Shipping and Marine Issue 106 Early Edition

ISSUE 106 Early

Shipping &MARINE

The magazine for maritime management

Global

growth

The cruise line industry is looking forward to a positive year of growth in 2014

luxury & prestige

The Dubai International Boat Show is the most anticipated event in the Middle Eastern maritime calendar

the human factor

A new publication is focusing on all aspects of towage and makes important safety recommendations

supporting ports

The focus of the EU’s Security UPgrade for PORTs (SUPPORT) project is to raise the current level of port security

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

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ISSUE 106 Early

Editor’s editor’s comment

Shipping &MARinE

ThE magazInE for marITImE managEmEnT

Global

growth

The cruise line industry is looking forward to a positive year of growth in 2014

luxury & prestige

the Dubai international Boat show is the most anticipated event in the Middle eastern maritime calendar

the human factor

A new publication is focusing on all aspects of towage and makes important safety recommendations

supporting ports

the focus of the eu’s security upgrade for pOrts (suppOrt) project is to raise the current level of port security

Chairman Andrew Schofield Group Managing Director Mike Tulloch Sales Director David Garner Editor Libbie Hammond Staff Writers Matthew High Jo Cooper Drew Dann Steve Nash Editorial Administrator Emma Harris Production Manager Fleur Conway Art Editor David Howard Design Jenni Newman Jamie Elvin

Cruising

along The cruise industry looks to be in good shape as we advance further into 2014. According to Christine Duffy, CLIA president & CEO: “The global cruise industry is at an exciting juncture with strong consumer interest in cruising and significant cruise line investment in a diversity of exciting ships.” The CLIA reports a forecast of expected passengers to reach 21.7 million in 2014 and in addition to more passengers; there are also more ships to enter the fleet. Indeed, for 2016 to 2018 CLIA is predicting an investment estimated at $7.9 billion in ship development.

On a smaller scale but no less luxurious are the vessels that are going to be on show in Dubai at the International Boat Show in March. It promises visitors access to more than 450 of the finest collection of superyachts and leisure craft from across the globe.

Sunshine and superyachts – sounds a very attractive proposition!

Production studio@schofieldpublishing.co.uk Office Manager Tracy Chynoweth Head of Research Philip Monument

libbie@schofieldpublishing.co.uk

Business Development Manager Mark Cawston Editorial Researchers Tim Eakins Laura Thompson Natalie Martin Gavin Watson Mark Cowles Vita Lukauskiene Peter West Advertising Sales Joe Woolsgrove Dave King Darren Jolliffe Finlay Johnson Nick Davies

If you would like a digital version of Shipping & Marine magazine contact Iain Kidd: ikidd@schofieldpublishing.co.uk

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www.shippingandmarine.co.uk. ©2014 Schofield Publishing Ltd

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

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contents Features

Profiles

4 News Updates and announcements from the shipping and maritime arena

27

8 The human factor Some research has revealed interesting insights into problems on small tugs and workboats

10 Luxury and prestige The Dubai International Boat Show inspires visitors with innovation and opportunity in luxury and lifestyle

12 Global growth The cruise line industry is looking forward to a positive year of growth in 2014

16 Supporting ports How ports are subject to a wide range of threats and solutions that might help

18 Power of the people Shipping recruitment in 2013 and what the future might bring in the market

20 Surveillance steps up

27 Coeclerici 32 Stolt Tankers 35 Maritime Protection

Top quality of images from today’s camera stations are being combined with intelligent monitoring and control systems

38 Global Marine Systems

22 Quality you can trust on the bridge

44 Palmer Johnson

The most recent innovation from DMSS are systems designed especially for the bridge

8

41 MEC Shipyards

47 Blomsma Signs & Safety 50 Reederei Thomas Schulte 52 IBIA – International Bunker Industry Association 54 Mercator Navigation 56 Macduff Ship Design

54 10

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Boiler contract Remontowa Shipbuilding S.A. has signed a new contract with Siem Offshore in Kristiansand, Norway for further four new PSVs. For these new buildings they have once again chooses to provide the ships with boiler plants from PARAT Halvorsen A/S. Part of and included in Parat’s scope of supply will be combined electric steam and hot water boilers each with a capacity of 1250kW. In normal vessel operation the boiler is part of the hot water and heat recovery loop and supplies necessary additional heat to the HVAC, sanitary and tank heating systems on board.

If an oil spill disaster should occur, the boiler will be re-mobilised to run as a steam boiler.

The steam is used to maintain viscosity in the recovered crude oil emulsion in the ORO storage tanks, complete accordance with the NOFO requirements.

The vessels shall have dual fuel systems, LNG and MDO. With a new diesel/LNG-electric propulsion system, complete equipped for rescue class for 300 persons and fire fighting II class, the ships are built according to the most stringent PSV rules and demands of today.

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Scrubbed clean Clean Marine has been selected by Hudong-Zhonghua Shipbuilding in China to supply exhaust gas cleaning systems (EGCS) for two 38,000 dwt.

Chemical Tankers being built for Stolt Tankers and NYK Stolt Tankers.

The two vessels are built in a series of six sister ships, where the remaining four vessels will be designed with the flexibility to add an EGCS at a later stage. The order will enable these new vessels to comply with sulphur emissions legislation without switching to more expensive fuels. Nils HøyPetersen, CEO of Clean Marine, states that the contract reflects the growing demand for Clean Marine’s unique and competitive multi-stream EGCS solution. “We are very pleased to experience a breakthrough in the Chinese shipbuilding market and to be selected by Hudong-Zhonghua, a yard which during its 70 year history has delivered over 3000 quality ships. We also look forward to delivering a cost-effective solution to help Stolt Tankers comply with the new emissions regulations, which comes into force from 2015,” he says.

“For vessels operating in European or US waters, inside the emission control areas (ECAs), a maximum sulphur limit of 0.1 per cent will apply from January 2015,” adds Høy-Petersen. “The Clean Marine system supplied to Stolt Tankers will clean both sulphur oxides (SOx) and particulate matter emissions from one main engine, three auxiliary engines, and three boilers. In total, a single Clean Marine EGCS unit will manage seven exhaust sources and will be designed to clean 140,000 kg exhaust per hour.” Installation of the EGCS unit is scheduled to take place during 2015.

MARITIME NEWS Prestigious contract British company Marine Data Systems is proud to announce that it is to supply a package of its bearing repeaters and steering repeaters for installation on board each of the four new ‘Tide’ Class Tankers of the Royal Fleet Auxiliary (RFA).

These new ships are being constructed under the UK Government’s £452m MARS Programme (Military Afloat Reach and Sustainability).

The package of repeaters is to be delivered in conjunction with iXBlue of France, who is supplying its QUADRANS fibre-optic gyrocompass systems to Kelvin Hughes Limited as part of its Integrated Bridge Systems (IBS) for the four new British ships. The entire project has required close co-operation between the three companies in order to provide a type-approved system, which will meet the needs of the RFA. After receiving news of the order, Tim Ingram, managing director of Marine Data, said: “We are delighted to be supplying our navigation equipment for these prestigious new British vessels. We are proud to be at the forefront of innovative technology and we are very pleased to be associated with this prestigious Naval project.”

Greek accreditation

LRQA Greece announces that it has certified its first Greek private maritime security services client, Diaplous Maritime Services – to the maritime security management system standard, ISO/PAS 28007.

Announcing the news, LRQA Greece business centre manager, John Kalafatis commented: “Certification to the ISO/PAS 28007 standard clearly shows that Diaplous Maritime Services has made a commitment to customer service, quality, safety and risk management processes. They are the first private maritime security company (PMSC) in the Greek and Cypriot Market to be approved according to this demanding certification.”

Commenting on their certification from LRQA, Antonis Papaioannou from Diaplous Maritime Services said: “As a leading provider of private security services, we are delighted to be the only Greek company among a small group of prestigious PMSCs to have been certified by LRQA with the new ISO/PAS 28007, thereby enabling us to offer even more reliable services to the shipping industry.”

Modules delivered The MV Lone - the largest SAL vessel - has delivered 11 modules for a gas plant in the UK. Maximising her deck space capacity, MV Lone, loaded the modules in the UAE, and in total, the vessel commendably stowed an overall 25,020 cbm on board – both in the hatch and on deck. The modules weigh up to 388 mtons and have measurements of up to 31 x 10 x 11 m. SAL vessels MV Gloria and MV Trina were also engaged in the project carrying similar modules from Kuwait and UAE to the UK, totalling to more than 55,000 cbm of modules and associated equipment.

High performance coatings PPG Protective & Marine Coatings (PPG) is taking the lead in future proof marine coatings with a range of copper-free antifoulings. PPG is the first coatings manufacturer to successfully develop and market a range of copper-free antifoulings for commercial vessels to help customers stay ahead of future regulation. Its unique SIGMA NEXEON range has been developed based on extensive research and testing at PPG’s own facilities and third party studies.

Sijmen Visser, global marketing manager marine, PPG Protective & Marine Coatings, said: “At PPG, we are constantly looking for ways to anticipate and evaluate the impact of future trends and legislation. Regulations around the use of copper in antifoulings are the ones to watch and as a result we have decided to offer now the option to our customers to prepare for this future scenario.”

The SIGMA NEXEON range provides a complete copper-free antifouling solution. SIGMA NEXEON 710 is the antifouling solution for operational vessels and can be applied during construction and dry dockings. For new-buildings where outfitting takes longer than six months, a high activity copper-free topcoat antifouling, SIGMA NEXEON 750 is specified.

Both products combine unique self-polishing zinc-acrylate binder technology with high performance to help protect ships during the new-building process and while in service.

A distinctive benefit of SIGMA NEXEON copper-free antifouling is its property of ‘smoothness from start’. Thanks to the absence of copper, the levelling and smoothness right after application is significantly improved, delivering better fuel efficiency from the start. Third party testing with leading universities and test institutes in Korea and Japan has confirmed the properties and performance of the SIGMA NEXEON antifouling. From these studies, PPG has classified SIGMA NEXEON as a ‘low friction antifouling’.

Another benefit of SIGMA NEXEON copper-free antifouling is the excellent cosmetic appearance - thanks to the absence of copper, there is no so called ‘whitening’ effect.

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Monitor and maintain Light Structures, the global technology leader for fibre optic monitoring and analysis systems, has won the contract to provide the critically important Load & Fatigue Monitoring Solution for the $2.7billion Ichthys LNG Central Processing Facility (CPF), currently under construction by Samsung Heavy Industries.

Light Structures’ solution will help the Ichthys operating partners monitor and maintain the structural integrity of the enormous CPF, forming the cornerstone of key repair and maintenance tasks as it enters its 40-year operational lifecycle.

“This is a landmark business win for Light Structures,” says company managing director Inge C. Paulsen. “This Ichthys CPF is the biggest project of its kind anywhere in the world, so the fact that we are now a key supplier is a tangible endorsement of the quality, performance and reliability of our solution.”

Light Structures’ Load & Fatigue Monitoring system will utilise an array of sensors, connected by zero-power fibre optic cables, to continually harvest data relating to the loads working on the structure of the CPF – which, at 110m by 110m, is the largest semi-submersible platform ever built. Based on this data, analyses and calculations will be undertaken to monitor fatigue development across crucial structural areas.

Light Structures is also experiencing increased interest from the shipping sector where the dramatic accident on the MOL Comfort in June has triggered an enormous demand for similar systems for the large container vessels. Owners of cape size bulkers are now following the same track as they seem to face similar structural challenges on these types of vessels.

Co-operation agreement NAPA, the leading software house supplying solutions for ship design and operation has signed a co-operation agreement with ABB, the leading power and automation technology group.

NAPA and ABB will co-operate to offer the NAPA Loading Computer and the electronic NAPA Logbook. The products will be offered under ABB’s Vessel Information and Control (VICO) portfolio, as part of a complete advisory solution devised to optimise ship efficiency.

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Plugging the skills gap

Maritime Training and Competence Solutions Ltd (MTCS) has signed an agreement to market courses and deliver training at a new facility for the subsea sector - the Centre for Subsea Technology Awareness, Training and Education or C-STATE as it is known. This facility is the first of its kind and is a unique collaboration between industry and education. C-STATE has been created to address the growing skills gap in the subsea engineering and service sectors, by providing an unrivalled platform for specialist training and education - and is offered to the entire industry.

Launched at Darlington College, C-STATE has been developed

by Modus Seabed Intervention Ltd in partnership with MTCS, Darlington College, Teesside University, Tees Valley Unlimited and Darlington Borough Council.

Trainees will have direct, hands on access to a dedicated 200hp hydraulic remotely operated vehicle (ROV) in a safe and controlled environment, combined with classroom based training for all courses. Industry recognised and accredited training is being delivered by leading specialist, MTCS Ltd, with the first courses already underway.

Strengthening presence Inchcape Shipping Services (ISS), the world’s leading maritime services provider, has strengthened its presence in the Niger Delta with the opening of an office on Bonny Island, Rivers State, Nigeria. The office, which complements the company’s existing presence in Lagos, Brass and close neighbour Port Harcourt, will service ISS contracts with Nigeria LNG (NLNG). The opening of the office on Bonny Island comes as a result of a recent contract win, which will see ISS servicing some of NLNG project vessels.

Comments Flemming Jensen, ISS executive vice president, Middle East, India and Africa Operations: “Having entered Nigeria in 2008, the opening on Bonny Island represents a significant further growth of our footprint in the country. It forms an important part of our plan for the country, Africa’s second largest economy, and supports our wider plans for the Sub Saharan Africa region.”

MARITIME NEWS New funds for Cornwall The South West of England has announced a further investment of around £535,000 into its marine renewables industry, following the confirmation of funding for a number of projects to drive forward the sector. The funds will target marine renewable projects over the next two years aiming to assist the industry in innovation and commercialisation, as well as supporting the development of the local supply chain.

Newly funded projects include the Offshore Renewables Delivery Programme (ORDP), the Channel MOR project and ESF Skills Support for the Workforce.

More investment is likely to follow with the recent securing of the Plymouth and South West Peninsula City Deal, which could see £296 million pumped into the region over the next 15 years, and

Fighting fire Wilhelmsen Technical Solutions has been awarded contracts to supply its patented Unitor XFlow low-pressure water mist fire fighting systems on new buildings under construction for two leading Norwegian shipowners.

Ulsteinvik-based Island Offshore has specified Unitor XFlow for two vessels under construction by Vard at its Brevik facility. The scope of the contract includes supply of a total flooding water mist system for the ship’s engine room and a local protection water mist system. The vessels, which are being built to a Rolls-Royce design, will be delivered to Island Offshore in 2014 and Q1 2015.

Bergen-based GC Reiber will install the XFlow system on a seismic research vessel under construction at Myklebust Verft for delivery in 2015. Built to a Skipsteknisk design, the vessel will also feature a total flooding water mist system for the engine room and a local protection water mist system.

Andreas Dåsvatn, sales manager – Nordic, for Wilhelmsen Technical Solutions, says both owners wanted safe, modern technology, and recognised the quality of the Unitor XFlow solution as well as the company’s strong references and network of international offices.

Andreas Dåsvatn, sales manager, Nordic, Wilhelmsen Technical Solutions (left) and Stig Martens, Vard Brevik, shake on the deal to specify Unitor XFlow low pressure water mist fire fighting systems for two vessels under construction for Island Offshore

Cornwall and the Isles of Scilly set to receive more than £500m of EU structural funds from 2014 to 2020. Both of these programmes have stated a commitment to developing growth in the marine renewables sector, along with other key economic priority areas.

