ISSUE 106 FINAL
The magazine for maritime management
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
The focus of the EUâ€™s Security UPgrade for PORTs (SUPPORT) project is to raise the current level of port security
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ISSUE 106 Early
Editor’s editor’s comment
ThE magazInE for marITImE managEmEnT
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
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
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 email@example.com Office Manager Tracy Chynoweth Head of Research Philip Monument
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
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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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Updates and announcements from the shipping and maritime arena
32 Stolt Tankers
8 The human factor
35 Maritime Protection
Some research has revealed interesting insights into problems on small tugs and workboats
38 Global Marine Systems
10 Luxury and prestige
41 MEC Shipyards
The Dubai International Boat Show inspires visitors with innovation and opportunity in luxury and lifestyle
44 Palmer Johnson
12 Global growth
47 Blomsma Signs & Safety
The cruise line industry is looking forward to a positive year of growth in 2014
50 Reederei Thomas Schulte
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
52 IBIA â€“ International Bunker Industry Association 54 Mercator Navigation 56 Macduff Ship Design 58 Smedegaarden
Top quality of images from todayâ€™s camera stations are being combined with intelligent monitoring and control systems
22 Quality you can trust on the bridge
67 Brittany Ferries
The most recent innovation from DMSS are systems designed especially for the bridge
71 Cyrus-RW Group
64 Naval Rocha
74 Huegli Tech 77 Vlissingse Bootliedenwacht 80 Bernard Schulte Shipmanagement 82 Container Leasing 84 SEA-tankers 86 HeavyLift@Sea
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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.”
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 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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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
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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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 Dubaiâ€™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
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
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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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 EUâ€™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 countriesâ€™ 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.
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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.
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 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
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 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
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
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.
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
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 Walterscheidâ€™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 Armadaâ€™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 Armadaâ€™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 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.
Coeclerici Stolt Tankers Maritime Protection Global Marine Systems MEC Shipyards Palmer Johnson Blomsma Signs & Safety Reederei Thomas Schulte IBIA â€“ International Bunker Industry Association Mercator Navigation Macduff Ship Design Smedegaarden Dynagas Naval Rocha Brittany Ferries Cyrus-RW Group Huegli Tech Vlissingse Bootliedenwacht Bernard Schultz Shipmanagement Container Leasing SEA-tankers HeavyLift@Sea
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 groupâ€™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 groupâ€™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: email@example.com 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.
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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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
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
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 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
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 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
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
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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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,
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
EC Shipyards is one of the divisions of MEC Panama, a company that was incorporated in Panama in 1999. Today MEC Panamaâ€™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 organisationâ€™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
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
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
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
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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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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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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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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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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ince Henning Smedegaard established the company in 1962, Smedegaarden has built a strong reputation as a reliable partner in ship breaking and recycling throughout the European Union and beyond. Today, the company remains a family run business managed by Henning and his sons and operates as one of only a few environmentally approved shipyards in Europe. As a ship breaker Smedegaarden currently operates primarily in three areas, which are receiving ships and offshore equipment for recycling, worldwide trading of ships and the reselling of vessel parts and equipment to the industry. The company accepts vessels from all areas of industry; however offshore vessels and equipment are increasing becoming a common source of trade in terms of recycling and sales. As such, Smedegaarden houses a large stock of used electronic equipment, marine engines, gearboxes, winches and cranes etc that are suitable for commercial vessels of all sizes and type. With EU regulations regarding the recycling of vessels and protection of the environment remaining relatively strict in comparison to other regions, there are only a few ship breakers in operation within Europe. With over 50 years of experience, Smedegaarden is a market leader within this sector making it the first choice for operators looking to dispose of aging vessels in a responsible manner. Its competent staff of around 30 employees is made up of experienced breakers as well as a number of trainees, who will ensure that the company is well positioned to continue
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to lead the industry over the years to come. “We take in between one and three trainees a year to train them to be part of the dismantling team,” says chief of sales Morten Smedegaard. “To do this correctly and to not harm the environment is a long process, it is not something a trainee can work on for two years and be fully experienced. Mostly, we say that trainee time for ‘greenhorns’ is about two to three years and to become fully familiar with the process can take around ten years.”
The market for breaking and recycling has shared in the fickle fortunes of the wider shipping sector over the past six to seven years, following the impact of the global recession. While the environmental importance of responsible decommission of assets continues to climb as an area of priority for operators throughout the world, the market for vessels and parts has been less certain as Morten elaborates: “A lot of shipping companies are taking more consideration in the way that they dispose of vessels and other assets to ensure that they are recycled in a environmentally correct fashion. This is certainly a growing field and represents further business to come. Aside from that, the selling of parts was very slow after the global financial crisis, but this has begun to pick up
again and we are now seeing quite a lot of growth in the sale of second hand parts.” Increasingly, the strengths of the company and its half a century of experience are being recognised by collaborators and shipyards who are changing the way they operate and developing yards that function in the same way as those of Smedegaarden. Working with a varied group of businesses including ACE Winches, Atlantic Shipping Shipbrokers, Heimdal, Nauta S.A, and Maritimeparts the company has an established network of clients and contacts throughout Europe. From its base within the Esbjerg Harbour, Smedegaarden is close to Germany, Holland, the United Kingdom and Norway, which places it in a prime location to service the emerging recycling and supply needs in the region. “We have a good location for all the things going on in the North Sea,” Morten explains. “It is a growing market with extreme expansion within the offshore, oil, gas and wind segments. There is a huge amount of development going on and we are on course to see some of the benefits of that.” The move into 2014 and beyond is set to be an interesting time for Smedegaarden, as it readies itself for the challenges of the booming North Sea sector, while also seeking to spearhead the responsible disposal of vessels both within and outside of Europe.
Macduff Shipyard We have worked with Smedegaarden for many years and have had great experience with them. We look forward to the future and to working with Smedegaarden.
