exemption from the MLC due to moving more frequently, which seems to be a key factor in the MCA determining whether the MLC does or does not apply. Another issue for the offshore oil and gas industry is who bears the obligations for complying with the MLC. It has already been mentioned that the obligations fall on the ship owners, but it may not be clear who that person is. For an MDU, it is probable that the ship owner will be the rig owner or the operator and it is that party who will be under the obligations of the MLC. This, along with the definition of ‘seafarer’ in an offshore oil and gas context, are both areas where further clarification would be useful. Overall, currently the most prudent advice for rig owners, and indeed all ship owners, can be broken down into several stages. Firstly, they will need to establish whether those working on their ships, vessels or installations are indeed Seafarers under the MLC and therefore afforded all the rights and protections that are offered by this. Once this has been done, the employment contracts, and in some cases drilling or operation contracts, will need to be reviewed to check they are compliant with the general provisions of the MLC and the standards are being met. Finally, internal policies and procedures, for example in respect of having copies of the employment contracts available on board the ship, will need to be reviewed and revised to ensure that the owner is complying with all their obligations under the MLC prior to it coming into force on 20 August 2013. v
Liam Kerr
Liam Kerr is an employment law specialist at CMS Cameron McKenna. CMS Cameron McKenna is a leading European provider of legal and tax services. It has 13 offices in the UK, Central Eastern Europe and beyond. The firm has 94 equity partners and employs over 1100 fee earners in total. For further information, visit: www.cms-cmck.com.
Vessel Tracking
Gaining
insight
Streamlining operations with vessel tracking. By Sheri Ascencio
V
essel tracking has come a long way since the days when calling in a position to the office over VHF was the only option. Today’s solutions offer a powerful combination of automated position reporting, two-way messaging and even vessel logs to streamline operations and increase vessel productivity. There are two basic elements to vessel tracking: reliable data communication with the vessel and accurate vessel position information. This enables ship operators to remotely monitor the vessel’s whereabouts from the office. The ability to track vessels was primarily done through VHF radio communication and RADAR until the wide deployment of the Global Positioning System (GPS) and affordable satellite tracking through providers such as Inmarsat, Iridium and Globalstar in the 1990’s. More recently there has been a trend to also use lower cost communication systems, such as the free to air short range digital VHF Automatic Identification System (AIS) introduced in the early 2000’s, and where possible GSM for coastal and inland use. AIS was originally designed to assist with safety of navigation, and specifically, to improve situational awareness of mariners for
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collision avoidance. While AIS continues to serve this purpose today, commercial maritime operators are using AIS and GPS data pulled into vessel tracking software to gain insights into how their fleets are operating and leveraging that intelligence to run their companies more efficiently and profitably. For example, position reporting enables shore side dispatchers to track if a vessel is progressing on a job as planned; two-way communications gives them the ability to understand why in real time and manage the vessel more effectively, making course corrections or adjusting dispatch schedules for new jobs. Vessel delays can be tracked and mapped to specific routes or areas of operation, which, over time, give management a clearer picture of the most profitable aspects of their business. Historical vessel positions can be used to minimise customer disputes over where and when a boat was operating, and provide evidence to defend against potential legal disputes. Without this type of visibility, managers must rely on limited information to make critical decisions. Despite the many benefits of vessel tracking software, less than half of workboat companies currently use a vessel tracking tool on shore, as many smaller operators cling to radio communication to determine where boats are on an as-needed basis. However, the landscape is changing as more and more small operators see the benefits of monitoring vessel activity through software that displays position data – particularly on mobile devices. The ability to visually monitor a fleet and then interact in real time with the crew is what elevates vessel tracking to a management tool. Medium and larger fleet operators are using vessel tracking software to manage the complexities of running multiple boats by
combining positioning with two-way messaging and the collection of critical logs and forms from the vessel for compliance, safety and to automate the many manual processes of running a fleet. Early adopters of vessel tracking software are now demanding more efficient solutions for automating the process of gathering and aggregating vessel data. With data streams coming in from a variety of communications hardware systems, it can be challenging to display all relevant information in a format that is useful for dispatch and operations. New vessel tracking software is now available, designed to pull position feeds in from a variety of transponders and display them on a single user interface for more holistic fleet management. Companies can also display custom map layers and landmarks specific to the market, region and vessels for a fleet to gain even greater control over vessel productivity.
emails of specific vessel information. Good vessel tracking systems are permission based and give companies the option to control who has access to vessel data and for what period of time, with easy to use One of the hottest developments in vessel tracking today is the administrative controls. ability to access data on mobile devices as owners, operators Going forward, vessel tracking will and managers want instant access to this information from any continue to play an increasingly important location via their smart phones and tablets role in maximising ROI across a maritime organisation. Trends are pointing towards the integration of vessel tracking with more and more business metrics and KPI’s to gain increasingly Because more robust vessel tracking solutions are granular operational insights. Forward thinking companies are incorporating data beyond simple position reports, there is a exploring ways to automate the combination of position tracking growing requirement for software that has been optimised for with a variety of operation data including water conditions and communications networks by utilising data compression and least weather, barge information, market rates, demurrage, utilisation cost routing to minimise data transmission costs. Most software rates, repairs, claims and other fleet management software such applications are built without considering the type of network that as fuel monitoring – all to gain incremental gains in each vessel’s will be used for transmission, which can be costly for maritime productivity and overall profitability. v operators who often use a satellite network when vessels are out of cellular range. Vessel tracking software designed specifically for maritime versus crossover terrestrial solutions will tend to be more in tune with this requirement. Sheri Ascencio is product marketing director of One of the hottest developments in vessel tracking today is Boatracs, a company of the Orolia group. Orolia is a the ability to access data on mobile devices as owners, operators high-technology group dedicated to improving the safety, compliance and efficiency of its customers’ and managers want instant access to this information from any remote operations by providing them business location via their smart phones and tablets. Practical vessel solutions and services based on the most advanced tracking software should offer a web-based version and mobile positioning, navigation, timing, sensing, information and device optimised version that are synchronised for a seamless user communications technologies. For futher information, experience. Some companies are even sharing this information with visit: www.orolia.com. customers via limited access to the user interface or automated
Sheri Ascencio
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case study
Creating best
practice Enzygo helps turn the tide for ship dismantling
W
hilst recycling for many industries is a relatively new practice, in the maritime shipping sector it is a practice which is already centuries old. The good news then is that the shipping industry is well ahead of other sectors in reaching recycling rates of up to 98 per cent of a ship build material by weight. The bad news, however, is that even if ship recycling has been efficient in providing a ready supply of steel and other metals for re-use, there has been a cost in terms of lives lost and environmental impact. Whilst we wait for global conventions and EU laws to be adopted, there still remains a huge disparity between nation states on ship breaking methods, no more so than that highlighted by the Environmental Permit recently granted to Wales’ first authorised Ship Dismantling Facility in Swansea. In 2011, Swansea Drydocks came under the ownership of the Dunn family who previously ran Dunn Brothers Ltd, one of the largest metal recyclers in the UK. The company owned seven recycling centres across the UK and, in both 2005 and 2007, won the Queen’s Award for Enterprise and, in 2009, was recognised as a Sunday Times Top Track 250 company. With a long history of dismantling and scrapping of marine vessels, the first aim upon the acquisition was to re-establish these operations at Swansea Drydocks by creating the only current ship breaking facility in Wales. With an investment of over £4 million, the plan was to upgrade the site to target UK and European
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commercial shipping, by offering a facility that would accept up to 150,000tpa of end of life hazardous, and non-hazardous, waste vessels. Since this fell within the scope of the Environmental Permitting (England & Wales) Regulations 2010, an Environmental Permit was required from the Environment Agency Wales (EAW) (now Natural Resource Wales (NRW)) in order to begin operations. Swansea Drydocks were faced with multiple site sensitivities, which required addressing within the rigorous permitting application and determination process. As this required specialist help, Enzygo, one of the UK’s fastest growing environmental consultancies, was brought on board to manage the application and carry out the required environmental surveys. To begin with, there were a number of ecological concerns including a neighbouring Shellfish Designation Area, a nearby local mussel farm and the Crymlyn Bog nature reserve, which is a designated Site of Special Scientific Interest. Consideration also had to be given to potential contamination risks from anti-fouling paint on the ships’ hulls and the possible danger of asbestos on board. There were also impact concerns on the newly developed Marina area in Swansea Bay, and the effects to harbour residents. As well as ground assessments, water quality, noise assessments and ecological surveys, Enzygo also prepared a Fugitive Emissions, an Odour Management Plan and operational plans to accompany the application. Throughout the process, Enzygo co-ordinated closely with the client and the EAW’s national permitting team based in Cardiff, ensuring that all the concerns from a number of local organisations, including the city council, fire service, health board and South Wales Sea Fisheries Committee, as well as local residents, were satisfactorily addressed. The result was that not only did the drydocks secure its Environmental Permit (the first of its kind in Wales), but the operational procedures that Swansea Drydocks employed to obtain the Permit is now being used by both the EA and NRW as an example of best practice for all future ship dismantling sites in England & Wales. According to Karl Dunn, managing director of Swansea Drydocks: “Through our capital investment of £4 million, including over £1 million spent on infrastructure improvements that meet the highest environmental standards, we are committed to creating a world class ship repair and recycling facility that will conform to the future European standards for quality, environment and health and safety.” Lucinda Hall, principal consultant at Enzygo who lead the permitting project team, commented: “This was an extremely challenging application and although many more surveys and assessments were required when compared to information requested for similar facilities in other countries, this has now become a landmark case for all future ship breaking Permits and marks the start of best practice being applied to ship recycling in the UK and other parts of the world.” Whilst the EA and NRW in England and Wales both strive towards applying stricter permitting conditions for ship dismantling, there is still considerable inconsistency in the
regulatory approach within the other parts of the UK where, for example, in Scotland even recently ship breaking has been undertaken on beaches and in open waters. More alarmingly, in many parts of the world, particularly in South East Asia, few rules apply at all. It is estimated that an average of 600 end of life ships per annum are dismantled on the beaches and open waters of Indonesia, India, Pakistan and Bangladesh where low labour costs and less stringent environmental regulations are enforced. Action is being taken but it’s a very slow process. The International Maritime Organization (IMO) adopted the ‘Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships’ in May 2009 but, like all IMO Conventions, it will only enter into force when the requisite number of member states has ratified it, which would be 2014 at the very earliest. The EU, thankfully, wants to take action now to ensure that shipping companies take on more responsibility for disposal of their vessels. Existing rules say any ship from the EU should be dismantled within the OECD but these rules are routinely ignored with more than 90 per cent of European shipping currently being dismantled in developing countries using the controversial beaching method. To encourage ship owners to comply with the rules, the European Commission has proposed setting up a list of approved recycling facilities that meet EU standards, such as those at Swansea Drydocks, and to create financial incentives that would make approved recycling facilities more competitive in the global market. Ship owners would also be fined for having their vessels dismantled at a non-approved facility. The proposal may never be implemented as it still requires EU parliamentary approval but urgent action is needed to safeguard the environment and to ensure that approved facilities, like those in Swansea, can compete commercially with the rest of the world. v
Enzygo
Enzygo Limited is a specialist environmental consultancy with established experience and a clear understanding of the elements required for the delivery of all forms of waste management and major infrastructure development. For further information, visit: www.enzygo.com.