Chris Pomfret, chairman of the Cornwall Isles of Scilly Local Enterprise Partnership said: “Marine renewable energy is a global market opportunity for Cornwall and the Isles of Scilly and this latest suite of investments will support the sector’s growth ambitions and build on the considerable assets we already have in the region. Our aim is to smooth the path to commercialisation for marine renewable energy developers and ensure that we maintain a significant competitive advantage in a sector that has enormous potential for our region.”

Systems refit

Systems integrator Alewijnse Marine Systems has been awarded the contract for the full electrical refit of the seismic vessel Polarcus Naila. The ultra-modern, 12 streamer 3D/4D seismic vessel will arrive in February 2014 at the Damen-owned yard Shipdock Amsterdam for a refit scheduled to last 35 days.

The refit involves the replacement of the current thrusters.

The ship repair and conversion yard Shipdock in Amsterdam has subcontracted the electrical repairs and modifications to Alewijnse Marine Systems, a leading systems integrator in the commercial, naval, offshore and superyacht sectors, covering all aspects of marine electrical engineering.

With just a five-week window in which to complete the project, Alewijnse will assemble a 30-strong team of technicians to ensure that the work will be completed on time and to specification.

In its role in the refit, Alewijnse will work on a number of important systems on board Polarcus Naila. The main element will be the delivery, pulling, installation and connection of four kilometres of power cables for the new propulsion rooms.

Alewijnse has also been tasked with the supply and connection of new lighting, smoke alarms, telephones, breakers, davits and winches. There is also a series of modifications to be undertaken on a number of switchboards.

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The human

factor The latest research from Shipowners’ Club has revealed some interesting insights into problems on small tugs and workboats

The majority (53 per cent) of all claims arising from towage by tugs are due to the ‘human factor’, according to Shipowners’ Club, the P&I insurance specialist for small vessels. The next largest category - inadequate navigational procedures – represents 12 per cent.

These two factors alone lie behind a wide array of problems endemic across the world in the operation of small tugs and workboats. Crew negligence, poor maintenance, substandard navigation, inadequate operational and safety procedures, and insufficient training are all common and take their inevitable toll in avoidable deaths, bodily injury and damage to vessels and port infrastructure. These are the findings of the Club’s latest research covering the period 20th February 2011 to 20th February 2013.

A key underlying cause is that many of the operations of small tugs and workboats do not fall under any particular regulatory regime for a

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number of reasons including their small size, jurisdiction or operating location.

This is a less than satisfactory situation, according to the Club, as the risks inherent in these operations are higher than those of offshore, ocean towing or salvage industry operations, or harbor tugs working in ports and terminals; these are all regulated by IMO, flag states or port authorities.

To help operators in this sector to reduce the claims incidence, the Club is publishing a new booklet Towing Safety Manual, written and produced by its own in-house Loss Prevention Department, led by Louise Hall.

“We have produced this booklet as a response to the mushrooming number of towage claims resulting in injuries, groundings, collisions, pollution, property damage and loss of cargo,” comments Louise.

“Most tug and barge safety regulations focus on the hardware but experience shows that safety depends on the culture of the entire

shipping P&I

company. Yes, proper maintenance of hardware and inspection of equipment are very important, but managing the ‘human factor’ successfully is absolutely key to reducing claims incidence and keeping it low.”

The extensive and detailed publication running to 44 pages covers comprehensively all the aspects of towage. It focuses on the most important areas with some clear recommendations.

Insurance Tug operators must ensure they understand their P&I insurance coverage perfectly and check carefully for any exclusions or qualifications. For example, ‘Non-Customary Towage’ i.e. any towage not under a contract for leaving or entering a port in the normal trading may not be insured without notification and agreed coverage from the Club beforehand.

A ‘warranty survey’ of the vessel may also be required to ensure its ‘fitness to tow’. Without it the insurance may be invalid.

Tug Types A further practical consideration is the type of tug. Though small, the several types whether Conventional, Azimuth Stern Drive, Tractor, or Rotor all vary in characteristics and present different challenges. These need to be understood and allowed for in operation.

the capsizing and drowning. Good static and dynamic stability is required to cope with these high forces. The IMO and International Association of Classification Societies (IACS) publish detailed stability criteria for use by tug operators. The Club itself has also published its reference booklet ‘Basic Stability for Small Vessels’ available online to assist in this area.

Roles and Responsibilities Responsibilities and chain of command are also key. They must be established and duties clearly defined before a towage commences.

Specifically, the tug master is at all times responsible for the vessel and crew, and acting as towing master, responsible for towed unit. Before departure, he must ensure all machinery and equipment is in good order and fit for the tow.

Manning and Training This is also often a weak link. The International Convention of Standards of Training, Certification and Watchkeeping for Seafarers (STCW Code) is often not applicable in some jurisdictions, particularly for domestic voyages e.g. river passages. That means it’s the responsibility of the operator to make sure the tug is manned with experienced and qualified crew.

Safety Management System (SMS) Many towing companies are not required to comply with ISM. However, having experience shows that a good SMS improves safety by identifying operational risks and embedding procedures to mitigate or avoid them.

Planning Incidents happen because no pre-planning was carried out. The Club is at pains to combat the all too common attitude that ‘hands on’ operations work cannot be planned. A rigorous approach is essential in every aspect of the operations whether in the tow-plan, preparation of the tug or towed vessel, as well as anticipation of rough weather and emergencies.

Stability Conventional tugs in particular can experience high tow-line forces on occasions. And these have been the cause of many claims, including

Towing Operations & Equipment The booklet’s main section covers all aspects of the numerous operational skills and equipment required. It explains the technicalities of Bollard Pull (including calculations); Pivot Points; Tug positioning and interaction; Girting, Girding and Tripping (GCT) where the tug is towed broadside by a towline and often capsizes; Gob/Gog Wires; Impact of wind and currents; Loss of tow wire and emergency towline rigging.

There is also a detailed section on all main types of towing equipment.

Case Studies The Annex at the end of the booklet covers offers some case studies illustrating major types of claim such as: berth damage caused by under-powered tugs with insufficient bollard pull losing control of a floating dry-dock; the loss of unsecured two trucks on top of an unstable barge with no cargo securing points which fell overboard in choppy water; and the capsize of a tug leading to the death of a crew member caused by a overreliance on an individual’s knowledge and a lack of formal training and procedures. These were all due to the ‘human factor’ and avoidable. The Club’s aim is to help its members and tug industry avoid the ‘avoidable’ through advice and professional training of crew and operational staff. Its practical experience and analysis of incidents like these puts it in a unique position to do this. n

The Shipowners’ Club

The Shipowners’ Club is a mutual marine liability insurer, providing Protection & Indemnity insurance to smaller and specialist vessels since 1855. The Club currently insurers over 33,000 vessels from more than 6,200 Members worldwide and is a member of the International Group of P&I Clubs. The Club has offices located in Luxembourg, London and Singapore. For further information visit: www.shipowners.com.

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Luxury and

prestige Dubai International Boat Show 2014 March 4-8 2014, Dubai International Marine Club

For 22 years, the multi-award winning Dubai International Boat Show has inspired the fastgrowing Middle East market - and the global marine industry - with innovation and opportunity in luxury and lifestyle.

This year, seven specialist sectors are allowing more than 26,500 visitors from over 76 countries to experience elite superyachts, leisure crafts and exotic supercars, as well as luxury & equipment supplies and services.

The exhibition is the most anticipated event in the Middle Eastern maritime calendar, and invites over 840 leading international, regional and local exhibitors from 50 countries, making it an unparalleled platform for exhibitors to showcase boats and products to the Middle East’s marine investors and enthusiasts.

Taking place on March 4-8 2014, this five-day show of luxurious masterpieces, latest equipment and leading nautical apparel is a once-ayear chance to compare makes and models, plus take advantage of the latest accessories, all in one picturesque location.

In 2014 the Show is bringing visitors the largest yacht in the show’s history, giving them the rare opportunity to get up close to this magnificent vessel. Visitors will also benefit from a range of other exciting attractions, including: l Supercar Promenade - An exotic array of marquees is showcasing an impressive selection of the fastest, newest and rarely seen concept

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vehicles from the most desirable and innovative manufacturers in the motor world. This is a unique showcase of high-end and customised automobiles offering visitors the rare opportunity to peruse and purchase luxury vehicles at their leisure. l Dive Middle East Exhibition (DMEX) – Whether you’re a casual or seasoned diver, immerse yourself in a world of underwater adventure during the 8th Dive Middle East Exhibition, the only international diving event in the Middle East. Supported by the Emirates Diving Association (EDA), discover state-of-the-art diving gear and equipment, alongside a series of professionally delivered practical and interactive activities in the on-site demonstration pool, designed for divers of all levels. l Boat Premieres – Exciting world premieres and regional launches. l Exciting competitions – Visitors to the show have the chance to win magnificent prizes, including tickets to the semi-final and final of this year’s World Cup in Brazil. l Marina display - Situated on the Dubai waterfront next to the impressive Palm Jumeirah, the Marina Display is the Middle East’s largest onwater display of its kind. With global leading manufacturers alongside specialist UAE luxury boat builders, experience a world of stunning superyachts, large power and speed boats, sports-fishing boats and leisure craft. l Outdoor display - This dynamic area is dominated by awe-inspiring designs and the latest small to medium-sized vessels from leading global and local brands and manufacturers. Visitors can explore

Dubai international International boat Boat show Show dubai

pleasure crafts, high-speed powerboats and sports fishing vessels, in addition to industry leading equipment, accessories and services. l Luxury supplies & services (LSS) sector - With a suite of comprehensive services dedicated purely to the luxury boating industry, visitors have the opportunity to meet an array of experts under one roof.

Boat builders, international and local interior designers, yacht charters and brokers, banking and insurance services, as well as clothing and accessories professionals are among those showcasing their solutions. l Equipment supplies & services (ESS) sector - Discover the latest products and services in the marine industry from renowned specialists from all corners of the globe. Learn about innovative solutions ranging from satellite navigational systems to deck fixtures and engines during the largest event of its kind for trade buyers in the region.

Superyacht experience Located within the Marina Display area, the Superyacht Experience features the world’s most celebrated superyacht builders including

SYBAss (Superyachts Builders Association). Experience first-hand their vision, design prowess and craftsmanship as they push the limits of engineering in finely crafted masterpieces of art, design and technology.

Here’s what some SYBAss members had to say: “The Dubai International Boat Show has outdone itself this year, and we’ve seen a 30 per cent increase in visitors to our stand as a result.

Dubai is filled with major buyers, and the Middle East is serious about the luxury marine industry and in terms of potential clients, this is among one of the best shows to exhibit at.” Marcel Onkenhout, CEO, Oceanco.

“The Dubai International Boat Show is a vital platform for some of the most impressive and best known superyacht builders and a natural choice for the highest calibre of companies. This event is by far the best in the Middle East to both illustrate and increase Lurssen’s International success.” Michael Breman, Sales Director, Lurssen Yachts Other superyacht companies participating in the ‘Superyacht Experience’ include Amels, Fincantieri and Heesen.

In addition, the Show will be offering an ‘On Water Superyacht VIP Experience’ that brings the ultimate in exclusivity. VIP visitors can climb aboard a superyacht strategically positioned in a prime location within

All images courtesy of Sunreef Yachts

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Dubai dubai International international Boat boat Show show

Details of superyacht projects to be revealed Sunreef Yachts, the world leading designer and builder of luxury sailing and power catamarans and superyachts, is one of the premier superyacht exhibitors at the Dubai International Boat Show 2014. During this most anticipated event in the Middle Eastern maritime calendar, the shipyard will promote its power catamaran range as well as unveil further details of its new, revolutionary superyachts projects that have already gained worldwide recognition: the 90 Sunreef Power and the 210 Power Trimaran.

Headquartered in Gdansk, Poland and with Sales Offices in Fort Lauderdale, U.S. and Shanghai, China, the shipyard opened new sales office in Dubai in Autumn 2013. The company is now strongly exploring the Middle Eastern market by taking part in important events in the region as well as displaying its yachts in the prestigious marinas. The three-month presence of the 70 Sunreef Power DAMRAK II in the Middle East summer and a high interest of the local buyers in this concept was certainly a trigger for the opening of the new local office.

Undoubtedly, Sunreef Yachts power catamarans are interesting alternative to traditional motoryachts with much lower fuel consumption, long range, natural stability, as well as customised interior design and superb living space offering comfort and intimacy for the owner and guests.

For further information visit: www.sunreef-yachts.com.

the open marina for maximum visibility. State-of-the-art entertainment facilities and activities await them in this luxurious setting.

Open only to VIP Majlis badge holders during the day and for private functions at night, the On Water Superyacht Experience provides new and returning long-term exhibitors, investors, naming partners and sponsors the chance to network and discuss lucrative business opportunities.

Venue Founded in 1988, the Dubai International Marine Club is one of the most established marina and watersports clubs in the region, and has become the driving force behind the growth of national and international water sport events in the Middle East.

Located on Dubai’s rapidly developing waterfront, next to the Le Meridien - Mina Seyahi and the iconic Palm Jumeirah, DIMC is the ideal venue partner for the Dubai International Boat Show.

Hotels, restaurants and nightlife within walking distance make it a prime location for international visitors. n For further information, visit: www.boatshowdubai.com.

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All images courtesy of Sunreef Yachts

cruise ships

Global

growth

The cruise line industry is looking forward to a positive year of growth in 2014

That is according to data released in January 2014 from the Cruise Lines International Association’s (CLIA) annual State of the Cruise Industry findings.

CLIA is the world’s largest cruise industry trade association with representation in North and South America, Europe, Asia and Australasia, and its survey reports that to meet demand, its 63 member lines will introduce 24 new ships in 2014-2015 adding a total passenger capacity of 37,546, representing a capital investment of approximately $8 billion in ocean going and river cruise categories.

As Christine Duffy, CLIA president & CEO comments: “The global cruise industry is at an exciting juncture with strong consumer interest in cruising and significant cruise line investment in a diversity of exciting ships that travel to the most exotic locations in the world and offer oneof-a-kind vacation experiences.”

CLIA reports a forecast of expected passengers to reach 21.7 million in 2014. North America is the world’s biggest cruise market (55.1 per cent passenger source share) – with significant growth of internationally sourced passengers – especially Europeans at 6.4 million.

In addition to more passengers, there are also more ships to enter the fleet. Globally, the 2014 CLIA fleet is comprised of 410 ships, up from 393 in 2013, and includes a wide variety of vessels – from large- and

mid-sized to small and intimate. The fleet covers all line categories: contemporary, premium, niche and destination focused, river cruises, expedition and adventure. Additionally, in 2014 and 2015, CLIA lines will introduce 24 new ships, representing a total capital investment of approximately $8 billion. Twelve additional new CLIA global and regional ships (Confirmed Orders and Options) for 2016 to 2018 represent an additional 33,192-passenger capacity and an investment estimated at $7.9 billion in ship development.