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A key focus for 2014 will be the formation of a collaborative organisation within Europe to support ship breaking and recycling as Morten elaborates: “It will be an independent organisation, of which we will be the founding member. Other associations exist within the maritime sector of the EU, but they are made up of various disciplines. We believe that Europe needs a brand that is focused on collaboration between recyclers who work together to ensure that legislation is observed. This will ensure that companies are recycling in the correct way, with a procedure team in operation carrying out inspections and making sure regulations are followed properly. It will also act internationally to observe the process of vessel recycling downstream. For example, it does not help to send
waste for incineration if the country in question does not have an incineration plant that can cope with the legislation in the field. This is something that goes far beyond the recycling company, as we want to make sure that members have all of the necessary downstream organisation in place so that it is possible to follow every part of the vessel to its final destination.” Longer term, over the next five to ten years Smedegaarden will look to push further into the world market and increase its global foot print with new facilities through the world. Although it has yet to decide upon a final location, the company is keen to explore areas outside of the EU as a potential base for future growth, as well as extending the reach of environmentally friendly vessel decommissioning. This will be an interesting challenge for Morten and the rest of the team as he prepares to take over leadership of the company from his father later on this year. Commenting on the future of Smedegaarden Morten concludes: “My brothers and I will soon take over the company once we have concluded some other projects that we are working on. While there is no set date in place, this will happen before the first of May. We of course have many wishes for where we would like to take the company, but a primary focus for us is to establish recycling outside of the EU. This will be the company’s focus over the next five to ten years, however if all goes well it could be achieved in as soon as three years.” l
www.smedegaarden.net • Ship and building breaker • Green vessel recycling • Parts sale and hire
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stablished in 2004 with the aim of providing high quality and flexible LNG shipping services to clients, Greece-based LNG transporter Dynagas has enjoyed ongoing growth and success over the last decade. With a fleet of six tankers operating worldwide, the company has four new-builds being constructed by Hyundai Heavy Industries, with whom Dynagas has a positive long-term relationship. Previously in Shipping and Marine magazine in 2012, Tony Lauritzen discusses the firm’s developments over the last 21 months: “In April 2012, our company had three LNG carriers on the water and seven under construction at Hyundai Heavy Industries. We completed the construction and took delivery of three of these LNG carriers in 2013 – a doubling of our LNG fleet.” Tony continues: “We have also completed an Initial Public Offering and listed Dynagas LNG Partners LP in New York on NASDAQ in November 2013. The purpose of this listing was to create a platform that would facilitate a relatively faster growth and to allow for participation in large-scale projects.” Operating in an evolving market, the three current focal customers’ of Dynagas
are Gazprom, BG Group and Statoil; looking for partners with a strong track record, financial robustness and cargo access, the company is used to working with a diverse range of major organisations. “Our core customer base is built up of three firstclass market participants who are leaders in their field. We have also concluded a term contract with Cheniere that we are very excited about as this company is a leader in the development US LNG exports; a future key market driver. This will involve lifting cargoes out of Cheniere’s Sabine Pass terminal, which is currently under modification and construction,” says Tony. Managing crew recruitment and training in-house, Dynagas confidently provides charterers and stakeholders with the best possible performance and utmost reliability when it comes to ship management services. Dedicated to safety and excellence, the ISO 9001, ISO 14001 and OHSAS 18001 certified company has achieved incredible performance statistics, while its fleet has been comprehensively vetted by all leading charterers and thus has charters with first class organisations in place. “Dynagas has achieved zero offhire for its fleet since the www.shippingandmarine.co.uk - 61
delivery of our first vessel; we can also evidence zero performance claims, which means speed, consumption, boil off and so on have consistently been within warranted levels. The reason for these strong results are many; in addition to building at top tier shipyard Hyundai Heavy Industries, we also equip the vessels with proven and robust equipment from well established manufacturers
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with a good spare part distribution network,” explains Tony. “Furthermore, we use an all in-house ship management solution that allows us to fully monitor, control and direct a diligent running of the fleet to both our own and our customers satisfaction.” On top of this, the company boasts a zero accident, zero insurance claims after five years of operation, which is due to its belief that health, safety and environment are an critical part of business practice. Elaborating further on this reputation for excellence, Tony highlights: “We believe that all accidents are preventable; in order to achieve these excellent performance statistics, we strive to implement a safety culture where our personnel adopt safety as a way of life. We recognise that health, safety, security and environment form an integral part of our business, which is why we have developed, implemented a healthy, safety, security and environment policy that our people at all levels adhere to. The system is structured so all risk observations are fed back in for continuous improvements.” Using its experience in delivering high quality, safe and efficient marine transportation in harsh environments, the company made history in 2012 when one of its LNG carriers, OB RIVER, became the world’s first to transit and carry cargo through the Northern Sea Route (NSR). Performing all logistics, approval processes and risk analysis for this effort, the successful and ground breaking voyage was the vision of Dynagas chairman George Procopiou,
who initiated research on ice classed tonnage for future LNG projects in sub zero and ice conditions, as Tony discusses: “In 2004, three ice-classed carriers were ordered for delivery in 2007 and 2008; this was the birth of Dynagas. Prior to the first NSR voyage, we built up experience in sub-zero weather and ice bound areas for several years in areas such as North Norway and East Russia. We had been researching and risk-assessing the voyage for a year and a half prior to the actual voyage and overcame several challenges due to substantial diligent planning.” This dedication to quality and safety has kept Dynagas in good stead throughout the economic crisis, which proved devastating for many in the shipping industry; however, the last few years have had their challenges for the dynamic firm. “The most challenging area of our operation has been sourcing seagoing personnel,” states Tony. “When looking back we are particularly pleased that we spent a considerable amount of our time and resources on recruiting and training staff well ahead of our new-build deliveries as we believe crewing will continue to be a challenge for the industry over the coming years.”
MacGregor Pusnes AS MacGregor emphasises safety at sea. Dynagas LNG carriers regularly sail in the Arctic conditions of North of Russia where they are exposed to harsh environments. Having that in mind, MacGregor has further developed its Pusnes frequency driven deck machinery to ensure that LNG carriers meet the requirements for their journey. The ship owner Dynagas LTD has with its valuable feedback been an important contributor to MacGregor in developing the safe operation of Pusnes deck machinery also in harsh weather and deeper waters.
Forward-thinking and benefiting from an excellent track record, Dynagas sees excellent growth opportunities ahead, as Tony says: “Due to natural gas being a commodity that is clean, plentiful and cheap compared to other energy resources, there is strong demand for LNG. In 2002 there were 12 countries exporting LNG and in 2012 the number had increased to 20. Numbers of importing countries increased from 12 to 25 countries during the same period, so we have seen a wide demand for our services. Going forward, we see increased demand for shipping out of the US, Australia, Africa and Russia.” With four new-builds being constructed at Hyundai Heavy Industries, the company is fully prepared for future contracts and projects around the world. “Two of the new-builds will be delivered in 2014 and the other two will arrive in 2015. The vessels will be 162,000 cubic metres, powered by the most efficient and reliable tri-fuel diesel electric propulsion system, equipped with low boil-off technology and a ballast water treatment system. The size of these ships will give great voyage economics while retaining wide terminal compatibility. Overall, we want to continue growing our fleet and to expand our organisation into several large scale projects to become the number one transporter of choice,” Tony concludes. l
www.dynagas.com • Doubled LNG fleet in 2013 • Listed on NASDAQ since November 2013 • Achieved zero downtime since its inception
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trategically positioned in the heart of Lisbon’s harbour on the North bank of the Tagus River, Portuguese shipyard Naval Rocha SA uses its modern facilities and experienced personnel to offer high quality modification and maintenance services to a broad range of vessels. Taken over by its current owner in 2000, the shipyard today has two dry docks, the first being 173.5 metres in length, while dry dock 2 is 104 metres; on top of this, the shipyard has a workshop, equipment and utilities facility and a sheltered harbour. The three current shareholders invested in the yard’s successful development are the Portuguese government, which has a 45 per cent stake, a private investor (ETE Group) with 35 per cent ownership and Lisnave major shareholder taking on the remaining 20 per cent. Originally focused on container vessels from Germany and Benelux, the shipyard diversified its service offering when the
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struggling European economy resulted in a drop in the container market in 2008. “We invested in commercial activities within the cruise, chemical, offshore support and dredging markets within one year of the fall of the container and general cargo market. By moving to other types of vessels, we compensated for the lack of activity in general cargo; although the results were not immediate for our business, the demand for export and the commercial activity of our network is now generating positive results,” begins Sergio Rodrigues, Naval Rocha’s commercial director. Previously featured in Shipping and Marine magazine in April 2012, Sergio discusses the shipyard’s developments during this time frame: “Our operations have been more or less the same since the last interview, however we have seen a noticeable increase in our market share for cruise vessels. Two years ago it was our intention to increase this area of the business and these
