Shipping and Marine Issue 111 Early Edition

ISSUE 111 early

The magazine for maritime management

Expert

The global bunker industry is facing a time of serious change, with new emissions regulations at the top of the agenda

advice the return of the mighty A salvage operation called for an innovative and dedicated approach to replacing the electrical system

a protecting interest

High tech surveillance systems are becoming part of more comprehensive piracy detection packages

we are sailing

Oceanfoil’s wingsail technology sits within a group of new and innovative solutions for shipping that utilise renewable energy

If you don’t have the time to read it all, read what you need

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ISSUE 111 Early

Editor’s editor’s comment ThE magazInE for marITImE managEmEnT

Expert

The global bunker industry is facing a time of serious change, with new emissions regulations at the top of the agenda

advice the return of the mighty a salvage operation called for an innovative and dedicated approach to replacing the electrical system

a protecting interest

High tech surveillance systems are becoming part of more comprehensive piracy detection packages

we are sailing

Oceanfoil’s wingsail technology sits within a group of new and innovative solutions for shipping that utilise renewable energy

Chairman Andrew Schofield Group Managing Director Mike Tulloch Sales Director David Garner Editor Libbie Hammond Art Editor/Design David Howard

A piratical

issue Well – almost! Two of the features in this issue look at piracy, but from different perspectives. With the surveillance article we look at how technology is helping with early and long-range threat detection, both while anchored and at sea.

Traditional threat detection using medium range radar and sonar, can

Staff Writers Matthew High Jo Cooper Andrew Dann Steve Nash

struggle to detect and track smaller crafts, wooden boats, or improvised

Editorial Administrator Emma Crane Production Manager Fleur Daniels

However, once the pirates have been apprehended it appears a new set

Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk

later – in fact the problem of dealing with suspected pirates is so acute

Office Manager Tracy Chynoweth

vessels. The new breed of solutions can capture full panoramic, highly resolved images in near real-time with automatic detection and tracking capabilities. of problems arise, as discussed on page 8. EU member states appear reluctant to bear responsibility for suspects during a trial and also for the international community, that a proposal for the establishment of a special international tribunal has been mooted, but not met with enthusiasm.

Head of Research Philip Monument

So while the industry may get more efficient at detecting and catching

Editorial Researchers Laura Thompson Gavin Watson Mark Cowles Vita Lukauskiene Tarj D’Silva Karl Riseborough Elizabeth Szabo Jeff Goldenburg Jeff Johnson

uncertainty. Do you agree?

Advertising Sales Tim Eakins Joe Woolsgrove Dave King Darren Jolliffe Nick Davies

suspected pirates, what happens to them next is still a matter of some

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

Subscriptions ikidd @ schofieldpublishing.co.uk

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

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

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FEATURES 4 News

14 The return of the Mighty

Updates and announcements from the shipping and maritime arena

8 Prosecuting pirates

After being submerged for more than six months, the Mighty Servant 3 needed a new electrical system after its salvage

The problem of dealing with suspected pirates is an acute one for the international community

16 Too hard to handle

10 A protecting interest

Winch and handling system design needs to evolve in a fully integrated manner

High-tech surveillance systems are helping to fight piracy by providing full panoramic, highly resolved images

18 We are sailing Oceanfoil’s wingsail technology sits within a group of new shipping solutions that utilise renewable energy

12 Expert advice Tightening fuel specifications and rising prices are putting the bunker industry under pressure

8

12

10

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contents 48

profiles 23 Palfinger Systems 26 Remøy Management 29 Palmer Johnson 32 Sinopacific Offshore and Engineering 35 Bowline Defence Maritime Security 38 Drahtseilwerk

60

41 Haven Marine Ship Management 44 Elite Way Marine Services 46 Assens Shipyard 48 WMF 50 Schiffswerft Diedrich 52 Awilco LNG

22

54 Fiskerstrand 56 Goltens Co Ltd 58 Oiltanking Stolthaven Antwerp 60 Ghent Port Company 62 Port of Sines 64 Ambrey Risk 66 Associated British Ports 68 Chiefmar

66 35

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Bunker benefit

The International Association of Ports and Harbors’ World Ports Climate Initiative (WPCI) has launched a new website www.lngbunkering.org - focused on LNG as a maritime industry fuel. The website is an initiative of WPCI’s LNG Fuelled Vessels Working Group.

The new LNG Bunkering website provides a detailed overview of the use of LNG as ship fuel, and it lays out the technical requirements for ships, bunkering infrastructure and vessels under development, as well as the business case for using LNG in the maritime environment.

“Representatives from some of the world’s largest and most progressive ports developed this site for the benefit of all interested industry parties, including port authorities, fuel suppliers and shipping companies,” said IAPH President Grant Gilfillan, chief executive officer/director, port authority of New South Wales, Australia.

“The site is intended to be a resource and a conversation-starter among ports and stakeholders because we believe that LNG is the ship’s fuel of the future and ports must prepare to offer safe storage and bunkering of LNG for shipping lines.”

Sound support

A division of Unique Maritime Group (UMG) which is one of the world’s leading integrated turnkey subsea and offshore solutions provider, Unique System FZE has recently supported a significant hydrographic project that included the installation of Kongsberg’s EM 2040 multibeam echo sounder units for Bayanat for Mapping & Surveying Services (Bayanat) in two different vessels at Abu Dhabi, UAE. The project involved the installation and commissioning of the full systems on board two identical vessels having approximately 12 m by 3.5 m dimensions with powerful engines suitable for manoeuvring and keeping straight survey lines. The auxiliary sensors, such as the motion sensor, gyro, GPS unit, etc., fixed on board the vessels helped facilitate the additional information required to carry out the surveys at different project sites.

The stability of the multibeam system and frequency choices (200 to 400 kHz) makes the unit perfect for working in this region. The pitch, roll, and yaw stabilisation options available with Kongsberg multibeam systems makes the data more reliable and acceptable.

Are you ready for June 2015?

The FAL Directive under which European Member States are mandated to adopt a Maritime Single Window system is less than a year away; by June 1st 2015 all shipping companies, operators and port authorities must be using the Single Window for reporting. To mark the occasion Inlecom Systems Ltd (Inlecom), the transport and logistics research and innovation company, is offering to pilot its Intelligent Ship Reporting Gateway free of charge to ship owners, ship operators and port authorities.

The Intelligent Ship Reporting Gateway (ISRG) is an innovative software application, enabling shipping industry representatives to fulfil their reporting obligations to European Maritime & Custom Authorities, in accordance to the European Commission Directives: 2009/17/EC: 24h pre-arrival notice, Hazmat, notices to maritime reporting systems and vessel traffic services; 2009/16/EC: 72h pre-arrival notice, actual arrival / departure notifications and 2010/65/EC: ship reporting formalities such as waste, security, FAL forms, maritime declaration of health, entry summary declaration, passenger list, crew effects, cargo manifests, etc.

Dr Takis Katsoulakos, director of Inlecom Systems, commented: “Inlecom has been part of a number of pilot projects over the last five years developing such systems and

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demonstrating proof of concept. Currently, the eMAR Project in which the maritime authorities of Latvia and Norway, DNV and DANAOS are participating, is developing prototypes to help demonstrate how the software, hardware and infrastructure required to support the Maritime Single Window could be rolled out across Europe. The experiences of countries such as Finland, which have long developed their own single window systems for commercial reasons, have also been taken into account.

“Major shipping companies routinely record crew lists, passenger lists, manifests and other important data electronically so they do not wish to enter the data manually for a second time for submission to the Maritime Single Window. In many cases, Inlecom has been able to create a bespoke data map from the internal system to the Maritime Single Window so that reports can be submitted automatically. While this requires an investment in IT by the user prior to roll-out, the long term benefits are clear to see. Looking forward to 2015, the most important action is for the different stakeholders across Europe to prepare for the change that lies ahead.”

Interested parties can find out more about the free pilot by email at: pilot@inlecom.com or through www.inlecom.com

MARITIME NEWS Support for VIP sailing GAC Greece has formed a specialised department to cater for the needs of highend leisure craft calling at the country’s ports and marinas. The newly formed GAC Greece Yachting Services focuses on the super yacht sector, offering a comprehensive support package designed for craft over 100ft (approximately 35m).

Lykourgos Madouvalos, GAC Greece’s Yacht Services co-ordinator, says: “The azure waters of the Mediterranean, and in particular Greece, are a popular destination for sailors and yachtsmen. GAC, one of the most reliable names in the market, is now offering its services as a trusted partner for this prestigious sector.

“From yacht administration matters, through to high-end hospitality to deliver the VIP treatment for you and your guests, we have the resources, connections and know-how to make your Mediterranean yachting experience smooth sailing.”

Lykourgos Madouvalos, GAC Greece’s Yacht Services co-ordinator, at one of the country’s marinas catering for the luxury yachting sector

Good news for Portsmouth More than 100 expert engineering jobs have been protected in Portsmouth thanks to a £70 million contract to support the Royal Navy’s fleet of Type 45 destroyers.

The two and a half year contract will protect around 100 highly skilled jobs at BAE Systems in Portsmouth, the home port of the Royal Navy’s six Type 45 destroyers and future home of the Queen Elizabeth Class aircraft carriers. Further jobs will be sustained in the company’s wider supply chain.

The contract will ensure the effectiveness of these highly complex and capable warships is maintained ensuring they are fit to operate effectively around the world.

Minister for Defence Equipment, Support and Technology Philip Dunne MP said: “This £70m contract is good news for Portsmouth. It will protect the skills of around 100 expert engineers and makes clear that the future of the city’s ship support industry is bright.

“Our Type 45 destroyers are the largest and most powerful the Navy has ever had, featuring state of the art equipment and weapons systems. It is essential that the ships receive top class support and Portsmouth has the skills needed to do this. There is no question that the shipyard will continue to play an important role in the city’s future.”

Ship supply acquisition Following announcements to the Oslo Stock Exchange, Supreme now owns 90.04 per cent of the total outstanding shares in EMS. Supreme will make a mandatory offer to the remaining shareholders in the company in due course.

Theo Reichert, CEO, Supreme Group said: “By integrating ship supply services to our existing portfolio of supply chain solutions, we are well positioned to serve the evolving needs of both military and commercial clients. We are prepared to make investments to ensure EMS Seven Seas becomes the global leader in commercial ship supply within three years, and we look forward to working closely with their teams around the world to make this happen, merging our organisations to leverage operational synergies to their fullest potential.”

Fuel facility National fuel and lubricants supplier Certas Energy has announced a new facility supplying marine gas oil MGO <0.1 per cent sulphur DMA grade, at Port of Tyne in North Shields.

The facility, which will comprise of a new pipeline as well as fuel storage facilities, has been operational since 10th June 2014. It offers an ex-pipe facility, a convenient service for large ships, as well as providing MGO across the North East region by truck.

Gary Byers, head of marine at Certas Energy, said: “Our decision to expand our services with this new facility demonstrates our continued commitment to delivering a cost effective service for our customers.

“We have forged strong relationships with UK refineries to meet the pricing and quality demands of the shipping industry and our growing depot network will ensure customers can access our products across the UK.”

Satellite solution

McMurdo Group has integrated Iridium GO!TM into its fleet management software, thereby becoming one of the first Iridium GO! authorised distributors to offer a unified application for the maritime industry globally.

“Iridium GO! is a highly attractive standalone satellite communications product, but when integrated with McMurdo Group’s fleet management and vessel operations software, the result is a powerful maritime solution that increases productivity and streamlines operations at an affordable price,” said Irwin Rodrigues, president, McMurdo Group. “When coupled with McMurdo Group’s live customer service centre, companies can confidently operate knowing that a service professional is available 24 hours a day, seven days a week, 365 days a year, to support their critical application and communication needs.” www.shippingandmarine.co.uk - 5

From spuds to sugar A survey of one thousand people across the UK commissioned by charity Seafarers UK has revealed major misconceptions about the scale and importance of the UK maritime industry, with less than half of people (43 per cent) knowing that the vast majority of food we import comes to us by sea.

Half the food eaten in the UK is imported and, of this, a staggering 95 per cent comes by ship (a fact known by only two per cent of the public.) Yet despite this, a quarter of us (27 per cent) assume the bulk of our food comes by air and one in five of us (20 per cent) think it comes by road.

The top item Brits can’t live without is the potato – with almost half of those surveyed (43 per cent) saying it’s their favourite food we import. A staggering 465,000 tonnes of spuds are imported every year to support our passion for the potato – the equivalent weight of 38,750 London buses.

TV presenter and maritime expert Monty Halls (who championed Seafarers Awareness Week in 2014) said: “As an island nation we rely heavily on seafarers to bring vital food, fuel and other goods into the UK. Many seafarers work around the clock, sometimes in extremely dangerous and hazardous conditions, and campaigns such as Seafarers Awareness Week are incredibly valuable in highlighting how much we rely on an industry that is essential to our everyday lives, but that often operates over the horizon or hidden from view.”