One of the cruise lines that has a new ship on order for 2016 is Carnival Cruise Lines, the largest cruise line in the world, based on passengers carried. This new ship is the line’s first since 2012’s Carnival Breeze, and will be built at the Fincantieri shipyard in Italy. It will feature Carnival’s ‘Fun Ship 2.0’ enhancements as well as a number of innovations unique to the ship, which will be the line’s 25th ‘Fun Ship.’

The ‘Fun Ship 2.0’ concept is the latest wave of innovation from Carnival, and 2014 will see a continued rollout of the $500 million enhancement programme. The Fun Ship fleet now includes eight ships with additional vessels scheduled over the next few years. The line’s most ambitious programme to date; Fun Ship 2.0 is transforming the line’s on-board experience through branded spaces and celebrity partnerships. The initiative includes partnerships with George Lopez, who serves as the line’s creative director for comedy to enhance the fleetwide Punchliner Comedy Clubs, and Food Network

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All images: Carnival Sunshine

personality Guy Fieri, who developed a new burger venue called Guy’s Burger Joint, as well as top brands such as EA SPORTS and Hasbro.

New food and beverage concepts such as the poolside RedFrog Rum Bar, BlueIguana Tequila Bar and BlueIguana Cantina and the ‘cocktail pharmacy’ Alchemy Bar, along with entertainment choices and Playlist Productions and a partnership with celebrity song master DJ IRIE, are also included.

Further new and exciting initiatives aboard the Fun Ships include an exclusive partnership with Dr. Seuss Enterprises, which will bring the beloved children’s brand and favourite characters to the line’s 24-ship fleet. The Carnival Seuss at Sea programme will offer a variety of

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exciting and immersive on-board youth, family, dining and entertainment experiences featuring the amazing world and words of Dr. Seuss.

Among the many fun and whimsical activities included is the Green Eggs and Ham Breakfast with the Cat in the Hat and Friends, as well as character appearances and photo opportunities throughout the ship, special showings of popular Seuss movies on the poolside LED screens, and, on select ships, the new Dr. Seuss Bookville facility.

Additional new developments and launches from Carnival Cruise Lines in 2014 include a new shore excursion best price guarantee, available in conjunction with all of the cruise line’s shore excursions, as well as several exciting new product offerings from Port Canaveral, Fla., and New Orleans.

This latter development features the totally transformed Carnival Sunshine, which will reposition from New Orleans to Port Canaveral in April 2014 to operate year-round five- to eight-day Caribbean departures.

This marks the first time the line will have a ship in Central Florida featuring all of the line’s Fun Ship 2.0 bar, dining and entertainment innovations.

Carnival Sunshine’s makeover wasn’t just cosmetic – it is almost unrecognisable as the old Carnival Destiny. As well as new lifts, air-conditioning units and electrical stations, it also has all of the ‘Fun Ship’ features mentioned previously, and will also feature Carnival’s

cruise ships

On a wider industry basis, Carnival Cruise Lines’ parent company Carnival Corporation is also involved in a new initiative with the CLIA – the CLIA Global Ports Committee is comprised of itinerary planning and port development executives of the cruise lines and will be chaired by Giora Israel, senior vice president of ports and destination development for Carnival Corporation. The committee will focus on creating opportunities to develop dialogue with port operators, port authorities, government, and port-related service providers on issues of mutual interest.

“Ports are making major commitments to the success of the cruise industry with significant capital improvement in modernising existing ports and building new ones that are technologically and environmentally advanced, while also being very cruise and passenger friendly,” said Christine Duffy. “This committee will help to more fully integrate port development and operations with the larger picture of the cruise industry.” l For further information visit: www.carnival.co.uk and www.cruising.org

first three-deck-high Serenity adults-only retreat, offering plush chaise lounges and chairs, a whirlpool, a waterfall, a pool, and, of course, magnificent sea views. Further additions include SportSquare, an openair recreation complex that includes a ropes course, mini-golf course, a basketball court, jogging track, ping pong, foosball and pool tables, and more; WaterWorks, an expansive water park with 40 interactive water features, a gigantic drenching bucket, five different slides, including the new racing-themed Speedway Splash, and a 334-foot-long Twister slide, the longest in the ‘Fun Ship’ fleet and Carnival’s Seaside Theatre, a 270-square-foot LED screen displaying nightly movies, concerts, sporting events and other programming.

When Sunshine moves to Port Canaveral, Carnival Dream will reposition from Port Canaveral to New Orleans in April 2014, representing a 22 per cent capacity increase on week-long sailings from the Big Easy and increasing the line’s annual passenger count from that port to 400,000. Carnival will also increase capacity in Port Canaveral by 30 per cent when Carnival Liberty launches year-round five- to eight-day Caribbean cruises in May 2014, adding a second Fun Ship 2.0-equipped vessel to the Space Coast.

Extra developments in 2014 from Carnival include a special Panama Canal transpacific crossing on Carnival Legend and an expanded West Coast short cruise programme.

Cruise Industry Trends Top 2014 cruise trends identified by CLIA, its member lines and travel agents include: l Improved technology to lower the cost of onboard communications and provide more efficient passenger servicing l First-time passenger growth coming from younger generation travellers – especially Millennials l More luxury cruising (luxury category ships, onboard upgrades) stimulated by an improving economy and increased consumer confidence l Growth of multigenerational and celebration travel as well as social/affinity groups l More all-inclusive options and packaging in accommodations, services and amenities l Active vacations at sea with extreme and soft adventure excursions, longer stays in ports for added sightseeing and high-energy onboard facilities l Exotic locations driving new itinerary competition and cruise ship deployment

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Supporting

ports

Henk van Unnik takes a look at how ports are subject to a wide range of threats and highlights a solution to the problem

Once upon a time commercial ports only had to deal with three key threats on a daily basis - theft, damage to goods and stowaways all of which have the potential to cause considerable financial damage to stakeholders but were identifiable and manageable.

The contemporary port is subject to a far wider range of threats including the possibility of terrorist attack and has to respond accordingly while managing and responding to a plethora of local, national and international legislative requirements. The diversity of responses, systems and processes to tackle each separate threat combined with the demands of compliancy has made the job of the Port Facility Security Officer (PFSO) onerous to the point of breaking.

With 90 per cent of EU’s external trade and 40 per cent of internal trade transported by ship, the contemporary seaport is a vital cog in the massive machine that is 21st century commerce. Unsurprisingly, port infrastructure and the 3.5 billion tonnes of freight that flows through

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EU facilities are vital to maintaining both global and individual countries’ economic wellbeing.

The potential threats to port security come on many different levels from a range of groups and individuals with very different aims and objectives. Theft, fraud, corruption, drugs trafficking and people trafficking are all major issues for port security, especially when their motivation can be traced back to organised crime or terrorist groups.

The combination of sophisticated organised crime, the heightened risk of terrorist activity and the ongoing threat of low level crime ensures that ports are under threat 24 hours per day, 365 days per year.

Well-organised criminal gangs now have access to enough money, knowledge and skills to develop considerably more complex modus operandi. Faced with such innovative and complex criminal activity, port security needs to raise its game.

PORT SECURITY The legislation that defines port security is the International Maritime Organization’s (IMO) International Ship and Port facility Security code (ISPS) which, in turn, is part of the Safety of Life at Sea (SOLAS) regulations. Developed in the aftermath of the September 11th terrorist attacks, the ISPS regulates security on-board ships, as well as inside ports and terminals, which receive seagoing vessels on international voyages. The ISPS code specifies a basic security framework including monitoring and controlling access, monitoring the activities of people and cargo, the preparation of specific ship and Port Facility Security Plans and the appointment of Ship Security Officers and a Port Facility Security Officer (PFSO).

Across the European Union (EU), the ISPS code is supported by European Commission Directive 725. While identical to the ISPS code in content and a mandatory piece of pan-European legislation, Directive 725 only requires member states to achieve a particular result without dictating the means of achieving that outcome. Consequently, the ISPS code was implemented by 21 EU countries, each in a different way without any homogenisation of approach or standardisation.

Although the European Maritime Safety Agency (EMSA), FRONTEX and EUROPOL all touch upon port security, they have no executive powers and there is currently no Europe-wide framework. Without a Pan-European Federal Agency like the U.S. Department of Homeland Security, the European Union has no power to compel member states to work together or to follow prescriptive guidelines and individual ports work in isolation with commercially-driven secrecy, thwarting the sharing of intelligence or best-practice.

Although responsibility rests with a variety of ministries or other government agencies across Europe, the burden of compliance and implementation of the ISPS code has been passed down to the individual terminal operators. This introduces a paradox as commercial companies whose aim is to make a profit are being made responsible for an activity that does not necessarily deliver any business benefit.

Not surprisingly, enhanced security beyond that required to protect day to day business operations are often not high on Terminal Operator’s agendas, especially when national authorities do not have the power to force them to invest in such security measures. Consequently the level of security that can be physically implemented will always be a balance between risk and commercial reality. In this context the role of the Port Facility Security Officer (PFSO) is key to ensuring this fine balance is maintained.

Providing a framework to assist the PFSO is a major element of the EU’s Security UPgrade for PORTs (SUPPORT) project (http://www. supportproject.info/) which is part-funded by the EC’s FP7 Research & Technological Development Programme. It is a collaboration of 20 European organisations whose focus is to raise the current level of port security. The SUPPORT project’s main objectives are to deliver ‘validated’ generic port security management models (capturing reusable state-of-the-art and best practices) that can be customised for specific ports; and training and open standards based tools to aid security upgrade in EU ports.

SUPPORT integrates legacy port systems with new surveillance and information management systems. It efficiently supports the complexity of a real port environment though an integrated, holistic approach. This ensures an improved level of security, while reducing the associated administrative burden on the port. Amongst the partners are a number of ports that have been selected to represent typical, but different operations. Starting from the perspective of the partner port operations, the project has identified key security gaps and has produced generic

models describing measures to maintain or augment the efficient and secure operation of these ports. Communication and decision support tools incorporating semantic technologies have been developed, accessible to all the port security stakeholders.

Full scale demonstrators have been organised in representative EU ports (Gothenburg, Lisbon and Piraeus) and augmented with a broader evaluation programme by members of a European Ports Security Forum. SUPPORT solutions include policy and standardisations proposals and training that can be used by any EU port to efficiently enhance its security level.

One of SUPPORT’s key outputs is the Port Security Management System (PSMS) (http://www.mypsms.com/). The PSMS is designed to help PFSOs to upgrade their security systems by empowering them with knowledge. It provides information, skills and methodologies that enable them to maintain, evaluate and upgrade their security measures and create security awareness without major investment.

The PSMS also delivers outputs in the form of graphics that can be used to reinforce security threats and potential mitigation measures in presentations to managers or boards of directors.

The whole PSMS package comprises five elements including a maturity module designed to enable security professionals to review and upgrade security plans to address terrorist threats; a corporate security module which addresses crime risks such as loss events, related to corporate processes and procedures; an e-learning education and examination module based on best practices of ISPS related maritime security education including drills and exercises; a sharing and decision support module which enables security professionals to supervise facilities via the internet and to collaborate on a local, national or global scale and an Authorised Economic Operator (AEO) security self-assessment module which provides a system to reach compliancy and submit AEO application.

The pressure of balancing commercial realities and security threats will certainly persist as long as current legislation remains placing the burden of investment and compliance on terminal operators. However, with access to SUPPORT’s Port Security Management System (PSMS), PFSOs now have the tools to assess the situation, advise their management team and make the right decision, whatever the security threat might be. n

Henk van Unnik

Henk van Unnik is a member of the Executive Committee of SUPPORT (SecurityUPgrade for PORTs) which is partfunded by the EC’s FP7 Security Research Programme.

He is also managing director of Tosepo, trusted advisor for overall security in the maritime & logistics chain. With extensive knowledge and decades of experience it is known as an expert in securing port facilities worldwide.

For further information visit: www.tosepo.com.

www.shippingandmarine.co.uk - 17

Teresa Peacock takes a look at shipping recruitment in 2013 and makes some predictions for the future

Power of the

people ‘Unemployment is high, yet skills are in short supply.’

This quote from an Economist magazine special report some two or three years ago rings true today, perhaps even more so than when it was written.

The biggest challenge for employers today, maritime and nonmaritime, is recruiting good people. There are plenty of people out there looking for work, but very few people with the skills, talent and, all too often, leadership capabilities ‘Water, water, everywhere, Nor any drop to drink’. Fittingly enough, a quote from Coleridge’s The Rime of the Ancient Mariner.

As recruiters, we at Spinnaker Consulting see the market as being rather good at the moment. There are high vacancy numbers, and we’re seeing good, high levels of decision-making from employers and employees alike. We’re starting to see the emergence of another race for talent; one employer has high vacancy levels, but their competitors do too – meaning they’re competing directly for the best talent in the pool. This is perfect for jobseekers, particularly the standout stars.

The winners are the employers with the better recruitment processes – good feedback between line managers and HR, prompt interview arrangements and a decisive approach.

And how do they become standout stars? Confidence, of course.

The recruitment industry itself is reporting high levels of confidence, so everyone has to adapt accordingly. The KPMG recruitment index is currently at its highest level overall since 2007, is highest in engineering and has risen sharply since April 2013.

The supply of technical and marine staff can only get tighter. With fleets growing and growing, we’ll see a demand for more seafarers and more shore-based management staff. Some companies are trying to introduce efficiencies, to achieve more vessels per superintendent for

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example, by creating a new role, the Fleet Support Officer, to do those parts of the job for which the superintendent’s expertise isn’t required.

To gauge the current shipping recruitment market, you have to look back at the fluctuations of the global economy over the past five years.

September 2008 is now infamous for the shipping market nosedive. We felt the pinch; many shipping employers simply put a freeze on hiring.

That’s not to say there were many redundancies – aside from shipbroking and junior chartering staff, the recession didn’t follow the pattern of previous times. It was more of a standstill than a mass exodus.

In the year following the recession however, the ‘China phenomenon’ had somehow stopped the dry bulk market from being entirely swallowed up, and many employers lifted their recruitment freezes – great news for us, and the jobseekers.

recruitment

What did remain frozen for some time – up to three years in some countries, including in Europe and North America – was salaries.

Spinnaker’s other half, the HR Consulting Services arm of the business, operates as the secretariat for the Maritime HR Forum, which boasts a membership of over 65 shipping companies who confidentially share their data which Spinnaker benchmarks and redistributes. The Forum has access to global shipping salary data, so we were well placed to analyse how salaries changed (or rather didn’t) during the recession.

The worst hit companies did of course try to keep salaries unchanged throughout the recession, but there is only so long that good employees will put up with something like this.

In recruitment terms, 2010 and 2011 were ‘stable’ years. By 2011, employees who had not previously want to risk their job security and change jobs were becoming bolder and more willing to move. The market suffered another severe dip in confidence in the six months to March 2012, but has since continued to strengthen. 2012/13 has been a strong year for Spinnaker and seen a rise in turnover and profits of more than 20 per cent to our highest ever level.

It’s always interesting to be able to come out of a recession and look back with hindsight. We just hope that we and our clients remain wise looking forward. We can’t deny that the current newbuilding order levels worry us. As I write this article, we are in the middle of a VLCC ordering surge. Whether this is really sensible will remain to be seen.

Regardless of the longer-term outcome, what is certain is that sentiment is riding high in many markets served by shipping and, in turn, within shipping itself. As a consequence, employers are investing not only in capital assets but in what CEOs the world over say is their most important asset – people.