Profile: Naval Rocha
By moving to other types of vessels, we compensated for the lack of activity in general cargo; although the results were not immediate for our business, the demand for export and the commercial activity of our network is now generating positive results
plans came to fruition in 2013 when we became involved in the conversion of two cruise liners. One of the vessels was functional and the first project involved the application of almost 4000 square metres of silicone paint. On top of this, we have continued trying to penetrate the offshore market and have had some success with working on one or two offshore support vessels (OSVs).” An ideal junction for vessels passing through the Mediterranean Sea, Atlantic waters and also traveling up from West Africa, Naval Rocha can offer maintenance and repair work to ships either about to embark on or just returning from trans-Atlantic crossings to stop and receive the attention they need. Services include cleaning, painting and blasting, which also comprises of HP washing from 200 to 700 bar; steelwork, mechanical and machining works, aluminum works, boiler repairs, tank cleaning, piping, tank cleaning, carpentry, insulation and
electrical, electronics and automation repairs. With a passenger terminal located next to the yard, the company was quick to offer its services to cruise liners when the general cargo market dropped in 2008. “We are in a great location for this particular market, which is concentrated in Miami and Seattle and crosses positions in the Atlantic during the spring and at the end of summer. Our size of shipyard is advantageous as it offers a lot of flexibility for the repair and maintenance of cruise vessels. Furthermore, we allow our subcontractors to work together with free rein of the whole shipyard because our two dry docks are concentrated with smaller repair projects that don’t require as many resources. This allows vessels to stay in the same dry dock while we supply any system they require.” Another recent project for the shipyard was the standard class www.shippingandmarine.co.uk - 65
Profile: Naval Rocha Portuguese owners have resulted in changing market shares for our company. Previously 70 per cent of our sales came from international markets and 30 per cent came from internal contracts; now it is a 68 per cent share in the Portuguese market, with 32 per cent remaining,” states Sergio. “Our plans over the upcoming years are to keep our hold on cruising vessels and increase our presence in dredgers, chemical vessels and LPGs, mainly with European companies that trade from North to South. To accomplish this, we aim to increase our agency network activities in Scandinavia and also grow a presence in subsea through investments in hydraulic tools; this will increase our service quality and lower operating costs at the same time.” l
Naval Rocha SA
renewal of an OSV, which involved the full blast of the hull and some steelwork due to the age of the vessel. Elaborating further on the requirements of niche vessels such as OSVs and research ships, Sergio states: “They don’t demand any specialist skills as such but they do need more quality work and materials. The rules around offshore vessels are a bit tighter than in container vessels, for example, with higher expectations for quality so we ensure that all our steel and pipe work is certified. Furthermore, because we work with certified partners throughout the supply chain, we are confident in being able to bring valuable services to offshore.” Looking ahead, Naval Rocha is keen to retain its market share in cruise vessels and short sea shipping while also focusing on the development of opportunity markets in a changeable and at times challenging market. “The two cruise vessel projects from
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www.navalrocha.pt • Strategic location • Increased work in cruise vessel market • Competitive prices
STEP Consolidated STEP has a highly multi-disciplined workforce, ready to perform all types of fabrication, repair, maintenance, engineering design & project management within the marine industry, shipyards, oil & gas industry, offshore rigs and general industry. Due to vast experience in distinct industry sectors, STEP is aware that an immediate and precise response is required, making it a flexible company working 24/7, capable to deploy experienced teams and supply solutions, when and where needed around the world. Headquartered in Lisbon, Portugal, STEP is approved by DNV, Lloyds Register and Germanischer Lloyd for ship maintenance and repairs, and for fabrication of boilers and pressure vessels.
Profile: Brittany Ferries Normandie Express
Fleet for the
the company. “At the end of our last financial year we achieved e have had an interesting couple of years in the midst of a period of consolidation a positive result having made losses during the preceding three in a challenging market with some severe years. competition,” says Steve Warner, managing “In the face of some of the competition, such as the Channel director for Brittany Ferries. In its 40 years of trading, celebrated Tunnel, we have maintained modest growth on the passenger in 2013, the business has seen several factors change the shape business.” The Olympic games in 2012 also caused some of the business dramatically. “Fuel prices rose exponentially over negative impact on the business with many UK residents the past six years from $50 to $110 a barrel, which substantially choosing to stay instead of going away to Europe. Recognising impacts on our business. Despite recent recovery, sterling remains that there are some factors that cannot be changed, Brittany weak against the euro. Our business earns a vast majority of Ferries focused on strategic decisions to protect itself, as Steve revenue in sterling and spends a vast majority of our cost in euro, explains: “We addressed productivity at the back end of 2012 around 80 per cent each way.” and targeted economy measures such as painting our ships hulls The economic downturn and lack of New ship for 2015 confidence have promoted difficult trading conditions. Uncontrollable external conditions can have significant impact on success without consideration of the quality of the product or sales. “During my 32 year career with Brittany Ferries I have never witnessed such sustained periods of extreme weather like those of recent times. Despite the tough conditions of the market place, we have done extremely well. Our services are marketed in a highly professional way,” highlights Steve. Since 2008 the business has moved forward through tactical and strategic decisions, required to maintain the viability of www.shippingandmarine.co.uk - 67
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Profile: Brittany Ferries
Above: Ferry PontAvon and left the interior
with silicone to make them much more fuel efficient. We focused on scheduling to ensure we provided sufficient service without incurring unnecessary losses. “We were driven to remain an attractive proposition in the market place, despite the competition and the economic downturn, and have ensured that we are the most cost effective organisation that we can be.” The approach has brought the business to the point today where, although it recognises the challenges ahead, is looking forward to the next 18 months with confidence. In November 2012 the company was awarded the Telegraph Travel Award, voted by 75,000 readers, which as Steve suggests was a great achievement: “We were delighted as this signifies our appeal and it is clear that people appreciate Brittany Ferries. We pride ourselves with the fact that the holiday begins onboard our ship.” Over the last two years Brittany Ferries has attracted more tourists into the UK, but additionally has worked heavily with regional tourist boards, focusing on new marketing campaigns in conjunction with French regions. “Brittany tourism has employed someone in the UK, and in the partnership sense the company is providing office space and support in its Portsmouth office. “We need to make clear the quality that is available for people to go to Brittany and other parts of France on holiday which is why we have formed partnerships with those regions. Several years ago we made the decision to put more resources and
offer direct services to Spain. Over the past 12 months we have achieved considerable success,” says Steve. Looking to new avenues for business growth, the company will take delivery of a new ship in March 2014 with a view to put in into service within a month, operating a no frills service called Brittany Ferries ‘economie’. Steve explains: “We are targeting a slightly different market place. It had been very successful on that route over weekends and there was a demand to get customers across to Spain on a direct service. My belief is it will generate more appeal as the next months develop and we go into the summer and autumn months.” As Marpol 6 requirements are introduced in 2015 it signifies one of the biggest challenges for many businesses says Steve: “It is one of the most significant events to face Brittany Ferries over its 40 years history. We’ve been working on a number of levels, political, planning, engineering and technically to come up with a strategy. We will build a €270 million liquefied natural gas (LNG) ship that will be delivered at the end of 2016 and it will go direct to Spain, and also from France to Ireland, and will enable us to put the current flagship, Pont Aven onto the St Malo route. It will be the cleanest ship on the channel, reducing CO2 emissions by 25 per cent as well as being sulphur free with very low NOx and particle emissions.” The plans are designed to future proof the business against further restrictions on emissions in the coming years. “Brittany Ferries will ultimately operate the cleanest fleet in the English channel. We have plans to retrofit other ships to LNG or with scrubber technology. By the start of 2015 we will have a programme of adaptation and new building that will gives us a fleet for the future,” Steve highlights. Describing the features of the new vessel that will be launched Steve points out: “It will have the fantastic dining facilities, with a beautiful restaurant common throughout our fleet. From standard comfortable cabins to luxury top end cabins, the vessel will have all types of facilities, such as WiFi, swimming pool and www.shippingandmarine.co.uk - 69
Profile: Brittany Ferries International Paint International Paint has proudly supported Brittany Ferries for many years. Technology leaders in antifoulings, foul release systems, abrasion resistant coatings and ballast tank coatings for vessels, International marine coatings are engineered to deliver proven performance in service whilst representing value for money. Working closely with its global customer base, International incorporates the latest sustainable advances and innovations into practical product development, clearly focused on maximising its customers’ return on investment in shipbuilding and vessel operation – worldwide.