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Profiles
There are thousands of ships sailing the
l Yilport
oceans today, transporting every kind of cargo.
l Griffon Hoverwork
The global fleet is manned by over a million seafarers of virtually every nationality and the
l EPAK
companies involved in this sector are among
l Ships Electronic Services
the most technologically sophisticated of any in
l Containerships
the world. The prominent and successful companies
l Walcon Marine
that are highlighted in the next pages of
l Malin Group
Shipping & Marine provide real world examples
l T.P. Towage
of how state-of-the-art technology, best practices and modern innovations are put into
l Demko Metaalconstructies
practice in the maritime sector.
l NMSC KazmortransfLOt JSC l Huegli Tech l Navalria DrydockS l Turku Repair Yard l Dalby Offshore Renewables l Polferries l IMSA l SHIPTEC Lucerne l Fast Shipping l Macduff Ship Design
Profile: Yilport
A global gem
E
stablished in 2005 as a subsidiary of Yildirim Holding, one of the fastest growing Turkish industrial groups that has companies operating in ten different industries, Yilport today is the premier multi-purpose port in the Marmara region. Containing a liquid cargo terminal with CFS, a general cargo terminal and warehouse and vessel services, it is the most state-of-the-art container terminal in Turkey, boasting 520,000 TEU of container storage capacity, 120,000 cubic metres of tank storage and 4,000,000 tonnes of general cargo handling capacity. Ideally located 40 kilometres away from Istanbul in Marmara’s most developed industrial area, it has easy access to roads and is close to the SabihaGokcen Airport. “Yildirim is a privately-owned company with headquarters in Istanbul; it is involved in many industrial sectors including mining, trading, ship building, energy, and investment. There has been a focus on developing the port sector in recent years,” explains Sean Pierce, CEO of Yilport Holding. “Our Yilport Gebze multi-purpose facility is based
in a fast developing country with a strong economy that is supported by manufacturing firms in a variety of industries. This is beneficial to our customers because we efficiently handle liquid, chemical, bulk and steel products. We are also experiencing strong development in our container business in the region.” With strategic plans to become the preferred port on the Marmara Sea, the company has been consistently growing; Yilport Gebze, the ‘Home Terminal’, has a 450m berth and yard expansion project that will increase capacity to 1,000,000 TEU and have the ability to work the 18,000 TEU vessels. Yilport Holding acquired a majority share of 86.6 per cent in Gemport, a major port in the Marmara region and Turkey, in December 2012. It employs more than 400 people and boasts a container handling capacity of 600,000 TEUs and capacity to handle 400,000 CEUs
per annum for the vehicles and RoRo. Through Gemport the firm aims to create one of the most technologically advanced facilities in all of Turkey and the Region. Sean highlights: “Yilport is constructing a new modern terminal in the Gemlik region and next to that is Gemport, our newly acquired multi-purpose facility that has been operating for 20 years. “We acquired the terminal in December of 2012 and the combined facilities are sat on over 1.6 million square metres of land. We are now looking at a master plan to combine the two facilities and create a container terminal in excess of one million TEU capacities, making us one of the largest in the region.” It also fits in with Yilport’s strategy of providing a one-stop-shop to customers while offering superior quality and consistently high productivity. Innovative investments, rapid growth and excellent customer service has led to Yilport becoming a pioneering enterprise in Turkey and there is an increasing
Yilport
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Profile: Yilport Maltaport
Gemport
Terex Port Solutions Yilport Container Terminal & Port Operators Inc. is a leading terminal operator and operates Terex Gottwald Harbour Cranes in its Diliskelesi and Gemlik terminals. The cranes in both terminals, including more than 70 cranes in Turkey that are serviced virtually around the clock by Terex Port Solutions’ long-standing representative Eksen Makina, enjoy excellent availability and productivity with reduced operational costs. More than 55 per cent of the Turkish Terex Gottwald crane fleet also feature integrated external power feeding systems to help save costs.
interest in developing a foothold as an international port operator, as Sean highlights: “As part of an industrial group we take a different view to port projects and our expansion; to us the port is one link in a chain and it is important to look behind the port and see how we can best transport products in these new countries. We also look at how we can contribute to the success of the region and country and that is how we are going to create sustainability with our operations. We are currently operating in ten different sectors, which make it easier for us to identify and adapt to what is needed in the area.” A notable investment is the 50 per cent acquisition of Malta Freeport Terminal for £200 million euros in 2011, the company’s first steps in enlarging its scope in port operations. Focusing on technology, the company has brought two state-of-the-art simulators for quay cranes and RTGs to train local people at its well-established training centre. “We aim to train a region with this advanced equipment because it will increase productivity and decrease cargo damage;
Yilport panoramic view
we are industry leaders in that respect,” says Sean. The company has also has a 24 per cent stake in CMA CGM, the third largest container carrier in the world, for $600 million. CMA CGM has an extensive order book in Asia and 30 giant box ships scheduled for construction. On top of this, Yilport is focusing on two projects in Latin America and Africa. Offices have been opened in Bogota, Colombia and in Gabon. These will play an integral role in the expansion of business activities, such as energy, mining, and port management and shipping across the continents. By 2014 Yilport aims to be the largest and best container port in the region, and with Yilport Gemlik, Yilport Gebze, Malta Freeport and Rotaport, the company is building the foundations towards its goals with a portfolio valued at $2 billion. Looking further ahead Sean discusses the company’s aggressive strategy: “From the beginning we have been working towards Yilport Holding becoming one of the top 20 terminal operators in the
world in five years’ time. From the start Yilport will centralise many of its core functional areas such as technology, planning, finance, procurement, engineering and more so as to provide a strong foundation for global expansion. We look to deploy the right processes and technologies to suit the environment and will look to create value for the ports and communities we work in. In April we will visit ports in West Africa, Brazil, Peru, Ecuador, and Colombia to identify targets for expansion and look forward to bringing our unique business model and perspective.” v
Yilport www.yilport.com www.yildirimgroup.com • Most modern container terminal in Turkey • Portfolio valued at $2 billion • Aims to be in the top 20 terminal operators in the world • Expanding to Africa and Latin America in 2013
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Profile: Griffon
Hoverwork
Quality
craft
B
orn in 2008 from the acquisition and merger of Griffon Hovercraft and Hoverwork by the Bland Group, Griffon Hoverwork has descended from the originators of the hovercraft industry. Uniting over 40 years of hovercraft design, manufacture and operational experience, the company today specialises in the manufacture of air cushioned vehicles, commonly referred to as hovercraft. The company provides transport solutions for customers in the marine, navy, security and military markets all over the world, enabling them to access areas where conventional marine vessels cannot reach. “Over the last 12 months we have grown the business to over £30 million in revenue,” highlights Adrian Went,
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managing director of Griffon Hoverwork. South America has been a particular strong growth market over the past 12 months. “We have won some great orders in South America where we have delivered two hovercraft for the ministry of agriculture in Venezuela. We are also in the process of delivering a fleet of five hovercraft for the Peruvian Navy, which has been operating two Griffon 2000TD series hovercraft since 2009.” The hovercrafts are currently involved in security, government and logistics roles but Adrian has hopes for the vessels to be utilised in other markets: ”We are in some very optimistic discussions with the Brazilians - I am very hopeful that we will be providing part of the transport infrastructure for the Olympics in 2016.” All GHL hovercraft have the capability
to operate where no other boat can; travelling over shallow water, mud flats, debris laden rivers, rapids, marshes and sea ice. They can be operated from unprepared beaches, harbours, piers, pontoons and riverbanks and are invaluable in areas with sensitive environments as they leave no tracks, create no underwater noise or pressure signatures, have no wake and therefore create no wash. An emerging market is logistic and rescue support for oil exploration and production. As the oil and gas reserves start to deplete in benign production regions, the industry is seeking to find new reservoirs in areas such as the shallows of the Northern Caspian Sea and the Arctic. Exploration in the Arctic is becoming a challenging growth market for
all concerned and Griffon Hoverwork sees potential for its innovative range of craft to expand, as Adrian explains: “Another development is our R&D work on behalf of Shell, who are interested in acquiring a vehicle that can operate across all of the treacherous ice conditions it expects to experience on the North Alaskan Shelf. In these regions, the ice floes collide with each other, causing pressure ridges. So our research is to establish the feasibility of building a hovercraft that can cross an
ice ridge of two and a half to three metres in height.” So far the company has completed conceptual designs, mathematical modeling, new skirt designs and is now in the process of using a scale demonstrator to show Shell what is possible. If the project goes into fruition, Griffon Hoverwork anticipates building some giant craft in the future. The R&D is not limited to finding ways to cross ice ridges, as it includes finding new skirt materials, innovative hull structure designs, means to maintain the craft free of ice when in operation and development of the systems that will enable the craft to be used as an escape/ rescue vehicle. “We want to ensure it is always possible to escape from an oil rig, regardless of the weather conditions. Shell have stated that safety must always come before commercial advantage and due to the critical potential safety role, the plan is to include other
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interested oil companies in the research consortium.” No stranger to sub zero conditions, Griffon Hoverwork has provided bespoke hovercraft for clients working in treacherous conditions worldwide, such as the Swedish Coast Guard, Crowley Alaska, the British Royal Marines and the Canadian Coastguard. These craft are used for a variety of roles, but all offer a solution for ice rescue due to their ability to travel at speed over ice and snow.
Adrian Went, managing director
Profile: Griffon
Hoverwork
The company’s project to build a large patrol hovercraft for the Canadian Coastguard is nearly complete and should be launched mid 2013. “Our experience working with the Canadian Coastguard will certainly help with our R&D with Shell. We have worked with them for many years, updating and replacing their ongoing fleet size of four,” states Adrian. “Our market is primarily in coastguard, military and policing but our aim is to open up the oil and gas market and make that as big an opportunity for us as our current markets.” Another area of interest for the company is India, where marketing director Mike Coveney represented Griffon Hoverwork during the Prime Minister’s trade visit in February 2013. Following its deal to supply the Indian Coastguard with 12 craft, Griffon is looking to expand further into this high growth country in the future. “It was a successful visit and it was great to be invited. We were able to enhance our network within government and this was an excellent platform for us to have some important meetings with existing and potential customers, such as the Indian Army,” enthuses Adrian. To help establish a foothold in the country, Griffon Hoverwork has set up a partnership with Goa Shipyard, as they are experts in the construction of small to medium sized coastal and offshore vessels. With a strong order book for 2013, the firm is concentrating on delivering to the Columbian marines, Pakistan Navy and Indian Coastguard. Business development work is focused on R&D trials with Shell and market development in South America. Over the coming years Adrian has a strong vision for Griffon Hoverwork: “I would like us to have consolidated our position in security and defense and developed our footprint in oil and gas and commercial ferry support. We will also remain the global leaders in hovercraft design by developing our technology and continuing to offer state-of-the-art craft.” v
Griffon Hoverwork www.griffonhoverwork.com • Seen growth in South America • R&D underway for treacherous ice conditions • Success in Indian market
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The whole
package
W
ith a vision of achieving worldwide mobile communication on land, at sea and in the air, EPAK was founded in 2000. Based in a former industrial site in Leipzig, Germany, the core scope of EPAK’s work is the development, manufacturing and distribution of fully automatic satellite tracking antennas, which provide customer-tailored TV and internet solutions to the clients. With an early focus on the maritime sector, EPAK started out supplying television receive-only (TVRO) solutions. Having gained significant experience, in 2007 EPAK took the opportunity to introduce VSAT products to its portfolio. Today the company is a rare provider of both: The necessary antenna hardware, and a series of maritime satellite broadband services known as Airtime, which it manages internally. “Usually you would only supply one or the other but we have the in-house
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competencies to provide a perfectly matched solution to our clients,” enthuses Jochen Grüner, managing director of EPAK. “This is also the reason why we have all facets of the business under one roof, thus R&D, mechanical workshops, PCB design, satellite measurement, sea simulators, and laboratories are all available in-house as well. Although we have many distributors that carry out commissioning for us, we go onsite as well, with our staff able to respond to emergency cases within 36 hours for Europe, and 48 to 54 hours worldwide.” Both the TVRO and VSAT systems are spread over three main categories of use. The antennas of the R- and Ri-series are adapted to the conditions of inland waterways, whilst the DS- and DSi-series are designed to meet even the toughest offshore requirements in harsh seas. Finally the S-series TVRO products cater to the requirements of open waters in the leisure market. The nature of EPAK’s solutions is
that the company is working across all over the maritime sector. “We’re not bound to any segment in particular so we’ve supplied to oil barges, yachts, superyachts, unmanned platforms, cruise ships, cargo ships, and inland waterway ships,” explains Jochen. “Our main market in terms of our own reach is Europe and the United Arab Emirates (UAE), however we also work with distributors which enable us to grow other business relations around the world. We have been present at the CABSAT exhibition at the Dubai World Trade Centre, as well as at METS and IBC in Amsterdam through all the years and will continue those activities.” During the recent years EPAK has completed several projects with governmental institutions, as well as managed its own developments in order to offer the most up-to-date solutions to the market. The company’s current core programmes are representative of these two branches: with EPAK taking on a
Profile: EPAK
new 18 month government project, and simultaneously looking to launch its own new innovations. “We have just brought out the world’s first maritime VSAT solution operating in the Ka-band,” reveals Jochen. “Previously we only had solutions in the Ku-band, so the Ka system offers significantly higher throughput at lower monthly rates and faster speeds. At the moment you can reach up to ten Mbit per second download and up to four Mbit per second upload speeds, so it’s incredibly fast. You can also reach those speeds in the Ku-band but it would be very expensive compared to the attractive Ka solution. Right now we are in the approval stage, and have completed some sea trials, so we are optimistic to roll out the first systems in the next few months.” Much like the domestic internet market, EPAK believes that the opportunity to have faster speeds at a lower cost will be readily embraced by the maritime sector. “The most expensive internet connection that you can have is via satellite,” notes Jochen. “So it’s not hard to imagine that the interest will be huge if the chance presents itself to improve upon this. It all comes back to price, speed, and the coverage you can work in, and we hope that this new Ka-band technology will enable us to be really competitive on these points.” EPAK also hopes that it might help with the provision of solutions to some of the more challenging sectors of the maritime market, and its internet demands: An inland waterway vessel for example may see huge peaks in demand for internet services at certain times, but desire low costs in providing this. “You could either go with a Ku-band which will offer large internet capacity at all times, and therefore is often unused, or you can design a flexible solution,” explains Jochen. “We hope to challenge this with solutions in both the Ku-band and the Ka-band to be really competitive.” At the moment the Ka system is bound to the European area (Mediterranean Sea, North Sea, Baltic Sea, Black Sea), but it is expected that further satellites may be launched over the coming years extending this coverage step-by-step. The successful introduction of the Kaband antenna and associated services is EPAK’s focus for the rest of 2013, but in the background the company is
continuing to innovate and to target other product developments. “One of the differences between us and our competitors is that we use a patented electronic beam formation (EBF) gyro to track the satellite, instead of a technical gyro which has to be adjusted. Because we retrieve the signal and calculate it electronically there is no need for our antenna to be moved, which means it can always be pointed to the satellite. This is really important for new technological developments such as the Ka-antenna because you can be more accurate without moving the dish,” describes Jochen. Although EPAK acknowledges the market is very tough, the company believes that technology wise it can more than compete with what’s available in the sector, and the new Ka-band antenna will be a key addition alongside the existing
Ku-band VSAT and TVRO offerings. “We also offer a number of added benefit systems to our customers,” concludes Jochen. “This includes items like the diversity kit which combines two antenna in one bundle and ensures a free line of sight by switching the connection between the two if one is blocked by obstacles. We have many things that can be added on to our products and that’s the reason why we really can provide superior solutions to sensitive clients and governmental institutions.” v
EPAK www.epak.de • Maritime satellite communication solutions • In-house expertise • New Ka-band antenna
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Profile: Ships
Electronic Services
Navigating the
market
Clear-Com Since 2011, Ships Electronic Services Ltd (SES) has been the exclusive UK maritime distributor for Clear-Com, a global leader in critical voice communication systems. Through the strategic partnership, SES has increased Clear-Com’s exposure in the commercial shipping sector, as well as the growing oil and gas markets. By adding Clear-Com to its group of manufacturers, SES has been able to offer complementary equipment to its already impressive portfolio of navigation and communications systems.