We predict a surge in demand and probably salaries for chartering

and shipbroking staff with around five years’ experience in the next year or two. These are the few who made it into the industry at a time when it wasn’t hiring. There aren’t that many of them around therefore and if there’s one thing that shipping people understand, it’s that low supply leads to high rates.

Similarly, demand is already high for sales and business development staff as agency groups and equipment manufacturers gear up for a better market and the opportunities offered by ballast water and environmental regulations.

Unsurprisingly, the stock is high too for S&P brokers, but also for chartering brokers. Employers are confident and they are hiring accordingly.

And, finally, the key to our industry – the superintendent. Often undervalued, but always in demand, there are never enough superintendents in the market to supply employers the luxury of a good old-fashioned shortlist. The world fleet continues to grow but the superintendent pipeline stays long and thin! n

Teresa Peacock

Teresa Peacock is business development director at Spinnaker Consulting. Spinnaker Consulting is the original and most experienced shipping recruitment agency, launched in 1997. Based in the UK but with a global reach, Spinnaker has placed over 2000 candidates in over 40 countries. Spinnaker works closely with the world’s leading shipping, maritime and marine employers. Spinnaker’s consultants each work in a discrete market sector and geographical region, with unrivalled knowledge and close relationships with key employers.

For further information visit: www.shippingjobs.com.

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Surveillance steps up John Tinson explains how evolving surveillance technology is helping the shipping and marine sector do more than keep goods secure The shipping and marine sector is critical to the global economy. Many automatically associate the sector with oil and gas but in reality, oil and gas only accounts for around a quarter of total goods transported by sea. The truth is that at any one time there are over 100,000 ships at sea, transporting everything we need to function in our daily lives, from food and drink, to clothing, electronics and cars.

Transportation by sea remains the most cost effective way to move goods between nations and continents and as such, investment in bigger, better and more efficient carriers continues, resulting in assets of immense scale and importance.

Where a sector is so critical to both economic and human life, there are always challenges and threats. Keeping marine assets, the goods they hold or carry, and their crews safe, has never been more important.

The knock-on effect is a new era of surveillance technology designed to make life on the high seas as safe and secure as possible.

The problem of piracy It is impossible to talk about shipping and marine security without addressing the issue of piracy. Estimates suggest that piracy costs the industry around $7 billion a year. It affects major shipping lanes,

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particularly in the Middle East and East Africa, and has therefore become a crucial consideration for security planning among major shipping companies.

Surveillance technology, and its ability to integrate with other essential systems, is increasingly providing valuable support in guarding against this particular threat. Combining data from radar, cameras and an automatic identification system (AIS) is a powerful resource and one now readily accessible through integrated security management platforms. Uniting these systems on one platform enables personnel to quickly and easily access time-critical knowledge: 1) That a vessel is approaching 2) How far away that vessel is 3) Whether or not it is a known ‘safe’ vessel or a potential threat Advances in absolute positioning capabilities on camera stations have taken this kind of surveillance to a new level. It is now possible, typically using cooled and un-cooled long-range thermal cameras, to gain a clear image, with accurate position data, of a vessel up to ten km away, even in difficult visual conditions and irrespective of ship pitch.

Taken a step further, systems on different ‘at sea’ assets, whether fixed or floating, can now be linked – thanks to advances in both integration and wireless capabilities – so that data can be shared and

INNOVATIVE TECHNOLOGY

positions triangulated to provide an even clearer understanding of threats and their exact location/movements.

Part of protocols But what happens when a threat is detected? Here too we find surveillance technology has an important role to play. As well as integrating with threat detection and identification systems, another key trend is for surveillance technology to connect with other on-board security systems, for example a vessel’s access control. This means that the system can be programmed to automatically lock down areas of a marine asset – again whether fixed or floating - if certain threat criteria are present.

Alternatively, if a threat is detected on camera, relevant footage can stream to an on-site surveillance monitoring and viewing station (the camera feed changing to track vessels as it moves), triggering audio alarms and alerting the operator to the threat for further assessment.

The system can also be pre-set to generate on-screen guidance protocols for the operator to follow that will change according to the scenario in question, for example advising radio calls for immediate emergency assistance and highlighting key information to share.

Operational efficiencies Although threat of theft or attack is a key factor affecting surveillance trends in the global shipping and marine market, the other important consideration is the economy. Budgets are tight, cargos are precious and resources are limited. What we are seeing more and more, therefore, is the use of surveillance as a way to improve operational efficiencies. The integration capabilities of modern surveillance systems mean that shipping and marine companies can, for example, reduce crew members needed for certain journeys. By integrating with other vital emergency and security systems, one operator can easily monitor key areas efficiently – a job that may previously have taken several personnel - particularly if scenarios are pre-coded to trigger on-board alerts or response protocols. As well as reducing overheads, this can be a beneficial scenario for operations in high risk, e.g. piracy, areas as outlined earlier.

The other major trend, in terms of operational efficiencies, is for surveillance monitoring and control technology to integrate with systems critical to goods maintenance. Temperature fluctuations, gas leaks or changes in gas composition, excessive humidity – these can all have a detrimental effect on goods. By linking sensory data programmed to

detect such changes, with visual footage from surveillance cameras, and feeding this back to a controller via a surveillance monitoring and control platform, personnel can immediately see any factors that may need addressing, such as fire, water ingress, too many personnel in one area, or locks/valves that may be open when they should be closed.

In this way, intelligently integrated surveillance monitoring and control systems become integral to an overall assessment system.

This has a knock-on benefit for shipping and marine companies. As well as helping to keep goods in optimal conditions, it also provides the audit trail to prove as much.

As part of their ‘trade journey’, goods may be stored or transported by various different methods and therefore, could be damaged at multiple stages. Thus, being able to demonstrate that items were received, maintained and handed off in optimal condition by providing the data captured, becomes a valuable resource, should questions or allegations about goods maintenance ever occur.

In conclusion The latest surveillance technology trends in the shipping and marine sector boil down to this: combining the image-capture quality of evolving camera stations with enhanced integration capabilities of intelligent monitoring and control systems, means that shipping and marine companies can keep assets both safer and secure while also enhancing overall operational efficiencies.

The overwhelming movement in the industry is to use this technology as an assessment tool that can unite data, rather than be just a security add-on. It is a way to maximise resources and protect assets and in the modern global economy, that is a definite advantage. n

John Tinson

John Tinson works at integrated surveillance solutions specialist Synectics. Synectics designs integrated end-to-end surveillance control systems for the world’s most demanding security environments. It excels at complex projects that require innovative, tailored solutions with high reliability and flexibility, specifically for casinos, oil and gas, marine, public space, banking, transport and critical infrastructure applications.

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

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Marine distress signals NEW Compact Manoverboard MK 9 Combined light and smoke Lifebuoy marker.

The Pains Wessex Manoverboard MK9 compact Lifebuoy marker produces dense orange smoke for 15 minutes and features two self contained, inversion switched, LED lights which far exceed SOLAS requirements for output and duration.

• • • •

Unique, individual LED light pods - easily installed and tested Safe for use on oil covered water Single piece stainless steel bracket fits existing installation New retaining clip avoids accidental deployment

SOLAS

approved

4

Red Parachute Signal Rocket

Designed to meet regulations which require 12 Para Red Rockets on a ship’s bridge.

Linethrower 250 Self-contained single shot, line-throwing appliance.

Drew Marine Signal & Safety

Quality you can trust on the bridge

D

rew Marine Signal and Safety (DMSS) is the world’s leading supplier of SOLAS, MED & USCG-approved marine distress signals. Marketed through its international distributor networks under the brands of Comet, Pains Wessex and Aurora, these products are specified by the world’s navies, merchant fleets, fishing vessels, rescue services, airlines and leisure craft.

The most recent innovation from DMSS are systems designed especially for the bridge. As Justine Heeley, managing director DMSS UK, explained, there is a legal requirement for these: “All ships under SOLAS have to carry two man overboard (MOB) units - one on each bridge wing,” she noted. These are mounted using supplied brackets and attached by line to a fourkilogram lifebuoy. The signal is used to mark the position of a man overboard by day or night. It can be automatically deployed by releasing the attached lifebuoy, or manually activated.

She continued: “Vessels covered by SOLAS also have to have four linethrowers and 12 parachute rockets in a polybottle on the bridge. We have

the very best and most extensive global network of distributors who ensure that vessels sailing into any port can get freshly dated products and are fully compliant with the regulations.”

DMSS is continually refreshing its product offering and in this instance it has created a MOB unit that is much smaller and more compact, with improved light pods. “The unit now fits right inside the lifebuoy ring, so in addition to being ideal for SOLAS vessels, it can also be used on superyachts, workboats and support vessels for oil rigs,” added Justine.

By designing and supplying the entire range of SOLAS products, DMSS strives to ensure vessels can access its full range of marine distress signals wherever they happen to be in the world.

This is extremely important both for compliance and most importantly crew safety. “Our high quality, compact bridge systems differentiate us from the competition,” concluded Justine. “We are very committed to ensuring our products meet the needs of our customers and are very proud of the fact that at the end of the day, they do save lives.”

www.painswessex.com Other PainsWessex life-saving products include: Lifesmoke MK9

Compact, flat-top day-time orange smoke distress signalproviding effective position marking.

Red Handflare MK8 Designed to withstand execptional environmental exposure and to perform reliably even after immersion in water.

SOLAS

approved

4

SOLAS

approved

4

Day&Night MK8

Compact, hand-held distress signal consisting of a red flare at one end and an orange smoke at the other.

Drew Marine Signal & Safety has worked with the RNLI to produce a training DVD. This shows the RNLI in action using its products, and then trains the viewer how to use them. The RNLI has found this to be an invaluable tool in showing seafarers what to do in a crisis.

Technical knowledge Armada Group has worked with A&P Falmouth for two decades, and is very proud of the close working relationship that has evolved between the two companies

A

rmada Engineering is based in the far southwest of England and amidst the centre of a busy hub of marine activity. Undoubtedly, the success of the region has allowed Armada Engineering to grow into one of the world’s leading yacht and ship hydraulics systems designers, installers and consultants.

The key strength of Armada hydraulics and engineering divisions is its particular ability to apply its technical knowledge.

Armada understands marine systems and at the highest level its consultants can project manage new builds and advise on the successful integration of complex systems. Its team of practical design engineers works closely with the consulting team and provides innovative and practical solutions based on accumulated knowledge. Thereafter Armada’s team of technicians can be called upon to complete planned maintenance and installation anywhere around the world. Locally in Falmouth, Armada has a number of core customers in ship repair, oil & gas, on-shore drilling, superyachts, and workboats. A&P Falmouth is Armada’s largest customer and is significant as it provides a wide scope of both engineering support and parts supply.

Armada has undertaken numerous contracts for A&P Falmouth

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from major pipework installations on systems like ringmains and davits to the refurbishment of rams and valves and the supply of quality surveys and accurate hose registers.

Supplies capabilities Armada’s Supplies division is one of the South-West’s largest distributors of hydraulic and fluid power products, and also it has a long history of supplying the region with both fasteners, PPE and welding consumables including specialist brands like the high quality, low vibration range of abrasives from Rasta.

Whilst Armada as a group can supply A&P effectively from extensive stocks held at Falmouth and depots around the region, it also services a managed consignment stock for A&P which allows the yard the flexibility to draw from a wide range of both basic fluid power products, fasteners and pipeline products without causing any disruption to its 24/7 operations.

Armada could not provide a successful parts supply without a quality supply chain in support of its operations. Some of its valued suppliers include major brands like Manuli Hose and Schwer Fittings who give maximum flexibility to Armada’s hydraulic hose supply. Adam Doney, sales manager notes: “We have recently re-hosed a large crane for A&P, which had a lot of non-standard stainless fittings and we would have struggled to complete the contract if we did not have suppliers of their quality.”

Alan Rowe, director adds: “Our relationship with A&P Falmouth goes back 20 plus years and we started out as a basic supplier of pipeline products hoses and PPE. Today we are privileged to be a preferred hydraulic contractors and we operate consignment stocks.

We have achieved this by working closely with their ships managers, engineers and purchasing team.

We have worked hard to gain A&P’s trust in our service and reliability and as they work 24/7 we too have to ensure our promises are kept and we maintain our ability to react quickly to urgent requirements.”

companies operate independently they do provide operational support to each other.

Armada supplies operates a consignment stock service for A&P Falmouth as well as a number of other large manufacturers in the southwest. From its base in Plymouth Armada Supplies offers a complete range of marine and industrial fixings, power tools and other workshop consumables.

Armada Tube & Steel is a national steel stockholder specialising in tubular products. The Tube & Steel division has supplied A&P Falmouth for over 25 years and is probably one of its oldest suppliers. The company is a market leader in offering niche processing capabilities including tube lasers, bending and bulk cutting facilities. Its customers have the choice to purchase standard products or to maximise their production capabilities by purchasing semi-finished products to planned schedules. v

Developing systems Through its years of work in the market, Armada recognised that there were opportunities for its own solutions. As a result, the company has researched and developed a central hydraulics ringmain system which effectively negates the need for multiple power packs, releasing space and weight, and reducing both noise and vibration. In support of its hydraulic installation Armada has developed a range for non-welded pipework systems including Eaton Walterscheid’s WalformPlus pipework system and Teekay clamps. WalformPlus is ideal for HP systems requiring minimal maintenance whilst Teekay couplings are extensively used by the MOD for many low pressure applications.

As Armada has developed its focus on systems and also moved into Marine Fluid Management it came into contact with DVZ Services from Germany, a market leader in the manufacture of wastewater treatment systems. DVZ was impressed with Armada’s technical ability and the synergy the two companies had with their customer bases. In 2012 DVZ Services Germany appointed Armada Engineering as its distributors and service agents for the UK. Its range of products manages marine wastewater; grey and black water treatment, and DVZ systems are extensively used across European shipyards for small workboats to ferries, cruise liners and large commercial vessels.

To access the full scope of Armada’s services go to www.armadamh.co.uk or to access online stocks visit www.armada24.co.uk.

Group operations Armada Engineering is part of the larger Armada Engineering Group, which has extensive supply chain capabilities. The Supplies division based in Falmouth and Plymouth has local and regional presence for a number of products including all types of fluid power products, welding consumables, PPE and non-welded systems.

Armada Supplies, fastener and Armada Tube & Steel are all long standing suppliers to A&P Falmouth and whilst the three

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Profiles There are thousands of ships sailing the oceans

Coeclerici

today, transporting every kind of cargo.

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

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

Stolt Tankers Maritime Protection Global Marine Systems MEC Shipyards Palmer Johnson Blomsma Signs & Safety Reederei Thomas Schulte IBIA – International Bunker Industry Association Mercator Navigation Macduff Ship Design

Profile: Coeclerici

Mining for

growth W

ith a network of offices around the world, Coeclerici has more than 100 years experience in the sourcing, marketing and transportation of raw materials from mines to energy and steel industries around the world. Committed to continual improvement, Coeclerici adapts itself to the changing needs of its customers and the market conditions of the industries it operates in by investing in state-of-the-art equipment, innovative technology and floating transportation.

Known for developing long-term agreements and partnerships with major world producers Coeclerici also has a strong reputation for investment and has invested directly in the development of certain mines over the years. This tradition for building the foundations for growth has resulted in positive results for the group and its global customer base as it can confidently meet its single objective of providing tailor-made solutions to customers at production sites around the world while offering the most balanced cost/performance ratio possible.