an open deck immediately accessible from a large spa facility. One of the interesting developments which has been a huge success for the business is promoting dog friendly zones, and this is an aspect we are taking forward.” Looking towards the future for the business Steve draws to a conclusion: “Our focus for 2014 is putting our Sulphur and Marpol 6 strategy together. It is hugely complicated because there are technological issues, shipyards to deal with, and refit programmes to arrange. A huge hole is created by taking a ship out of service for three months, so that is a very complex issue and we continue to talk to the UK government and EU about support for our projects. We are also talking to our financial partners about financing these major developments in bringing in a green fleet. “Although we may be coming out of the tough climate, we are still in the economic doldrums to a certain extent so it is much harder these days to make financial cases and as such we are working very hard to demonstrate the seriousness of our intent and the solidity of our planning and strategy. However, with our experience and success in consolidating our business over the past few years, we are happy with our position. “We are looking to introduce a fleet of ships that operates on a completely different basis to ones that we have had for the last 40 years. The majority running on LNG, and others utilising scrubber technologies to be clean of sulphur. The introduction of that strategy that will take us into 2017 and ending up with the cleanest fleet suitable for many years to come. That is the biggest strategic challenge and we are very confident that we can face it with no fears.” l
www.brittanyferries.com • Extensive plans for new Eco-fleet • 40 years of history operating across the channel • Direct services to France and Spain
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Profile: Cyrus-RW Group
Going global T
he Cyrus-RW Group has a diverse background operating for two decades, but with a history that stretches across two centuries. This mix of a fundamental grounding, yet a modern approach has proved a valuable asset to the business that began as a heavy precision machining and fabrication company. The story began in Cardiff in 1995 with steel, aluminium, power generation and utility customers. With a commitment to growth through acquisition, in 1999, the business purchased an electrical contracting company, undertaking several large contracts specialising in clean room technology. Later, in 2003, the company bought the business formerly known as Richardsons Westgarth and Company. Originally established in Hartlepool in 1832 with interests in marine engineering, it was at the forefront of diesel and steam engine development in the nineteenth and twentieth centuries. Represented in the group name, the acquisition forms a major part of the business operations in Cardiff, Briton Ferry and Newcastle, specialising in gearbox design, refurbishment and transmission systems. Benefitting from a long background in the marine, oil and gas and mining sector, the company was able to launch its brand into the overseas market, and today offers service, repair and the provision of spare parts and replacement units worldwide. With sales to Russia, Pakistan, India, Malaysia, Australia and Mexico, it has worked with companies such as Pak-Arab, Petrobras and
includes a contract with the largest synthetic rubber manufacturing plant in the world, located in the Urals, Russia. â€œWe have developed a range of reverse engineering capabilities, undertaking full turnkey projects, with involvement from design through to manufacture and installation. That is really our unique strength,â€? says managing director Ian Watkins. Growth continued with the acquisition of Taylor & Sons in 2009. Operating as the Cyrus RW polymer division, the company
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Profile: Cyrus-RW Group
offers an extensive range of composite products & services in a wide range of polymeric materials, including rubber & polyurethane moulding, large scale vessel covering & lining along with a roller division that specialises in the refurbishment and manufacture of a wide variety of large industrial rollers. “Immediately we saw an opportunity in the oil and gas industry to get involved in the manufacture of parts for pipe laying equipment, predominately track pads and aligner pads. We manufacture a full range of specialist items for clients operating vessels all over the world, additionally providing them with gearbox repair and maintenance services. With a growing number of contracts with marine and oil service companies, the group has an agreement with overseas agents Advanced Engineering Solutions (AES) in Egypt and Sudan. Having completed several contracts in the power generation field in Egypt supplying gearbox replacement parts including reverse engineering with existing equipment, AES has proved to be the right partner. “We are in the early stages of establishing ourselves in those markets. It takes many years to build up credibility but since moving into the area 18 months ago, interest has grown. In overseas markets, it is one thing to appoint an agent, but receiving orders is key to the market opening up. Since entering the Egyptian market, we have supplied in the region of half a million pounds of equipment and £1.5million worth of current enquiries. Additionally we have appointed WESCO as an agent in the UAE,” explains Ian. WESCO is a joint venture between Weir, the UK engineering business and GASOS, a substantial import and export company, operating in the Middle East. Acting as agents for Cyrus in the UAE, WESCO has a large engineering and manufacturing facility in Abu Dhabi. Subsequently, Cyrus-RW Group has also formed an alliance with Harris Pye Marine, a £100 million a year UK engineering business with offices in Brazil, Nigeria, Singapore, Australia and the US. “We recently undertook an emergency repair of a gearbox for a rig off the coast of Nigeria for Harris Pye. We manufactured and delivered the spare parts in 14 days,” highlights Ian. The time scale is made more impressive in comparison to the manufacturer’s 16week production schedule. “We have an in-house manufacturing facility, which enables competitive production. The Cardiff and Briton Ferry facilities are fully integrated design, machining, assembly and fabrication units, each employing 65 people. Our Newcastle facility employs 15 people. It is this integrated workforce that eliminates the requirement of subcontractors. “The oil and gas industry is a very interesting sector and a massive area of opportunity. Having established ourselves as proficient manufacturers and suppliers of track pads, we have
identified further opportunities utilising our machining, fabrication and assembly facilities to provide a greater function in the equipment sector of pipe laying and cabling equipment. We are in negotiations with several companies pursuing opportunities for manufacturing parts for their equipment,” he adds. The group promotes its facilities and capabilities with all customers, ensuring its background in machinery building for steel and aluminium industries is highlighted, as Ian explains: “We have the necessary skill set and facilities that can manage up to 40 tonnes in weight, which is a key advantage to us, and a benefit to our clients. In the last five years we have spent £5 million on new CNC machinery and inspection equipment and we are in a position to compete with countries all over the globe. The equipment we use is the same that is manufactured in Japan and China and we have been investing heavily each year.” With a recent appointment of a new chairman to the manufacturing company, future expansion looks set to continue. Benefiting from a back ground in the financial banking industry, David Hitchcock has already attracted several other city investors who have invested a substantial amount of capital into the company to help realise the expansion strategy of pursuing the oil and gas and overseas opportunities. “Delivering our strategy and expanding our business by 50 per cent over the next three years are realistic targets for us. We see that coming in equal parts from the oil and gas industry in the UK, oil and gas overseas and the mechanical engineering opportunities, including gearbox design, manufacture and refurbishment in the Middle East in steel, aluminium and power generation,” says Ian. Deputy group managing director, Gary Brewster, will be regularly visiting the base in the Middle East to push forward growth in t his area. Drawing to a conclusion, Ian summarises: “The Welsh Assembly Government has assisted this venture since 2011 through the sponsored trade mission, where we visited with four of our executives and met contacts through government arranged appointments with local companies. We are a business that is expanding with financial muscle, and has expanded over the last 18 years in both the size of the business and financially in turnover and the balance sheet value.” l