Cobham SATCOM Cobham SATCOM was formed as a result of the 2012 acquisition of Thrane & Thrane by Cobham plc, and includes two of the maritime world’s market leading brands: SAILOR and Sea Tel. It develops, manufactures, sells and supports communication technology including VSAT and FleetBroadband terminals, mini-C solutions, GMDSS and radio communication, satellite television and safety beacons via an extensive global partner network. Cobham SATCOM products are defined by quality and reliability, and renowned for reliability in extreme conditions.
S
hips Electronic Services Ltd (SES) is a comprehensive marine electronics specialist operating out of eight strategic sites around the UK coast.
With over 35 years of experience in the marine industry, the company is a market leader in the supply, installation and maintenance of maritime communication and navigation electronics. It is also one of the few marine electronics companies to be certified to ISO 9001:2008. With full navigation packages, and both internal and external communication systems within its remit, SES has expertise in all of the different components that comprise these. This includes radar systems, ECDIS, gyro compasses, GPS, autopilot and steering systems, VHF, EPIRB, satellite communications, antennas, internet systems, and thermal imaging cameras.
As a dealer or distributor for many high quality manufacturers, SES has built an enviable reputation for customer service beyond expectations. It strives to provide the most professional advice and deliver efficient and cost effective solutions to meet the requirements of its customers in the UK and throughout the world. “A key strength of SES is its dedication to customer service,” agrees Stephen Roper, managing director. “This commitment includes a 24-hour customer service line which is manned by experienced service engineers seven days a week ready to respond to any product or service enquiry. This exceptional service is much appreciated by SES customers and sets it aside from its competitors. “As it is the appointed service centre for many of the most well-respected electronic manufacturers, this allows SES to supply and maintain exactly the right system that the customer application demands. The factory-trained engineers
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can travel worldwide to offer owners the most cost effective service for their vessels, plus SES holds an extensive stock of spares ready for dispatch,” he continues. Specifically, SES is the UK service depot partner for Raytheon Anschütz, handling the servicing of gyro equipment, steering controls, and autopilots, and the sole onboard service centre for Thrane & Thrane. It is also a UK service partner for Furuno, Jotron, Kelvin Hughes, KVH, Naval, Netwave, SAM Electronics, Transas, Wired Ocean and Zenitel products. The approvals that SES holds are numerous and span a whole range of different products and services. In particular the company is an approved
Deckstand ECDIS Standard gyro
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provider of APT services for Rutters (Netwave), Furuno, SAM Electronics, Kelvin Hughes, Danelec and TRANSAS, and for the provision of battery changes and re-certification of Jotron, ACR and Thrane EPIRBs. SES is also accredited by the American Bureau of Shipping (ABS) to perform radio surveys on their behalf, and by the UK Maritime and Coastguard Agency (MCA) to produce GMDSS certification. The technical capabilities of the SES team enables the company to provide sales, installation, and service support across a wide spectrum of marine-related operations including commercial shipping, military shipping, leisure, and fishing. Furthermore, from its base in Aberdeen SES has also established itself within the
retrofit systems comprise the main business in the commercial shipping market due to the decline in the UK shipping industry,” notes Stephen. “However, SES does enjoy long-standing relationships with yards such as Ferguson Shipbuilders in Port Glasgow where new and exciting projects such as the Ferguson Hybrid Ferries require SES expertise.” These will be the world’s first hybrid diesel electric ro-ro vehicle and passenger ferries to enter service, and will operate the Clyde and Hebrides ferry service from spring 2013. SES has fitted the vessels with a full specification of electronics, including radars, ECDIS, autopilot, and a complex double-ended heading system. “The company continues to work with
oil and gas industry, which demands high professional standards for service engineers and top quality product advice. The company lends itself to both the supply of integrated systems for existing vessels, and the design of systems for new build vessels. “Today refit and
UK naval vessels with specific electronic requirements, while SES also works with several of the UK’s world-leading leisure boat builders to provide new and innovative systems in communications and navigation,” adds Stephen. In 2012, SES acquired the Birkenheadbased business TSA Communications, adjacent to the Liverpool docks. This was a strategic decision by the company to provide an SES facility on the west coast in a vibrant area of the maritime industry. The result has been reduced travel costs and faster product deliveries for existing SES customers in the area, while the company has also gained new large ship owner clients that use the port. In terms of what lies ahead for SES, Stephen outlines the approach the company is taking: “Challenges ahead are fuelled by the reluctance of owners to invest, but it is hoped that this will lessen over time and as new cost-saving equipment becomes available. With SES being appointed distributor for technical innovators such as Clear Com Communications the company will also be in the forefront of providing the latest technology which will ensure its long-term success. “SES continues to seek out new and innovative product offerings and is currently the exclusive supplier of the revolutionary System Orca, a control system for integrating audio/visual equipment, lighting and other comfort systems, operated by a standard iPad, iPhone or similar tablet,” he highlights.
Profile: Ships
Electronic Services
In this way SES looks to the future with a positive outlook, and also a commitment to the training of its technical staff. The company will be taking on new apprentices and continuing to build its reputation for outstanding service. “Only in this way will SES continue to hold its UK-leading position in the electronic market,” concludes Stephen. v
Ships Electronic Services www.ses-marine.com • Marine electronics specialist • Works with high quality manufacturers • Growing workforce
FLIR Systems
Desktop radar
FLIR Systems is the world leader in thermal imaging cameras with a range of cameras for even the most demanding marine applications. FLIR thermal imaging cameras are rapidly becoming essential equipment for owners and operators of pleasure craft and yachts, commercial vessels, work boats, fishing boats, cruise ships and many other types of vessels for applications such as night time navigation, shipboard security and anti-piracy, iceberg and oil-spill detection and man overboard situations.
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Multiple
milestones
Terminal Moby Dik in Saint-Petersburg
E
stablished in 1966 by Sea Containers of UK and Finnish entrepreneur Veli Nordstrom, Containerships Ltd has evolved to become one of the leading short-sea door-to-door operators in Europe. Specialising in container shipping, the company provides solutions to clients in Europe and the Mediterranean, as Kari-Pekka Laaksonen, CEO of Containerships Ltd, explains: “We are a logistics operating company and mainly focusing on short-sea shipping and making door-to-door deliveries. We operate geographically in two different regions, one being the Baltic’s and North Sea/English Channels, with operations in north Europe from Finland, Russia, the
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Baltic’s to the UK and western Europe and vice versa. The second region we service is in the Mediterranean, where we mainly operate in Turkey through to North African countries, such as Egypt, Libya, Tunis and Algeria.” In 2007 the company acquired Lithuania-based Kursiu Linjia, adding Lithuania, Latvia and Poland to its service network. This was followed by the expansion of the network to the port of Ghent in 2008 in order to improve access to the Belgian and French markets. In the same year Containerships established its own office in Minsk, thus developing the market in Belarus through to Klaipeda port. These milestones led to the company winning Transport Company of the Year in Ireland in 2008. Following
Profile: Containerships
developments in the lower Baltic Sea, it further expanded its network by acquiring Contaz Lines of Turkey in 2009. This led to the introduction of containerships to the Mediterranean area and the extension of services to Mersin, in Turkey, and Alexandria, in Egypt, in 2010. The company also further developed its core transportation services within Europe by adding Sodertalje, Stockholm, as a port of call and established a presence in the Ruhr area of Germany. In Northern Europe Containerships has eight vessels under operation, with six operating in the South; on top of this the company has its own fleet of more than 14,000 containers including 20 feet, 40 feet and the more popular 45 feet Magnum palettes that offer the same capacity as trucks. Specialists in their field, staff at Containerships offer a choice of all standard and special container sorts and complete coverage via sea, rail, road and river container transportation and calculate the best routes for customers while remaining environmentally friendly.
Top right: Loading a 45 FT Reefer container onto a vessel Bottom right: Loading of 45 FT pallet wide unit onto a Containerships’ truc
Customs clearance of import and export cargo in Russia is included in its Container Shipping services, which includes re-import procedures for arrival/departure by truck or sea. Rates for customs clearance are competitive, with remote customs clearance with EDI also offered. A major strength for Containerships is its business in Russia, which has been established since 1994, and there are aims to develop landside operations in the area in the future. “On top of our operations on the port side we also work on inland warehousing and distribution and recently expanded our warehouses in Russia. We have started working on projects involving cargo
SICOM Sicom established its partnership with Containerships back in the 1990s. Recently, large numbers of its tailor-made 45ft dry boxes have been supplied to Containerships, granting an even more efficient and reliable service in their network.