Frigate update Today’s frigates operate in the most challenging of circumstances. Whether they are fending off enemy submarines, thwarting pirates or carrying out disaster relief and humanitarian missions, these ships need to be effective, efficient, safe and sustainable.

The UK Ministry of Defence has engaged in a major programme to update and upgrade its current fleet of frigates. In the next decade, Type 26 Global Combat Ships will become the backbone of the Royal Navy, replacing its existing Type 23 Frigates.

The Type 26 will incorporate the latest in hybrid propulsion technology: at low speeds, it will run on an innovative electric drive system, while at high speeds, it will take power from the gas turbine. GE’s Power Conversion business has won the design, development and assessment (DDA) contract to provide the electric propulsion system.

“We are very excited to have been chosen

by BAE Systems,” says Mark Dannatt, naval business leader for GE’s Power Conversion business. “Over the last 25 years, we have supplied electrical power and propulsion systems for the majority of the Royal Navy’s surface warships. We have recently built the electric power and propulsion system for the UK’s two new aircraft carriers being assembled at Rosyth, and we are now designing the electric power and propulsion system for the four Royal Fleet Auxiliary MARS tankers to be built in South Korea. The Type 26 Global Combat Ship is the latest chapter in our long naval involvement, and we are especially proud to be associated with the next generation of ships for the Royal Navy.”

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MARITIME NEWS Blooming algae Algal blooms located in water surfaces is a common problem which is encountered by many professionals in the water industry. High algae levels often result in a deterioration of the water quality and bad odour. In order to provide an environmentally friendly solution to prevent the growth of bluegreen algae, the Dutch company LG Sound initiated a successful project with the new MPC-Buoy in the Skrzyneckie Male lake (10.7 ha) in Poznan, Poland.

As part of the Clearwater project, two MPC-Buoys were installed and provided a complete overview of the water quality by collecting the following parameters every ten minutes: Chlorophyll (green algae), Phycocyanin (blue-green algae), pH, TSS, Dissolved Oxygen and the temperature. The project showed that the ultrasound treatment needs to be adjusted according to the type of algae and other parameters in the water, to perform at its highest efficiency. This is the reason that a RTD consortium partner in Greece has cultured different types of algae and treated them with different ultrasound frequencies. As a result a database has been created which is incorporated in the system of the MPC-Buoy.

Furthermore, the project showed a difference in the algae levels between the lake with the installed MPC-buoys and several similar other lakes in the surrounding area.

At the moment, LG Sound has successfully installed the MPC-Buoy in lakes in Poland, the UK, the USA, Canada and Ireland. A drinking water company in the UK, Semcorp Bournemouth Water (SBW), has announced in a press release that after the installation of the MPCBuoy a ‘dramatic reduction’ in the concentration of algae was experienced. The MPC-Buoy is effective in lakes, ponds, dams and other applications.

Industry first The Offshore Renewable Energy Catapult’s (ORE Catapult), National Renewable Energy Centre has completed a multi-axis onshore endurance test programme on Siemens-owned Marine Current Turbines’ (MCT) first 1MW powertrain (gearbox, generator and power conditioning equipment) using the 3MW tidal turbine drive train testing facility.

During the 11-month test programme the 1MW turbine was exposed to the full range of power output and aggressive loadings the device would experience subsea, securing performance data equivalent to over 18 years of operation in some of the world’s harshest tidal cycles.

Working together, the technical teams conducted a complete range of tests on the power train and its key components including the gearbox, power electronics and grid connection, in a controlled environment simulating the thrust and oscillating torque of extreme sea conditions. This type of testing was essential to understand how the whole system would be expected to perform in real offshore conditions before first array deployment.

Sven Stoye, chief executive officer, MCT said: “In demonstrating an equivalent life in excess of 18 years we have completed another industry first. Together with over six years successful deployment of SeaGen in Strangford Lough and over 9GWh of electricity generation, we are confident that the technology planned for the Skerries in 2016 will be world-class.”

MCT’s 1MW powertrain undergoing testing at the ORE Catapult’s National Renewable Energy Centre.

Linking industry and academia A major subsea research initiative has been launched. The National Subsea Research Institute (NSRI) will be the focal point for the co-ordination of research and development activities for the UK’s subsea oil and gas sector.

As a direct link between the subsea community and academia as well as government, NSRI will facilitate the development of subsea technologies which enable increased recovery of hydrocarbons, prolonging the life of the UKCS as well as innovation which adds value to the UK’s subsea engineering base, helping to maintain the country’s position as a world-leader in subsea.

NSRI will play an influential role in making sure the UK’s subsea technology needs are understood and met within the increasingly complex and competitive technology strategy and associated funding landscape in the UK.

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Prosecuting

pirates Piracy and the European Union: transfer agreements. By Professor Panos Koutrakos

In the last few years, the fight against piracy at sea has emerged as a major priority for the European Union. This is because of the different ways in which it straddles different policy areas: the Union views piracy at sea as a security concern, a serious impediment to the progress of developing nations (to which the EU channels a considerable part of its external budget), as well as an emerging dimension of organised crime.

In its efforts to articulate a comprehensive counter piracy approach, the EU launched a maritime operation in 2008 (EUNAVFOR SomaliaOperation ATALANTA). This has proved to be one of its most high profile and successful security and defence operations. So much so, that in March 2012 its mandate was extended, and now covers Somali coastal territory and internal waters.

An interesting aspect of the operation is the treatment of suspected pirates and associated seized property by the EU force. The Member States are not keen to bear responsibility for them during the trial and also later on. This may be explained in the light of the practical difficulties associated with the trial and the suspicion that it would be highly unlikely that national authorities would be able to send them back successfully. Such concerns were expressed following a judgment of

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a Hamburg court in October 2012 which sentenced ten Somali pirates to imprisonment for a period between two and seven years each. The duration and cost of the trial, amongst others, attracted considerable criticism at the time.

The problem of dealing with suspected pirates is so acute for the international community, that a proposal for the establishment of a special international tribunal has been mooted, but has not been met with enthusiastic support.

In order to deal with this issue, the EU has concluded transfer agreements with Kenya, Seychelles and Mauritius and is currently negotiating with Tanzania. All agreements contain detailed provisions about the prohibition of torture, and cruel, inhumane and degrading treatment or punishment. They also provide for the requirement to conduct a fair trial. The concern about compliance with fundamental human rights is also illustrated by other provisions in the agreements, such as the right of national and international humanitarian agencies to be allowed to visit, at their request, persons transferred under the agreements.

The conclusion of transfer agreements between the EU and third states is also accompanied by the provision of assistance for the conduct of trials of suspected pirates. For instance, Mauritius has

PIRACY PIRACY

received considerable financial assistance in order to establish a courtroom and build a new prison.

Recent litigation before the European Court of Justice will draw attention to these transfer agreements. There is a dispute pending about the legality of their conclusion under the Treaty on the European Union (TFEU) and the Treaty on the Functioning of the European Union (TEU).

These agreements were concluded under a TEU set of provisions which governs the Unionâ&#x20AC;&#x2122;s Common Foreign and Security Policy.

These provisions reflect the politically sensitive nature of the policy by requiring that Member States act unanimously and by excluding the input of the European Parliament. However, in Case C-658/11 European Parliament v Council, the Parliament argues that transfer agreements are not just about foreign and security policy - they are also about judicial co-operation in criminal matters, police co-operation, and development co-operation. Therefore, their conclusion should be subject to a different procedure set out in TFEU which requires not only that the European Parliament give its consent, but also that it should be informed immediately and fully at all stages of the procedure.

In January 2014, Advocate General Bot argued that the action should be dismissed: transfer agreements are common foreign and security policy measures and, as such, under the present constitutional

arrangements, they may be concluded without the input of the Parliament. The Court, which is not bound by the advice of its Advocate General, is to rule on the matter soon.

So far, the trials of suspected pirates, either by national courts of Member States or in third countries with which the EU has concluded transfer agreements, have attracted attention for the human rights issues, which they raise. These are important, and the accession of the Union to the European Convention on Human Rights will ensure continued attention is paid to the ways in which they are addressed.

However, the pending case on the conclusion of transfer agreements highlights another aspect of counter-piracy policy: amongst others, the judgment of the Court of Justice will have implications for the role of the European Parliament and the content of transfer agreements. After all, the Parliament has been given considerable powers in the process of the negotiation and conclusion of international agreements under the Lisbon Treaty - and it has not shied away from flexing its muscle in order to remind Member States that they would ignore it at their peril.. n Professor Panos Koutrakos is Professor of European Union Law at City University London. He writes and advises on EU law, including EU external relations law. He is the co-editor (with Achilles Skordas) of The Law and Practice of Piracy at Sea - European and International Perspectives (Oxford: Hart Publishing, 2014) and the author of EU International Relations Law (Oxford: Hart Publishing, 2006) (2nd edition forthcoming in 2015).

For further information, visit: http://www.city.ac.uk.

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A Cyclope screenshot finds, in clear detail, a RHIB on water with several people on board

A protecting

interest As piracy continues to pose a significant risk to shipping in numerous regions around the world, Andrew Dann talks to Katie Shea, marketing manager, HGH Infrared Systems, North America, about the problem and the solution provided by HGH Infrared Systems’ Spynel infrared imaging camera system In February 2011 the world heard that four American citizens sailing the Indian Ocean off the coast Oman had become the victims of a fatal kidnapping carried out by Somali pirates. Although American forces were en route in an attempt to rescue the two couples, gunshots were heard resulting in the deaths of the captives before rescuers could reach them.

In all 19 pirates were involved in the incident, four of which were killed before the 15 remaining members of the pirate gang could be arrested and detained.

Although the three men directly responsible for the killings were later tried and sentenced to life imprisonment, the tragic episode serves to highlight the dangers posed by pirates to shipping off the coasts of Somalia, Indonesia, and Bangladesh – particularly for commercial shipping vessels and megayachts.

During a 2011 interview with CNN, Cyrus Mody, assistant director at the International Maritime Bureau in London commented: “From 2008, what we’ve seen is they (pirates) have evolved and increased their capabilities.”

As a result of events such as those in 2011, it is becoming increasingly understood that there is a clear and present need for early and long range threat detection in the maritime environment. The dangers are pressing and tangible and for crews sailing in relative isolation day and night the stakes are incredibly high, meaning that the detection equipment deployed to protect the vessel and its crew should be of military grade. Presently, common methods of threat detection fall short of offering a complete protection solution leading to vulnerabilities

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that pirates are able to exploit, as marketing manager at HGH Infrared Systems, North America, Katie Shea explains: “Traditionally, maritime threat detection was done with medium range radar and sonar, but these systems struggled to detect and track smaller crafts, wooden boats, or improvised vessels and were mostly used only at sea, not taking into account a ship’s vulnerability when docked or anchored.”

Responding to the call for a more comprehensive threat detection package that would be effective to counter the threat posed to shipping by pirates, HGH Infrared Systems has introduced its Spynel infrared imaging system as a powerful tool in threat detection. “The Spynel systems are the ideal solution for ship-based surveillance in the fight against piracy,” says Shea. “The cameras operate like a high definition optical radar by providing a passive, long range threat detection system with HD imaging while anchored or at sea.”

HGH Infrared Systems was founded in France some 30 years ago by experts in infrared technology to take on custom engineering projects for the defence industry and today its team of highly skilled engineers in optics, software, mechanics and electronics design and develop complete optronics systems for civil, industrial and security applications.

Over the years HGH has expanded its international reach by opening technical and sales offices in the US, India and Singapore. Each year the company dedicates as much as 20 per cent of its revenue to research and development, so that clients can be assured that HGH surveillance equipment boasts the very pinnacle of reliable and effective performance.

“HGH Infrared Systems specialises in high-resolution panoramic sensors with automatic detection and tracking. The Spynel line of sensors are completely passive, and can detect and track an unlimited number of targets in all directions at once while eliminating false alarms

surveillance HGH Infrared Systems’ Spynel Cyclope software shows a panoramic image of an entire wide area detecting a RHIB from several kilometers away (at top), zoom windows show the target up close (middle and bottom images), and a 360 degree wheel shows the disk view of the panorama at bottom left

thanks to complex algorithms,” Shea explains. “Spynel systems are either MWIR or LWIR, cooled or uncooled. We have a variety of sensors, ranging from the lighter uncooled Spynel U (with up to .2 NM range for RHIB detection) to the recently released Spynel X, the highest resolution IRST in the world. The Spynel systems have been proven and deployed providing forward operating base perimeter protection in Afghanistan, panoramic port surveillance at a high risk port, continuous surveillance for offshore natural gas platforms and ship based anti-piracy surveillance for the French Navy.”

Spynel infrared imaging systems feature a number of robust features that make them the ideal solution for seafarers at sail as well as at port.