www.cyrus-rw.co.uk • Expansion on a global scale • Long service in the heavy industries • Engineering, manufacturing and installations • Complete in-house manufacturing solution
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ctive worldwide with a well-developed distribution network, family run Huegli Tech has evolved into an innovative, globally renowned firm since its inception in 1929. “Electrical and combustion engine matters have been the core focus of the business, right from the very beginning and throughout our 85 years in operation,” explains Hanspeter Egli, vice president of Huegli Tech AG. “Today we are a leading supplier of our own products as well as operating as a main distributor of some suppliers and as a wholesaler with core competences around the industrial-combustion engine.” Since the 1950s, Huegli Tech has accompanied, embossed and supported the hydraulic business, honing its abilities in designing and supplying cutting-edge, innovative products such as its range of hydraulic engine starting systems. Discussing the firm’s history further, Hanspeter adds: “In 1952, second generation Louis Hugli entered the company, determined to support and expand the founder’s specialties with the same care, devotion and purposefulness. The single company was transformed into the Limited partnership Hugli & Co, a business that grew in every respect, in international sales as well as in terms of representing nationally operating manufacturers such as American Bosch, Friedman & Mayer and United Technologies Corporation (UTC).” Changing its name to Huegli Tech AG in 1998, the company is proud to provide a comprehensive range of services to its broad
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customer base. “We provide any services that are necessary, from after sales support, to commissioning and training, which we can offer both in-house or at our customer’s office. A customer orientated focus means we will always find the best solution, whether that means developing or adapting our products or offering a standard product. Only direct contact with our customers allows us to act fast in presenting a solution; we believe openness and trust are important keys to customer satisfaction,” says Hanspeter. Previously in Shipping and Marine magazine in May 2013,
Profile: Huegli Tech
the dynamic firm spent much of last year enhancing its services through the acquisition of new machinery and expansion, as Hanspeter highlights: “Our first CNC machining centre was installed in our workshop and is in operation daily; we also achieved planning permission for a new building, which enabled us to expand our 3D CAD capabilities. These developments have of course aroused the attention of many companies, which has opened new contacts up to us.” Following these strategic developments, Huegli Tech AG is planning a productive and prosperous 2014, as it promotes new products as well as its range of hydraulic engine starting systems.
“First of all, you need a good supplier for the products that we have integrated, so a big thank you goes to our close partner Kocsis Bros with which we have a very close relationship. In regards to our products, we have focused on building hydraulic starting systems and building more complex starting solutions, all of which is in compliance with the Machinery Directive as well as audit regulations such as LR, PED, GL, ATEX and so on,” says Hanspeter. “All of these activities showed new product
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Profile: Huegli Tech
opportunities that we are currently developing, but can not as yet give any information on.” Developed as a reliable alternative to electric starting engines, which have an array of serious limitations when utilised on specialised applications, Huegli Tech AG’s hydraulic starter boasts more than 90 per cent efficiency and accelerates an
engine to a higher speed than air or spring systems. This is an important point, as the speed of air compression in the cylinder causes higher combustion temperature and the ignition of diesel fuel. Furthermore, through utilising Huegli Tech’s own soft engagement valve, the full torque will not be applied until the pinion is completely engaged with the ring gear, which significantly lowers the shock of engagement that can shorten the service life of both the engine and starter. Other benefits include equal efficiency at -40 degrees Celsius and consistent reliability as the systems are virtually maintenance free and can start at any time. All systems supplied by Huegli Tech include a fixed displacement hand-pump that allows accumulators to be recharged manually, which therefore provides customers with infinite cranking cycles. Wholly adaptable to any engine and application, the company’s hydraulic starting systems can be used to start engines in a broad spectrum of industries and applications, including fire pumps, operator sets, cranes, supply vessels and compressors in the offshore industry as well as lifeboats, propulsion engines and bow thrusters in the marine industry. “We produced some great systems for the marine industry recently as well as 14 systems in offshore applications. Although we can not name customers, our systems are typically being used in applications such as emergency, firefighting, offshore, mining, military, marine and construction,” says Hanspeter. “The main advantage of using our products has to be their versatility. Using our vast experience that we have collected over the past 60 years, we can support our customers with any issue or question they may have at our one-stop-shop facilities.” Focused on expanding and promoting its high quality product portfolio, Hanspeter has strategic aims for Huegli Tech’s ongoing success throughout 2014 and over the coming years. “We want to grow in both qualitative and quantitative terms while also developing new markets and new products that will be a greater benefit to our customers. Meanwhile, other topics of interest for us will be the expansion of our sales network and our one-stopshop philosophy,” he concludes. l
Huegli Tech AG
www.huegli-tech.com • Leading supplier and wholesaler • Founded in 1929 • Global success
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Profile: Vlissingse Bootliedenwacht
ounded in April 1971 by Willem (Wim) Van Splunder and his wife Wilhelmina van Splunder van Belzen, Vlissingse Bootliedenwacht BV (VLB), otherwise known as Flushing Boatmen, was one of the few companies operating in the Flushing-East area. With one boat acquired in the year of its establishment, the company focused on the mooring and unmooring of vessels as well as other activities such as hiring out personnel for stevedoring services, loading and unloading of ships and trains, watertaxi services and office cleaning over the first decade of operation. Developing its expertise in mooring and unmooring of vessels and offshore pontoons, VLB expanded its service portfolio in line with the demands of the shipping industry. Furthermore, following a period of expansion in the 1980s, the company began offering a continuous service through using a pool of competent, experienced contracted staff. With a diverse fleet of nine vessels that are capable of various capabilities as well as five onshore vehicles used for fresh water delivery and line handling, the flexible business has undergone significant growth over recent years.