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Profile: Containerships Vessel: Containerships VII
from suppliers and manufacturers for delivery nationwide across the area. This is a big part of the future logistics in Russia, whether it is with warehousing or mainland transportation, this is definitely what we see as a growing development,” says Kari-Pekka. Another recent development for Containerships is the opening of its Kiev operations, which will utilise existing lines and allow easy access to other areas within the Ukraine. “The Kiev office was opened in early 2013 because we see Ukraine as a growing market for consumer products and also for the future. It will utilise our lines between the Nordics, Russia, the UK and Klaipeda, with a focus on the rail trail connection between our Klaipeda port and the Ukraine,” highlights Kari-Pekka. Offering tailored transportation to its customers, Containerships gives an international yet local service by operating through its 19 offices that staff its own personnel, equipment and assets; these include 14 container vessels, including 1A ice-class vessels that have the sufficient strength, equipment and engine power to operate in Northern Baltic conditions. “We have our own containers that we operate and manage so a big issue for us is frequency and accuracy, which we ensure is of top quality by
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monitoring it on a weekly level,” says KariPekka. With a door-to-door service, the company maintains its own truck fleet in Finland, the UK, Russia and Lithuania and can fulfil demands to reach every area of each country it operates in a cost effective and environmentally friendly way. Despite the economic market continuing to cause difficulties for the shipping industry, Containerships has remained cautiously optimistic and innovative in its plans for expansion, as Kari-Pekka highlights: “The future of the economical situation in the EU is not too bright at the moment, but we are trying to view the issue from different angles and aim to expand more in Russia; we are currently operating in St Petersburg and Moscow but there are still a lot of other places in Russia with potential for us. Even though the economical surrounding of the environment is not 100 per cent supportive of our positive expectations for the 2013, we believe we have a very good year coming up.” Containerships keeps a watchful eye out for legislation that could affect its operations. For example, over the coming years there will be preparations put in place for the Sulphur Directive, a proposal based on the International Maritime Organization’s decision to set stringent sulphur emission restrictions
for sea areas in Northern Europe. The proposal states that the sulphur content of fuel used in the North Sea, Baltic Sea and English Channel should be lowered to 0.1 per cent by 2015; a formidable task for Containerships, which is analysing available options before a solution is found in the next six to nine months. Though there are challenges ahead the future looks positive for Containerships, with its plans to expand in Russia, the UK and Finland. It is also growing the landbased part of the business to continue its door-to-door policy while opening new trade lines in new ports. “We have a target to open one or two new locations on land to further develop the company while continuing our focus on Russia and Ukraine as areas for potential growth. There are always challenges in the market in regards to the cost structure and cost levels of operations but we aim to stay resilient and adapt, moving our operations to a different form if needed, so we can meet market expectations,” Kari-Pekka concludes. v
Containerships www.containershipsgroup.com • Growing Russian presence • Kiev office opened 2013 • International, yet local service
Profile: Walcon
Marine
Friendly
professionalism
A
s probably the longest established and most experienced marina construction company in its field, Walcon Marine is a global organisation and market leader. It has provided some 100,000 berths for marina projects and installations worldwide, with harbours, floating pontoons, access bridges and docks installed in over 30 different countries on five continents. Each yacht harbour or marina construction project is an individual contract that demands specific design requirements. To address this challenge, Walcon Marine provides uniquely tailored services that can be adjusted to precisely fit clients’ needs. The company's experienced team, coupled with its stateof-the-art computerised marina design systems, is able to produce the best possible layout, facilities and services to suit the particular marina plan and
construction requirements of any location. This creative foundation works hand in hand with Walcon Marine's purpose-built factory in the United Kingdom, which has the capacity to produce marina and yacht harbour products to the highest standards and uses the best available materials to ensure strength, longevity and minimal maintenance. Within the factory, a highly experienced workforce uses the latest manufacturing and production facilities to produce equipment for marinas, including the world-renowned System 21 and System 2000 floating pontoon systems, articulating finger pontoons and the Waliflote flotation unit. The original Walcon Marine System 21 floating pontoon design is still a market leader and has been in use in marinas and yacht harbours around the world for over 35 years. This ever-popular pontoon design uses a galvanised steel frame with a hardwood deck supported
on fibre concrete floats. The details of the design have been refined and improved over its many years of manufacture, implementation and testing, and now it is one of the strongest floating pontoon designs for marinas. It can also be used for large-scale boat show events; for example, it has formed the temporary marinas at the Southampton International Boat Show for many years. Furthermore, Walcon Marine has invested heavily, not only in its transport fleet of modern vehicles, but also in the marina storage and shipping facility which it owns at Vancouver Wharf on the banks of the River Itchen in Southampton. Marina construction projects are designed, built and delivered all from this purposebuilt factory. From this wharf, floating pontoons, floating walkways, gangways, marina construction hardware, breakwaters and other ancillary equipment are loaded and
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Springvale EPS For over 20 years Springvale EPS Ltd has been pleased to supply expanded polystyrene pontoon and breakwater units to Walcon Marine Ltd. During this time designs of increasing complexity, increasing size and innovative finishes have been introduced, cementing the relationship between the two companies. Springvale has also had pleasure in being able to supply pontoon units for over ten years to the prestigious Southampton boat show, showcasing Walcon Marine’s products and of course containing one very vital component…Springvale Expanded Polystyrene.
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shipped to marinas all around the world. The skills and equipment of all these facilities were all recently utilised to deliver a very important contract for Walcon Marine, when in February 2013 it installed five superyacht berths each capable of taking yachts up to 40 metres in length in Nanny Cay in the British Virgin Islands. With the annual risk of hurricanes, the environment in the Caribbean is a challenging one for yacht marinas, so for this project Walcon specified the heavy-duty version of its System 2000 pontoon model. Three metres wide and designed to withstand high loads, these have the added advantage of being made in aluminium, which gives them excellent resistance against corrosion. Along with
on the south side of Tortola and is an exceptionally popular destination for yachts of all sizes with its ample berthing and fully equipped boatyard. The original marina was built by Walcon in the UK and transported to Tortola in 1980. The company has been back regularly over the years for maintenance and expansion projects. “The new docks are working very well for us,” said Nanny Cay's Cameron McColl. “They have lifted the whole marina to a new level and given us great flexibility when it comes to events. The quality of the docks has been commented on by all who have used them.” The Nanny Cay relationship may have started three decades ago, but that doesn’t mean to say Walcon only works with established marinas. Indeed, in
the pontoons two access bridges were also built in the UK and shipped across the Atlantic, along with safety ladders and emergency cabinets. A team of Walcon engineers undertook the installation. The Nanny Cay Resort and Marina is located
January 2013 it was awarded the contract for the first-ever purpose-built marina on the East coast of Africa. English Point Marina will be the centrepiece of a new luxury resort that is now under construction. With spectacular
Profile: Walcon
views across the channel to the historic city of Mombasa, Kenya, the development is offering apartments for sale as well as including a hotel, retail and leisure amenities, and a water sports centre. The marina will have 45 berths in total and be capable of hosting yachts up to 47 metres in length. Larger yachts can anchor off in protected waters. Walcon is building the pontoons using its heavy duty Waliflote model for the largest berths and its aluminium System 2000 design, ideal for withstanding the high-corrosion potential of tropical salt water, for the remainder. Three and a half metre-wide Waliflote wave attenuating pontoons are also being installed to provide protection from the wave action that comes in from the south. All the pontoons are being made at Walcon’s main manufacturing facility in the UK. Walcon has been working on the designs for English Point marina for nearly four years, in partnership with Alnoor and Amyn Kanji, the brothers behind the
project. Construction is well underway on both the marina infrastructure and the development itself, with an opening date scheduled for mid 2013. “We have been involved with English Point right from the beginning,” confirmed Clive Kemp, commercial director at Walcon Marine, “and we’re delighted to have finally received the go-ahead to build and install the marina for what is a groundbreaking and high quality project. We are sure that English Point will become a popular destination not only for local residents but also for visitors from Europe and the Middle East, and that the marina will enable them to enjoy many happy hours out on the Indian Ocean.” v
Walcon Marine www.walconmarine.com
Marine
Maricer Maricer has been awarded a prestigious contract by Walcon Marine to supply and install the service connection pedestals for the first purpose built marina in East Africa – English Point. Walcon Marine, along with the client, has spent almost four years designing this project, during which time Maricer was also actively engaged in the design process for its equipment. The contract includes the design, supply and installation of all water and electricity pedestals. Maricer will also install low voltage underwater lighting around the main marina, along with additional lighting and controls on the ferry pier located on Mombasa Island.
Joseph Ash Galvanizing Today, Joseph Ash Galvanizing maintains its position as a leading galvanizing service provider with seven strategically located plants providing unrivalled technical expertise combined with industry-leading levels of customer service to meet the most exacting requirements of its customers and their end users. Joseph Ash has provided a valuable contribution to the products and services Walcon Marine delivers and over the years has assisted Walcon Marine in reaching the pre-eminent position it holds today.
• Working on major contracts • Very experienced team of staff • Long-established family company
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The personal
touch
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 soughtafter expertise includes worldwide vessel sourcing, survey and delivery to West
Profile: Malin Africa for the rapidly expanding Nigerian Flag. 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 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
Group
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
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Profile: Malin
Group
hull sections to hull blocks weighing over 11,000 Te.” 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
and testing of bespoke lifting equipment for the 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
to existing clients as well as developing exciting prospects in new-build and analytical work related to subsea market. We also have a number of exciting projects relating to the design, fabrication
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
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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: T.P.Towage
Marking the
T
his year represents an important milestone for Gibraltar-based towage business, T.P. Towage, in that it marks 15 years since the establishment of the company. “I believe that reaching this milestone is hugely significant as it stands as a true testament of the hard work and dedication that has been employed by everyone in our firm throughout its history,” said Tommy Peñalver, director of T.P. Towage when recently speaking with Shipping & Marine magazine. “T.P. Towage Company Limited was established on the 27th of March 1998 after taking over the business that Howard Smith Towage Ltd and their predecessor, the Alexandra Towing Company, had been carrying out in Gibraltar for over two decades,” he
occasion
continued, elaborating on the background of the business. “My father, Thomas Peñalver Senior, the local port manager for Howard Smith at the time, was presented by the then chief executive of the company, Mr John Rutherford, with an unprecedented MBO opportunity for the Gibraltar concern as the venture had been deemed to ‘lack the scale of growth’ and ‘opportunities’ worthy of future investment by the multinational. “Notwithstanding, Howard Smith vowed to leave Gibraltar with a credible towage operation in place and Mr Rutherford saw no better person in which to entrust this legacy
to than their loyal, local port manager. Fifteen years down the line and still in keeping with our forerunner’s ethos, T.P. Towage is a successful business that continues to service the port of Gibraltar with its modest fleet of five Voith Schneider tugs and 22 persons in its employ.” Indeed, T.P. Towage is certainly successful having established an excellent reputation in the Gibraltar market, with its name being synonymous
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with quality, efficiency, skill and excellence across the maritime industry. “This is not to say that our journey has been without its challenges,” added Tommy, “but rather it is all the more important because we have overcome these obstacles on our own. “As a business we pride ourselves on being able to offer our services by having an in-depth knowledge of the local market, together with an unrivalled understanding of the environment in which we operate. Further, our clients enjoy a level of service and professionalism akin to any of the brand names in the business at a fraction of the price and with the personal touch,
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attention to detail and customer care that only a tight-knit family run outfit can provide.” Today, the company’s services essentially revolve around providing harbour towage and towage related services in and around the port of Gibraltar. Alongside this it offers a number of additional services such as Off Port Limits (OPL) operations and a complete ship-to-ship package, which includes delivery and retrieval of related equipment and transfer of personnel. Naturally, T.P. Towage’s reputation means that it is kept busy with contracts for various clients. “We have successfully renewed a five year service contract
with the Ministry of Defence through its newly appointed ISP, Interserve PLC,” said Tommy. “Additionally, we are currently negotiating with the MoD the possibility of extending our remit to provide additional services to HM’s fleet and are in discussions with the recently appointed Government of Gibraltar regarding a number of high profile projects to enhance port security and infrastructure.” Of course, as a successful business T.P. Towage regularly invests in expanding, both in terms of its fleet and its infrastructure. For example, the company acquired a new tug in 2012. “The vessel is called the Elliott and it has
Profile: T.P.Towage recently commenced operations having undergone a major overhaul of its main engines and extensive refurbishment of its accommodation,” Tommy highlighted. “At present it is our most powerful vessel which, together with its additional fire fighting capabilities, significantly enhances our operational capacity. “Another important development, and one that we are very proud of, is our recent acceptance into the European Tug Owners Association (ETA), which now allows us to stand on equal footing, in our own right, with the rest of our European counterparts. It will also allow us to keep abreast of all the latest developments in the industry and hopefully enable us to establish new business relationships and opportunities.” Clearly then, in the year that it reaches a key milestone in its history, business looks positive for T.P. Towage, as Tommy commented. “Our anniversary also coincides with a number of other recent noteworthy events, not in the least of which is my father’s upcoming
60th birthday, our previously mentioned acceptance into ETA and the awarding of the Merchant Navy Medal to the master and crew of one of our tugs for bravery and meritorious conduct afloat during a fire at an oil reception facility. “In terms of the future I would like T.P. Towage to continue on its current course and maintain the same, manageable rate of success that we have enjoyed so far. I am happy to carry on my father’s legacy in much the same way as he intended, implementing new technologies and developments along the way without sacrificing our core values and our identity. And whilst at the helm, we shall endeavour to maintain our high standards in our practices, not only in respect of our clients but regarding the community at large by persistently contributing towards a safer port and a safer environment,” he concluded. v
TP Towage thanks Daniel & Francis Ferro and Joseph Fernandez, for their kind contribution to this article.