The Spynel range offers a unique wide-area surveillance system that is able to capture full panoramic, highly resolved images in near real-time with automatic detection and tracking capabilities. Its continuously rotating sensor head operates day and night to ensure unprecedented and powerful situational awareness over very large areas and long distances. When it comes to anti-piracy operations it is both rugged and compact, making it able to withstand any type of inclement weather

without loss of performance. The systems were designed to withstand harsh maritime environments and corrosion. Thanks to a gyro-stabilised platform, the automatic detection can operate in rough to very rough seas. Through the use of its accompanying Cyclope software, Spynel can simultaneously detect an unlimited number of threats such as; wooden boats, RHIBs, swimmers, stealth helicopters, floating mines, UAVs, USVs and small crafts. Spynel can also integrate AIS data to eliminate known ships. As a fully passive system, Spynel cannot be detected or jammed making it an incredibly safe and effective solution in the fight against piracy.

As previously mentioned, Spynel works in tandem with the HGH developed Cyclope software system to complete the powerful threat detection package provided to the user. Discussing the development of Cyclope Shea says: “The Cyclope software has been rigorously developed and tested over the course of ten years, improving its usability and tracking capabilities. With the newest Spynel X, which debuted in May 2014, there have been several upgrades to the system including the longest detection range in its category reaching up to 8 NMfor a RHIB and up to 16 NM for a ship, as well as an unequalled resolution of up to 120 Mpix.”

The Spynel are a proven and trusted surveillance and threat detection technology within the marine sector and further afield, however as threats continue to evolve so will Spynel as Shea concludes: “In 2014, HGH will continue its international expansion and release another new sensor this fall that should open new markets. Spynel sensors have been effectively fighting piracy on war frigates for the last four years in the Gulf of Yemen. Spynel sensors, in spite of their high resolution, are not International Traffic in Arms Regulations (ITAR) regulated, which greatly facilitates its deployment in areas of the world where piracy is an issue.” n For further information, visit: http://www.hgh-infrared.com.

The Spynel-C panoramic infrared thermal imaging system installed on a large ship docked at port www.shippingandmarine.co.uk - 11

Expert

advice Tightening fuel specifications and rising prices are putting the bunker industry under pressure. Libbie Hammond talks to Christoffer Berg Lassen, CEO and managing director of the Glander International Bunkering Group about some of the current issues

The global bunker industry is facing a time of serious change. Led by the recognition that shipping operations are causing too much pollution, legislation and technology is now being targeted at the marine sector, with some of the stringent new regulations due to begin in January 2015. From this date, fuel with a sulphur content of less than 0.1 per cent will be required in what are termed ‘Emission Control Areas (ECA)’. These encompass the Baltic and North Seas, and areas 200 nautical miles off the shores of North America and off Puerto Rico in the Caribbean.

Christoffer Berg Lassen, CEO and managing director of the Glander International Bunkering Group, a globally respected marine fuel, lubricant trading and brokering firm, noted that it is the price of this 0.1 per cent fuel that is of major concern for Glander’s clients operating ships in the ECAs: “Research suggests that in the Northern Europe ECA, there will an imbalance in the supply and demand of fuel/distillates by 2015,” he began. “Fuel oil availability will be in excess, whereas distillates will be in short supply. Prices should go up considerably as a result of the higher costs of redistributing the distillates and refinery upgrades. This will result in a challenge for the industry as a whole, not least because the economical growth rate in Northern Europe is moving at a slower pace compared to the rest of the world, where they have less stringent emission regulations.”

He continued: “Moving ahead from 2015, North American ECAs will have a healthier ratio between supply and demand. However, as with the European ECAs, the operational costs will rise and put additional pressure on all parties.”

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Another uncertainty that ship operators face is connected to the future regulations, and the question of when the 0.5 per cent global cap will be introduced. Annex VI of MARPOL dictates that this will be introduced at the beginning of 2020, however, the Annex also allows for a review of the availability of suitable fuels to be undertaken before 2018.

Christoffer noted the global sulphur cap issue isn’t as high up the agenda due to these reservations: “The outlook of the global sulphur cap moving from 3.5 per cent to 0.5 per cent is not an immediate priority for the majority of our clients,” he confirmed. “They will want to see if the reduction takes effect in 2025 rather than 2020. A study will be completed by 2017-2018 to determine whether the industry is ready to meet the regulations. In the meantime, we shall see the more widespread use of improved abatement technologies, new types of fuel blends and a wider logistics network of LNG as a fuel.”

Indeed, the possibilities for embracing LNG as an alternative fuel were highlighted in FGE and Marine & Energy Consulting Ltd.’s study, Outlook for Marine Bunkers and Fuel Oil to 2035. The report noted that LNG creates far less toxic emissions and may be less costly in the future when the economies of scale have been achieved for the delivery infrastructure. It also illustrated some pitfalls, stating: ‘However, retrofitting existing vessels is generally uneconomic and as new build costs are over 20 per cent higher, this option is not universally attractive to the ship owner. LNG also brings inherent operational and financial risks and may not be adopted as rapidly as some proponents of the fuel may have us believe. FGE and Marine & Energy Consulting Ltd.’s analysis sees a real growth in the take-up, though this will be relatively slow and will only account for five per cent of marine

lng bunkering energy consumption in the late 2020s, but could subsequently grow to 15 per cent by 2035.’

Another way the industry is working to counteract the rising costs of bunkers is by becoming more efficient across all operations.

As Christoffer noted: “Everyone in the industry is focusing on increasing productivity. Refiners have developed more sophisticated processes and have better capitalisation on the high value molecules, and sometimes the residual – the bunkers – becomes less stable as cost-cutting measures are being taken. Although blended to meet ISO specifications, some properties may have a negative effect on ships’ engine performance, wear, instability etc. We endeavour to always deal with quality-concerned refiners and suppliers whose objective is not to blend to the exact limits of ISO, thereby ensuring that our customers do not end up having quality issues. However, we are also aware from a ship operator’s perspective that the prospect of cheap bunkers sometimes overrules the quality focus.”

He added: “Another operational challenge is the refineries and physical suppliers lack of capability to meet the current specification requirements. An example of this would be that ISO 8217:2010 specs are still not being offered in the majority of ports worldwide.”

It is clear from Christoffer’s comments and the conclusions from FGE and Marine & Energy Consulting’s report that there is still much uncertainty surrounding bunkers going forward. As a result Glander International Bunkering is making sure that it keeps its ear to the ground in relation to the new emissions standards. “We have to provide our customers with facts on bunker availability, quality and legislation at a reasonable cost and part of our operational strategy is to stay in close dialogue with our suppliers and regulators to follow any developments,” said Christoffer.

However, administrating this kind of operation requires skilled staff and another issue faced by Glander International Bunkering is a shortage of talent in the industry. Christoffer highlighted this as ‘a primary challenge’. New appointments have been recently made at the company’s Dubai office, and Christoffer explained that this location is increasing in importance, as the amount of offshore development in that area continues to grow: “Fujairah is one of the top three bunkering ports in the world and therefore a lot of volume is bunkered in this port.

There are also a lot of offshore development activities in the region (Qatar/Abu Dhabi/Saudi Arabia) and this creates a need for a huge distillate requirement,” he said. “Jebel Ali is one of the biggest container ports in the world and there is a major requirement for bunkers in this port. Apart from these ports, Jeddah also handles quite a large volume of bunkers for vessels crossing the Suez Canal. So while recruiting the right talent has always been a priority at Glander International Bunkering, we are doing so in Dubai as part of our expansion strategy, and we are always keen to recruit experienced people to help us continue our development.”

As the last five months of 2014 draw to a close there are still key uncertainties surrounding the bunkering legislation that is approaching.

Shipping companies are facing increasing cost pressures and the need to invest in new technology is a challenge that they may struggle to address. Overall it looks likely that there will be an increasing need for expert advice in this area and companies such as Glander International Bunkering will need to be ready and prepared to help clients through this testing time. n International Bunkering Middle East (IBME) was founded in 2006, starting out with only a Dubai office. In 2012, it opened its second office in Mumbai, which acted as a Liaison Office with the Dubai headquarters. This was quickly followed by the opening of a Singapore office in response to large bunkering demands in the Far East. At the end of 2013, IBME formally acquired the US based company Glander International Inc. and became Glander International Bunkering. This acquisition by IBME in 2013 was profitable for both companies, combining both of their financial power, heritage and expertise to benefit their customers and consolidate their name as one of the leading marine fuel trading and brokering firms in the world.

For further information, visit: http://gibunkering.com.

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The return of the

Mighty

A challenging project for R&B Switchgear Group required innovative thinking and a dedicated approach

Mighty Servant 3 is a semi-submersible vessel capable of carrying the heaviest drilling units in the harshest offshore environments. On 6th December 2006 the ship sank following a submerged discharge off Luanda, Angola in approximately 60m of water. The vessel was submerged in seawater for more than six months.

Following salvage of the vessel, the electrical system was declared to have suffered unrecoverable damage and complete removal and reinstallation of electrical wiring and related components was deemed necessary.

The original electrical system of the vessel was installed during the initial build in 1983 and was of Japanese make Teresaki. These systems were considered outdated and included components that were no longer available. Furthermore, new regulations had since been put in place that required replacement equipment and materials.

The ship was delivered to the shipyard by the salvers in a ‘dead ship’ state and was to be delivered to the owners in a seaworthy condition safely afloat at the shipyard berth with all trading certificates.

R&B Switchgear Group was selected by the owners of the vessel as one of the preferred electrical contractors for its reinstatement. The company was awarded an $18 million contract by the shipyard for the design, re-engineering and integration of the ships electrical systems.

This included the supply, supervision of installation, commissioning and project management including manufacture of the HV and LV control panels at the company’s facility in Greater Manchester.

Faced with obsolete equipment that was originally designed in 1983, the team at R&B Switchgear Group were required to design entirely new power systems from scratch. This involved routing approximately 150 km of electrical wiring with circa. 40,000 terminations, as well as power generation systems, transformers switchboards, control and monitoring panels, navigation and radio equipment, lighting, junction boxes and motors.

The project required new drawings for all of the electrical and integration systems. This totalled approximately 1300 technical drawings to outline in detail how the project was to be engineered.

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The ship was placed in dry-dock at a shipyard in Grand Bahama, making the logistics of the operation even more challenging. The switchgear, control gear equipment was to be designed and built in Manchester, and then delivered in stages to an outworking team on site in the Gulf.

Managing director, Mark Beswick, said: “As the largest project undertaken by the company to date, there was no shortage of challenges working on MS3. Almost everything electrical had links and signalling connections to other equipment on board and it all needed to be evaluated when designing the new systems.

“The outworking conditions made installing the switchgear on board the ship in the initial stages extremely difficult. Our team of engineers had to endure excessive heat before the power was re-established, which was approximately nine months into the project.

“What’s more, during the period between August and November, the Island was hit by hurricane season and we had to postpone the work on at least three occasions due to the threat of hurricanes in the area.

“Due to the nature of the re-instatement, the brief was to mimic how the ship worked originally using modern replacement equipment and new techniques. The realities of making the ship operational using new equipment were not what we had initially imagined.

“After an extensive rebuild MS3 was returned to service and the project has been a huge success. Delivering a project of this scale was an incredible achievement for R&B Switchgear Group as a company and for each of our engineers.” n

The R&B Switchgear Group specialises in the design and manufacture of full turnkey projects for the marine, power, industrial and offshore sectors. It carries out onsite and workshop refurbishment, maintenance, servicing, testing and repairs of switchgear and circuit breakers.

As a major manufacturer of both AC and DC switchgear, the R&B Switchgear Group offers a comprehensive worldwide service for the maintenance of switchgear, circuit breakers and all ancillary equipment such as power transformers and earth switches.

For further information visit: www.rbswitch.co.uk.

SALV SALVAGE AGE

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Too hard to

handle ROV launch and recovery – is it time for a step-change in design asks Scott Macknocher?

Over the past 15 years, water depths experienced in the construction and maintenance sector of the offshore oil industry have increased significantly, in some cases, by a factor of ten. Vessels operating in this market have been required to equip themselves with deck machinery capable of operating in such environments, particularly with the advent of subsea developments where the requirement to access the seabed from a host vessel has become much greater than previous modes of offshore construction operations.

One such area that has been required to adapt to these greater depths is the winches and handling systems required to deploy and recover remotely operated vehicles (ROVs) which are used to perform all construction-related intervention activities associated with deepwater subsea developments. From a deck-equipment perspective, this involves the handling of steel-armoured dynamic lift umbilicals, which carry power and control (fibre optic) to the ROV and tend to be rated up to a maximum working load limit (WLL) of around 15 tonnes.

As operating depths increased beyond the continental shelves into deep and ultra-deepwater, many umbilicals suffered failures of the fibreoptic elements and in some cases, high-voltage conductors as the difficulty of operating reliably in water-depths up to three km became evident. Over time, cable manufacturers have developed their designs such that umbilical reliability has improved over recent years; however the development of winches and handling systems has arguably not

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kept pace with the industry’s push for reliability in ever-increasing water depths.