Previously featured in Shipping and Marine magazine in January 2011, Wim gives an overview of VLBâ€™s developments over this time period: â€œIn 2011 business was a little slow, however in 2012 with the incoming ships in offshore we saw significant growth that led to the company being split
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into two. We now offer activities such as transport, delivery, towage, vessel rental, supply crews, docking and undocking as well as assistance with or rental of oil-recovery equipment alongside our partner ZMC (Zeeland Maritime Cleaning). The is what the port authority wanted because we were delivering too many services under one name.” Designed to minimise the impacts and potential risks of oil pollution in the event of a disaster, the 50/50 joint venture with ZMC brings together the complementary strengths of each company, with VLB applying its expertise in mooring, dragging and transport for insurance firms operating within this specialist sector. Further elaborating on developments over the last three years, Wim adds: “We acquired a new barge in late 2012/early 2013, and now own three barges at the moment, with an additional
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barge expected in 2014. Meanwhile, the offshore sector has been growing steadily; it was down six per cent in 2011, but grew 12 per cent in 2012 and a further 2.5 per cent in 2013. In line with this growth we have expanded our personnel, adding four new staff members in 2012 and another four in 2013; these guys are coming in to learn everything about the company’s regulations and high standards, they come in knowing nothing and we are bringing them up to a ten in the knowledge and understanding of our policies.” Despite the economic downturn severely affecting the shipping industry, VLB has remained robust throughout this adversity by developing a strong presence in the offshore industry. “We try to take on more customers within the shipping and marine industry, but this proves difficult as many small companies are going bankrupt due to a lack of financial back up. Nevertheless, we don’t complain because every year the oil and gas industry grows, with more windmills being built over the next three years. All the big ships are coming in to pick up the windmills while we load and unload; every year there is more and more growth in the terminals, it is amazing,” highlights Wim. Focused on retaining long-term customer relationships, VLB is proud to offer 24/7 availability and developing a personal, close working relationship with all clients. By being on hand 24 hours a day, seven days a week, the company can ensure the best possible quality of service to its customers through
Profile: Vlissingse Bootliedenwacht
flexibility and a fast response. “Constant availability is key to our success,” says Wim. “It doesn’t matter if the location is Flushing, Rotterdam or Antwerp, by offering a 24/7 service our customers know that we will be at their ship or at the terminals in one or two hours maximum.” Current main customers of VLB include boat terminals, marine contractors, welding firms and shipyards; on top of its traditional services, the company also offers towage of
pontoons and hulls, the supply of towmasters and crew for in/ outgoing transports and trials, assistance during the docking/ undocking of vessels and rental/assistance during oil cleaning with oil-recovery equipment. As demand increases, VLB and the port authorities have begun searching a new location to ensure continued growth and improved services. “We aim to move the company in approximately 22 months so we can expand more,” says Wim. “At the minute we can not grow any more or acquire any more ships; we need new offices, new everything, because our facilities are too small. The port authorities have found a new location and I anticipate the land purchase will go ahead, with VLB located in a new building, with a new office, and a new jetty with more storage for other ships by 2016. Meanwhile, we are also focused on market expansion and bringing more services to the shipping industry, particularly in supplying ships with provisions. These are our key plans for the moment.” l
Vlissingse Bootliedenwacht BV
www.vlbvlissingen.nl/en/home/ • Specialise in marine services • Own nine vessels • Enjoying significant growth
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An ocean of
ernhard Schulte Shipmanagement (BSM) is today a global leader in quality shipmanagement. Created in 2008 through the merger of four ship management organisations organically grown and owned by the Schulte Group, the business is now a unified and extremely resourceful global platform providing an unparalleled range of maritime and engineering solutions. One of the many features that set Bernhard Schulte Shipmanagement apart from the competition is its fleet size of more than 670 ships of a diverse range. This fleet includes bulk carriers, car carriers, chemical tankers, LNG carriers, LPG carriers, oil tankers, product tankers, container vessels, FPSOs, offshore vessels, transhippers, self-unloaders and other specialised vessels of various sizes. With the vast expanse of in-house expertise, in effect, there is no vessel that Bernhard Schulte Shipmanagement cannot handle and operate and the company is ever dedicated to meeting shipowners’ and charterers’ requirements. To accommodate more specialised vessels, BSM has the flexibility to adjust its management system and the capability of well-equipped training infrastructure. Indeed, as one might expect with a fleet as large and diverse as the one managed by Bernhard Schulte Shipmanagement Group, marine training is of utmost importance. The organisation is continuously investing time and money in increasing the competence of its staff onboard and ashore. BSM’s training institutes, strategically located for maximum utilisation, are equipped with the latest training equipment and modules to keep abreast of the ongoing technological and operational developments. When it comes to finding new employees, BSM has
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its own unique, multifaceted recruitment network consisting of various Crew Service Centres in all its key staffing countries. BSM’s seafarers network consists of about 18,000 crew of 40 nationalities which is a strong workforce contributing to successfully moving global trade. BSM’s training policy is to ensure that all staff are taught to be highly competent in the duties they perform and are made aware of the importance of achieving quality delivery at all times. To this end, the company uses various training modules so that these values may be maintained in line with the company policy and current with the evolving technology. This dedication to human resources not only benefits BSM, but also guarantees its clients a portfolio of competent, ambitious and well-trained professional seafarers who are able to meet the most demanding professional requirements. Of course, it is also highly advantageous for employees, who are encouraged to undertake further training and/or education, which leads to qualifications relevant to their employment. Financial assistance may be offered by the company to employees keen to enhance their continuous professional development (CPD). BSM’s investment in people is praiseworthy and supports the organisational DNA of Powered by People. It is also recognised that BSM takes care of its peoples’ professional needs, but also of personal needs in case of requirements. BSM’s assistance to the seafaring community in the recent Super Typhoon Haiyan is a recent manifest where BSM organised massive relief efforts not only for its affected seafaring family but also to the other inhabitants.