T.P.Towage www.tp-towage.com • Excellent reputation in Gibraltar • Personal touch and attention to detail • Recently accepted into ETA
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Key
player D
emko Metaalconstructies B.V. is a Dutch company that fabricates offshore containers for general purpose and custom-built applications. It was founded in 1997 as part of the ASEP group. In 2000 the company became independent and moved to a larger facility, where it remained for almost ten years. Because it couldn’t expand any more at this location, it then purchased a new 2.5 times bigger facility in 2008 and moved there in segments. In the middle of this movement the financial crisis hit the world. Without having to fire any personnel, Demko has been able to continue to trade positively by creating a higher standard in dual certified
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(offshore & CSC) containers in several standard sizes. This is becoming quite a success now, and is helping to make Demko what it is - a leading company in the custom built offshore container business. Clients of Demko can roughly be divided into two groups, the original equipment manufacturers (OEM) and the end customers. For the OEMs it produces containers and enclosures in all possible dimensions in which it will install its equipment. For the end customers it produces not only the containers and enclosures, but also the equipment inside, varying from control desks and electrical cabinets to diesel driven hydraulic power units or compressors.
Profile:
Demko Metaalconstructies
de-sanders, mix units and other special equipment. When it comes to the offshore industry a wide variety of control cabins and accommodation units are used by operators. To address this broad assortment of needs Demko has years of experience in the design and fabrication of these units, both for offshore drill ships and platforms. The units can be certified for application in Hazardous Areas Zones I and II. Finally, Demko also offers solutions for industrial noise control. It can supply a variety of noise reducing options, ranging from soundproof enclosures, through to sound attenuators, and exhaust silencers for diesel engines. These are available with or without certified spark arrestors. The sound enclosures are manufactured in both panel systems and as complete ‘drop over’ versions, and can be produced with doors, windows, sound dampened product import and export openings and so on, as well as being naturally equipped with ventilation silencers to dissipate the heat produced by machines in casings.
Mission & challenge
Products The products of Demko require certification to comply with international laws and rules, such as DNV 2.7-1, EN 12079, CSC, ISO 1496, fire resistance according IMO and SOLAS, and so forth, all of which Demko can accommodate. Furthermore, in order to be able to supply in the short-term, Demko keeps a wide range of certified offshore containers in stock. Demko also produces diesel or electric driven hydraulic power units and containerised diesel driven equipment such as pumps, generators and fire fighting units, for all types of industries. For both the horizontal and vertical drilling industries, Demko manufactures mud pumps, recycle units, shakers,
The company’s products are custommade, so there is no ‘standard’. One of Demko’s major strengths is its ability to custom-build containers that require certification to comply with international laws and rules. Demko is able to build according to the Rules for Classification of Ships as well as the Rules for the Classification of Mobile Offshore Units, Standard for Certification of Offshore Containers and/or the Regulation of the International Convention for Safe Containers. The welding processes, welders and equipment are fully qualified for these codes, as are the calculation and test methods for strength. R&D is very important for Demko and is one of the main reasons why it has a strong and long relationship with clients. Each and every problem is a challenge for Demko. That is also recognised by the Dutch government, which has certified Demko as a company for R&D. Long-term relationships with trust, faith and respect with the employees and customers are very important. The government in Holland has very
strict rules and regulations on how and where it is allowed to develop a business such as Demko. The company has adopted a strategy where its internal rules are even tighter than the rules set down by law and government. It believes that developing a business in an environmentally sane way is important. Not only because clients and (local) government demand it, but also because the company is aware of the fact that it co-exists with many people on a small planet and it should therefore invest all possible means to protect that planet for the next generation. As a result, Demko, together with its customers, is investing in the development of products for the renewable energy market. At the moment companies like Demko also have to deal with a trend that price seems to be more important than quality. But ‘quality is not only the final product itself, but also includes terms of delivery, just in time delivery, insurance, warranty/guarantee and so forth.’ The company also has to deal with cheaper labour in other countries, and the only way to survive is by focusing on high quality on all parts. More and more partners recognise that it is ‘penny wise and pound foolish’ to only negotiate for prices and forget the other (more important) aspects. The (marine) sector must be more and more aware that co-operation is very important for the industry. Demko has therefore introduced the option of
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Profile:
Demko Metaalconstructies
having the development and engineering of new products be carried out before awarding a contract for the production of equipment. The company believes that: ‘Competition in the market keeps us awake for quality and the right prices,
but trying to kill each other will bring the wrong parties together’.
New ideas Demko is ready for the next step. Alongside the right employees,
certificates and equipment, Demko is also a training company for new talent and the right company for the research and development of new ideas and products. As a result of the wide range of products, customers and markets in which Demko operates, it is able to incorporate technical solutions from one industry into the other. This results in both technical and financial advantages for clients. Should clients involve Demko at an early stage to develop custommade sophisticated equipment, they can guarantee their clients an effective solution that will be satisfactory down to the last detail. Demko already is a key player in its market, but it has no intention of resting on its laurels. Demko wants to grow, to be the number one supplier of containerised equipment in the on- and offshore oil and gas industry, salvage industry and wind energy markets. It is looking at further growth of its facilities and employees, as well as targeting more export of its products. Probably 75 per cent of its products are now delivered to Dutch customers, and it really wants to get its products to a wider audience. v
Demko Metaalconstructies www.demko.nl • Specialist manufacturer of containers • Developing work in the offshore renewable sector • Also offers other solutions
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Profile: NMSC
Kazmortransflot JSC
Full of
ideas T
he National Maritime Shipping Company Kazmortransflot Joint-Stock Company (KTMF) is a state-owned Kazakh company that was created from the resolution of the government of the Republic of Kazakhstan on 4th December 1998. Based in Aktau, its company shareholder is National Company KazMunaiGas JSC, which holds a 100 per cent stake in the firm. With five subsidiary companies, Kazmortransflot Ltd, Kazmortransflot UK Ltd, Alatau Shipping Ltd, Altai Shipping Ltd and Ship Repair Plant of Mangistau region LLP, KMTF’s main purpose is to develop a national merchant marine fleet and expand into the international shipping of domestic freights.
Similar in size to Western Europe, Kazakhstan boasts huge economic potential and has seen major foreign investment in its Caspian oil sector. “Kazakhstan is one of the biggest oil producers in the world; we have big reserves of oil and it is necessary to export to an international market, but it is important to think about how the transportation of the fuel is based on various factors, such as the economy and politics. It is in our interest to be independent, which is why KMTF is now looking to transport more oil by sea with its own vessels,” says Mikhail Yalbachev, deputy general director of KMTF. The company’s strategy is to offer a competitive service in the transportation of oil and gas products, as
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We aim to enhance our transportation connections by building two ferry boats to carry cargo from Kazakhstan to Azerbaijan and on to areas such as Russia and Turkmenistan
well as passengers and domestic freight on an international scale. It also aims to provide services of an offshore support fleet, marine oil fields maintenance and actively support shipbuilding and shiprepair infrastructure developments in Kazakhstan. It is currently operating in the Caspian Sea with a fleet of six tankers and also five tugboats and eight barges which are engaged in building artificial islands, oil platforms and oilrigs supply. The company aims to gain business in the Black Sea and open seas through the acquisition/construction of a new series
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of ships. “This year we aim to enhance our transportation connections by building two ferry boats to carry cargo from Kazakhstan to Azerbaijan and on to areas such as Russia and Turkmenistan; a plan to participate in building a ferry port in support of this is currently being assessed and there are aims to start construction in 2014,” highlights Mikhail. “The Caspian Sea is like a huge lake; it is a closed sea. We want to be not only on the Caspian Sea market, but the world market. We have tankers that have the potential to carry fuel oil from the Baltic, to Russia, to Europe and the
Profile:
Mediterranean; for now we are looking at the Black Sea because we already have two ports there from where Kazakhstan oil has been exported.” Keen to continue growing in an area of high economic value and to retain its independence, the company’s longterm ambition is to provide at least two thirds of its oil transportation volumes as well as half of the dry cargo from Kazakhstan ports from its own fleet. On top of this, it aims to increase the margin level of EBITDA (earnings before interest, taxes, depreciation and amortization) to higher than 33 per cent and ROACE (return on average capital employed) to 12 per cent. The plans are challenging for the firm, due to political and economical issues that have arisen over recent years, as Mikhail emphasises: “The present cost of oil trans shipment is rather high and that affects the attraction of the southern way mostly because of railway tariffs which we are unable to govern. Meanwhile all oil for Azerbaijan is delivered to Aktau by trains. And of course it’s not so good because customers want the cheaper way through the pipelines. The reduction of oil transported through the Caspian Sea is the biggest challenge for us because we want to keep our economical independence. By sending oil through this pipeline we are dependent on the Russians, therefore we are looking for a way to export the oil directly to oil companies by sea and to do this we need to expand our fleet and develop our presence in new geographical areas.” As a way to lower costs and minimise environmental damage, the company is planning to build two gas powered railway ferries and looking to build a refinery for manufacturing gas (LNG) that could then be used as a fuel on the Caspian Sea. The project is to be presented at the EXPO-2017 exhibition, which is focusing on ‘Future
NMSC Kazmortransflot JSC
Energy’, where the importance of using LNG as fuel for the project will be further emphasised. “Our shareholder KazMunaiGas, which is also our parent company, is very interested in this project as they support everything related to green technology and think about reduction of oil transportation,” adds Mikhail. Although the company is in a transitional period, it has a structured vision for its long-term success through expansion, innovation and investment. The project to build the ferry terminal is included in the programme of
development of transport for Kazakhstan in 2014; following this the firm will be discussing its LNG project at EXPO-2017 and focusing on its goal to increase the volume of oil and cargo transported by 2020. “For now we are looking at developing our presence on the open market and acquiring more ships, which will operate in the Black Sea, the Mediterranean and potentially in the future all over the world,” Mikhail concludes. v
NMSC Kazmortransflot JSC www.kmtf.kz • A joint stock company created by the resolution of the Kazakhstan Government in 1998 • Plans to expand geographically and invest heavily over the next five years • Building a refinery for manufacturing LNG to be used as a fuel for new ships
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Above: MPS starting system Below: System being packed, ready to ship
A successful
system
W
orld-renowned specialist supplier and wholesaler Huegli Tech AG was founded in 1929 and has since developed into an innovative, internationally-successful family business. “We have core competences
in engine governing systems, generating set controls, hydraulic engine starting systems, gas engine management systems, vehicle control systems, engine accessories and dual fuel conversions. We are active worldwide and offer a well developed network,� enthuses Hanspeter Egli, vice president of Huegli Tech AG.
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Still driven by the spirit of enterprise, the family company has been designing and supplying innovative, state-of-the-art products, such as its hydraulic starting systems, for over 50 years. Developed as a reliable alternative to electric starting engines, which have a number of serious limitations for specialised applications, the hydraulic starter has more than 90 per cent efficiency and turns the engine faster, resulting in a higher combustion temperature and reliable ignition. The use of Huegli Tech’s soft engagement valve, which gently engages the pinion into the flywheel before allowing complete
Profile: Huegli Tech oil flow to provide powerful cranking, ensures the full torque is not applied until the pinion is fully engaged with the ring gear. This drastically reduces the shock of engagement, which has the tendency to shorten the service life of both the engine, specifically the start flywheel, and starter. The hydraulic engine starting system boasts further advantages, such as equal efficiency at -40 degrees Celsius and consistent reliability; starting is possible anywhere at any time and the systems are virtually maintenance free. All of the systems supplied by Huegli Tech include a fixed displacement hand-pump that enables the accumulators to be re-charged manually, thus providing infinite cranking cycles. “Particularly in the field of our hydraulic starting systems, it is each correctly selected component that creates a perfect system,” highlights Hanspeter. The accumulators, additional recharging options, starting valves and unique soft engagement valve all integrate to create an innovative solution for its diverse range of clients. Focusing on simple selections, a perfect price/functionality ratio and qualified support, Huegli Tech prevents confusion by ensuring its products are fully functional but quick and easy to configure. The new hydraulic starting system range includes the handpump starting system (HPS)/compact starting system (CPS)/ engine driven pump system (EPS)/airmotor driven pump (APS)/electric motor driven system (MPS) a small, convenient, space saving option that is capable of starting an engine without external power in harsh environmental conditions. It can be used in emergencies and during total power failure. “Our hydraulic starting systems can be used to start engines in a wide range of industries and applications such as fire pumps, generator sets, cranes, supply vessels and compressors in the offshore industry and lifeboats, propulsion engines and bow thrusters in the marine industry,” says Hanspeter. “Through the hydraulic starting system’s adaptability to any engine and application, there are practically no limits as to where this technology can be supplied and it is all possible because of our US partner and supplier KTI (Kocsis Tech) as its components are used in our starter system designs. For more than 25 years we have been the worldwide manufacturer representative of KTI products and our relationship is very close.”