Certainly higher speed winches have reduced the time to deploy and recover, to and from depth and the introduction of active heave compensation, which decouples the ROV’s tether management system from its host vessels motion, has extended operating parameters beyond those previously possible. And as the boundaries of ROV operation are being pushed ever further, particularly in harsh environment areas (up to and beyond sea-state six), the integration of heavy-weather deployment systems into specialised subsea vessels is increasing. However in many cases, the poor design of cable management and handling is resulting in umbilical-related problems, which are offsetting any gain from increased operating parameters.

Generally, the handling of umbilicals by the winch and launch and recovery system has not improved in line with these new technologies and the resulting greater demands on cable integrity. This is because most conventional ROV deployment systems in use today do not respect basic manufacturers’ cable handling procedures in areas such as acceptable bend radii and cable twisting, particularly over short distances. When combined with the high speed cycling of cables during active heave compensation, such deficiencies in cable management and handling is resulting in an increase in umbilical failures being experienced across the industry. This is not entirely surprising in that it is accepted by most cable manufacturers that a basic failure to correctly handle and maintain dynamic umbilical cables will reduce their useable life by over 75 per cent in some cases.

winches & cranes

This is an extremely undesirable situation given the criticality of ROVs to large pipe lay vessels and subsea construction ships where the consequence of failure can be measured in hundreds of thousands of dollars per day to the contracting organisation. Consequently, ROV umbilical management needs to be at the forefront of winch and handling system design, something that has not historically been the case.

Firstly, taking an integrated approach to ROV launch and recovery is critical. Only by designing fully integrated deployment systems that deal with all aspects of umbilical storage and handling, together with ROV package management, can optimised solutions be achieved. Only by explicitly understanding the equipment end-use and by involving operational expertise at the design stage can manufacturers hope to produce a product that can meet industry needs going forward.

Furthermore, the adoption of relatively straightforward monitoring techniques could dramatically improve cable handling and therefore extend umbilical life. More importantly, allow cables to be replaced on a preventative basis rather than one that is purely reactive. Examples of this approach are the monitoring of cable operational history and cable integrity through parameters such as temperature build-up along the cable length, particularly during specific activities such as the use of active heave compensation.

Finally, the active management of umbilical snap loading as the ROV passes through the air-sea interface is another area where improvements to existing practices is being achieved. The use of cursor systems, which transfer the loadings induced by launch and

recovery operations away from the umbilical cable has become well accepted, however the costs associated with such solutions are often prohibitive and only tend to lend themselves to the equipment located permanently on a vessel or drilling unit. The active management of umbilical cables during launch and recovery would provide another significant improvement to ROV operations and system reliability at significantly less cost and complexity than cursor-type systems do today.

In summary, the development of winch and handling system technology used to deploy ROVs in ever increasing water depths tends to have been limited to the incremental improvement of conventional methods that have been in place for many years.

As technologies such as active heave compensation become more prevalent, winch and handling system design needs to evolve in a fully integrated manner to include key areas such as umbilical handling, management and condition monitoring if acceptable levels of reliability are to be achieved. n Scott Macknocher is managing director of Ennsub Ltd. Ennsub is an independent provider of specialised products and equipment to the global subsea sector. Established in 2012 by four prominent subsea professionals, the company offers a range of deep and ultra-deepwater deployment solutions for ROVs, subsea modules and bespoke subsea packages in addition to a suite of pipeline installation-related products and pipeline repair solutions. For more information, please visit www.ennsub.com.

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We are

sailing Charles Moray takes a look at evolving fuel saving technology for shipping

All parts of the shipping value chain are today faced with challenges to the profitability of their business, whether it is through high fuel prices, or low charter rates. At the same time they are being squeezed by a wide variety of stakeholders inside and outside the industry, from regulators, politicians and consumers to ports, NGOs and international organisations. The price of fuel has become crucial to the profitable operation of any commercial vessel today. Over the past decade the price of fuel has increased four-fold, driving fuel up to 70 per cent of operational costs on average.

Fuel payers are also now faced with a roadmap towards more expensive distillate fuels, starting in Northern Europe and North America in January 2015 and widening to Europe in 2020 and a global Sulphur cap in 2020 or 2025. In addition, the Energy Efficiency Design Index (EEDI) has put a strain on newer vessels to meet carbon reduction targets, scaling up to a 30 per cent reduction by 2030. As these threats to shipowner and operators’ profits continue to develop, the industry will face more challenges, and need to explore more opportunities. It is clear one opportunity the industry is embracing is the development of clean technologies that can impact fuel costs and emissions levels simultaneously by reducing fuel consumption, thus cutting fuel bills and emissions.

Pressure to adopt these technologies is not coming from high fuel prices and regulators alone, however. Over the past decade and more, developed-world consumers and their media champions, have evolved expectations of access to ‘sustainable’ products; consumers want high quality, low carbon goods, at low prices. Shipping can play a large

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part in helping industries meet these consumer demands, as without the shipping industry there would be no access to good quality at low prices: the consumer is right to demand that shipping take action to become more sustainable.

Shipowners naturally put pragmatism first, and are admirably astute at assessing the dust-to-dust costs of their vessels. They are aware, especially when they pay for the fuel directly, that retrofit fuel saving technologies offer an opportunity to extend the life of a vessel and reduce whole-life costs even more.

Many of these technologies are additive in the fuel savings they offer.

For example, fuel savings from advanced hull coatings and propeller appendages can be reliably added together. Retrofitting the same ship with a propulsion assist technology would see fuel savings increased further. So where should ship owners spend their money?

Retrofitted fuel saving technologies should be assessed on their opportunity costs. Some technologies such as propeller appendages like the Bos Cap Fin can be installed in a matter of days, without the need for dry-docking and hull coatings can be applied during scheduled dry docking periods. But more complex technologies may need lengthy retrofitting and mean lost revenues. Owners need to calculate whether the pay-off period is worth it, but as this is calculated based on a current fuel price, it is nothing more than a guide to the pay-off period and shouldn’t be relied on. Of course technology suppliers cannot be held accountable for the vagaries of bunker prices, but they do need to provide technology with a fuel saving performance and functional lifetime that allows ship owners and operators to make savings in a reasonable timeframe.

There are a number of clean technologies that have been widely

FUEL FUEL EFFICIENCY EFFICIENCY

taken up by many parts of the industry, including Bos Cap Fins, Mewis Ducts, eco-efficient paint and optimisation software to name a few.

Fuel costs and regulatory pressure will ensure demand for these technologies justifiably remains strong, not least as they often involve short payback periods, yet few of them offer savings of over a few percentage points.

Oceanfoil’s wingsail technology sits within a group of new and innovative solutions for shipping that utilise renewable energy. It is an exciting time; millions of dollars are invested in so called ‘blue sky’ technologies such as wind, solar, and air bubbles, for example, by entrepreneurs, yet few are currently on commercial ships. The reality is that those technologies that have been tested extensively using models and tank tests will work on commercial vessels, however the associated perceived risks and investment required are seen as prohibitive and not an opportunity to many in the shipping industry.

By encouraging more lateral thinking in shipping, these technologies could support a boom in technologies that can utilise natural resources such as wind to save ten to 20 per cent or more fuel.

We anticipate that our wingsail technology will have a payback period of 15-18 months in today’s shipping and bunker fuel price environment.

We have designed our wingsails to be easy to install and easy to use, with no crew involvement in operating our wingsails, maximising the return on investment for the ship owner, whilst also minimising the cost of using and maintaining it for the charterer. And because there is no engineering work required below deck, fitting is relatively quick and simple.

As a supplier of a propulsion assist technology we have benefited from historically high fuel prices driving owners and operators to look for ways to reduce fuel bills. But does this mean that low carbon technologies will become unattractive should fuel’s share of operating costs drop significantly? At what point would owners and operators decide that they could do without the additional savings? Or has a threshold of fuel-efficient shipping been passed? In other industries high fuel prices and regulation have driven progress toward greater fuel

efficiency. The same forces are acting on the shipping industry right now. The prospects for a growing market of low carbon and fuel saving technologies in shipping are bright.

The IMO’s introduction of the EEDI, as well as voluntary ‘demand side pull’ from cargo owners using the likes of the Carbon War Room and Rightship’s A-G ratings, which rate ships according to fuel efficiency, have real power to persuade shippers to invest in technology, as their customers could take business elsewhere if they do not. Momentum is building towards a shipping industry where new technologies will be widely adopted that work with improved fuel and engine design to deliver greater efficiency and lower emissions. There are many opportunities, now and in the near future, for shipping to improve fuel efficiency and increase the value of ships, whilst meeting the demands of regulators and consumers. Yet, it requires broad shoulders and a degree of entrepreneurialism to exploit those opportunities.. n

Oceanfoil wingsails generate forward thrust from wind to reduce required engine output. A wingsail consists of three aerofoils attached to a tail fin. The aerofoils are curved to generate optimum directional thrust. Each computer controlled wingsail moves freely on a central bearing and remains feathered when not in use. Depending on size, vessels can be fitted with between two and six wingsails.

Charles Moray is managing director of Oceanfoil. Oceanfoil is the UK based maritime engineering, design and technology company pioneering proven aerofoil wingsail technology to reduce fuel consumption and emissions for commercial vessels. In today’s challenging shipping market, where efficiency is at a premium, Oceanfoil’s wingsail technology delivers much-needed double-digit fuel savings to vessel owners and operators. For further information visit: www.oceanfoil.com.

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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.

palfinger systems remøy management PALMER JOHNSON SINOPACIFIC OFFSHORE AND ENGINEERING BOWLINE DEFENCE MARITIME SECURITY DRAHTSEILWERK HAVEN MARINE ship management ELITE WAY MARINE SERVICES ASSENS SHIPYARD WMF SCHIFFSWERFT DIEDRICH AWILCO LNG FISKERSTRAND GOLTENS CO LTD OILTANKING STOLTHAVEN ANTWERP GHENT PORT COMPANY PORT OF SINES AMBREY RISK ASSOCiaTED BRITISH PORTS CHIEFMAR

Profile: Palfinger Systems

Evolution by

T

revolution

he globally active manufacturer Palfinger Systems provides access and maintenance solutions for both the offshore and shipping industries, calling upon its strengths in offering flexible standardised solutions, as well as customised applications through to the highest level.

The business was founded in 1992 focusing on the construction of marine cranes, and in 2000 established a department focused exclusively on the development and manufacture of innovative access and maintenance solutions.

“In that period as a development department we assessed how the industry reacted to maintenance needs, accessing difficult areas on both ships and jack-up rigs. Realising the cost and time implications in the use of scaffolding and a large number of operators we began designing a system which would eliminate this,” says Thomas Hinterseer, managing director. Creating solutions that solve major problems that occur on platforms and ships is the fundamental ambition of the business. Palfinger Systems access solutions increase the safety of repair and

maintenance work dramatically, with work platforms and baskets providing safe access in suitable working positions. As a result, handling is much safer and easier compared to climbing and scaffolding systems.

“Essentially we were going in with the goal of changing the industry, with fewer people, a higher level of automation and having a smaller impact on the environment, all of which benefit the end user, speeding up the time that the ship or jack-up is in the harbour or yard,” points out Thomas. By listening to the customers, analysing the market and designing prototypes the business developed the ideal solution to carrying out the work. At the same time as developing these new technologies, the business introduced a new water blasting system, eliminating the need to use grit-blasting services, leading the way as the industry looks to greener solutions. “We are a corporate, socially responsible organisation and therefore protection of the environment is high on our agenda and an aspect that we aim to drive forward,” he adds. www.shippingandmarine.co.uk - 23

The JUMP solution offers safe, reliable and efficient access to the leg, and is designed to allow inspection and maintenance works such as blasting, painting and steel work repairs

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The focus in the development of the access solution was to design a system for a quick and easy installation. In the offshore industry today it is not possible to reach some locations without special training, such as using industrial climbers. The new access method for Palfinger Systems offers major advantages with all areas brought into reach of platforms and baskets, which means that checks can be effectively carried out at heights. “The initial prototype we developed was for the offshore jack-up segment, called the jack-up maintenance platform (JUMP). We tested the first model in 2009, making more improvements, enhancements and revisions before receiving full approval from the licensing authorities and launching the development to market in 2013. We have now received our first orders,” says Thomas.

The JUMP solution offers safe, reliable and efficient access to the leg, and is designed to allow inspection and maintenance works such as blasting, painting and steel work repairs. The unit is driven by an onboard diesel powered HPU, requiring no external power source, with the configurations including telescopic cranes, aerial platforms, supply and rescue platforms, full enclosure and ancillary power for use with options such as hand tools or lighting. Inspection and maintenance on the legs of jack-up rigs is necessary at regular intervals for both maintenance and class requirements. Conventionally, scaffold towers are erected and rope access teams utilised, which requires a lot of effort, workforce, time and money. The JUMP concept considerably mimimises this outlay.

The market place for jack-up rigs repair and maintenance has been extremely active over the past few months, and despite the general slight depression in shipping, inspection, maintenance and repair remains active. “Our customers, the ship and rig owners are looking towards optimising cost and reducing time out of service,” says Thomas. The traditional method of installing and removing a scaffold to service the rig or ship can take up to three weeks and involves a high number of personnel.