Profile: Bernhard Schulte Shipmanagement
The vast range of highly integrated maritime services on offer from BSM can be accessed through its infrastructure of wholly owned shipmanagement offices and value added service centres that are based in over 25 countries around the globe. These facilities permit BSM to stay close to the seafarers, to control the manning process and place it in an advantageous position to meet any crew requirement. The scalability of BSM is wellrecognised. These globally placed offices are a valuable resource to the Group and play a key part in delivering what it is committed to do for its clients, and allow the organisation to work as closely as possible with clients, both locally and globally. Through this network BSM offers world-class services using large-scale and proximate resources, vessel type-specific expertise and specialised and innovative value-added services. Due to their expansive coverage, these centres are able to address the needs of BSM’s clients who, being significant and active players in the global shipping industry need their requirements addressed wherever their vessels and assets are located round the clock. BSM’s specialists’ years of shipping-sector experience both onboard and onshore, backed up by its best practice exchange networks, means its customers can count on it to deliver the very best advice to their specific issue in the shortest possible time. This unparalleled capability of providing ‘solutions’ is unique to BSM. Working alongside its traditional core services of crew management and technical management, BSM also offers a
comprehensive range of additional value-added services. They include chartering and post-fixture services, maritime catering services, newbuilding and conversion projects handling, port agencies, maritime and corporate travel services, insurance services, maritime communication services, liquefied gas consultancy services, technical consultancy, IT and software solutions, etc. The synergy obtained by the company by having these varied professional services under one roof is available to all clients. The cross-divison-knowledge flow facilitates improving the product delivery. This knowledge bank is shared with the clients. These additional services can also be individually tailored to clients’ specific needs. With the organically developed capability of such wide scope of services, BSM has made its mark in the industry as ‘Maritime Solutions Provider’. The newbuilding and conversion projects division named Schulte Marine Concepts has undertaken nearly 350 projects and is recognised as a leading newbuilding supervision provider. It has very strong presence in the currently active shipbuilding regions of Asia, like Japan, Korea, China, India, Philippines, etc. The exchange of professional information and knowledge within the shipmanagement division and projects divisions of BSM works to the benefit of client by an improved product delivery. The IT and software solutions division mentioned above (BSM Technology Solutions Delivery Centre (TDC)) is developing unique innovative maritime industry supporting software and enterprise resource platforms. Being part of the Schulte Group, BSM has a strong and traditional parent company. Established in 1883 and now entering its fifth generation in the shipping business, the Schulte Group knows what it means to own and operate ships. The Schulte Group is fully committed to developing Bernhard Schulte Shipmanagement as the premier privately owned third party shipmanager, in total independence and in line with its vision and mission. l
Bernhard Schulte Shipmanagement
www.bs-shipmanagement.com • Part of the Schulte Group • Dedicated to recruitment and training • Manages very large and diverse fleet • Provides a basket of services that add value to clients’ business
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ontainer Leasing A/S was established in 1994 as a service provider and manager for a fleet of containers acquired by the CIT Group, New York from a Danish finance company. Since then the company has expanded by arranging finance of containers and dry bulk vessels for a number of ship owners globally with a focus on European, Middle East and Far Eastern based clients. In 1997 the business established Container Leasing (UK) Ltd and expanded the fleet through investments in 45’ pallet wide containers both steel and curtain sided, provided for short and long term rental purposes. Supporting the portfolio of other specialised containers the company supports clients in defining, buying, manufacturing and arranging for the transportation of the containers to the market. Expanding the business, Container Leasing made its first investment in a second hand container vessel in 2005 for time chartering operations as Ernst Nielsen, managing director details: “Prior to that we had financed other container vessels and dry bulk carriers on charters but this was the first time that we acquired second hand tonnage acting as a provider to various shipping companies on short term time charter contracts. We expanded that field over the years up until the financial crisis hit us in 2008 at which point we had ten vessels in operation.” Through the natural expiration of contracts the business reduced its fleet to two 1100 TEU container vessels namely CS Tina, and CS Setubal. Following the financial crash it became difficult to obtain long term financing for assets such as ships and containers. For the first time in the container industry the average growth of eight per cent per annum was replaced by a downturn in terms of the number of containers being moved. For many Danish and other European banks already exposed to the shipping industry, holding
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toxic assets on their books, there was little inclination for the institutions to remain active in this segment. In contrast, Ernst explains that Container Leasing had the capacity to support the growth of the industry back into the correct channel. “We have been able to develop new funding sources which enable us to offer more competitive pricing to our clients, as well as the possibility to structure transactions with high leverage, long duration and a relatively high residual value as a purchase option. “We are currently in the process of refinancing a larger fleet of containers as a sale/lease back transaction, which will free up capital for our client, whilst ensuring that the daily cost of the containers are similar or lower than containers rented on term lease contracts.” By adapting to the requirements of its clients, through financial consideration it has provided a cost efficient structure. “Our organisation is relatively small and we do not have a massive overhead that needs to be covered as part of the overall pricing for our products,” adds Ernst. “We have also been successful in obtaining competitive funding from banks and financial institutions, which are not otherwise represented in the marine sector, so we are bringing in new capital to the market,” he continues. Although the general downturn in the shipping market was a factor in reducing the number of vessels in the fleet, the business successfully outsourced its technical management, and is enjoying the benefits of synergies with other vessel operations, which overall has reduced its technical expenses. “We have in the past sought partnerships with other companies
Profile: Container Leasing
for the purpose of joint operating vessels and we are looking to expand the vessel operation both on the technical side, but also on the commercial management side,” he says. With its two 1100 TEU vessels currently deployed in charting arrangement for Portline and Regional Container Line (RCL) the company enjoys a solid co-operation with charterers and is mainly active in Europe, West Africa and the Middle East, although is adapted for world wide operation. The company’s container interests cover the same region, although its clients operate the containers on a worldwide basis. “At the moment, cash flow is more important than cost, and when clients look at a finance or a full payout basis compared to a three to five year term lease, it is cheaper to rent the container on the short-term basis, but on the long-term basis they are set to lose the residual value, as well as covering the repair and redelivery costs when the rental agreement ends,” explains Ernst. Time charter rates of vessels increased during 2013 by approximately 15 per cent, although this is still far off the pre-financial crises level. The current paradox in the chartering markets means that the time charter rates are almost the same regardless of size up to 4000 TEU. Older Panamax vessels are suffering the consequences of the cascading of larger vessels down to other routes, and are rapidly becoming obsolete. Although there is a slight improvement in the time charter rates, it is expected that the market situation for the Panamax will further deteriorate when the Panama Canal will be able to accommodate wider vessels. “Keeping pace with the development of the container finance sector, ship operation, and promoting modern designed fuel efficient feeder vessels for long term chartering or finance is the long term vision. At the moment there is no real incentive to invest in making fuel-efficient vessels because with such low charter rates there is little justification of the expense. However, in Europe with focus on low sulphur fuel this move will eventually happen and we have seen some interesting designs of vessels. The next few years will see the shipping industry going from strength to strength and we welcome the opportunity to discuss with new lenders, lessees
and charterers for possible partnership or co-operation,” Ernst highlights. “Our organisation is in a geographically strong position to attract the necessary skilled personnel through direct employment and by partnering up with individuals and companies with the necessary skills on an ad-hoc basis. In Denmark there is a significant amount of training around shipping people and it is an area of attraction for the industry. “As we move into 2014, we plan to increase the number of containers on finance or sale/lease back arrangements, in addition to maintaining our presence in the ship segment, which will be expanded through management of third party owned vessels and partnerships with other owners,” he concludes. l
Container Leasing A/S
www.containerleasing.dk • Design and supply of special containers - Container Leasing UK Ltd. • Supports acquisition of transport assets • Operates as an independent ship owner
CS Ship Management CS Ship Management is a company created in 2011, in partnership with Container Leasing with the purpose of rendering ship management services to ship owners and operators worldwide. The company’s goals are the transparency with its customers, effective and safe salary transactions in time, Quality ISM, best crew management, and technical services. It is committed to bring mariners close to the company, by excelling in its services with them, and with the owners. All company transactions are clear, which always facilitates the easy operation of the ships.