In line with the group’s strategic plan, Coeclerici invested approximately $18 million in the development of a coal mine

Bulk Limpopo during operations in Beria, Mozambique

located in the Kemerovo region, Russia, in 2002 and 2003 acquiring exclusive international marketing rights for the two million tonnes that the coal mine produces annually.

In 2008 Coeclerici acquired 100 per cent of Korchakol, a steam coal mine based in Siberia near the city of Novokuznetsk; it was the first ever steam coal mine to be bought by a Western company.

The acquisition included the production site and transportation system for carrying the raw material to nearby customers as well as a loading centre.

Viewed as a major investment for Coeclerici Group, Korchakol had the logistics in place to ensure easy transportation of raw materials to the port of Murmansk, where the company is well established; it also formed part of the group’s corporate strategy to promote enhanced upstream integration in purchasing coal from Russia.

Organised as a parent company with four divisions: mining, trading, logistics and shipping, Coeclerici has created an integrated and flexible structure that guarantees efficiency, security and quality for organisations with complex procurement requirements.

The synergies between these four divisions have developed over the last century to ensure the best possible results as close checks can be made at every single stage of the procurement process.

Committed to evolving with the demands of the market, the group strengthens its logistics division service offering by establishing strategic international relationships with major coal

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Mirko Sbrenna - Sales Manager Email: mirko.sbrenna@sammi.it sammi s.r.l., Via Tuderte, 388, 05036 NARNI SCALO (TR) Tel: +39 0744 733832 Fax: +39 0744 750847

SAMMI Group has long and detailed experience in the design of plants in the material handling sector, both on-shore and off-shore, capable of meeting the most sophisticated market requirements of a sector that is extremely demanding, diverse and continually growing.

After the acquisition of METMO MOLLICONI S.p.A. in 1999, SAMMI Group can boast reference all around the world starting from the first projects of MOLLICONI in 1964, up to present days with 50 years of experience on bulk material handling.

Thanks to a team that has grown over the years, made up of engineers and architects specialised in the industrial plant engineering and mechanical, civil and structural engineering sector, SAMMI is well known within the market for providing a full range of activities alongside its design work, making it a point of reference for its clients, consulted particularly when the following requirements must be met: technical and financial analysis and feasibility studies; preliminary and final design and executive plan; project management, supervision of works and accounting; supervision during construction;

safety co-ordination during the planning and building phase; administrative static and technical tests; consultancy work; renovating and/or upgrading existing plants.

SAMMI Group is well known as supplier mainly of the following equipment: belt conveyors, dust-tight belt conveyors, gallery bridge belt conveyors; belt conveyors with free-standing structure to span roads and/or rivers, belt conveyors for spoil-removal systems, belt conveyors for extraction from stock pile, belt or chain bucket elevators, step angle conveyors, extractors, vibrating hoppers, tripper cars, stackers, movable dock machinery for loading ships, ship loaders and unloaders.

SAMMI Group designs and builds complete off shore plant including ship loaders and unloaders to meet the specific needs of its clients. These machines comprise movable frames so as to cut down on transportation operation times and allow the material to be evenly distributed over the entire stowage area, maximising the load and reducing dust emissions into the surrounding environment.

Transhipper Bulk Sumatra – Pictures courtesy of COECLERICI SpA Logistics Division

The ship-loader below forms part of a complex system designed and built entirely

by SAMMI. It has the distinction of being the first plant in the world suitable for off-shore transhipment of bulk sulphur using belt conveyors. This machine is the first of its type capable of carrying out movements and performing so as to be

able to load any type of ship (from small crane ships to Panamax size ships), offering marked reductions in transhipment times while still observing environmental regulations.

Transhipper Bulk Kremi – Pictures courtesy of COECLERICI SpA Logistics Division

The system is designed to handle 750t/h of sulphur but is also able to transport coal and iron ore of various specific gravities, using inverters in the extractors. The ship loader is capable of rotating 270° about its own axis and vertically between

0° and 50° and is telescopic so its length can be extended by a further 30 metres.

The fact that the ship loader can traverse allows the cranes to straddle the holds of crane ships, thus enabling them to be loaded.

www.sammi.it

Profile: Coeclerici

SAMMI SAMMI started to work alongside Coeclerici SpA Logistics Division in 2005, with the first transhipment plant ‘Bulk Pioneer’ realised for Coeclerici SpA Logistics Division, where despite the tight timelines of the project, all the plant performances requested in the beginning were largely overcome.

Due to its versatility, skill and ability to tackle ever more complicated projects and challenges, day by day, SAMMI Group has gained the trust of Coeclerici SpA Logistics Division, creating a relationship that goes beyond the normal supplier/customer relationship, over time becoming a partner on which to rely when faced with the challenges created by the market.

Today, SAMMI Group is the sole supplier of Coeclerici SpA Logistics Division for offshore plants.

producers, such as PT Berau Coal, the fifth largest coal producer in Indonesia and international partnership with local companies.

The four Floating Transfer Stations were designed to the specific need of PT Berau Coal right from the drawing board and are being used to conduct offshore coal transloading operations at Muara Pantai anchorage, East Kalimantan, Indonesia, at a loading rate, each, in excess of 40,000 tons per day.

One of the strong points of Coeclerici logistics division business is that it is market oriented and focuses on the real customer’s needs. The floating terminals Coeclerici designs, builds and operates for its clients, are innovative vessels, built to highest technological and safety standards by the most advanced shipyards in the world.

The floating terminals are cost effective alternative to fixed port infrastructures, useful for solving logistical bottlenecks, port restrictions, draught limitations or lack of port facilities.

Another significant example is given by the two 53,776 deadweight last-generation transshipment units, Bulk Zambesi and Bulk Limpopo, specifically designed to overcome logistical constraints inherent to the port of Beira (Mozambique), as well

as to optimise, from both a commercial and environmental point of view, Vale’s coal handling process from the Moatize mine to worldwide importers.

Viewed as the cornerstone of Coeclerici’s business since its inception, the shipping segment was further strengthened in 2013 via a joint venture with Italian firm d’Amico Group. An important step in Coeclerici’s growth strategy, the partnership has resulted in dACC Maritime Limited, a Dublin based company that has two 60,000 deadweight tonne supramax bulker newbuilds on order, with options for two more, at the world-renowned Oshima Shipyard, Japan.

Strongly committed to environment protection and the stringent control of sea and air pollution, both d’Amico and Coeclerici have chosen vessels designed with compartments that recover and treat residual water from cargo holds. In addition, the vessels have class notation ENVIRO, for gas limitations from the combustion, double wall fuel and oil tanks, as well as GP certifications that ensure no environmentally harmful materials were used during the construction.

Furthermore, the design will include integral technological upgrades that ensure the units are highly flexible and specialised from both a technical and commercial aspect. The propulsion will include the most up-to-date Man/B&W engine, ME type electronic controlled with low RPM, which will enable speeds of 14.5 knots when combined with cutting-edge solutions to the propeller and hull. This remarkable design will save approximately seven tonnes of fuel on a daily basis when compared to similar modern vessels in operation.

Due for delivery in the second half of 2015, the first two vessels will potentially be followed by the two optional ships in 2016.

Operating in a challenging market, which rewards firms that invest and adapt, this joint venture of two leading shipping firms

Floating Transfer Station ( FTS) Bulk Java during operation. The FTS is part of a fleet composed of four units working for PT Berau Coal at Muara Pantai anchorage / Indonesia

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Profile: Coeclerici

is certain to lead to exceptional results as a wide range of shipping expertise and managerial experience knowledge is shared.

With a firm belief that correct conduct and true transparency throughout all operations is key to ongoing success, Coeclerici has developed a coveted reputation for excellence over the years.

Through continued technological enhancements that provide safe and environmentally friendly transportation, the group ensures full compliance with IMO resolutions, IACS class standards, IOPP/ISPP standards and ISO 9001 requirements for lower dust emissions from coal handling operations. This is made possible through the utilisation of products and technology such as closed grabs, water spray systems, duly designed hoppers, wholly enclosed conveyer belts and shorter grab cycles. This commitment to high standards and serving customers with a comprehensive range of quality services is certain to hold Coeclerici in good stead as emission and fuel regulations become increasingly more stringent in the shipping industry.

Despite a challenging economy in 2012, the group recorded a turnover of 589 million euros and a net profit of about 15 million euros. With a tradition for continual strengthening of its corporate structure via joint ventures and partnerships as well as ongoing strategic investments in areas of potential growth, Coeclerici has developed a group that is fully capable of prospering in the most challenging global economic markets. l

Coeclerici

The 53,776 DWT Bulk Zambesi transhipment vessel, the first of two such vessels to be deployed at Beira port, Mozambique

www.coeclerici.com • Global group divided into four divisions • Joint venture with d’Amico Group • Over 100 years of experience

A view of Korchakol mine located in Siberia near the city of Novokuznetsk

CEVA Italy CEVA Freight Italy and Coeclerici’s partnership started in 2013 to provide spare parts freight services from Italy to various destinations. The nature of the products requires timeliness and maximum attention to every single detail. CEVA showed a great service level and high standard of quality due to its innovative track and tracing solution. Leveraging on its experience and network, CEVA supported Coeclerici to reach every destination in the world.

CEVA Logistics, one of the world’s leading supply chain management companies, designs and implements industry leading solutions. Approximately 50,000 employees in more than 160 countries are dedicated to delivering effective and robust supply chain solutions across a variety of sectors where CEVA applies its operational expertise to provide best-in-class services across its integrated network.

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Ship to ship cargo transfer

Smooth

operator O

perating one of the world’s largest, ultra-modern fleet of deep-sea, coastal, regional and inland parcel tankers, Stolt Tankers is the shipping arm of StoltNielsen Limited (SNL), a leading global provider of integrated transportation and storage solutions for speciality bulk liquids and other liquid products. A provider of safe, high quality, reliable transportation services to major manufacturers of chemicals and other bulk liquids around the world, Stolt Tankers is one of SNL’s three largest subsidiaries, alongside Stolthaven Terminals and Stolt Tank Containers. Stolt Nielsen Gas (SNG), Stolt Sea Farm (SSF) and Stolt Bitumen Services (SBS) make up the rest of the company’s broad portfolio of services.

The divisions of SNL tend to merge complementary business strengths to further strengthen the services offered to customers.

One notable example of this is Stolt Tankers, with its fleet of more than 150 ships and barges, and Stolthaven Terminals, which boasts a global network of high efficiency terminals, operating together to form an integral part of its customer’s global supply chains.

With approximately one-third of each voyage spent loading and unloading in ports, this strategic development has resulted in reduced port times and increased efficiency as it gives complete control over the tanker/terminal interface to Stolt Tankers. This control, as well as the company’s comprehensive knowledge of its clients’ supply chain flows, is a major strength in Stolt Tankers’ abilities at meeting customer needs. Furthermore, the firm takes advantage of its unrivalled product information and

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cleaning database, which has been developed from the operational experience it has acquired over the years and enables the company to handle and clean the most challenging cargoes quickly and efficiently.

Business within Stolt Tankers is divided into tanker trading and ship management, with the former consisting of chartering and ship operations teams that manage the successful voyages of Stolt Tankers’ fleet of more than 60 deep-sea parcel tankers and over 90 coastal and inland tankers. Uniquely equipped to meet the requirements of the most demanding customers, the company’s deep-sea fleet, alongside its Stolthaven Terminals network and regional and costal fleets based in China, Europe, the Caribbean and Asia Pacific, enable Stolt Tankers to provide an unrivalled comprehensive package of transportation service options.

Working closely with the chartering team, the firm’s ship operations team works tirelessly to meticulously organise each voyage to the most minute of details; helping to co-ordinate virtually every part of a project from transhipments and bunkering, loading and discharging to port calls and weather routing, this group of highly trained personnel ensures a swift and efficient service in line with the high expectations of Stolt Tankers and its clients.

Counting many of the major chemical and petrochemical firms such as BP, Chevron and Shell as long-term returning customers, Stolt Tankers, as part of SNL, is committed to operating safely, in a manner that also focuses on environmental protection. This

Profile: Stolt Tankers

Stolt Sneland

Stolt Sneland at Oiltanking Stolthaven Antwerp

dedication enables the company to confidently meet the stringent demands of the shipping, marine and oil and gas industries.

Moreover, the company meets all current necessary local and international regulatory requirements within the areas it operates and is engaged in long-term plans to enhance its safety and environmental performance in line with upcoming rules and regulations.

For example, the reduction of CO2, NOx and SOx emissions is one of the core objectives of the company’s energy management project. Launched in 2006, the project is centred on a continuous effort to boost energy efficiency of Stolt Tankers existing and future fleet. Obtaining ISO 14001 certification in March 2010,

the company’s actions include the use of travelling specialists to analyse ship performance and offer best-practice guidance to crews, engine tuning to enhance performance and reducing resistance with smooth hulls and propellers. So far, this process has resulted in a significant reduction in the fleet’s fuel consumption.

Equipped with sophisticated handling equipment, such as specialised cleaning equipment, nitrogen generators and heating and cooling systems, the experienced firm’s current fleet is wholly capable of safely handling virtually any liquid cargo; this includes petrochemicals, acids, clean petroleum products, specialty chemicals, vegetable oils, lubricating oils and commodity chemicals. To meet future demands, Stolt Tankers has five

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Profile: Stolt Tankers

Stolt Kittiwake

38,000 dead weight tonne stainless steel parcel tankers on order from Hudong-Zhonghua Shipyard in China, which are due for delivery as of the final quarter of 2015. A versatile chemical tanker that is capable of transporting various types of cargoes in unison, the parcel tankers on order will be equipped with 42 stainless steel cargo tanks, cargo pumps and heating and cooling capacity. Offering operational flexibility, the vessels will also have a shallow draft that is anticipated to minimise fuel consumption in comparison to current parcel tankers that are fully loaded. In line with this acquisition, Stolt Tankers expects to recycle five vessels constructed in 1986 and replace those with the new IMO I, II and III certified tankers in 2016.

Furthermore, following the launch of a joint venture between NYK and Stolt Tankers, NYK Stolt Tankers ordered a 38,000 deadweight tonne parcel tanker from Hudong- Zhonghua Shipbuilding Group in October 2013. The strategic order is part of NYK and Stolt Tankers’ plan to maintain a competitive fleet within the growing chemical market that can deliver excellent services throughout complex operations and Stolt Tankers ambition to becoming the preferred tanker operator for its core customer base.

Committed to conducting its business operations in a socially responsible manner, Stolt Tankers’ ship owning division is an integral part of the firm’s growth strategy, as it monitors and new research and development processes within the field of ship management and ship hardware. By remaining at the forefront of innovation, Stolt Tankers will continue to exceed constantly rising standards, maintain the highest levels of quality and meet the ever evolving demands of the global shipping industry. l

Stolt Tankers

Stolt Aquamarine at Oiltanking Stolthaven Antwerp

www.stolt-nielsen.com/Stolt-Tankers.aspx • Operates a large, sophisticated fleet • Partnership with Stolthaven Terminals • Expanded fleet in 2013

Clean Marine The Clean Marine Exhaust Gas Cleaning System (EGCS) is a hybrid solution allowing vessels to operate in open/ closed loop in all waters and ports without loss of efficiency and well within the IMO regulations for emissions to air and sea. It is the only proven allstream system currently on the market: all exhaust sources (boilers included) are served by one common EGC unit without any back pressure. A certified system is in operation onboard the Bulkcarrier Balder and Clean Marine are supplying EGCS for various tanker vessels currently under construction at the leading Asian yards for AET, Dorian LPG and Stolt Tankers.