Proud of its flexibility, short reaction time to customer requests and application experience, Huegli Tech AG believes a close working relationship with its clients is imperative as it cements confidence and guarantees a continued flow of up-to-date information. “We view our customers as a partner and offer a number of advantages to them, particularly when it comes to our hydraulic starting systems range,” highlights Hanspeter. “For example, we have our highly reliable components subsuppliers, offer reliability of our products but the development, production, design and testing is done in our house, that means customers receive all from one single source in Switzerland, and we have more than 50 years of experience working with this system.” A recent addition to the company’s family, Huegli Tech Eastern Europe, based in Jihlava, Czech Republic, will represent
Above: MPS starting system Left: Design of hydraulic starter and its system Below: Assembling of hydraulic starting system
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Profile: Huegli Tech
the full range of its products throughout Czech Republic, Poland, Slovakia, Bulgaria, Hungary, Romania, Croatia, Slovenia, Serbia, Bosnia, Montenegro, Macedonia and Albania. Having an office in the centre of Eastern Europe ensures time efficiency and allows customers to receive information and support locally. “It is necessary for us to have an office in Eastern Europe as we will now be in close proximity to our customers and can understand their needs much more when speaking the native language,” says Hanspeter. There has been an increase in demand in Australia, India, the UK and Russia over recent years, and the company is keen to continue developing new products for existing and new business areas in the future. There will also be a focus on its partners, such as customers, distributors and suppliers, to ensure continued satisfaction and ongoing success. “We at Huegli Tech AG are proud of our ability to take on a job and ensure it is completed as efficiently as possible. There are positive signs in various markets and we see great opportunities to continue
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Left and below: MPS starting systems
expanding our product portfolio, business areas and partnerships to ensure steady growth with a healthy margin,” concludes Hanspeter. v
Huegli Tech www.huegli-tech.com • Leading supplier and wholesaler • Over 50 years of experience • Active worldwide with a well developed network
Profile: Navalria
Drydocks
Queen Isabel
Evolving
services
F
ounded in 1978 as ship repair yard, the Portugal based Navalria Drydocks has evolved since then to offer a variety of other services, including onshore fabrication work and newbuilding.
Boasting a 100 metre drydock, 60 metre floating dock, 50 metre slipway and 38 metre ship lift, as well as a variety of offices and workshops, Navalria offers superior construction and repair services to aluminium and steel vessels; it also offers customers repairs on wood and glass reinforced plastic (GRP) vessels. A significant development for Navalria happened in 2008 when Martifer, a firm involved in renewable energies and steel construction, acquired the shipyard to build a wave energy convertor prototype as part of its Future Lives in Ocean Waves
(FLOW) project. The yard was converted to ensure it was suitable to build wave energy equipment, with the same tools used for shipbuilding. When the economic market caused the FLOW project to be put on hold, the company put the facilities to good use by branching into shipbuilding. Recent contracts for the shipbuilding firm include the construction of two hotel boats, which were commissioned by Douro Azul, a leading river cruise company in Portugal, in March 2012. The first hotel ship, Queen Isabel was delivered in February 2013; it has 59 double cabins on board, a length of 78,111 metres, a width of 1140 metres, and also boasts a swimming pool, restaurant, lounge bar, reception and gift shop. The second ship, Amavida, was delivered in March 2013, giving
Amavida
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Douro Spirit
Douro Azul plenty of time to begin operating the boats during the tourist season from March to October. The 80 metre long river cruise vessel Amavida has been delivered complete with 54 double cabins and a swimming pool, spas, restaurants, shops and gyms. Both hotel ships are equipped with the stateof-the-art technology in terms of electronic navigations systems and engines; on top of this, to ensure the highest levels of safety are complied to, both vessels have rafts, floats, life jackets, fire detection and extinguishing devices (fixed and movable) and a complete on board pharmacy with the capabilities to answer first aid situations. More than 400 Navalria employees worked on the construction of the two ships, a contract that had competition from shipyards in Spain, Portugal and the Netherlands. Benefiting from a solid reputation and past contracts to deliver similar vessels to Douro Azul, such as the construction of an 80-metre vessel with a capacity for 130 passengers in 2010, the company was the logical winner for the 22 million euro contract. In 2012 technical and commercial director Nuno Santos
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said: “We are proud of what is being installed on board. Extensive facilities are included for the benefit of passengers including regular rooms and suites with balconies, restaurants with verandas, a lounge, swimming pool, spa, terrace deck, helicopter deck, gymnasium, and complete onboard HDTV with broadband internet access.� The vessels will comply with the most recent European directives for passenger vessels for inland navigation and have Bureau Veritas classification; the two ships will also offer superior maneuverability around the Douro valley through the use of two azimuthal columns for propulsion, each with two counter-rotating propellers and bow thrusters with the capability of forward and sideways thrust. In addition to hotel boats Navalria has worked on a number of different types of vessels, including the construction of Ro-Pax ferries, river cruisers, day cruisers and a variety of local ship owners such as Transtejo, Via d’Ouro and Douro Azul. Its strategic location gives customers coming from Oporto Airport, Lisbon or the Spainish railway ease of access to the well established shipyard, which can also offer more than three decades of ship repair expertise behind it, giving it the ability to repair vessels including tugs,
Profile: Navalria
Drydocks
Navalria Drydocks www.navalria.pt Above and top right: Lisbonense, exterior and interior
Left: Proa Dduro
• Owned by Martifer • Delivered two hotel ships for Douro Azul in 2013 • Excellent position to continue gaining future contracts
ferries, dredgers and fishing boats. Following a stream of high profile projects the company is confident about the future and appears to be in an excellent position to continue with construction and repairs while Martifer waits to begin its FLOW project. This positive outlook is down to Navalria’s competent team and flexibility to customer requests, as Nuno explained in 2012: “The yard is capable of adapting to each client’s particular demands. Furthermore, belonging to a big steel construction group, the yard has immediate access to extensive know-how, machinery, management and workforce.” With several offers out in the shipping market and tendering processes continuing for other projects, the company aims to maintain the newbuild and repair activities at the shipyard. It is also looking to Europe and Africa for opportunities to offer its proven services on vessels under 100 metres while aiming to gain contracts in the offshore industry. v
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Client
support E stablished in 1989, Turku Repair Yard is one of northern Europe’s leading ship repair facilities, with the largest dry dock in the Baltic. Vesa Marttinen, the
managing director of the yard, noted that although 2012 and beginning of 2013 was tough, the latter part of 2013 is looking more positive, though it has required a slight change of business approach: “Our clientele has not seen the best of times and that has had an impact on our business. But we have taken the opportunity to look at where customers purchasing behaviour is moving into and we believe that price has become the overall driver. This means in the short term we have to focus on that area, and be very much cost and price driven. “We still believe that in the long run, delivery times and overall quality are going to be important for our clientele and as such we need to maintain the skills to satisfy all the needs of the customer, so we’re almost working on two levels as we mustn’t lose our existing reputation for the fastest delivery times in the region.” He added: “We’ve also seen an evolution in our clientele, so we are still
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serving the north Baltic sea, but we are seeing a shift in the target countries, which have historically been Finland and Sweden, to Russia and the St Petersburg area, where we are providing a kind of a helping hand for maintenance and repairs.” Supporting its clients with whatever services they need is a top priority for Turku Repair Yard, and Vesa noted another change it is now accommodating: “The change in purchasing and operational behaviour has resulted in more maintenance work being done on ships that are at sea, and proposed dry docking intervals are becoming longer and longer. This means in practice there are fewer dry dockings for vessels, and over a ship’s lifetime more work will be done while the ship is at sea. As a result we had to look at what could we be doing to support the maintenance of the vessels while they are operating. Seeing this as a new business opportunity, we created a team for operations support to the Baltic Sea area. Our 24h voyage repair team can operate in ports and ships that are sailing to minimise clients’ loss of time and revenues.”
Vesa mentioned that St Petersburg was becoming a more significant area of business for Turku Repair Yard, and this port is very active with Aframax tankers and other large vessels. Therefore, the yard is increasingly playing an important support role for these vessels, as its large loading dock can accommodate that size of ship. “We are pleased to accept those jobs on Aframax and then of course as we are building expertise it gives confidence to other parties for the future as well,” added Vesa. From speaking to Vesa it is evident that Turku Repair Yard has maintained a positive approach to a challenging economic market, and by being flexible and willing to adapt, it has created new opportunities for growth. This philosophy is reflected in its new Eco Retrofits service, which was launched to assist clients meet the new MARPOL environmental legislation requirements. “I think we will see ship operators going from business development investments into environmentally-driven investments, and we have already been involved in a couple of cases, where we have installed gas purification systems or ‘scrubbers’ onto vessels. We have also been looking
Profile: Turku
at other solutions to help with the reduction in SOX emissions - there is a new bio-methanol, which we believe will play a significant role when it comes to retrofitting. We are also developing experience with ballast wastewater treatment technologies, and are building our readiness for the retrofits of these as well. There are eight other MARPOL regulations due to come into force in the next five or so years that will affect ships in current operation, so we need to build our readiness for these in order for us to be able to help our customers when they come to making their investment decisions.” This Eco Retrofit service will require an update at the yard’s facilities on site, in order to ramp up its capabilities: “We need to ensure we have enough room and quayside area to effectively do the jobs, and be ready to undertake projects as quickly as possible. We foresee that quick turnaround times for projects in these circumstances will be a very high priority,” Vesa noted. All of the changes that Vesa discussed are
Repair Yard
part of the Turku Repair Yard’s focus on the future. But alongside all the new services on offer, the dry docking side of the business is still one of its main foundations, and is very healthy, with over 60 vessel dockings planned for 2013. Vesa concluded with a prediction that the approach to dry docking will change going forward: “I think we will see scheduled dry dockings to be more pre-planned and more predictable in the way they turn out,” he said. Given the yard’s experience and dedication to meeting clients’ needs, it seems clear that it will be able to adapt to any new approaches that sail over the horizon. v
Turku Repair Yard www.turkurepairyard.com • Largest dry dock in the Baltic • New Eco Retrofits service • Latter part of 2013 looking very positive
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Significant
contracts I
ncorporated in August 2007 and initially focused on the management of anchor handling tug/supply vessels, after two years of trading Dalby Offshore Services Ltd made a strategic move into the renewables sector in 2010.