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reated at the end of 2007, SEA-tankers is the result of a merger between Petromarine and Fouquet Sacop. Today SEA-tankers boasts an efficient and flexible fleet of 27 tankers, ranging from 1500 to 20,000 tons dwt with an average age of seven to eight years. Trading throughout Europe, West Africa and the Caribbean, the company is specialised in the transport of petroleum oil products (clean and dirty) and chemicals products, although each vessel is adapted to suit customer's specific needs. The chemicals tankers are IMO2, and some have gas tanks fitted onto the deck, while the specified vessels are fully fitted for bunkering and include Yokohama fenders, flow meters, hoses and so forth. The fleet also includes one dedicated molten sulphur carrier, the M/T St Charlotte, a SDWT 12497 Product/ Chemical Tanker IMO III, with a beam of 22m, summer draft: 8.20m. The SEA-tankers fleet is mainly employed under time charters and contracts of affreightment (COA), and the company works with a global client base, including major oil companies such as Total, Statoil, Shell and BP, but there has been an increase in trading companies in recent years as well. Spot chartering is being developed in the Mediterranean and West Africa, and SEA-tankers enjoys a good market position with all major
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companies in the Med area. SEA-tankers last appeared in Shipping & Marine in June 2013, and at that time Peter Raes, CEO, noted that the fleet is flexible and reliable, and that all vessels possess a double-hull for safety and shallow drafts to allow more convenient access to ports across the globe. He also discussed that because trading was still slow in Europe and other areas in the world due to the economic market in 2013, SEA-tankers decided to expand across West Africa. It achieved steady success, although political difficulties in the country have thrown up some challenges. “[We have done this] by building on relationships we already had in West Africa in areas such as the ex-French colonies, Cameroon, Gabon and Senegal, and we have also developed a presence into Nigeria. Nigeria was a difficult market to enter, but it is one of the few expanding countries in the world,” Peter commented previously. He added: “We are more interested in developing a foothold in West Africa than Nigeria, but it depends on how the political world develops. The problems there seem to increase rather than decrease and rebellion in the north is expanding into the capital. The pirate situation in the east of Africa really doesn’t help either.” Indeed in February 2013 the SEA-tanker owned
have products to distribute,” Peter highlighted. He also thinks the market will stabilise, which will allow SEA-tankers to invest in some additional vessels in the next year or so. Ever since it was founded seven years ago, SEA-tankers has firmly based its strategy on the quality of its services, and strives to maintain this at all times. To uphold these levels of excellence requires large investments in human resources and equipment, and as a result recruiting, training, renewal of its fleet, and obtaining the relevant legislative certifications are all high on the agenda. Its hard work has resulted in ISO 9001 certification, as well as classification by Bureau Veritas, and a crew of skilled seamen, who have experience working on tankers and chemical vessels, possess the correct oil tanker certificates and who can speak an acceptable level of maritime English. This combination has created the French leader in maritime oil products transportation, and with a steady steady hand at the helm, SEA-tankers looks set to continue its journey of success. l
www.sea-tankers.eu • Fleet of 27 vessels • Focusing on West Africa and NW Europe • Foresees investment in new vessels
vessel M/T Gascogne was hijacked. All 17 crewmembers survived the hijacking, with pirates releasing the vessel once they had stolen part of its cargo, but it is understandable that Peter prefers to focus on West Africa and north west Europe going forward into 2014, as well as sell off some of the business’ less profitable assets. “We will continue to trade in Europe and West Africa as well as areas such as India where ports do not allow large ships, which is an excellent chance for us to develop a foothold in the country with our niche small tanker vessels built with a shallow draft,” he noted. Although still facing challenging conditions in the market in 2013 when last interviewed, Peter was anticipating increased growth in 2014 and forecast that would continue further into the future. SEA-tankers was also looking into opportunities in Eastern Europe due to oil refiners shutting down ten per cent of their plants in the next decade following poor profits. “These refineries will be replaced by storage capacity so we will still www.shippingandmarine.co.uk - 85
eavyLift@Sea is a company created by a group of highly qualified professionals with over 85 accumulated years of experience and knowledge in the international shipping arena. Together the team has designed and managed world-leading heavylift ships and its specialists were the first to manage the development and production of the first heavylift jackup vessels designed and built in Germany during their time at Sietas Shipyard, Germany. Hendrik Gröne, managing director at the company, gave more details on the foundation of such an innovative organisation: “HeavyLift@Sea is a relatively young company founded middle of 2012, with the vision to preserve the many years of shipyard practice that could have been lost when the Sietas yard went into insolvency at the end of 2011. “So we started with an experienced team that has accumulated
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many years of knowledge in designing and building specialised ships, and this team is one of our major strengths. We can work as a group of specialists or as one complete team complementing each other.” Hendrik continued: “We are active on three markets traditional shipping and shipbuilding, offshore wind, and offshore oil and gas. On the one hand we design new vessels, either tailor-made or standardised designs and planning conversions (e.g. DP-upgrades), and on the other hand we are an external technical engineering department for ships in operation. For example we calculate heavy-lift jobs, sea fastening, intact and damage stability, DP-capabilities and design lifting tools.” Taking advantage of these services are shipping companies, operators of specialised ships and less specialised engineering offices. “We see ourselves as a kind of technical department with
We see ourselves as a kind of technical department with highly qualified and experienced engineers and the necessary tools for nearly all maritime engineering services. Our customers and their challenges are our main motivation
highly qualified and experienced engineers and the necessary tools for nearly all maritime engineering services. Our customers and their challenges are our main motivation. We also always consider the big picture and see every job in its entirety.” Part of this approach is Heavylift@Sea’s bespoke process that it refers to as ‘chief engineering’. “This phrase means that we have to see and treat everything in its entirety, always bearing in mind the specialised environment within which each challenge exists. We are increasingly seeing our work split into small packages with all the advantages but no one holding everything together and seeing a ship as one system. For most designers a ship is a collection of subsystems, but for us it is one ship consisting of subsystems where each small component is there to improve the complete overall performance of the vessel.”
This approach has been applied to a variety of vessels, and most recently Heavylift@Sea has designed a heavylift multipurpose dry cargo vessel, which has two models – MPV 500 and MPV 1600. Hendrik described the notable features of this family of vessels: “This is based on a one cargo-hold design with two heavylift cranes. Each of the vessels is able to take the full tandem load of both cranes in ballast condition. Additionally the damage stability is calculated very accurately, because today this limits new ships with just one cargo hold. These ships are designed to be good multi-purpose vessels and also optimised for project cargo. Therefore we put the deckhouse to the front and made the vessels able to sail with an open hatch.” He added: “Every optimised vessel design comes with www.shippingandmarine.co.uk - 87
challenges. We always design a vessel so that it reaches all limits at the same time. For such a modern heavylift ship the stability, deadweight, speed and fuel consumption has to be optimal to be successful on the new market.” The company’s attention to detail on this vessel has already generated a lot of attention in the market. “We are in contact with different companies for different sizes of this vessel-type,” confirmed Hendrik. He went onto highlight that creating vessels such as the new heavylift family, was enabled by the organisation’s close relationship to the market and its customers: “With the projects we have underway for ships in operation, we are part of the solution to the challenges that our customers face every day. This gives us the ability to understand exactly the needs in the market and also the direction in which the market is moving. Additionally we are part of a three-
year research project together with the Technical University of Hamburg and the consultancy company Mareval, which gives us a lot of insights.” Heavylift@Sea also works closely with universities when recruiting, and encourages students to undertake research: “We give students the opportunity to write exams, Bachelors or Masters theses in our company for projects we are interested in being more developed and seeing detailed studies. Additionally we have young professionals working for us,” said Hendrik. “I would like to see the team slowly grow and over a few years double the number of staff we have today, but we have to see the demand in the market first, to ensure we will see growth.” As demand for the new vessels from Heavylift@Sea continues to increase, and existing projects continue successfully Hendrik and his team have a firm foundation on which to build further success. “For 2014 we are actually working hard on selling different design packages for tailor-made vessels and also for some of our standard designs,” said Hendrik. “We have a number of products/services available to customers and demand continues for our combination of everyday work for ships in service and more strategic work of designing specialised ships.” l
www.heavyliftatsea.de • Fast growing maritime engineering company • Recently designed new heavylift vessel • Sells to charterers and ship owners
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The magazine for maritime management
www.shippingandmarine.co.uk Editor: Libbie Hammond firstname.lastname@example.org Sales manager: Rob Wagner email@example.com
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