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Profile: Maritime Protection

Solid

reputation W

ith over 40 years of experience with highly skilled engineers, Maritime Protection AS has a rich history in delivering inert gas systems for the marine and offshore industries. The company was first established in 1970 to provide inert gas systems for crude oil tankers, ore-bulk-oil carriers (OBO) and product carriers. Between 1970 and 2013 Maritime Protection enjoyed a lively history, becoming Permea Maritime Protection when it was purchased

by Monsanto Company along with a further three US companies during 1985. The 1990s brought with them further important developments for the company, when in 1991 Permea Maritime Protection became part of Air Products AS following the 100 per cent acquisition of Permea by the US company Air Products and Chemicals. By 1999 the division was fully integrated in the Air Products organisation.

The name Maritime Protection would not appear again for another decade, with the sale of Air Product’s assets relating to the Norwegian combustion gas generation business to Boss Montasje AS in 2009. Mr. Steinar Andersen, managing director of Maritime Protection, said in a press release: “The Air Products’ combustion gas generation assets we are acquiring today, will enable us to continue to serve the global shipping and offshore industries as one of the major suppliers over the years to come. By reactivating Maritime Protection AS, and also joining forces with Boss Montasje, we will be an excellent team to meet the future challenges. We will be able to deliver state-of-the-art systems at competitive conditions, and create new business opportunities with local companies, serving the offshore industry and

together take advantages of the effect of a synergistic relationship.”

The company continued to perform well and by 2013, Wilhelmsen Technical Solutions AS (WTS) had signed an agreement to acquire 100 per cent of the share in Maritime Protection AS. The purchase is intended to capitalise on Maritime Protection’s impressive reputation and its four decades of experience to further increase the WTS portfolio within the marine and offshore segments. Today, the company’s main customer base includes shipyards in Korea, China and Japan as well as the barge market within the US. The offshore market in Brazil with contracts received from Quip and EEP for Petrobras FPSO’s is also of vital importance.

“I am very excited that we show our commitment to the maritime industry and its customers, with our second acquisition in six months,” says Petter Traaholt, president of Wilhelmsen Technical Solutions (WTS). “Maritime Protection has the hallmarks of a world class asset within this sector with a strong reputation and solid foundation. By investing and expanding what we can offer we not only strengthen our safety portfolio, but we can now deliver a complete range of inert gas solutions for offshore and marine applications.”

Inert gas is used to protect vessels carrying crude oil, hydrocarbon gases and refined oil products from fires and explosions. Inert gas is a mixture of gasses containing insufficient oxygen to support the combustion of hydrocarbons, which is produced through either a flue gas system or via a dedicated inert gas generator. These are used to keep the oxygen content of the tank atmosphere below eight per cent, which is reduced to as low as five per cent or lower in line with IMO requirements. For gas tankers the amount of oxygen acceptable within the atmosphere is as little as 0.5 – 1.0 per cent. Maritime Protection AS offers a wide

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Profile: Maritime Protection

range of combustion based inert gas systems that are designed to withstand the demanding conditions of shipboard operations and its systems provide the lowest cost inert gas generation possible, without compromising on quality or safety.

The standard variants of systems that Maritime Protection AS delivers are divided into flue gas systems, inert gas generators, flexinert systems, dual fuel inert gas generators and a new generation of dry inert gas generators. The company’s flue gas systems cool and clean flue gas available from the ship’s boilers and distribute the gas to the cargo tanks, typically during cargo discharge. An important benefit is that flue gas contains less than the five per cent IMO requirement of oxygen; therefore no further treatment is necessary.

In situations where no existing supply of flue gas is available, inert gas generators offer an effective solution. Systems comprise of a combined burner and scrubber part, both of which are seawater cooled. Marine diesel oil or heavy fuel is burnt to produce inert gas with an oxygen content of between two and four per cent, this is then delivered to the scrubber part where cooling takes place and the gas is cleaned by sprayed seawater before being distributed to the deck area of the ship. Dual fuel inert gas generators function in the same way as standard generators except that they are able to operate using a combination of fuels, that is to say marine diesel oil, marine gas oil and natural gas. This application is most commonly used on floating production, storage and offloading (FPSO) vessels and other offshore installations where natural gas is available.

As Maritime Protection moves into 2014, it will look to capitalise on its new dry inert gas generator system. The design is mainly focused for use on LPG and LNG carriers and in addition to the classical inert gas generator based on combustion it employs a two-stage dehumidification system based on cooling and absorption. With a keen passion for developing new technologies, Maritime Protection offers an innovate replacement to classical two bed absorption towers that combines Japanese technology with Norwegian production expertise. The key element of the system is a rotating absorber and the combined, modern design of its inert gas generator, cooler and dryer requires less space and less energy in addition to being far more service friendly. This design, along with Maritime Protection’s wider product portfolio makes the company an invaluable partner on the frontline of vessel protection. Steinar concludes: “All of the process, mechanical and electrical design as well as assembly and shipment is carried out from Norway. Even the equipment must be price competitive; the firm’s highest focus is on the quality of its equipment as well as the service it delivers. Shipyards themselves are amongst its contract partners, while the vessel owner is the end user of the equipment.

As a unit of the Wilhelmsen family, the company’s future target will be to extend its service globally by utilising its own flying service squad as well as the Wilhelmsen global network.” l

Maritime Protection

www.maritimeprotection.no • Provides inert gas systems • Fire and explosion protection • Comprehensive aftersales service

hp technik hp TECHNIK Germany is a leading manufacturer for industrial oil pumps and valves, supplying to burner, boiler OEMs around the globe. It has been working with Maritime Protection since 2005 when they first started buying its oil pumps. The company today supplies them with marine approved motor pumps with integrated overflow valves. Additional to this the companies work together on the field of spraying systems and hp TECHNIK supplies Maritime Protection with its Monarch nozzles.

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Engineering

expertise

A

leading provider of engineering and underwater services, British owned Global Marine Systems can trace its subsea installation pedigree back 160 years, to the installation of the worlds’ first subsea cables. Since then, the company has set numerous records including installation of both the deepest and the longest cable systems in the world.

The company has installed over a third of the world’s subsea communications cable.

Last highlighted in Shipping and Marine magazine in June 2012, director of installation Andy Lloyd recently elaborated on Global Marine’s developments since that time: “We have been extremely busy working on a range of projects while also expanding our business to include more solutions for the oil and gas market.

We see data communications at offshore fields as an important development for the industry, and we offer outstanding services to field owners who want the benefits of offshore communications, particularly with our experience in cable routing, and our vessels that are optimised to install smaller diameter cables such as those used for data networks.”

Available 24/7, 365 days a year, Global Marine Systems operates a diverse range of dedicated vessels that are capable of providing services for even the most challenging of subsea installations. The Cable Barge Networker is an impressive 60 metre x 20 metre cable barge fitting with four azimuthing thrusters, a four point mooring system and a 20 metre spud for positioning. “With a sophisticated survey suite, CB Networker has an impressive record of successful

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cable installation and repair works, working mainly in South East Asia,” explains director, fleet & operational support, Capt.Simon Hibberd. Furthermore, Networker has a diverse range of powerful, deep-burial injector tools and a rocksaw to accurately lay and bury cables up to 12 metres deep, even in rock-laden sea floor.

Simon continues: “Another notable vessel is CS Sovereign, which is fitted with two 2300t powered turntables for deployment of power cables. She has an impressive record of inter-turbine

Profile: Global Marine Systems currents, weather, seismology, tides, permits, other seabed users, seabed temperatures, fishing and shipping activities.

“In essence, we identify any possible sources of risk to the cable, the extent to which identified hazards are best managed to limit installation risks, and recommend routes that conflict as little as possible with existing subsea infrastructure,” explained Andy.

Geophysical Influences on Cable Engineering Routing

• Geology and geomorphology of the region

• Shallow geology and seabed sediments

• Bathymetric and geological risks to cable security

Met: Ocean Influences on Cable Routing

cable installation work and is currently operating in the Global Tech 1 Offshore Wind Farm, based off the coast of Germany.”

Boasting unparalleled proficiency in its cable routing service capabilities, Global Marine Systems has the capabilities and expertise to assess and engineer a cable route prior to installation; a highly specialised skill that offers early identification of seabed obstacles and full evaluation of route considerations. These aspects are crucial for Global Marine’s customers in supporting the management of installation risk profiles, the containment of costs during the installation process, and in ensuring long-term security for the life of their cable system.

In January 2014, the dynamic firm was awarded the contract for subsea cable route engineering, survey and cable supply for a subsea cable installation across the Highlands and Islands for BT. Elaborating on this major contract, BT’s biggest ever subsea project in UK territorial waters, Andy says: “This project involves approximately 20 cables that are being placed around the Scottish Highlands and Islands. In terms of shallow water aspects and the amount of interaction with shore end works, this is quite a challenging area for subsea cable installation. Global Marine’s cable routing service is crucial to the successful completion of the project.”

In addition to subsea cable installation, Global Marine also provides cable maintenance and repair, and maintains a database of the world’s cable faults that it uses to identify high risk areas for cable installation. “According to our database, 68 per cent of the world’s cable faults occur in water depth of less than 200 metres, and most of those are in depths of less than 50 metres,” explained John Walters, director of maintenance for Global Marine. “It is absolutely crucial that we understand the make-up of the seabed, and other factors that can influence the integrity of a cable, well ahead of its actual installation.”

Global Marine’s route engineering team identifies potential threats to cables in the planning stages, prior to the installation.

Threats can include trawlers, anchors, ice, and even unexploded ordinance. There are further obstacles to cable routing inclusive of pipelines, offshore platforms, wellheads, umbilical cables, windfarms, and coastal developments.

Global Marine’s cable routing information focuses on factors along the proposed cable route that will constrain and influence installation processes, effect system integrity, and ultimately ensure both cost control and risk reduction for their customers. The company supports the identification of cable landing sites, provides information on bathymetry, seafloor and shallow seabed lithology,

• Oceanography

• Meteorology

Conservation and Environmental Influences on Cable Routing

• Marine protected areas

• Environmental Protection

• Archaeological Sites

Fishing Influences on Cable Routing and Security

• Fishing methods

• Fishing fleets and effort distribution

• Fishing impact to project

Anthropogenic Hazards to Cable Security

• Shipping and anchorages

• Wrecks and obstructions

• Dredging and dumping zones

• Hydrocarbon exploitation

• Renewable energy

• Submarine cables and pipelines

• Military activities

As the oil and gas industry moves into deeper waters and more demanding areas around the world, Global Marine’s engineering services are focused on the high quality installation and protection of subsea cables through state-of-the-art technology. One way the dynamic firm minimises risk is through new designs, enhanced deployment techniques and ultra-modern applications such as the XT601; a 600 HOP ROV that is the latest evolution of subsea cable maintenance vehicles.

Discussing this innovative development is Global Marine Systems’ director of maintenance, John Walters: “Capable of diving to water depths up to 2000 metres, the XT601 is being mobilised on board our Philippines-based vessel and will undertake sea trials in February 2014. Designed to de-trench the cable, cut and grip using manipulator arms to facilitate recovery to the deck of the cable ship, the XT601 will rebury the system using water-jetting to a depth of three metres once the cable has been repaired.”

Looking ahead, the innovative firm is focused on delivering the best possible subsea cable installation solutions around the world and is currently preparing for a major Arctic based project that is www.shippingandmarine.co.uk - 39

Profile: Global Marine Systems

have strong appreciation, having previously installed the world’s most northerly commercial fibre optic cable. Our ship-board installation crews are well qualified for the challenge,” says Simon.

Having developed its expertise, knowledge, technology and vessels to meet the ever-evolving needs of the telecommunications and oil and gas industries, Global Marine Systems has long been a global leader in subsea cable installation, as Simon concludes: “I have worked for Global Marine for 25 years; from experience I am happy to attest that our customers can trust us to listen to their requirements, to plan how to meet these requirements and to deliver in the field.” l

Global Marine Systems

beginning in mid-2014 for Uninett. “We have been working hard preparing for this project, which includes necessary route survey work as well as the provision and installation of the cable. Working in the Arctic Circle presents particular challenges for which we

www.globalmarinesystems.com • Specialises in subsea cable installation • Uses state-of-the-art equipment • Ranked in the UK Sunday Times’ Top Track 250

Marine Contractors & Consultants (MCC) Marine Contractors & Consultants Ltd (MCC), a valued subcontractor of Global Marine Systems, is a leading, international company specialising in the submarine cable industry. MCC and Global Marine Systems have successfully worked together on many cable projects. MCC provides assets for coastal and near shore operations, offering a full spectrum of marine and

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diving services to clients across many industries. Its personnel have developed a wealth of expert knowledge in installation and protection of all sizes of fibre optic cables. They have a strong international track record and are available to offer support from consultancy to execution of a complete project.

Profile: MEC Shipyards

Plans for

success

M

EC Shipyards is one of the divisions of MEC Panama, a company that was incorporated in Panama in 1999. Today MEC Panama’s operations are divided into three other areas alongside shipyards - afloat repairs, underwater, and chandlering and between them they can undertake a range of services, such as afloat ship repairs, permanent dry ship repairs, temporary underwater repairs, permanent underwater repairs, ship bow thruster repairs, crane repairs, mechanical ship repairs and dry docking repairs.

It is the mission of the entire staff of MEC Panama to provide the best value in ship maintenance on the North and South American continents. The organisation’s goal is to provide proper ship upkeep at a reasonable price, in a predictable and agreed allotted time, at an acceptable level of quality.

The history of MEC is filled with significant developments and events. It begins in 1999 when the company was created with the aim of providing pollution control services in Panama.

However, the company very soon became aware of the lack of cost effective and high quality ship repair services in Panama and the urgent need to provide ship repair solutions to vessels transiting the Panama Canal.

Between 2002 and 2005 and after a name change, MEC started to promote its services around the world, offering ship repair services to the ship owners calling at the ports of Panama and of the region. By the year 2005, the company was solidly established as one of the main ship repair companies in the Central American region. Also by the end of the year 2005, the company started to work with the Panamax Dry Dock Facility and Braswell Shipyard both owned by the Panamanian www.shippingandmarine.co.uk - 41

Profile: MEC Shipyards

Government and managed by the Braswell family.

The company very quickly became the main contractor of the shipyard, servicing the three dry docks of the facility and gaining valuable experience as a shipyard repair service company. By the end of 2007, the company had decided to become a shipyard on its own and started on the path to achieving this goal.

Over the next two years MEC continued to work as a sub-contractor at the shipyard facility, but began operating several small shipyard facilities on a lease basis. The main ones were the Canal’s facility in Mount Hope, which had a capacity for vessels 120 metres in length and 20 metres in breadth, and the former Astilleros Veracruz International, a slipway shipyard facility located on the Pacific side of the Panama Canal, with a similar capacity to the Panama Canal facility on the Atlantic.