The Palfinger Systems solution not only reduces the set up time to just 24 hours but also eliminates the number of operatives working, particularly at height therefore eliminating the safety risks.

“One of the biggest challenges we face is that the oil and gas and shipping industries are very traditional businesses, so changing the mindset through the introduction of new automated equipment has, in certain areas, been met with natural resistance to change. Automated systems ultimately result in a lesser requirement for personnel and questions have also been raised as to just how much safer and faster the system can be. Some have questioned whether water blasting is really better than grit blasting, providing the same quality, as well as questioning automatic painting and how a robot can do as good a job as an experienced operative. These are all natural questions that arise when introducing an alternative to an existing business model.

There can be a fear of the unknown and modernisation, with the industry comfortable in past systems and methods,” explains Thomas.

The second major product development made by the business has been the introduction of the

Profile: Palfinger Systems

We are continuing our drive to introduce our products into the broader market, demonstrating our systems for both rig and shipping businesses

automatic HTC system, which is currently on the final testing and commissioning phase at the Jurong Shipyard in Singapore.

The HTC is the world’s first environmentally friendly and costoptimised automated hull treatment system for the coating/decoating of spots or complete hulls, and also improving shipowners’ fuel consumption. “Singapore has very stringent obligations on its environmental footprint, and is also driven to reducing the amount of unskilled labour. Holding a strong image as an innovative technology leader the Singapore Government has been supportive of our systems and approach to maintaining and painting ships.

This has been a great support in the credibility of our system,” Thomas highlights.

The product will be officially launched at OSEA 2014 in Singapore in December. Commenting on the drive behind the company’s involvement in such trade shows, Thomas says: “It has always been important for our company to be a part of the largest exhibitions, to meet and discuss projects with our existing clients and other members in the offshore area, including establishing new contacts with visitors from all over the world. This year we have been targeting exhibitions much more aggressively, attending five trade shows in 2014, and will be present at OTC 2015. We have the first reference projects now, with very satisfied customers and it puts us in a very good position to convince businesses with a more traditional approach that this is the future for the industry.”

Another ship access solution is the ITP8 (Internal Tank Platform).

The treatment of the internal areas of tanks and cargo holds on marine vessels, especially tankers, is difficult and labour intensive. Scaffolding is required to reach thousands of square metres of walls and roofs, however, providing access with scaffolding is costly and time consuming.

In some cases, the use of cherry pickers is possible. Nevertheless, requirements like big openings and plane surfaces restrict the use of this equipment drastically. Further disadvantages like exhaust pollution or high loss ratio make a successful application even more difficult. The ITP-8 is thus equipped with four two-man baskets. Additionally, the ITP-8 is height-adjustable and can either be placed on the floor where it can be freely positioned or suspended from the tank opening. A very good range is thus available from the company. The ITP-8 can also be

used to work on the hull of a ship or a tank, meaning that a wide range of different applications is thus possible.

Focused on contributing to the sustainability of the regions in which it operates, Palfinger Systems recruits and supports the education of a local workforce. “Although we need less personnel than traditional operations we do require people of a certain skill set, and for the industry, automation is the way forward, certainly in European shipyards and Western Shipyards,” says Thomas. Because labour is so expensive, automation can make shipyards more competitive and sustainable. Reviewing the market place he adds: “The US holds great opportunities for the future and we can help shipyards that are struggling to solidify and move systems forward on a healthier basis reducing costs and lay up time.

“In Asia, although there is relatively low cost labour systems available, there is a strong future for these systems. Penetrating the markets of Korea, Singapore and China, which is the biggest shipbuilder in the world in terms of tonnage, offers an interesting future. Brazil, Africa and the Middle East, are new and developing regions and the ability to build a sustainable business with a localised shipyard in those regions using some automated systems, will provide quality, safety and speed. We expect there to be some good opportunities around the corner in Africa and the Middle East with high growth rates, which is very appealing to us.”

As Palfinger Systems moves into a very active future Thomas concludes: “We are continuing our drive to introduce our products into the broader market, demonstrating our systems for both rig and shipping businesses. Through the aim of proving our systems are viable solutions to their needs we expect to become the prime supplier for all maintenance, inspection and repairs works for ship and jack-up owners. In the future we will look to expand our product range, entering new markets such as the semi-submersible and drill-ship business. The system and approach that we are taking towards automation, lower environmental impact and speed is completely transferable to a number of other assets and markets.” l

Palfinger Systems GmbH

www.palfingersystems.com • Access solutions increase safety of repair and maintenance works • JUMP concept allows inspection and maintenance • Also working on ship access solution

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Ecological

armour R

emøy Management AS, founded in 1972, is a wellestablished shipping company located in Fosnavåg, in Norway. Built on a background in fishing vessels, it has through its 40 years experience in the shipping industry, demonstrated commitment to innovation. Pioneering new technology, it has been a leading figure in handling cutting edge ship engineering such as the diesel-electric engine. Today it provides innovative and reliable vessel and crew management throughout the Norwegian maritime sector.

Shipping & Marine previously spoke to Remøy Management in March 2012 as the business was celebrating its 40th anniversary.

Commenting at the time, quality manager Knut Strand said: “There is a very optimistic view within the company today regarding our future possibilities. We have a rich and successful history and we expect this to continue.” At the time, the business was looking to the future with a view to strengthening it in light of new responsibilities that it was taking on, and also for the opportunities ahead.

In a long-standing contract with the Norwegian Coast Guard,

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its team is operational within the fjords, along the coastline and in territorial waters. Previous arrangements saw Remøy Management supplying just 40 per cent of the crew whilst the Navy would provide the rest. Driven to maintain its strength across all departments; crewing, economy, technical and quality, the business was responsible for the development of the use of liquefied natural gas (LNG) to power three 92-metre search and rescue vessels. Whilst also containing diesel engines for achieving top speed if necessary, the ships use LNG for cruising. Due to the low power requirement of LNG, the vessels are not only cost effective but environmentally friendly too, reducing NOx emissions by 90 per cent and CO2 by 20 per cent.

All three vessels are part of a submarine rescue scheme participated in by the UK, France, Norway and Sweden.

The scheme involves a complete rescue kit including a 16-person rescue submersible that can evacuate up to 16 men at a time by connecting to the hatch of a submarine down to 1000 metres and a transportable decompression chamber. Although LNG is still relatively rare in the

Profile: Remøy Management

marine sector, there are coastal LNG refuelling stations both in north Norway where two of the ships operate and in Bergen where the third is situated. Furthermore, through the combination LNG-diesel engine, they are some of the first vessels in Norway to be able to operate in all ocean conditions.

Continuing in the pioneering spirit, the company’s fleet has a number of technological advances that make it stand out, with additional vessels including a small training boat for the armed forces. Its latest training vessel, the Olav Trygvasson is one of two vessels belonging to the Reine class, a version of the company’s Nornen class of inland patrol vessels with modified extensions and covered bow. Originally built to act as a commanding platform in a military situation it is today used to train the Home Forces’ small ‘part time’ military units along the lengthy Norwegian coast. This unique application is illustrative of the service innovation that Remøy Management has become known for, with vessels capable of a whole host of roles including policing, customs duties, fire fighting, search and rescue, and environmental protection operations.

The company’s commitment to innovation brings future opportunities to introduce new vessels into its long-running portfolio. As a shareholder in World Wide Supply (WWS), a Norwegian ship owner, it

commissioned the construction of six Damen 3300 mid-sized platform supply vessels (PSVs). Remøy Management has full management of the new diesel-electric fleet, boasting a new design and improved fuel economy. The six vessels were designed in-house by Damen and built by at its yard in Galatz, Romania.

Remøy Management oversaw the technical follow up throughout the building phase.

These vessels have for some time represented the management company’s position in a niche corner of the marine sector. At present all six vessels are under contract, two in the North Sea and four in Brazil.

With a host of opportunities ahead, including the ongoing spread of offshore windfarms in the North Sea, for which increasing numbers of PSVs will be required to provide necessary support, Remøy Management will be broadcasting its proven

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Profile: Remøy Management

With a host of opportunities ahead, including the ongoing spread of offshore windfarms in the North Sea, for which increasing numbers of PSVs will be required to provide necessary support, Remøy Management will be broadcasting its proven record, pursuing future projects record, pursuing future projects. Despite the market for Coast Guard vessels being a limited one, the company has grown quickly over the last few years, putting several new vessels into operation. In fact, the Icelandic Cost Guard vessel TYR was hired in as a front-runner for the new build Havyard 832 L WE that will be named ‘Polarsyssel’ and be delivered from the yard at the end of August. The company also recently started a 6+4 year contract with the Governor of Svalbard, which commenced 12th of May 2014.

With LNG engines becoming a key future development for the marine industry, Remøy has already begun laying down roots with the technology to ensure it remains at the forefront of the industry. Although specialised in the area of military vessels the business remains adaptable to enter alternative markets. l

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Remøy Management AS

www.remoy-management.no • Over 40 years experience in shipping • Pioneering professional operation • Investment in six new vessels

Maritime Partner AS

Founded in 1994, Maritime Partner AS is one of the world’s leading designers and suppliers of workboats, fast rescue boats, patrol and daughter craft to the international maritime and offshore industry.

Some 1900 boats of its brands WEEDO, SEABEAR, ALUSAFE and SPRINGER have been delivered in lengths up to 25 metres.

Maritime Partner is based in Aalesund - in the heart of the Norwegian cluster of maritime companies.

Its relationship with Remøy Management goes back to the very start and it is proud to be one of their collaboration partners.

Profile: Palmer Johnson

Quality through

innovation

T

he Palmer Johnson name has been synonymous with innovation in boat design and building for nearly a century. The company, which has developed around the three pillars of vision, evolution and innovation, is today the premier designer and builder of market-leading superyachts.

The business was formed in 1918, with humble beginnings that saw it building and repairing wooden boats, rowing skiffs and commercial fishing vessels before going on to build its first yacht in 1926. Since these early days however the company has been dedicated to providing groundbreaking and revolutionary innovations in the field of yacht design rooted around the core values of the company – design, performance and emotional appeal – all of which are manifested in its stunning designs.

From the world famous Palmer Johnson yachts that won every

major championship race during the golden period of sailing yachts, through the company’s revolutionary sports yachts, and to its latest SuperSport series of vessels, innovation has been at the core of Palmer Johnson’s growth. For example, the company is a pioneer in aluminium construction in yachts, building the first aluminium boat, the Isanti, in 1962 followed by the launch of the largest aluminium sailing yacht at the time, the 84ft ketch Firebird in 1966. This trend continued when in 1979 the business launched the Fortuna. Built for the then King of Spain, she was the most advanced 100-foot aluminium boat in the world at the time and remained the fastest yacht in the world for more than a decade. More recently in 1998, the company built and launched the La Baronessa, the largest aluminium yacht built in the US and completed in time to celebrate Palmer Johnson’s 80th anniversary.

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IEM Marine

IEM Marine, formally Industrial Power Systems, Inc. (IPS) is a leader in the design and build of electrical distribution and control systems for the marine industry.

IEM Marine has been providing custom electrical solutions for Palmer Johnson’s yachts since 1996. Yacht applications typically require the ability to carry a significant amount of load in a relatively small footprint. These applications require the equipment to interface with numerous external systems utilising automation for different PLCs from vessel to vessel. IEM Marine’s flexibility allows for a custom approach in delivering quality, compact solutions, with various control schemes for these demanding electrical systems.

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For Palmer Johnson this spirit of innovation is truly embedded in the foundations of the business, and is an attitude that rests in its employees. Dedicated to people, the company is built of a team of third and fourth generation families who live and breathe the Palmer Johnson ethos and who have worked with some of the greatest yacht designers and naval architects in the world.

Today the Palmer Johnson brand is based around two key series of yachts, the Sport Yachts, which have been a leading name in the recent era of sports yachting, and the next generation SuperSport Yachts, a new class of superyacht that is fast, efficient and offers a state-of-the-art yachting experience.

The Sport Yachts series was introduced in 2004 starting with the PJ 120 Coverdrive. In developing these vessels Palmer Johnson had one key aim in mind – to create the ultimate Sportyacht. The result was an iconic, stunning vessel that featured cutting edge styling and a distinctive sleek profile that soon became a market leader. Ranging from 120ft to 210ft the yachts are capable of reaching speeds of 28-32 knots and feature some key Palmer Johnson

Profile: Palmer Johnson

The ‘unibody’ hull also gives great comfort to those on board, and is estimated to be three times more stable than a monohull. Also, its wave piercing bow that has an ultra-fine bow entry reduces pitching, meaning that the yacht effortlessly travels through the waves, not over them. Of course, using carbon fibre also means that less maintenance is required due to no corrosion and very high fatigue limits.