In January 2011 the company relaunched the brand as Dalby Offshore Renewables, with the strategic intent to develop the vessel owning and operating arm of the Dalby business. With a longterm plan to have a significant presence in the offshore renewables and offshore oil and gas support sectors, the company already has numerous new builds contracted, and has operated vessels
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offshore of Brazil, Venezuela, Tunisia, South Africa, the UK and Norway, and has managed projects in the Far East. The company’s background is in the operation of anchor handling tug/supply vessels working in the offshore oil and gas sectors worldwide, but it has also developed a number of new business streams focused on the renewables industry and a consultancy arm that has supplied highly qualified marine and engineering expertise to the various sectors in which it operates. Today Dalby Offshore Renewables’ aim is to provide a comprehensive range of professional, reliable and cost effective vessel operational and management services
to clients globally, emphasising core values based on quality of service, safety, environmental protection and profitability. The Dalby fleet includes a number of wind farm support vessels as well as a 100m-length large accommodation support vessel - the ASV Pioneer – that is ideal for a multi-functional role, offering accommodation and other facilities for up to 120 people. The ASV is particularly suited to employment in the offshore oil and gas and offshore wind energy sectors. ASV Pioneer is owned by Ferguson Group Ltd and the operation and management of the vessel is a partnership between Ferguson Modular
Profile: Dalby
and Dalby Offshore Renewables. Dalby brokered the purchase of the ASV hull by Ferguson Group as well as the subsequent tow from Singapore to the United Kingdom. The ASV hull arrived in Port Glasgow at Ferguson Shipbuilders' yard in late 2009 and the work to convert it into an accommodation service vessel began in early 2010 with completion in late 2010. The ASV Pioneer can accommodate up to 220 personnel in high specification cabins. The ASV also has a large and well-appointed mess room, a gymnasium, a medical room and office facilities. It is particularly well suited for employment in the oil and gas and the renewables sectors but has many practical applications. The unit has a full UK Safety Case. Since its build completion in 2011, the ASV Pioneer has been working as a fully classed and flagged shallow water cable installation barge that can be offered with a 2000 tonne cable carousel, (upgradable to 4000te), trenching spread and onboard accommodation. Pioneer completed the lay of the third export cable on the Greater Gabbard wind farm in 2012 and is currently working in the Mediterranean on the major salvage operation that is running on Costa Concordia. In fact, to support Pioneer on grouting and general support/supply chain operations for this project, Dalby Offshore has chartered two further vessels. The 2012 built DP multi-cat Voe Earl owned by Delta Marine Limited, a Scottish based company, is supporting the operation and commenced duties on site in early August. The UT 755 Malaviya Twenty owned by GOL Offshore Ltd has also been chartered by Dalby to support grouting operations and supply large quantities of cement to the ASV Pioneer. Dalby has developed a partnership with a leading British specialist in offshore grouting, Found Ocean, based in Marlow in the UK. This company expects to place 30,000 tonnes of grout under the Costa Concordia to stabilise it in preparation for the final removal. Both vessels mobilised from the North Sea at short notice and will remain on charter until well in to 2013. Dalby Offshore has also now been
Offshore Renewables
included on the website set up to inform the general public about the progress of the Costa Concordia Removal Project. The website can be reached at www. theparbucklingproject.com and it is aimed at providing information about the stages in the removal process and will be updated regularly. Alongside Pioneer, the Dalby fleet includes the Dalby Tees, Dalby Humber, Dalby Derwent, Dalby Trent and Dalby Esk. This last vessel was delivered in September 2011 and is used in the offshore wind energy sector as a personnel transfer / supply vessel. On delivery the vessel went straight onto a contract with Fluor at the Greater Gabbard wind farm working up to April 2012 then undertook a seven-month contract at the London Array wind farm for VSMC ending in October 2012. It is clear that in the two years since its rebranding Dalby Offshore Services
has won some significant contracts on important projects. This is a reflection of its ability to draw on significant resources to provide a bespoke service to prospective clients. The company has an extensive history and knowledge across the offshore shipping industry and the expanding offshore renewable energy sector. Its experienced team aims to offer solutions to the growing needs of both the offshore shipping and the offshore renewables sector in a practical, efficient and cost effective manner. v
Dalby Offshore Renewables www.dalbyor.com • Rebranded in 2011 • Two new vessels arriving 2013 • Involved in salvaging Costa Concordia
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m/f Wawel
market Ahead of the
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Profile: Polferries
E
stablished on 31st January 1976 as a state-owned shipping company, the Polish Baltic Shipping Company, operating under the name Polferries is one of the three ferry operators on Polish ferry market today. It operates three 30-year-old ferries from a terminals in Gdansk and Swinoujscie, connecting Poland with Scandinavia for over 30 years, serving regular lines Gdansk to Nynashamn and Swinoujscie to Ystad. “During 37 years of activity on the ferry market we have operated on ferry lines to a number of locations but currently operate three ferries: mf Scandinavia, mv Baltivia and mf Wawel on two ferry lines between Poland and Sweden,” explains Piotr Redmerski, president of Polferries. “Our main activities include the carriage of passengers and freight, acting as a tour operator for Polish and foreign tourists and rendering port services in Gdansk.” Passenger and vehicle traffic is serviced by a ferry mf Scandinavia at the company’s Gdansk terminal, which provides a connection to Nynashamn in Sweden, which is a 283 mile long crossing that takes 18 hours. “At 146.1 metres long and 25.5 metres wide, the ‘Scandinavia’ ferry can take up to 1800 passengers and 515 passenger cars, or alternatively 175 passenger cars and 38 lorries. On board ferry passengers will find a multitude of facilities, ranging from restaurants, a cinema and coffee rooms to cafes, a sauna, children’s play area and cosmetics shops. Drawing on its years of experience in the ferry market, Polferries today is managed in compliance with the most stringent standards applied in ferry operations and has established itself as a leading provider of such services in the Nordic states. “Polferries is a well recognised trademark in the ferry market, particularly in Scandinavia; we are renowned for our safety, excellent service for passengers and cargo and for our reliability,” highlights Piotr. The main areas of business for Polferries are ferry transport of roll-on/off cargo and containers, ferry transport of passengers and cars, the organisation of sea tours for domestic and foreign tourists; hotel trade, organising and conducting port services, export-import and promotion activities for domestic and foreign institutions, trade, catering and entertainment activities and
agency services for transport, sea tourism organising and entertainment activity. “Our main customers in cargo carriage are transport and forwarders - companies that are located mainly in the Baltic area. Approximately 60 per cent of our customers are Polish companies and 40 per cent come from Sweden,” says Piotr. With more than 30 years experience in the shipping market, Polferries began activities as an operator of tramping vessels as well as ferries, but political and economical changes in the 1990s caused it to become solely a ferry operator. “It was in this decade that the restructuring and privatisation of the company commenced,” states Piotr. “In 1992 Polferries was transformed into a shareholder company of the state treasury and we believe privatisation of the company is our option in the future, especially as we plan to renew our fleet in two years time.” A recent attempt by Poland’s Ministry of Treasury to privatise the Polish ferry operator for the third time was dropped in 2012 following negotiations with potential buyer Polen Line, a consortium led by Swedish House. The Ministry aims to make a new appraisal for Polferries due to improved financial results and chose Lubeck-based Poland Sweden Line as its potential buyer in April 2013; it intends to sell 91 per cent of Polferries’ shares.
Polferries is a well recognised trademark in the ferry market, particularly in Scandinavia; we are renowned for our safety, excellent service for passengers and cargo and for our reliability At the beginning of 2013 the company reshuffled its network, with the ro-pax mv Baltivia moved onto the Swinoujscie to Ystad line to meet market requirements; flow of cargo from/to Gdansk was decreased and traffic from/to Swinoujscie was increased. “We are focusing on developing the passenger and cargo traffic on both lines with the aim of minimising operation costs. This is a challenge for us due to ongoing competition on the market and rising fuel prices,” says Piotr. “There has been a definite revival on European markets though, which was shown in
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Profile: Polferries
Above and left:m/f Baltiva Top right” m/f Scandinavia
substantial movement of cargo traffic in the last 12 months.” In preparation for the upcoming restrictions of sulphur emissions in the North Sea, English Channel and the Baltic as of 2015, set by the International Maritime Organisation (IMO), Polferries has looked into a number of scenarios to approach the challenge. “We operate three vessels with an average age of 30 years and there is potential to comply with 2015 restrictions, but this will require significant investment in our fleet,” says Piotr. “Currently we are looking at the scrubber installations as well as LNG, which looks to be a very promising option. Depending on the market situation, we will be prepared to use one of the above options.” Although Polferries is currently in a time of transition, it is preparing for the future and is focused on its long-term goal, as Piotr concludes: “We aim to continue improving our excellent service on board and plan to renew our fleet in 2015. Our new vessels will be capable of using both LNG and HFO, while older vessels will be switched to MGO until they operate in SECAS. We also aim to expand our offering by connecting the Baltic Sea with the South of Europe.” v
Polferries www.polferries.com/ferry • Operators of three ferries from Gdansk and Swinoujscie terminals • Specialise in passenger and vehicle travel • Moved 284,000 passengers, 53,000 lorries and 107,500 cars in 2012
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Securely
positioned
A
s its name suggests, Independent Maritime Security Associates (IMSA Ltd) is an association of maritime security professionals with first-hand in-depth knowledge in the provision of security for this sector. IMSA itself is based out of an office in Poole from which it orchestrates the three core elements of its business – consultancy, operations, and training, in close contact with a large network of associates around the UK and in Norway. There’s been a significant shift in the
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approach to maritime security since the adoption of the International Ship and Port Facility Security (ISPS) Code in 2004. As such, a large proportion of IMSA’s current activity is focused on ISPS compliance and training services. “Every SOLAS compliant ship of over 500 tonnes has to be ISPS compliant as well with a ship security plan and nominated ship security officer. Likewise, every port facility around the world has to have a port facility security plan and port facility security officer,” explains Nick Williams, chief training officer. “On a managerial level we run the whole range of ISPS courses to put in place the training for
these personnel, and carry out security surveys of the vessels and port facilities to make recommendations and help write the security plans, so it’s a completely rounded operation,” he continues. As a globally active business, IMSA has delivered such services not only in the UK and Europe, but in recent years areas like Bahrain, Liberia, and Yemen. Recently the company has been contracted by the Organization of American States (OAS) to audit port facilities across South America to see how effective training for personnel with security duties has been. “We also currently have Maritime Security Liaison Officers (MSLOs) onboard oil and gas vessels in West Africa. These unarmed personnel are highly experienced consultants that provide advice to the master, train the crew, and are responsible for the security of the vessel whilst in higher risk areas. They are the liaison between the master of the ship and the local government security forces that provide armed security within the oil fields. Furthermore we do a small volume of counter piracy work as well in conjunction with a Norwegian company that provides personnel for armed transits on high value vessels,” adds Nick. Whilst the ISPS code is more akin to an anti-terrorist piece of legislation, in reality the greatest threat that most vessels or port facilities face is armed robbery and piracy. In recognition of this the International
Profile: IMSA
Maritime Organization (IMO) introduced the 2010 Manila Amendments, which will be enforced in January 2014. This includes new mandatory security training requirements as defined in the two courses – Proficiency in Designated Security Duties (PDSD) and Proficiency in Security Awareness (PSA). IMSA is working with the industry on the implications these Amendments will have and to implement the new training programmes to bring it up to code. “Everybody on a ship has an overall responsibility for the security of that vessel,” states Nick. “In the event of an incident, be it a robbery in south east Asia, a pirate attack in the Indian Ocean, or an armed robbery in the Gulf of Guinea they all need to know what to do. The two new courses are designed to achieve this and are mandatory for all seafarers.” The first course, PDSD, is for all personnel onboard a ship that have designated security duties including watch-keeping onboard, acting as lookout, searching the vessel for stowaways and suspicious objects, and carrying out access control on the gangways. The second, PSA, is aimed at everyone else employed on the vessel. In the case of the cruise industry for example only a small percentage of the crew may be qualified seafarers, whilst the rest will be brought in under contract such as catering staff, beauticians, entertainers, and cleaners. “As a company IMSA has been given full approval to deliver these courses,” notes Nick. “It’s a very cost effective solution for shipping companies to protect their vessel and crew, especially if they are trading in areas where there could be a risk of attack. In these cases we advocate sending out a Maritime and Coastguard Agency (MCA) approved security consultant to deliver the courses. In addition to the training itself, this consultant can then run through a full scale exercise with the crew on what to do in the event of an incident, which has real added value for the personnel.” As the requirements of the Manila Amendments are more widely communicated, IMSA is preparing for a potential upturn in the volume of customers turning to it for the new PDSD and PSA training. “Every seafarer is going to have to do it, but it shouldn’t be viewed as a tick in the box exercise,” emphasises Angela Farrell, general manager. “This training can save lives, and by using
the experience and depth of knowledge within the business we can communicate the absolute benefits to the industry and deliver that training effectively. “The shipping companies should look at what they are trying to achieve in terms of ensuring each one of their crew is properly trained and knows how to react in the event of an incident. For our part we will continue to provide unmatched maritime security services, and particularly elevate our position in the market as an approved provider of
Marine insurance has evolved and diversified vastly since its Lloyds coffee shop days, where ship owners and business men would gather to discuss the latest shipping news. The global threats of terrorism and piracy are sadly age old, but one thing is clear and accepted that as the International Marine Industry evolves so too will the threats that it faces. So far in 2013 there have been 76 attacks on ships, with a total of 4 hijackings (source icc). Yet the widespread reporting of these events does not appear to warrant mainstream public attention. These statistics will be in addition to a number of other incidents, which may also go unreported.