2010 was a very significant year, as almost 11 years after founding of the company and the first repair services, MEC was able to buy the Veracruz facility and, on March 15, 2010, started operations in the new shipyard, with the entrance of a 700 ton small supply tanker vessel. Today, the company still carries out the afloat repairs that continue to be its customers’ main requirement, but is in the process of upgrading the Veracruz shipyard to service vessels 150 metres in length and to have, in the next three years, a Panamax pier facility.

The developments for MEC have continued until the present day. In June 2012 it increased its capital structure in order to enable the process of taking its ship repair operations to the next level. This was achieved by establishing a partnership with Peikard International, a strong Panamanian commercial and financial group. With this new structure, MEC was ready for its next target: Braswell Shipyard.

Less than a month after the capital structure deal was agreed, MEC’s proposal for the ex Braswell Shipyard Facility was approved as the best valued. As a result its international bid was accepted for the commercial operation and administration of the Balboa Panamax Dry Docking Facility, ex Braswell Shipyard, for a period of 20 years.

Following two years of planning and improvements, the new shipyard opened in January 2013, after investments of $4.5 million were made into new cranes, welding equipment and updated facilities, with another $2 million of spending planned. As of October 27th, 2013 over 40 vessels have been delivered under complete, special survey, class-approved repairs.

This new facility is being added to the MEC Shipyard portfolio, alongside its other locations. Its headquarters is based at the entrance of the Panama Canal, on the Balboa Port Terminal, with over 12 hectares of industrial shipyard facility.

The Balboa Port Terminal is a major facility, which includes three graving docks for vessels up to panamax size, with over 12,000 sqm of fully equipped workshops.

The facilities and services on site range from well equipped steel plating and pipe shops with computerised cutters, 400 ton hydraulic press, automated MIG and TIG welding equipment, to grit blasting and paint spraying services, arc submerged

welding, and much more. With European and American hitech production equipment and excellent management with combined 300+ years experience, MEC Shipyards Balboa location is able to ensure high quality and just-in-time delivery.

In addition, the company also operates the previously mentioned Veracruz (West Balboa) Shipyard, which has over 1.5 hectares of shipyard facilities, at the Pacific side of the Panama Canal.

MEC’s Balboa Anchorage gives the organisation a variety of safe and deep draft anchorage locations, where it can perform any top side repairs, while at its Cristobal Anchorage, located on the Cristobal Inner Roads (with Panama Canal authorisation) it can offer full afloat repair services. Finally it operates Colon 2000, a panamax lay by berth available for emergency repairs at the Atlantic entrance of the Manzanillo Bay. These locations work together to create a successful and reliable company, which has established very strong relationships with suppliers and customers alike.

Going forward into 2014, MEC Shipyards has further plans for development and success. It is aiming to achieve certification of its quality system to ISO 9001, making further investments into the new shipyard and to ensure it can meet the needs of customers. These plans will help the company to continue delivering total customer satisfaction. l

MEC Shipyards

www.mecshipyards.com • Recently re-opened the Panama Shipyard • Leading dry dock facility in the area • Significant investments made into premises

Pintuco Central America Pintuco Central America is the leader in the region in the production and commercialisation of world-class paints, and is the authorised distributor of the International Paint, Devoe and Wasser brands through its trading Centro de Pinturas Glidden and KCI Export Trading. Since 2012, the company has been a strategic business partner of MEC Shipyards Panama, supplying the products used in the painting projects for boats and industrial type. The company has a specialised team, offering technical and commercial support to the MEC, providing coating systems tailored to the customer needs and projects.

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A story of

innovation F

or almost a century, Palmer Johnson has maintained its brand values of design, performance and emotional appeal. These core ideals are deeply embodied in the spirit of the company and are reinforced and manifested in its beautiful yachts.

The story starts with humble beginnings as a wooden boat builder. As time passed and the ships evolved, huge milestones were achieved - famous Palmer Johnson yachts won every major championship race in the golden era of sailing yachts, for example. The tradition of bringing new ideas and heights of achievement to the market has continued and is still reflected in the groundbreaking design of Palmer Johnson’s Sport Yachts of the last decade and now in its revolutionary SuperSport series.

Palmer Johnson’s next generation SuperSport range contains superyachts that are swift, efficient, stable and deliver a exemplary yachting experience. It may sound implausible for a superyacht to be faster, more economical, more steady and more spacious without compromising performance or comfort, as it has not been achieved before now. However, the SuperSport delivers these benefits in a sleek and stunning carbon fibre body that has been designed without a single flat surface.

This series was completely re-imagined from the hull up,

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and this meant leaving the status quo behind and taking bold decisions to redefine the future of yachting. The end result is a masterful and intuitive blend of design, technology and performance, which is unique as a class of superyacht.

Alongside the SuperSport range at Palmer Johnson is the Sportyacht series, whose story began in 2004 when the company started out to create the ultimate Sportyacht. The result is an iconic design, which marries cutting edge styling and a distinctive sleek profile. As with every product created by Palmer Johnson, these yachts are engineered to the highest superyacht standards, built in aluminium from an iconic brand with true pedigree.

The Sportyacht range offers a more dynamic lifestyle for its owners – one that remains relaxed and elegant. Large open decks flow into sophisticated beach house interiors. Hulls feature exceptional sea keeping abilities, even at speeds of 28 – 32 knots and the range comes in different sizes from 120ft to 210ft.

The latest addition to the range is the new Palmer Johnson 35M Carbon Sport. Showcased at the Monaco Yacht Show in 2013, this new vessel is designed to create a new benchmark in yachting. An entirely new design, but with familiar cues, the PJ35M promises to offer its owners ground breaking performance combined with distinct flowing lines for aesthetic

Profile: Palmer Johnson and guest experience on board. Focused on elegant yet relaxed lifestyle, this stunning 64m balances and blends airy indoor areas with generous outdoor deck spaces, creating an open environment that emphasises panoramic sea views while ensuring privacy. Defined by distinctive design and stylish presence the PJ 210 is destined to be another truly iconic Palmer Johnson Superyacht.

The PJ 210 left the Palmer Johnson shipyard in Sturgeon Bay, Wisconsin at the end of May 2013 and headed directly for the Med where a full summer cruising schedule awaited her.

Every great company has a story and Palmer Johnson lives up to this adage. It is an authentic brand whose story for almost a century has been about vision, evolution and innovation. It is also a story of people, of a team of third and fourth generation families who live and breathe the brand, and the great yacht designers and naval architects who have worked with the company over the last 100 years. Every one of the more than 200 Palmer Johnson yachts built is still afloat today, a true testament to the pride and passion of its people. l

Every great company has a story and Palmer Johnson lives up to this adage. It is an authentic brand whose story for almost a century has been about vision, evolution and innovation

Palmer Johnson

www.palmerjohnson.com • Design and build super luxury yachts • Leader and innovator in technology • Highest quality used inside and out

impact and a provocative presence. Its 100 per cent carbon fibre construction means it is sleeker, lighter, quieter, but stronger, and three times more stable. It also offers 30 per cent more living space.

Palmer Johnson has long been an innovator in yachting. It is pioneer in aluminium construction, and now again in carbon fibre, both advanced materials of their time. Other vessels hold notable records - Fortuna, built for the King of Spain, was the fastest yacht in the world for a decade. Turmoil was the first explorer yacht built and this vessel has circumnavigated the earth three times.

It is clear that launching boats that change the rules is nothing new to Palmer Johnson. In May 2013 it revealed the flagship PJ 210, which has again been designed to dismiss clichés. It includes the spaces of a traditional tri-deck yacht but races to a 28 knot top speed, cloaked in the elegant flowing exterior lines of the much heralded Palmer Johnson SportYacht design created by Dan Lenard of Nuvolari-Lenard.

The signature unbroken line from transom to bow remains to give side-on flow while the finessed overall proportions means that the beauty of the yacht is enjoyed from every angle. The PJ 210 once again uses innovative design to influence the owner www.shippingandmarine.co.uk - 45

Profile: Blomsma Signs & Safety

Safety

E

first

stablished in 1979 as a drafting and consultancy agency based in Zoetermeer, the Netherlands, Blomsma developed its services from working on safety documentation and safety manuals to becoming a contractor for safety signage. Taken over by current owner Willem Heijboer in 1989, the safety branch of Blomsma updated its name to Blomsma Consultants and operated as a leading, cutting-edge consultancy agency in the field of emergency plans, evacuation, emergency contingency plans, fire-fighting and rescue plans as well as operating manuals for offshore platforms. Strategic divestments in 1999 led to the establishment of Blomsma Signs & Safety, which has since grown into an accomplished and respected segment of the Blomsma Group.

Talking to Shipping and Marine magazine, division manager Brian Lenos begins: “Our main activities can be described in a single sentence: ‘We are visualising safety.’ As a total service supplier, we execute projects as a safety partner to deliver the visual aspect of safety on plants, ships, offshore vessels (FPSOs) and platforms, installations and offices. We deliver the whole solution in terms of safety signage, whether this is from notified bodies with remarks to our customers or it is the safety policy from the company itself.”

With a mission to surpass the expectations of clients through high quality services, experience and a commitment to innovation,

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the family owned firm is in an enviable market position with its returning customer base. “We have a constantly returning customer base, which stems from our mission to not focus on short-term profit but instead ensure our future existence with a service that goes above and beyond client expectations,” highlights Brian. “We are well respected and trusted by major global oil and gas players such as BP, Centrica, TAQA and Chevron; not only that, but we also have major contracts ongoing with Dutch dredging firms and several contracts with ship and construction builders such as IHC, Heerema and Damen Shipyards. Serving Damen on a global scale, we provide several component packages and complete sign packages for ships being constructed in Singapore or other yards.”

Operating within a positive market, Blomsma Signs & Safety was awarded the contract to provide safety signage for the Noble Regina Allen drilling rig in January 2014. Built in 2013 at Jurong Shipyard, Singapore, the vessel requires basic signage such as escape route, fire fighting equipment and rescue equipment signage to ensure the vessel is wholly in accordance with the laws and regulations applicable to the North Sea. “The most challenging aspect of this project is the time frame,” says Brian. “We only have a couple of days to implement the signage for the accommodation segment of the project. We are also providing the signage for the operational parts of the rig, which includes outdoor areas; because the vessel is based offshore, we will use specialised materials, specialised mechanics with required safety training.”

As a market leader in Europe, the dynamic firm has the expertise to deliver a broad range of services, including consulting, inventory, production and installation of items such as safety drawings, safety signage, process identification, pipe markings and anti-slip solutions. “One of our core products is ‘Total Project Service’, which involves surveys, implementation and maintenance of a sign project through a sign plan. The sign plans are evaluated by the client or notified bodies before we continue with the implementation of the signage. Once we have delivered the production, delivery and installation of the signage we also provide maintenance services,” explains Brian.

A sign plan is developed in line with current laws and legislation and offers practical, competent solutions that are suitable to the situation and location of the project. Used as the base for mapping the current situation, the survey’s data is translated into a sign plan and stored as Autocad drawings that are later utilised for the fabrication of the project’s evacuation and safety plans. With years of experience in organising sign plans, Blomsma can efficiently survey and map the most challenging locations and installations.

Providing a clear overview of any existing and required safety signage, a sign plan allows clients full control of the signage and its location as well as optional involvement in the design process before the signage becomes permanent. The comprehensive portfolio of services involved in a sign plan consists of the provision of architectural drawings, survey on location, structural situation, present or required signage, the processing of survey data to sign plan drawings and the presentation and evaluation of the sign plan.

Furthermore, Blomsma Signs & Safety can additionally implement production of standard and bespoke safety signage, competent and skilled installation, project engineering for the best possible end result and regular maintenance.

With a broad range of ongoing projects in its portfolio and a coveted returning customer base, the company is in an advantageous position to continue delivering and enhancing its high quality services in a positive market. “Throughout 2014

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Profile: Blomsma Signs & Safety

we aim to continue as we have over the last 25 years, by finding solutions to projects within the shipping and petrochemical industries. However, a more long-term plan is to expand our engineering capacity and grow an international presence. We have a lot of international projects that are being initiated from Holland and are generating requests from other countries; therefore we aim to continue growth in the Netherlands while also expanding globally,” concludes Brian. l

Blomsma Signs & Safety

www.blomsma-safety.com • Total service supplier • Family company • Fifteen years operational experience

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Riding the

P

roviding services, from newbuilding supervision, quality management, operations, chartering to finance, controlling and crewing, Reederei Thomas Schulte Group was established 25 years ago, with family routes in shipping dating to 1883. It essentially covers all aspects and services within the industry, and with a focus on the bulk and container shipping sector, it manages and disposes over a fleet of ships, weighted 75 per cent in containers. In an interview with Shipping and Marine, Alexander Schulte, managing director discusses the industry and the future plans for the business: “The shipping industry has been in a downward cycle for the last six years, particularly in the container market but also in bulk. The market is relatively weak, and everybody faces the effects of the downturn. The second half of 2013 saw a strong recovery of the bulk markets and although this has eased off a little, the prospects continue to be more pronounced and positive compared to the container side. We envisage another six to 12 months of similar conditions on the container side.

“We can’t change the market, we can only try to adapt our set of capabilities and methods. We have a very clear market philosophy when it comes to ships and management and have very competitive OPEX figures made available to all our customers.

We undertook a capability study, by Boston Consulting Group (BCG) in the summer of 2013 that proved we have an excellent set of service capabilities and way ahead of our peer group.” At the same time it has to be noted that the group operates on a high quality management system (certified by GL with the Excellence Award as the 4th company worldwide).

Born as a solution to dealing with the shipping crisis, the business sought to develop its fleet under a pilot project, as Alexander comments: “We are trying to ensure that our ships under management retain their competitive edge. We generally

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tides want standard ships with a set of technical parameters that brings the tonnage into the top ten per cent range within its segment.

The reason being, in a good market every ship finds a home and employment, but in a bad market, charterers will obviously select the ship with the best technical parameters. It is a process we have implemented right from the beginning, and as technical innovation progresses, we see more economic and efficient tonnage coming in to the services, and as a manager we ensure that our ships remain competitive.”

The utilisation rate of the fleet over the last number of years has been above industry standard, by up to seven per cent, highlighting the commitment from the company to achieve its goals of providing better coverage than others in the market and ensuring that the ships have more on hire than the industry standard. As more economic ships are being built and the evolution of ship design continues, the Thomas Schulte Group has focused on the economies of its fleet under management vessels, with close consideration to consumption, both diesel oil and gas oil and reduced CO2 emissions. “Remaining competitive is the most important tool we have, so we try to maximise the trading potential of each individual ship. We are a leading service provider to the top 20 liner operators worldwide, and our customers want to have ships that fall within a tight scope of requirements,” explains Alexander.

The Thomas Schulte Group has established its own crewing offices in Germany and in Cyprus, as a provision for quality crew.

With high retention rates on the crew the business utilises crewing pools, ensuring that it rotates the same set of qualified personnel over the ships, irrespective of where they are trading. Highlighting the attitude that has formed the basis of business growth, Alexander adds: “We recognise ourselves as an asset manager, and we have a clear asset strategy that differentiates us from a lot of

Profile: Reederei Thomas Schulte

people. It is through the complete service that we provide that we have gained a vast and in-depth knowledge of our assets, and we have a very high market penetration when it comes to chartering these ships. We don’t have any personnel fluctuation, highlighted by the team of very skilled professionals that have been here since the very beginning.”