Ultimately, whichever yacht a client picks from the extensive Palmer Johnson range they can rest assured that they would be receiving the best in design, performance and comfort. Essentially, Palmer Johnson means quality when it comes to yacht design – tellingly every one of the more than 200 yachts that the company has built in its history is still afloat today. With this testament to the pride and passion of those working within the business it will remain the leader in yacht design for many years to come. l

Palmer Johnson

www.palmerjohnson.com • Nearly a century of experience • Focused on innovation and design • Market leading business

design features such as elegant curves, sleek window shapes and an aft deck that allows easy access to the sea. Furthermore, a newly designed slimline bow gives the yachts superior sea keeping capabilities, while onboard customers will find the interior of the vessel both beautifully designed and highly practical.

Alongside the Sport Yachts in Palmer Johnson’s portfolio is the new SuperSport series of vessels, an entirely new design of vessel completely re-imagined from the hull upwards. This is the company’s next generation of vessels, and in designing the series Palmer Johnson took bold decisions to leave the status quo behind, setting out to redefine the future of yachting through a blend of design, technology and performance. A true expression of what a yacht design can achieve, the SuperSport series are designed in carbon fibre, without a single flat surface to ensure they are faster, more efficient and more stable than any yacht on the market.

The hull of the SuperSport is considered a ‘unibody’ design, which starts as a single block that is carved and shaped to get continuous flowing lines, a sculpted waistline, muscular haunches and a crisp, sleek profile. The employment of high performance materials combined with the slender hull increases efficiency with sponsons that have a positive effect on stability, roll dampening, speed and power. The SuperSport yachts are the most power efficient on the market being capable of achieving 30+ knots, but with 50 per cent less fuel and a Transatlantic range. www.shippingandmarine.co.uk - 31

Yard overview at night

A growing

force

B

ased in Qidong, Nantong, Sinopacific Offshore and Engineering (SOE) operates as the offshore arm of the Evergreen Holding Group, which was founded in 1995 and has a presence within the shipbuilding, marine engineering, mineral resources and logistics industries. SOE itself was established in 2006 and is specialised in high technology construction for the oil and gas industry supplying projects such as carriers, cargo tanks, offshore cranes and FPSO modules.

The offshore and engineering division is conveniently situated along the Yangtze River in Qidong City in close proximity to Shanghai, covering an area of more than 160,000 square metres incorporating specially designed workshops and outfitting quay.

Indeed one of the great strengths of SOE is that today it operates one of the most modern and well-equipped fabrication facilities in China. These are all in line with ISO 9001, 18,000 and 14,000 standards and all of the facility’s production processes from material procurement to delivery are managed with strict

Heavy platform-module construction

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standards to ensure that all materials are fully traceable to guarantee the highest quality. Before materials are delivered for cutting and moulding, they are subjected to positive material identification (PMI) testing and subsequently marked with a type and item number so that fabrication can commence as efficiently as possible.

“SOE is a young company, which was established in 2006, since then we have invested in completely new facilities at the Qidong yard, which took under two years to complete before we launched in 2008. Today our core focus is the oil and gas industry, where we provide LEG carriers, LPG carriers and LNG middle-scale carriers. We are also focused on the big offshore equipment side such as large-scale cranes for offloading and load outs in the offshore industry; these range from 800 tonnes capacity to 5000 tonnes capacity. On the other hand, we also work on topsides for vessels such as FPSOs and FSOs and our shipyard is focused specifically on topside process modules,” Kevin Zhu, commercial director of SOE explained to European

Profile: Sinopacific Offshore and Engineering

Oil and Gas Magazinesâ&#x20AC;&#x2122; sister publication Shipping and Marine Magazine during 2013.

The SOE main workshop is divided into a material pretreatment plant, processing plant, processing plant material and its structural fabrication workshop, which houses four manufacturing plants covering an area of around 31,555 square metres. Each manufacturing plant is equipped with two sets of lifting equipment capable of lifting 150 tonnes that allow for tank, module and crane assembly as well as welding project structure, piping and equipment installation.

The facility also maintains a heavy platform that is equipped with four levels of movable shelters and covers an area of approximately 15,600 square metres. Here SOE is able to undertake pressure testing, polishing and painting as well as insulation and tank transfer. Additionally the SOE facility retains an assembly platform, pier, warehouse, testing centre, transport and lifting equipment 900 tonne lifting cranes, an 80 tonne gantry crane, 37 tonne skyhook and 150 tonne driving cranes.

In support of its expansive manufacturing capability, SOE also operates a highly regarded marine equipment design and manufacturing technology research centre located in Shanghai. The centre is home to well over 100 technical experts and technical researchers and has obtained 18 patents, 11 applications for invention patents and several software copyright registrations. Furthermore the yard has a specialised laboratory and training centre which is equipped with physical and chemical testing equipment for welding and materials to ensure that large-scale offshore projects fully meet the required level for quality. It also provides welder training and examination, chemical composition monitoring, mechanical properties examination and crystal phase test requirements.

The investment in market-leading fabrication and development facilities has allowed SOE to continue to win important contracts across an increasing footprint within the oil and gas industry. During May 2014 the company held a contract signing ceremony for the manufacture of the Moho Nord modules with Hyundai Heavy Industries Co., which was held at its Qidong manufacturing base. Two modules will be manufactured under the terms of the contract and are destined for the Moho Nord field development in the Republic of Congo, with delivery expected in 2015. The project represents SOEâ&#x20AC;&#x2122;s growing focus on the oil and gas sector and is a significant milestone in that it represents the first time that a subcontract for Total has been attributed to a Chinese company.

Regas module load out

Tank fabrication workshop

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Profile: Sinopacific Offshore and Engineering Yard overview

Furthermore during March 2014 it was announced that Evergas had ordered an additional 27,500 cubic metre LNG/ multi-gas vessels from SOE, on top of three ships that are already under construction. These contracts follow on from a series of previously awarded contracts, including an order from Odfjell in 2013 for four LPG/ethylene carriers with a total value of $180 million. The vessels come in at 17,000 cubic metres and are scheduled for delivery between October 2015 and May 2016 and a further four ships have since been confirmed in 2014.

“The market has been very good for us, albeit a bit quiet for the industry as a whole in the last two or three years. During this time we have focused not only on gas carriers, but also on some offshore equipment projects. Over the next three to five years we are looking to improve our processing and engineering capability so we can be a qualified supply chain partner for all major oil companies and oil suppliers,” concludes Kevin. l

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Sinopacific Offshore and Engineering

www.sinopacificoffshore.com • LPG/LNG, offshore crane and FPSO module construction • Large manufacturing and fabrication facility • New contracts for 2014

AC-INOX

AC-INOX, established more than 30 years ago, is privately owned and a leading partner for shipbuilding companies and shipyards. The close relationship to gas plant designers, fleet management companies and onshore gas plants, made AC-INOX a strong partner for the newbuilding industry. Beside supplying specialised cryogenic raw materials like low temperature steel plates, tubes, and supports and technical equipment its knowhow and long time experience in the gas tanker business is its most valuable property.

Its onsite operations and commissionings have given it a strong reputation as consulting partner building LPG, LEG and LNG gas vessels.

Its maintenance services for FUKUI SEISAKUSHO tank safety valves, instruments, valves and control equipment brought it always in close contact with shipbuilders. As a matter of course it started its close relationship to Sinopacific years ago and supported them building a first series of pressurised gas tankers.

AC-INOX’s objective is to provide reliable and well proven services - experienced on services and supplies on more than 350 gas carriers.

Profile: Bowline Defence Maritime Security

The intelligent

solution I

n todayâ&#x20AC;&#x2122;s volatile marine environment the challenges faced by ship owners are sadly not limited to the fortunes of global trade, indeed the dangers posed by modern day pirates are both present and real. As of 2011 the problem of maritime piracy had grown exponentially, with the International Maritime Bureau Piracy Reporting Centre receiving reports of 243 attacks on vessels, of which 26 were successful. These in turn have increased the effectiveness of pirate raids as the large sums of money generated through ransom have enabled pirates to access more sophisticated equipment that allows them to attack vessels sailing further from the coastline.

Former Navy Seals and Special Forces members founded Bowline Defence Maritime Security when the piracy problem began to become prevalent between 2008 and 2009, with a mission to protect shipping from Alexandria through to the surrounding wider high-risk areas. Today the company is active within the Indian Ocean, Far East and off the coast of Africa. It has 60 teams on hand globally that are available for deployment on-board ships and ready for departure at 48 hoursâ&#x20AC;&#x2122; notice.

Bowline has so far undertaken 1000 successful voyages and www.shippingandmarine.co.uk - 35

the effectiveness of armed guards is further demonstrated by the fact that no vessel deployed with armed guards has ever been successfully attacked.

Commenting on the growth of the company and the evolution of the market since Bowline was founded in the Middle East, Director Richard Tickle says: “I was approached along with my colleague the Major General John Holmes OBE DSO MC, the former Commander of the SAS and Director of UK Special Forces to expand the operation. Obviously the London market is crucial as one of the world’s centres for shipping and this has been a focus for most of the companies in this fairly young business of protecting ships with armed guards. The British Government was also proactive in allowing licences to be issued that would be globally recognised to allow people to carry weapons on ships.”

A key requirement for anti-piracy operations is professionalism, coupled with the assurance that the company providing security operations is certified to meet ISO requirements for

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Profile: Bowline Defence Maritime Security

Bowline Defence Maritime Security

www.bowlinedefence.com • Over 1000 successful voyages • Special Forces security professionals • Global presence

maritime operation. Bowline personnel are British, French, South African and European Nationals comprised of former Navy Seal and Special Forces and during 2014 the company was awarded ISO PAS 28007:2012 certification, marking it as one of only a few companies to have achieved this increasingly recognised benchmark in maritime security accreditation. “ISO PAS 28007:2012 includes very strict requirements on how we conduct areas of the world, however Bowline is aware that the need for protection within the maritime industry extends beyond the defence of assets and crew. As the company moves forward, it will look to extend into new areas such as basic rig security and environmental protection to increase the footprint of the business, as Richard concludes: “Future investment is focused on growing into the offshore and rig market. These are operating more off the coast of Africa and this has a tremendous impact on the environment, so it is not just about protecting vessels, rigs and tankers from pirates and other people who want to attack them but also about protecting the environment. We will certainly be looking into our business model of not only protecting vessels but also in mitigating the impact on the environment to make our company more mainstream.” l www.shippingandmarine.co.uk - 37

Wired

up

F

ounded by wire drawing factory owner Erwin Reinecke in 1934, Drahtseilwerk GmbH emerged from an Altena based plaited rope factory and became a wholly owned subsidiary of the VOM HOFE Corporate Group.

Looking for new markets for his wires, Erwin merged both products and took advantage of the rope factoryâ&#x20AC;&#x2122;s close location to the coast and harbour, as well as the nearby shipping and fishing industries. Beginning operations with the production of tow-ropes and fasteners for shipping vessels and trawl lines for fishing vessels, the company extended its business to Hamburg and Bremer harbours.

Today an experienced manufacturer of sophisticated wire ropes, the Bremerhaven-based company has expanded into a number of markets over the years and diversified its operations from a core focus on the production of fishing ropes to

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primarily operating within a number of shipping industry sectors. In fact, between its ATLAS, DURA and other product lines, Drahtseilwerk has provided pioneering solutions to the likes of lifeboat falls, deck cranes and RORO hanging decks among other vessel applications. It has also developed a presence in the container handling market for both land and sea-based operations that require robust, corrosion resistant and highly durable ropes that can be used in the most extreme environmental conditions.

As a company that works in a changeable and at times challenging industry, its progression into new business areas stems from a commitment to the ongoing development of new and innovative products. For example, the company could previously produce rotation resistant ropes of up to 42 mm, but following the investment into a new machine it can now

Profile: Drahtseilwerk

manufacture crane ropes with a thickness of up to 58 mm max.

With a length of up to 1000 m and a minimum breaking load of 340 metric tonnes, this investment has resulted in an integral addition to Drahtseilwerk’s product portfolio.

Discussing the investment with Shipping & Marine magazine in October 2013, sales director Thomas Wolff said: “This has become a very important addition to our portfolio and represents a relatively recent development, with installation of the equipment finishing earlier this year and operation beginning at the end of July. We still have another machine for six or eight strand ropes of up to 84mm and 26 tonnes weight capability of one rope.” In addition, the company has increased capacity and can now make non-rotating crane ropes of up to 56 mm.

Another part of the company’s ground-breaking product lines to be developed recently are the DURAfloat ropes, which

provide a floating tie-up solution to the shipping industry and have proven popular with cruise ships. Designed to float on the surface of the water rather than sink, the product was adopted by German cruise company AIDA for all of its new builds in 2013.

Older vessels will also be outfitted with the new ropes when their current ropes need renewing. First developed in the 1960s in conjunction with Bayer AG, the superior properties of the ATLAS rope were adopted by the DURA range, which has thus aided in the company’s flourishing success in new markets. With 50 per cent of its products being exported to the global market, Drahtseilwerk’s lack of compromise on quality has ensured a booming order book throughout 2014.