PDSD and PSA courses. Our expertise is in ISPS and as a company we will continue to focus on this, but taking it through a broader range of countries and clients in the future,” she concludes. v
IMSA www.imsaltd.com • Maritime security professionals • Specialists in ISPS compliance & training • Delivering new Manila Amendment security courses
It has been long understood, that for every insurance claim paid, there are significant financial affects on those involved in terms of additional expenses, inconvenience and future trading. Therefore, prudent and effective Risk Management should be considered a significant priority for each and every reader in whatever role or industry they are involved in. As a Broker involved in the placing of insurance for international security consultants and contractors, we pride ourselves on understanding the individual requirements of each client and their contracts. We specialise in robust and adaptable insurance programs, providing a dependable service to both individuals and companies alike. Philip Harrison
Java House, 8 St. Nicholas Street, Hereford, Herefordshire HR4 0BG T: 01432 268 007 • F: 01432 343 131 • www.cpsis.co.uk
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Long
tradition T
he story of SHIPTEC Lucerne starts way back in 1835, when Casimir Friedrich Knörr announced his intention to operate a shipping service on Lake Lucerne. He successfully implemented his plans by launching the paddle steamer ‘Stadt Luzern’ in 1837. Courtesy of the ever-increasing volume of trade through the Swiss Alps (via Lake Lucerne and over the Gotthard Pass) and because of a boom in tourism at the end of the 19th century, the shipping company eventually grew to become the largest in Switzerland. In Lucerne the shipyard developed hand-in-hand with the shipping on the lake. The initially modest technical maintenance facilities continuously grew over time and eventually became a well-equipped, up-to-date shipyard. As an all-in-one provider, SHIPTEC Lucerne is today able to offer clients a full range of services, including development, planning, engineering and construction. This guarantees an economically efficient process for all stages of a project, especially for complex assignments. Professional process management is indeed one of SHIPTEC’s key attributes. As such the company is certified according to the ISO 9001 and ISO 14001 standards. SHIPTEC Lucerne employs over 70 highly qualified specialists with vast experience in 15 different trades. It also places a premium on the continued education and ongoing training of its entire workforce. Through this professional team, the company can
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offer services that fall under seven main category headings: shipyard services, engineering, passenger ships, private yachts, old timers, freight ships and special ships. Under its shipyard services banner, SHIPTEC is well equipped and structured into different, all uniquely specialised departments. Due to the extensive professional experience of the skilled workforce, SHIPTEC Lucerne is able to offer a full range of ship-related services. Also adjunct services, such as machining and carpentry are provided. Thanks to a mobile workshop, SHIPTEC is also able to perform on-site work for its clients. This asset becomes particularly valuable when a client’s ship or components cannot be transported to Lucerne, either due to size constraints or financial considerations. To give examples of the variety of services on offer, some of the projects completed by SHIPTEC’s yard include corrosion protection for hydroelectric power plants, propeller repairs and as an official partner of MAN, SHIPTEC Lucerne oversees and implements the commissioning of all new MAN motors in Switzerland. Moving onto engineering services, SHIPTEC’s engineering department is the largest such office in Switzerland. Its team of specialists is able to offer fullscale project support, from design and development to construction preparation, supervision and completion. SHIPTEC Lucerne is also responsible for the operational maintenance of the entire passenger fleet of 21 vessels on Lake Lucerne. The length of these ships
Profile: SHIPTEC
ranges between 20 and 70 metres, and with its modern infrastructure and upto-date equipment SHIPTEC is capable of working on both steel or aluminium hulls and superstructures. High quality interiors and custom-made furnishings are manufactured for all imaginable types of ships. The company is generally very flexible and always keen to adapt to the wishes and requirements of its clients. Another area of expertise for SHIPTEC is in private yacht services, where, in the company’s own words: ‘Our experts can help you achieve your dreams!’ In case a customer’s vision for the construction of a yacht is beyond SHIPTEC’s own spatial capacity in Lucerne, it is still glad to offer support through a worldwide network of contacts. Furthermore, yacht owners can utilise SHIPTEC’s services to conduct maintenance and repair work on yachts anywhere in Europe. Even though SHIPTEC embraces the most modern techniques today, it hasn’t forgotten its roots. The cornerstone of the SHIPTEC shipyard was laid over a century ago, and ever since then the company has been overhauling and maintaining both classic steamboats and vintage diesel vessels. SHIPTEC Lucerne therefore has made it a priority to retain the unique know-how and priceless skills that are required to keep all the different types of ‘old timers’ afloat today. Its staff are still very much able to rivet hulls, correctly treat antique woods, machine
Lucerne
steam engine components or install steam boilers or turbines. The last two sectors handled by SHIPTEC are freight ship services and special ship services. It works to be the ideal partner for maintenance and repair work on freight ships of any kind, whether that is for service on Swiss lakes or European rivers. It is also capable of designing and building custom-made special ships that must fulfil unique service requirements. From police patrol vessels to fire brigade cruisers, from diving support ships to floating rafts, from construction barges to work platforms with mounted cranes, there is little that SHIPTEC is not able to plan and produce. It is the goal of SHIPTEC Lucerne to serve as an overall partner. Over the 178 years it has been in existence, the organisation has evolved into the leading Swiss competence centre for all matters related to ship design and construction. Today it has the resources, the knowhow and the proven track record to offer the highest degree of quality for all of its services. v
SHIPTEC Lucerne www.shiptec.ch • Rich history and long-term experience • Design, construct and maintain different ship types • Pioneering innovative technologies
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Fresh
ideas F
ounded by Mr Herman Scheers, the Fast Group began in Immingham in the mid 1980s, running regular shipments of chemicals from Szczecin, Poland, to the UK on behalf of Ciech (the then Polish Chemicals Corporation) and steel cargoes from the Humber out to Spain and Portugal for the British steel industry using small coastal spot charters. To cope with growing demand later on in that decade Fast Lines Belgium, Fast Baltic, Szczecin and Fast Terminals, Szczecin were also set up. The venture into Poland was performed initially on a 50/50 basis with the Szczecin and Swinoujscie Port authority and was a brave and innovative move on behalf of Fast as the country at that time was still part of the Communist Eastern block, although soon to be liberated mainly through the efforts of the Solidarity trade unions movement. Fast became one of the very first Western investments into the north of Poland and the Terminal has grown from
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strength to strength over the last 20plus years and it is now wholly owned, equipped and manned by Fast. Spot charters gradually developed into longer-term time charters and eventually with prudent use of profits made and careful investment, Fast was able to become a ship owner in its own right. Over the last 15 years Fast has been the proud owner of around ten different vessels and still has five of these ships in its current fleet of modern box-shaped one hold/one hatch coasters in the 2100t to 3100t dwcc range. These vessels regularly sail between Russia, Poland, the UK, Ireland, Belgium and the Netherlands and other European destinations, which are available on sufficient inducement basis. The company’s regular liner services out of Poland and Russia have been a particular feature of this small Baltic fleet and the company is presently
developing regular calls in the upper reaches of the Baltic sea throughout the ‘winter ice period’ on the back of a recent contract to move 3000t every week from Antwerp to Saint Petersburg. Right now Fast has two Class 1A ice strengthened vessels on long term time charter to cover these specialised movements between December and May and would welcome any enquiries for cargoes out of Russia back to this area. Baltic cargoes have proved over the years to be mainly steel products, timber and chemicals. Fast is still entirely family owned and although its founder and his wife are sadly no longer with us, his three
Profile: Fast
children take an active role in the management and direction of all of the Fast companies, along with the Herco group of factories throughout Poland, which manufacture such diverse products as collated nails, plant pots and car accessories. Fast hopes to set itself aside from the competition with its strict philosophy of co-operation, loyalty, responsibility and communication all of which assist the company in making permanent investments for the future not just through material assets but also through people and friendships. Fasts’ ships are uniquely shallow drafted and flat bottomed which gives it the opportunity to load and discharge at NAABSA riverside berths that may be inaccessible to many other vessels. At its port offices in Drogheda, Immingham, Antwerp & Szczecin it offers such services as stevedoring, warehousing, ships agency, liner agency, chartering, road haulage, forwarding and documentation. Its small teams of experienced staff continue to co-operate both internally and externally and it has been a regular feature of the group to have occasional get togethers over the years in Poland, Belgium, Ireland and England at which ideas may be exchanged and experiences shared. The 2009-10 recession years hit the shipping industry hard and freight rates have not been keeping up with bunker fuel prices whose all-time highs have caused a huge dent in shipping companies' bottom lines. A glut of vessels ordered in the boom period and entering onto the market during a downturn have of course exacerbated this situation but having survived well thus far Fast believes that it can see a light on the horizon, which it hopes may lead to opportunities for growth in the
coming years. To further its services it has opened a new office most recently in Seoul in South Korea. It is clear that trade between Europe and the Far East will grow in the future and Fast wishes to place itself squarely in that market with a view to new business expansion (current political situations permitting of course). Fast has always been open to fresh and exciting ideas and it intends to
Shipping
make 2013 a year in which it sows the seeds of new developments. v
Fast Shipping www.fast-lines.com/ offices/fastshippinguk
• History of innovation • Company remains family-owned • New office opened in South Korea
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Ayten Cebi
Plain
sailing B
orn in March 1993, Macduff Ship Design Ltd has developed and expanded steadily to become one of the most prolific naval architect/ ship design marine consultancies in the fishing and commercial vessel sectors. Offering a comprehensive range of professional and technical services, such as full design packages, conversions, marine design and naval architecture, full CAD drafting and project management, to customers in the fishing marine and commercial industries, Macduff has continued to increase both its overall turnover and its export orders. These account for approximately 66 per cent of turnover, up from 23 per cent in 2011 and 53 per cent in 2012. By combining tradition, experience, innovation and technology, Macduff is dedicated to meeting the exact requirements of its clients.
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Since its inception 1993 the company has developed close working relationships with shipyards in the UK, Denmark, Sweden, Norway, Netherlands, Portugal, Spain, Canada, Croatia, Malaysia, Poland and Turkey. Projects carried out have been approved by a spectrum of classification societies, including DNV, Lloyds, BV, ABS, NKK, and the United Kingdom MCA. The company is currently continuing its established relationship with Torgem Shipbuilding, based in Tuzla, Turkey, which delivered the Macduff designed 23 metre Mampaey DOT tug ‘Ayten Cebi’ to a local shipping firm in early 2013, the fourth of this class to enter service. During trials the conventionally powered vessel surpassed contractual requirements by achieving a bollard pull of an impressive 35 tonnes. Another large collaborative project between the two firms is a multiple ten vessel order Torgem received from
Profile: Macduff
Ship Design
TSM Albatre
Sally McLoughlin
Saudi Arabia. Macduff designed all of the vessels and Torgem is currently starting the launching of the ships with the 30 metre ASD tug, which will be closely followed by 25-metre ASD tugs, 46 metre oil collection barges and 15 metre general service/pilot vessels. The two companies are also working together on a new project for a 45-metre high-speed vessel, with construction commencing shortly. Further east, Macduff’s collaboration agreement with Boustead Heavy Industries in Malaysia continues to progress with both firms focusing on numerous projects. In late 2012 Boustead ordered the design of Macduff’s 16 metre tug to construct two vessels, bringing the total number of 16 metre tugs on order or in service to eight. Based on the successful ‘Sally Mcloughlin’ design, the building of the two vessels is on schedule. Boustead
and Macduff are also joining forces to extend their expertise into the oil and gas industry by developing a range of offshore vessels, comprising AHTS, PSV, DSV and offshore construction support. On top of this, the collaboration involves the training a number of junior Boustead naval architects at its Aberdeen office. New vessel completions in the last few months have included the 19m ASD tug ‘TSM Albatre’ for Thomas Maritime Services in France. Built in Holland to a Macduff design package, this vessel is a first in class and is equipped with Mitsubishi main engines driving Rolls Royce ASD units. She achieved a credible 32 tonnes bollard pull, which surpassed predictions. A sister vessel, the ‘TSM Behat’ is now in the final stages of outfitting. The first Macduff designed ‘Multi Mac’ – ‘Suffolk Spirit’ – successfully entered service in the summer of 2012
and is proving to be a very adaptable workhorse. With an overall length of 24.5m and a bollard pull of 23 tonnes, she will be followed by the largest ‘Multi Mac’ so far under construction, a 36.5m version for the Port of London being built by Manor Marine in Portland, UK. Macduff not only deals in new vessel design/construction but also handles re-fits and conversions modifications to a wide variety of vessels. A recent example of this side of the business is the lengthening and performance improvement programme carried out on the Orkney ferry ‘Hoy Head’- this is the third such project carried out for Orkney Ferries. “We were responsible for the initial technical report on the performance improvements, including working with the tank testing institute, CTO in Poland, on the CFD analysis of the optimum mid length to insert. This was followed with the provision
www.shippingandmarine.co.uk - 77
Profile: Macduff
Ship Design
Boustead 16m hull
new designs to meet the demands of the commercial market, with arguably, the most diverse range of vessel types available from an independent design studio. It will continue its policy of actively following up on enquiries, especially with face-to-face meetings, as the company believes this is essential to nurture client confidence and relationships. The fact that the company has a large percentage of returning clients cements this philosophy. v
Macduff Ship Design Ltd www.macduffshipdesign.com of all necessary drawings and stability
thruster, the vessel’s overall performance
calculations for the 13.8m lengthening and re-powering. Now fitted with new Volvo main engines driving Rolls Royce CRP ASD units and an additional bow
has been greatly enhanced,” said Donald S Cameron, managing director of Macduff. The company is continually developing
78- www.shippingandmarine.co.uk
• One of the most prolific naval architect ship design marine consultancies • Export orders currently account for 66 per cent of turnover • Has a large percentage of returning clients
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
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