Looking ahead, the Thomas Schulte Group is planning to expand its services and fleet under management, through the purchase of second hand ships, but also through the expansion of the services that it offers to clients. “We create added value through our quality management, whether that is buying a ship or providing an individual service for a client. We have a very broad customer base ranging from shipping companies right through to working with banks and institutional investors, and expansion will be across all different areas. It is a focus that has become a cornerstone of our philosophy,” says Alexander.

Working on the strategy for growth and the structure of services for the future, the Thomas Schulte Group is in advanced discussions with equity providers, developing in new directions.

Drawing the discussion to a conclusion, Alexander summarises: “You have to position yourself so that you can succeed with growing the company and its services. The shipping industry is undergoing probably its biggest change in history and it is of pivotal importance to adapt with a strategy that will enable the company to remain its foothold and to position the group for further growth. l

Reederei Thomas Schulte

www.schulteship.de • Company built on 125 years in shipping • Proven excellent service capabilities • Bulk and container shipping operator

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Industry

perspective

T

he International Bunker Industry Association (IBIA) exists to provide an international voice representing all sectors of the marine fuel supply chain, from the ‘well to the engine’. The association represents the industry in discussions and negotiations with international and national policy makers, legislators and other stakeholders; reviews, clarifies, improves, develops and endorses (where appropriate) industry methods, practices and documentation; increases the professional understanding and competence of all who work in the industry; and provides services and facilities for members and others. Today it represents the industry at the International Maritime Organization (IMO) as a consultative non-governmental organisation.

Peter Hall took over as CEO of IBIA in April 2013 and he shed light on how the organisation has evolved: “IBIA has changed in a number of ways,” he began. “In January 2013 a survey of the membership was carried out, and the responses indicated what the membership considered are most important services for us to provide.

“As a result of this we are working on a number of key projects that will deliver these membership benefits,” continued Peter. “We also recruited some new staff to focus on the needs of a changing environment, and our membership has expanded over the past 12 months by 13 per cent, and this is linked to our regional reorganisation, which is improving communication and education.”

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This reorganisation also means the Association now operates five separate regions rather than the traditional three. Peter explained the reasoning behind this: “We found this was necessary to improve our communications and provide relevant information to each of the areas where we are active, so we now cover the Americas, Europe and the Mediterranean, Africa, Middle East and India and Asia - 66 countries and over 600 organisations and members. IBIA will be bringing local forums to each region addressing the issues that are current in that locality.”

In fact, another of IBIA’s ambitions going forward has a global angle – the Association wants to encourage worldwide shipping companies and maritime groups to create relationships, and the organisation has formed one of its own as an example. Peter explained: “The face of marine fuel supply is changing with the increase in regulations through Emission Control Areas, which are having a direct impact on shipping in terms of cost of operations.

“These changes are spurring the research for alternative fuels such as gas as a marine fuel, and IBIA has partnered with SIGTTO, which was formed to provide education and technical support for the carriage of gas cargoes. It is a natural link for IBIA, to join with an organisation that has expertise in the safe carriage of gas. We can together provide the most up-to-date information to our members.”

He added: “IBIA will also continue to partner with a number of other ‘like minded’ organisations (such as BIMCO, Intertanko, Intercargo, ICS, International Parcel Tanker Association (IPTA)) to

Profile: IBIA – International Bunker Industry Association

address specific issues, e.g. the issue of poor fuel quality, bunkering contract terms, guides to good practice.

Providing good practical advice to ship operators, to safe guard against these types of problem.”

IBIA also has aims to expand what it calls technical groups. “These are a mechanism that involves the membership in the emerging issues, bringing together the necessary expertise to inform and educate and develop solutions to the issues of the future,” said Peter.

Alongside membership activities, 2014 will see IBIA advising governments in planning for the future, as there are many issues that the industry faces where IBIA can share its experience.

Peter gave a typical example of this in action: “The Californian government implemented the ECA standard on the 1st of January this year,” he said. “In the build up to this introduction IBIA experts provided information to the government on the availability of compliant fuel. IBIA continued to monitor the situation and advised the Californian Air Regulation Board of some of the operational difficulties ship operators were experiencing and encouraged the adoption of a tolerance scheme, where ship owners could have an exemption where it was demonstrated that compliant fuel was not readily available en route.”

As well as offering advice and experience, IBIA is also at the forefront of training and establishing standards for bunkering operations. For example, it has worked with the Singapore Port Authority to support the SS600 bunkering standard. “The delivery of good quality training in the largest bunkering port in the world has led many other operations around the world to adopt these standards,” noted Peter. “As new fuels are considered IBIA is involved in developing standards in conjunction with port authorities to ensure a safe and efficient operation is carried out.

IBIA is also broadening this remit to establish an accreditation scheme for third parties who carry out training so that when the industry sees the IBIA mark of approval, they will know that the quality of training is of an adequate standard.”

He concluded: “IBIA’s intentions are to support pragmatic environmental controls and monitor and evaluate the practical issues highlighting and suggesting mechanisms that can support both parties.” l

IBIA – International Bunker Industry Association

www.ibia.net • Works closely with members on industry issues • International Maritime Organisation status • Holds liaison status with the ISO • Sees its diverse membership as a valuable resource

Intertek Lintec ShipCare Services As a member of IBIA, Intertek Lintec ShipCare Services’ key focus is to provide support to the association. In its role as a fuel testing agency, Intertek ShipCare looks not only to protect the interest of ship owners/operators in relation to the fuel they purchase, but also to highlight any significant industry issues that come to light.

As a solitary entity this is something that can prove to be very difficult, so what better way to pass the message to a wider audience than through an organisation such as IBIA? The links with IBIA stretch back all the way to January 1997, when Lintec Testing Services Ltd first became a member. During that time Lintec (Intertek ShipCare) has provided a link between ship owners and IBIA in an effort to develop and improve practices and bring industry issues to the fore.

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New

developments E

stablished in 2005 by Scorpio Shipping Limited and König & Cie GmbH & Co KG to meet the needs of the tanker and bulker markets, Mercator Navigation, previously known Scorship Navigation GmbH & Co KG, has developed an excellent reputation as a provider of modern, versatile tonnage through its extensive experience in shipbuilding and long-term relationships with the shipping industry’s major producers and suppliers. “The know-how of our two founders and their combined shipping expertise has been the basis for the fast growth of Mercator Navigation, which presently operates a modern fleet of 21 vessels. In 2009 the fleet consisted of 13 vessels, 12 tankers and one bulker, whereas now in 2014 our fleet consists of 11 tankers and ten bulkers, with an average age of 5.7 years,” begins Frank Kunkel, new managing director of Mercator Navigation.

Following the economic crisis in 2008 and the ensuing collapse of the shipping and KG markets, König & Cie commenced a restructuring process, changing its business model from a retailfocused KG house to a small investment boutique and asset manager. Focusing on the shipping and offshore sector as well as its investments such as Scorship Navigation, Treuhand Gmbh and Marenave Schiffahrts AG, König & Cie was viewed as an excellent candidate for further investments in the shipping industry by USbased financial investors Delos Shipping LLC and Tennenbaum Capital Partners, LLC. Consequently, these developments led to the restructure and renaming of Scorship Navigation, as Frank

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discusses: “A few weeks ago there were a number of changes in the company, including the company being renamed Mercator Navigation GmbH & Co KG, the resignation of Emanuele Lauro and Tobias Konig as managing directors and a divestiture of the Scorpio Group as well as several other shareholders.”

Today the Hamburg headquartered Mercator Navigation is represented by the two managing directors Frank Kunkel and Jens Mahnke, who have strategic plans for ongoing growth in a

Profile: Mercator Navigation

challenging market. “The market during the last 18 months was disappointing and we missed the promised upward trend, however you have to analyse the market depending on the type of vessel and generally there are some positive signs for recovery. The TCE rates for bulkers in 2013 were in average between $10,000 and $15,000, which is at least above the operating costs. Our focus will remain on tanker and bulker tonnage, but we will also carefully watch developments in other sectors and especially the container market as this type of vessel could be added to our portfolio. There are now a lot of opportunities due to relatively low new-building prices, but also in the second hand market.”

Growing through extensive operational experience since its inception, the highly regarded Mercator Navigation’s international services include commercial management, technical management, chartering & operation, accounting and crewing, insurance management and claim handling. “We currently operate 11 double-hulled crude and product tankers and ten modern bulk carriers; four of the Panamax tankers are trading in the Scorpio Panamax tanker pool, while two are under long timecharter contracts, the MT King Daniel with Penfield and the King Douglas with STI,” explains Frank.

“Meanwhile, our five handysize tankers are currently operating in the Scorpio Handymax Tanker Pool; four Capesize and Panamax and six Supramax bulk carriers operate in the Mercator Navigation fleet. Two of the Supramax bulkers, Mare Traveller and Mare Tracer, are in a five-year timecharter contract with Hanjin and all other bulkers are employed on a spot or short period basis.” All vessels are commercially managed and operated by the firm, which strives to maintain a high quality professional service while also focusing on cost efficiency. One way Mercator Navigation adds value is through using a diverse range of technical managers that provide technical and crewing services to its vessels.

Furthermore, Mercator Navigation arranges insurances such as P&I, FD&D, H&M, LOH and K&R for all vessels under its commercial management in compliance with the best practice of prudent managers. “Mercator Navigation is also arranging insurance coverage and is handling the insurance claims of other vessels, for example the complete Marenave fleet,” adds Frank.

With its handysize tankers mainly trading in the Baltic Sea, Mediterranean Sea, Black Sea and West Africa, four out of the five vessel types owned by the firm are ice classed, thus enabling calls to various ice covered Baltic Sea ports during the winter season.

Meanwhile, the larger Panamax tankers trade between the UK and the US, Caribbean Sea and Persian Gulf, the Middle East and West Africa. As a global operator, the dynamic shipping firm will face a number of challenges over the coming years as the sulphur content regulations in Emission Control Areas will come into effect in January 2015 before expanding worldwide. On top of this, there is also the impending enforced use of ballast water treatments as well as new MARPOL and IMO regulations.

Despite the difficult market and upcoming regulatory demands on the shipping industry, Mercator Navigation has a strong fleet of fully compliant and versatile vessels to aid it through these challenging waters, as Frank concludes: “Our core business is the tanker and bulker trade; our activities will continue in this sector, however it seems that we will also add container vessels to our portfolio. We start 2014 optimistic, making our plans year by year to cautiously evaluate the at times fast changing developments in all shipping markets.” l Mercator Navigation www.mercator-navigation.de • Restructured and renamed from December 2013/January 2014 • Operate a fleet of 21 vessels • Larger vessels operate globally

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TSM Brehat

Designing quality M

acduff Ship Design Limited operates as one of the most prolific naval architecture and ship design marine consultancies within both the commercial and fishing vessel industries. Since it was last featured in Shipping and Marine magazine in May 2013, the ship design firm has continued to tender its on-going contracts while securing new business in its domestic market within the UK as well as abroad.

The company was founded in 1993 and today employs nine staff that offer a comprehensive range of professional, technical services including full design packages, CAD drafting, profiling kit making, specification writing and feasibility studies, stability work, project management, lengthening, conversions, marine design and naval architecture. The firm’s diverse portfolio of services have seen it employed by owners, operators and by shipyards directly to provide solutions throughout the world. Macduff Ship Design has undertaken work for satisfied customers within the United Kingdom, Denmark, Norway, Sweden, Netherlands, Spain, Portugal, Canada, Croatia, Malaysia, Poland and Turkey. Its international exports today account for around 66 per cent of the company’s turnover, up from 23 per cent in 2011 and 53 per cent during 2012.

In recent years, Macduff Ship Design has continued to pursue its share of overseas markets, winning new customers and repeat clients that reflect the company’s leading market reputation for work that has been approved by a spectrum of classification societies, including DNV, Lloyds, BV, ABS, NKK, and the United Kingdom MCA. Amongst its ongoing projects, Macduff Ship Design is currently undertaking a second round of designs in conjunction with the Turkish firm, Torgem Shipbuilding. The working relationship between the two companies began with a major contract that was signed in 2012 for a series of nine different

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vessels for ATCO in Saudi Arabia, which has now been expanded to include two further orders. The first contract includes additional orders for the 30m ASD Tug and 15m General Service boat, which were present in the phase one contract as well as a further three new designs. Three 19m steel pilot boats, a 15m dive boat and two 15m garbage boats complete the final compliment of vessels included in the contract.

The second contract in ATCO’s recent expansion is something of a milestone for Macduff and Torgem. The order calls for a 45m offshore security patrol boat with a speed of 35 knots and the vessel underscores the adaptability and diversification of both companies and signals an entry into a new market.

The final design of the vessel has been subjected to intensive computational fluid dynamics (CFD) analysis and full tank testing, carried out by CTO in Poland to ensure optimised hull form and power requirements. The patrol boat will feature a quadruple engine installation, accommodation for 18 personnel and will be used to patrol offshore installations in Arabian waters. Kort propulsion are the suppliers of fixed pitch propeller systems to Torgem for all of these contracts.

Macduff Ship Design has also enjoyed successful contracts with the French company, Thomas Services Maritimes. The initial order called for a twin-screw harbour tug, the design of which was originally based on the successful first-in-class, 16m Sally Mcloughlin. This was eventually developed into a 19m, azimuth stern drive (ASD) equipped tug with a predicted bollard pull of 30 tonnes. The TSM Albatre entered service during 2012 and so impressed and confident were the owners of the design of the vessel, that a second tug was ordered before the TSM Albatre was completed. This second vessel, the TSM Brehat was delivered in 2013 with identical equipment its sister vessel, but an increased length of 20.35m.

Profile: Macduff Ship Design

45m Torgem patrol boat

Boustead 16m Macduff tug

The TSM Brehat has an overall length of 20.35m, a beam of 8.2m and a moulded depth of 3.6m, making it one of the most compact and powerful tugs in service today. During sea trials, the vessel surpassed her contractual requirements, achieving a bollard pull of close to 33 tonnes and a free running speed of 11.4 knots using her twin Mitsubishi S12R main engines, each rated at 90/1040kw driving Rolls Royce US155 ASD units. The vessel is also rigged for both bow and stern towing with Ridderinkhof winches and is also capable of plough dredging using independent towing winches for the plough.

It also incorporates an aft gantry, which can be removed when towing and a large capacity deck crane. The layout and equipment on the vessel allow it to undertake a number of tasks including harbour and fairway maintenance duties, making the TSM Brehat and her sister vessel two powerful, efficient and profitable additions to the Thomas fleet.

As the company moves into 2014 it will seek to complete its current design contracts and look to expand its global market share, while maintaining its core market within the UK. With ongoing contracts in Turkey and Malaysia [Boustead], an order for a large 36.5m workboat for the Port of London Authority, a 24m dive support vessel for Beacon Offshore in Thailand and one for a 27.5m workboat for Macduff Shipyards, Macduff Ship Design has an impressive order book that demonstrates its world-class reputation for vessel design. With working partnerships with shipbuilders including Torgem, Boustead

and Macduff Shipyards, the company is well placed to provide acclaimed vessel design with the guarantee of comprehensive construction quality. l

Macduff Ship Design

www.macduffshipdesign.com • Pioneering design • Secured largest single contract • Growing overseas market

16m Sally Mcloughlin and Eileen Mcloughlin

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Shipping &MARINE

The magazine for maritime management

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

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