Key to the company’s ability to develop innovative system solutions for clients is its membership of the VOM HOFE Corporate Group, as it can utilise the expertise of this growing www.shippingandmarine.co.uk - 39

Profile: Drahtseilwerk

network for the enhancement of its own products. Moreover, its highly qualified and competent team of specialists create tailor made rope solutions that 100 per cent meet the specific requirements of customers; using a production process that is based on the principle of industrial manufacture, Drahtseilwerk GmbH develops its products with a state-of-the-art facilities to ensure cost-effective, part hand-crafted products that ensure complete customer satisfaction.

Striving for high fabrication quality and reliability for over 75

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years, the company has earned the trust of its clients over the years through close co-operation and a long-lasting tradition of forming close relationships. Indeed, it is only through open interaction and the ongoing accumulation of knowledge of wire rope requirements in its various applications that Drahtseilwerk has developed a globally renowned product range that meets the most stringent quality and safety standards. In addition to quality checks, the organisation also works in accordance with the requirements of classification societies such as ABS, DNV, LR, GL, RINA, Klaas NK and CGS. With an exceptionally busy order book throughout the rest of 2014, Drahtseilwerk is enjoying the fruits of its labours as a company in demand. However, as a business that doesn’t rest on its laurels, it is keen to expand its presence further by tendering for new contracts within the oil & gas industry. By retaining its core values, the company’s ongoing tradition for innovation, reliability and growth are certain to continue for many years to come. l

Drahtseilwerk GmbH

www.drahtseilwerk.de • Producer of wire ropes and mooring ropes • Over 75 years experience • Dedicated development programme

Profile: Haven Marine Ship Management Presentation of the Lowestoft & Waveny Chamber of Commerce ‘Most Promising New Business’ award

Haven

above H

aven Marine Ship Management is a UK-based third-party ship-management company with a global presence. With an objective to become a marketleading ship-management company, with a worldwide operation in every sector of the marine industry, its ultimate vision is to develop and deliver best-in-class, innovative and profitable ship-management solutions for clients, as well as building jointventure partnerships.

Through its adherence to stringent quality-management systems, foresight and professional integrity Haven prioritises the long-term interests of its clients and has the credentials to back this up. “We are an award winning company having won the Lowestoft & Waveney Chamber of Commerce ‘Most Promising New Business’ award presented by Rachel Flatt of award sponsors Lovewell Blake LLP. “After winning the ‘Global Business Excellence’ award and gaining recognition in the ‘Future 50’ listing Haven Marine is proud to be associated with Ferini Media in Lowestoft who are very proactive at the award ceremonies,” said MD, James Laird.

“Our quality and environmental standards are highlighted through ISO 9001, 14001 and OHSAS 18001,” continues James.

Operating as a ship manager, marine surveyor and auditor, Haven Marine Ship Management offers its clients support and advice with the very best industry standards, ensuring that it is in good stead to maintain its market position and furthermore establishing new

relationships. One such client, Fendercare Marine, is the world’s pre-eminent supplier of marine equipment and services.

Since the 1980’s third-party management has grown to its position today, where ship managers control a third of the world’s ocean-going fleet. The industry received an unexpected boost when banks that had foreclosed on owners found themselves with vessel assets that they had no idea how to operate. While the ultimate

www.shippingandmarine.co.uk - 41

goal was to sell, the new owners had to operate those ships until the shipping market improved enough to make a sale viable. Tough environmental regulations and growing financial costs are piling

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pressure on ship managers, as James explains: “Ship managers are under increasing pressure. Overcapacity within the markets is driving charter rates down, shipowners are facing higher costs to finance vessels and operators are fighting much harder for cargo.

Ship managers are now required to look after much more for the same management fees.”

The duly awaited International Maritime Organization (IMO) sulphur emission regulations adds additional pressure with the requirement to use either marine gas oil or scrubbing technology whilst in the emission-control areas from 2015. “Both of these actions will have significant economic and financial implications for the shipping industry, especially those responsible for bunkerfuel costs. Shipping is going to have to find a great deal of money over the next few years simply to stay within the rules. Haven Marine Ship Management can offer help with regulations. We pride ourselves on our marine expertise,” highlights James. Of course as vessel-operating costs increase, including wages and insurance, it can be difficult for owners, operators and managers to absorb. However, with a recovering global economic environment and dedication to quality there are economic advantages. “Our adherence to the quality-management system lets us prioritise the long-term interests of our clients, acting with foresight and professional integrity, especially in our primary role as a provider of turnkey ship-management services,” he adds.

As shipowners, operators and governments look to the future, it is important to recognise that strategies may be outdated. “We are constantly discovering solutions to help shipowners achieve their targets, and how best to do it. We believe we will succeed, and in doing so, will not only navigate tomorrow’s global trends, but shape them as well,” James points out. With its wealth of

Profile: Haven Marine Ship Management

experience the company offers its worldwide clients all aspects of the shipping sector, additionally providing marine surveyors and specialists ready to travel to perform inspections or studies.

“We have successfully completed global audits throughout the Mediterranean regions, including Egypt, as well as in South America, the US and the African continent. We have performed common-marine-document inspections, which include condition surveys, suitability surveys, damage surveys, pre-purchases, on and off hire, RoB surveys, bollard pull studies and inclining experiments.

“We also have in place a comprehensive ship management software suite which shall be installed on our client managed vessels,” he announces. The ship management software offers multiple user capability with the same format on board the vessels as in the office. Driven to developing the industry, the business is associated with InterManager, an organisation aimed at improving standards in ship management, achieving a safer, more environmentally conscious, reliable and controllable industry. The standard was drafted by practical ship managers, based on the experience gained through day-to-day involvement in the field.

Since the company’s conception it has been involved in a high profile project constructing a 315 x 50 metre, 143,000 grt cruise liner, designed for use as the ‘World Cruising office’, which will be capable of accommodating 2500 passengers and 1000 crew & staff members. On completion, expected in by 2018 the vessel

will be the world’s most stunning floating office complex. Recently elected as a director of the newly formed maritime bonds plc company, formed in conjunction with the floating office complex, James continues to drive the business towards a challenging but rewarding future delivering a first class technical and commercial ship management service. l

Haven Marine Ship Management

www.haven-marine.com • Winner of global business excellence award • Specialist in inspection and auditing • Innovative and profitable ship-management solutions

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An elite service E

lite Way Marine Services offers high quality services to its diverse customer base, from its operations office in Dubai.

Elite Way Marine Services is located in the United Arab Emirates, with a head office in the capital Abu Dhabi, and an operation office located in Dubai. A branch office in Khor Fakkan complements this arrangement, as does a long established affiliation with the Abu Qurrah Group. Overall, this strategy grants Elite Way Marine Services key access to the Arabian Gulf and the Indian Ocean.

As Mohammed Al Falasi of Elite Way Marine Services explains, the

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company offers a range of different services: “We manage a fleet of 12 vessels with varying specialties, including tugs, open deck cargo vessels, and self propelled barges,” he began. “Furthermore we also handle maritime services and anchor handling, and over the entire spectrum of our operation we are committed to providing our clients with the most reliable and punctual service.”

While the United Arab Emirates hasn’t been immune to the general market fluctuations that most countries have experienced over the past few years, and experienced a couple of slow years, Mohammed was delighted to confirm that Elite Way Marine Services adapted to the market and

Profile: Elite Way Marine Services

continued to thrive: “I’m very happy to say that we have modified accordingly with those ripples in the market,” he said, continuing with why he believes the company has maintained its success: “One of our facets that attracts customers to us is the diverse office we have. We are proud to have a varied group of professionals from all around the world on staff, including European, African, Asian, Arabian, and South Asian.

In addition, punctuality and reliability are two factors that we guarantee our customers.” In these economic times, a reliable, high quality service that offers peace of mind to customers is a firm foundation on which to build further success. l

Elite Way Marine Services For further information on any of Elite Way Marine Services offerings, please contact: Elite Way Marine Services Office # 431, 4th Floor, Customs Building, Hamriya Port, Al Hamriya Port, Deira, Dubai. P.O.Box: 63089, Dubai Tel: +971 4 2599001 Fax: +971 4 2599002 Email: mo.falasi@elitewayservices.com

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A nautical legacy

W

ith a rich maritime history dating back to 400AD, Assens harbour has a long tradition of vessel construction that harks back to the days when the Vikings built longboats in the area. Assens Shipyard as it would be recognised today however, was established in 1847 and has since proven to be a highly capable and trusted partner in new build, refit, conversion and inspection services.

Assens’ prime location in a central location along the Danish coastline places it only a short distance sailing time to the Baltic Seas and other important routes, which has marked the site as the obvious choice for clients.

In recent years the market throughout the maritime sector has found itself under pressure in the face of the global economic downturn that began in 2008, however despite challenging market conditions Assens Shipyard has recently completed a comprehensive investment in its facilities and is currently enjoying a strong influx of orders and tenders. “2013 was a very difficult year for Assens Shipyard,” says VP-COO, Per Krahn. “We had a lot of tenders but didn’t win enough of them to have a good year.

However, the last eight months has seen a big change and we are busy and back at the same levels as we were at in 2008, 2009 and 2010. These were good years with a lot of work and a lot of

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tenders and we can see now that this is coming back and we are winning a lot of orders.”

Following a 25 million Danish Krone (kr) investment project Assens Shipyard features two dedicated floating docks that house the majority of its projects. Presently it boasts an 80-metre floating dock, with a width of 14 metres and a lifting capacity of 1200 tonnes. The dock has a draught of 6.5 metres and can be fully roofed and heated to accommodate specialist and demanding build and repair tasks. A second dock lays beside the company’s floating covered dock and the new 100-metre dock structure, with a width of 18.5 metres and lifting capacity of 2100 tonnes has increased the size of vessel that Assens is able to service and opened the yard to new clients. Additionally the yard has significant quay space, where it is able to complete interior work.

The shipyard’s newly enhanced docks and lifting gear allow it to build and repair any type of vessel ranging from tugs, barges and fishing boats through to small tankers, yachts and superyachts.

Although the yard is able to produce almost any type of vessel, Per observes that its size and equipment make it the ideal solution for clients operating within the tug and fishing industries: “We currently have a tender with a fishing trawler and we also have several tenders with tug boats,” he says. “We really prefer that

Profile: Assens Shipyard

without having to rely on trucks,” Per elaborates. “Furthermore one of our docks is roofed and heated meaning that we can paint the whole year round, which is a very good thing between October and April in Denmark as a lot of ship-owners like to make preparations before putting vessels to sea and we are able to do this earlier in the year.”

Throughout its long history, Assens has proven to be a reliable, efficient and also resilient maritime business. The company has survived volatile market conditions created by the fortunes of the global economy and is confident that its strong reputation and newly upgraded yard will be the tools to carry it forward into the future. “Last year was difficult, however things have now changed and ship-owners are beginning to see better rates and this in turn is slowly turning into investment in vessels; so it is not necessarily a better market but certainly a more active market compared to last year,” Per concludes. “We really believe that we can see the light regarding the crisis that started in 2008 and we have weathered the challenges of 2013 and made all the right decisions going forward into 2014 and beyond.” l

Assens Shipyard

www.asyard.dk • Long history of shipbuilding • New builds, refits, conversion and inspection services • Recent investment into dock facilities

area of the fleet and we like to have the fishing and tug sectors as our clients because we are not a very large yard, but these ships are of a size that we are able to produce very well.”

The yard’s enhanced facilities in terms of production areas and cranes allow Assens to deliver turnkey projects quickly and efficiently without the need to sacrifice quality, as such the highest quality suppliers and subcontractors are used to ensure the best possible results. In terms of repair and maintenance duties, Assens is able to deliver year-round support making it a vital maritime operating partner. “We are now in a position where we can handle heavy loads through the use of our new crane, so logistically we can move very quickly and we are saving a lot of time by being able to move everything from the ship to the ground on site www.shippingandmarine.co.uk - 47

W

Home comforts

afloat

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ith a history dating back to 1853, when Daniel Straub founded the Straub & Schweizer metal goods factory in Geislingen, Germany in association with the Schweizer brothers, Württembergische Metallwarenfabrik (WMF) has a long-standing reputation for high quality cookware and tabletop appliances for both home and commercial application. The WMF brand first appeared during 1880 when Straub & Schweizer merged with Metallwarenfabrik Ritter & Co., of Esslingen with a new headquarters established in Geislingen.

During 1880 WMF was also busy at work with its first domestic coffee machine, and coffee machines sturdy enough to handle constant use and high capacity eventually followed as WMF entered into the commercial coffee machine market. “In 1927 WMF began to develop into the manufacture, marketing and service of commercial coffee machines,” explains coffee machine export director, Gert Riethmüller. “As of today the company is a market-leader in the provision of commercial coffee machines and is organised into two divisions; the first of which is in the professional area and the other is in the commercial consumer area, where we are marketing tabletop and kitchen items for home use.”

Today WMF professional coffee machines have applications in a number of areas including quick service restaurants (QSR), such as well-known high street fast food franchises; hotels and restaurants; the gasoline and travel industry, where companies like Shell and Exxon have developed their own coffee concepts; and finally bakeries and C-stores, where Asia has become a strong market. Within shipping, WMF is focused on cruise ships where the demand for coffee products is high, as Gert elaborates: “Cruise ships are an area that we have defined as a special niche within shipping for our business, although we do have equipment on oilrigs and offshore platforms that is supplied by our Norway division to Nordic partners. This is daily business whereas we consider our key account to be with the cruise business. Here we benefit from our long history and our experience in what we are doing with coffee machines, after all a cruise ship is essentially just a huge hotel and we have been a key supplier to the hotel industry for coffee machines and tabletop equipment for many years, especially in four and five star hotels.”

Inside the holiday market holiday-park, hotel and cruise ship operators all face the same challenges in ensuring that guests are able to eat, drink and relax while simultaneously delivering an efficient service that is able to cater to large volumes of diners in a

Profile: wmf timely fashion. This is particularly true in cruise ships where often mealtimes are tightly scheduled to coincide with other onboard activities, meaning that everything from the onboard staff through to automated coffee and dispensing machines must operate at the highest levels of quality and efficiency. “In general you do not get to be a market leader in fully automatic coffee equipment just by accident and I think the big strength for WMF is that we have a very wide range of equipment,” say Gert. “Especially in a growing market that we call the bean to cup machine; the espresso based machines for doing cappuccinos, lattes, mochas and all these kinds of things, we have these machines in different sizes and different capacities, which makes them suitable for any location and operation.

“We are more or less one of the only companies left who are doing fully automatic drip coffee machines and this helps us have a one-stop shop for coffee equipment in the cruise industries for the provision of breakfast coffee, which is obviously consumed in large quantities and also the coffee for evening meals where everything is very scheduled and often there is a need to get thousands of people through dining rooms in shifts. That is why we have a full range that we can offer cruise ship operators and we spend a lot of time and energy focusing research and development to make sure these items are suitable for the ships. Therefore the coffee machines present on cruise ships are not necessarily one-to-one copies of the machines that are used in onshore applications. We try to keep contact with operators and cruise lines and we do a lot of work with the most important galley, kitchen, and bar consultintg/ contracting companies in the cruise indutry. We also keep in contact with the ship builders – although the yard is not our end customer.”

The company’s continual correspondence with clients and suppliers and its passion to deliver marking-leading coffee machines has led WMF to develop a product range that is both expansive and continually evolving. Today its bean to cup range represents a vital component in vacation dining aboard cruise ships

and in a host of other areas that delivers intelligent design tailored to meet the requirements of small, medium and high demand, while providing exceptional coffee. The current New Generation platform of machines designed by WMF represents the premier solution in efficient coffee dispensing and succeeds the hugely successful WMF presto! machines that were originally released in 2005.

The newest addition to the WMF family is the WMF 8000 S, which represents the company’s latest premium model that combines quality, perfection and innovation. The timing of numerous processes has been improved and optional light rings and fully automated cup tray make the WMF 8000 S a superior machine, which won the coveted IF design award for 2013.

One of the challenges in delivering coffee machines to vessels operating far from the shore and therefore away from simple access to repair and replacement services is ensuring that the machines themselves are properly serviced and managed.

Although the quality of WMF coffee machines is second-to-none the company provides a comprehensive aftersales service and operation training to ensure that its coffee machines are reliably used day after day. When it comes to operation on cruise ships, the company delivers a comprehensive preventative maintenance programme and training to ensure that operators are able to use and clean the machines correctly. This dedication and a presence throughout the globe will enable WMF to remain the marketleader in professional coffee machines for many years, as Gert concludes: “We are present in more than 80 countries and we have our own sales, service and marketing subsidiaries that are based in the US, Japan, China, UK, France, Netherlands, Spain, Italy and Belgium. This is something that none of our competitors can offer and we now cover around 80 per cent of cruise ships with our coffee machines. When looking to the future we are keen to stay at the top of the market and we are always developing new types of coffee machines.” l

WMF AG

www.wmf.de • Market leading coffee machines • Cruise ship supplier • Present in over 80 countries

www.shippingandmarine.co.uk - 49

Swift

manoeuvre

S

chiffswerft Diedrich is a modern shipbuilding company situated in the Ems-Mündung region in the northwestern Germany. With a heritage that dates back over 80 years, the company has become a renowned specialist in the repair and maintenance of ferries and cargo ships that operate to and from islands off the coast of Ostfriesland. The shipyard Diedrich GmbH was established in 1998 following the closing of Julius Diedrich Shipyard; a family business that had made a name in the construction of small passenger ships, small fishing vessels and coastal vessels throughout the 1960s to 1980s.

Today the shipyard Diedrich GmbH is owned in equal shares of the AG Reederei Norden-Frisia, the shipping company

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Baltrum-Line GmbH, Rolf Janssen GmbH and the company Neumann brothers, and remains a specialist in the area of repair and maintenance of small vessels. The main customers of the shipyard Diedrich are passenger shipping companies in the region such as AG Reederei Norden-Frisia, Langeoog, Baltrum-Linie GmbH, as well as some local clients, such as N-ports, NLWKN, small-scale fishermen and shipping companies from the offshore industry.

“At the shipyard we also build new ships and we are upto-date with regard to new stricter European Union safety regulations for ferries operating across mudflats. We have the know-how to enable these ferries to meet market demands profitably,” says Jens Schadler, managing director, continuing: “Our shipbuilders are well trained in safety engineering and we have an expert knowledge of the complex European Union safety regulations. We know how to comply with these regulations without losing sight of the budget.” The company specialises in the development of passenger ships for travel across coastal mudflats and rivers and has additional expertise in the development of cargo ships, fishing vessels and special purpose ships.

With all aspects of newbuilds undertaken, from design work to assembly and installation, the shipyard works closely with clients, ensuring that all questions regarding the new ship have been asked before the design process and construction plans enter the next phase. “The client’s ideas play a vital role in the design process. It is important that both parties are satisfied with the end result. Computer records are kept of all past designs and

Profile: Schiffswerft Diedrich

construction plans and these are often consulted in the design of a new ship. Additionally there is always a contact person at our shipyard and because we value our customers, we are always open to last minute discussions and changes at short notice,” highlights Jens.

More than 80 new ships have been launched from Schiffswerft Diedrich building on the reputation built with ferry companies operating in the difficult intertidal waterways off the Ostfriesish coast. “We have also constructed 30 fishing vessels at our shipyard, all of which have stood the test in the roughest northern parts of the North Sea. The most recently built of these fishing vessels were five cutters for the Ditzumer Fleet,” adds Jens. The shipyard has undertaken the planning and construction of numerous special ships such as the WIND FORCE range of offshore supply catamarans and a cargo ship for the AG Reederei Norden-Frisia. Adherence to schedule has proved time and again one of the strengths of the business, whether it be the rebuilding of existing ships, the building of new ships, maintenance or repair.

“At our shipyard, the building of new ships is planned from A to Z. All design work and construction plans are done inhouse. Assembly and installation of equipment are likewise exclusively the work of our shipyard’s qualified staff. It is the flexible and determined workforce that achieves the level of punctuality which keeps the shipyard Diedrich GmbH upright,” Jens points out.

The backbone of the shipyard is the machine shop. Its well-qualified and experienced machine shop team assures customers of the highest quality builds and repairs. From rustproofing and pressure pipeline experts, the team recently rebuilt the passenger and car ferry Ditzum, which commutes between the Ostfriesish towns of Ditzum and Petkum. The Ditzum is working proof of the shipyard’s very high rebuilding standards.

Throughout 2014 the company has witnessed an increase in demand

for the upgrading of vessels to ensure they comply with stricter European Union safety regulations for ferries. Having invested significant amounts into its repair facilities over the past two years Jens explains: “The work carried out on the adjustments to the existing passenger ships on the safety standard of the EU / National passenger ship directive and the implementation of the authorisation procedures for the shipping companies has further grown our positive reputation. This also applies to the area of maintenance and repair.

“We are currently planning the construction of a new passenger ship for the shipping company Baltrum-Linie GmbH, amongst others, and hope to implement the new building by 2016.” Looking ahead, Jens concludes: “In the coming years, we will target strengthening our activities in the construction sector in addition to the field repairs and maintenance. As the requirement for the replacement of existing fleets of small passenger vessels grows, we see that through our expertise we have a vital role to play.” l

Schiffswerft Diedrich

www.schiffswerft-diedrich.de • Repair and maintenance of small vessels • Undertaking construction of new passenger vessel • Long heritage of 80 years

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New

beginnings F

ollowing the purchase of three second generation LNG vessels from Japanese owners, Awilco AS founded Awilco LNG in 2011. “Subsequently, it was after the Fukushima tragedy that the LNG market increased dramatically at which point we decided to invest in two new building LNG carriers which were delivered in September and October 2013,” says CEO Jon Skule Storheill, continuing: “The business is, at present, a pure play LNG transportation company, but we are constantly looking at various infrastructure projects and hope to enter this exciting sector shortly.”

The LNG market is characterised by a very high barrier of entry, a challenge felt even by a shipowner with a well-established 75-year heritage. One of the first stages of the process was to be accepted by major customers as a first-class operator. “The building, financing and delivery of the new buildings was of course another important step for us,” Jon points out. The past 12 months was witness to a period in which there were several problems from LNG producing plants caused by a variety of reasons leading to reduced volumes for transportation at the same time as a number of new vessels were delivered. Although unfortunate for the LNG carrier market, the trend is expected to improve significantly over the next 12 to 18 months with

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a strong recovery in earnings during the period.

With an industrial approach and a long-term commitment to the sector, the company today owns three second generation Moss type LNG carriers of 125,000 cbm; WilGas, WilPower and WilEnergy and two 2013 built TFDE 156,000 cbm LNG carriers; WilForce and WilPride from which it serves a substantial and growing client base that includes international oil and gas companies such as Petrobras and ENI. Handling commercial operations of the vessels from its main office in Oslo, day-to-day technical management of the fleet is undertaken by Awilco LNG Technical Management AS (ALNG TM), Awilco LNG’s in-house technical management company, with certain administrative and sub-management technical management services outsourced two companies; Awilhelmsen Management AS (AWM) and Wilhelmsen Marine Services AS (WMS). The company’s founding shareholder, Awilco AS, has extensive experience within the shipping and offshore segment through its involvement, establishment and ownership of several shipping and offshore companies including the previously stock listed companies Awilco Offshore and Ocean HeavyLift.

Driven by safety and quality, customer satisfaction is high on the agenda for Awilco LNG. “The LNG shipping market has

Profile: Awilco LNG

from its vessels, as well as the implementation of a zero tolerance for spills. Additionally it is driven to minimise the emission of NOx and SOx from diesel combustion engines, boilers, incinerators and emission cargo and fuel oil tanks and systems through evaporation. Operating as a specialist in LNG, Awilco’s fleet is powered by LNG, and as such is strongly positioned to continue operations as the new IMO regulations come into play in 2015. Commenting, Jon says: “LNG is in a somewhat fortunate situation as we are able to use gas from the cargo we are carrying for propulsion and as natural gas is the cleanest burning fossil fuel so there is very little for us to do to comply with the new rules and regulation.”

As a relatively young business with an eager drive to grow, Awilco LNG is constantly looking for good opportunities to expand its operations both in transportation as well as infrastructure projects. Drawing to a conclusion Jon says: “Over the last three years we have successfully established a fully integrated LNG shipowning company having built, financed, delivered and chartered two highly sophisticated new buildings.” l

Awilco LNG

www.awilcolng.no • Pure play LNG transportation company • Quality and safety focused • Investment into new fleet

been in operation for more than 40 years and has never had a major accident leading to loss of cargo. Needless to say the quality of operations on-, and off shore is extremely quality and safety focused. We believe we have built a solid organisation with experienced personnel constantly striving to improve ourselves.

We put a lot of focus on our clients needs and do our utmost to fulfil their requirements. We also are perhaps more inclined to accept shorter contracts than what has been the norm in the LNG industry,” explains Jon. To ensure that its customers are satisfied with performance, the company is thorough in its application of international standards for quality and safety such as ISO and ISM, and the employment of professional staff members.

In preparing for the future, Awilco looks to bring new talent into the industry and as such has implemented schemes that develop this opportunity. “We have a trainee scheme on board our vessels whereby we employ young cadets and train them in order to challenge their abilities and hopefully climb in rank and potentially find use for them on shore. This is vital for us in order to retain seafaring staff but also in order to retain vital knowhow onshore,” Jon highlights.

Through its long-term goal of achieving excellence, Awilco LNG is focused on minimising the impact on the environment www.shippingandmarine.co.uk - 53

Calm

water T

he business was first established more than 100 years ago in 1909, and since this time has enjoyed a steadily increasing order book. In 2005, the business recorded a massive pre-tax turnover of $36 million, which from a yard that employees just 90 people, subcontracting works only occasionally, is particularly impressive.

The yard itself is constantly being expanded and upgraded in order to meet new challenges and remain at the forefront in terms of technology and good working conditions within the industry. Such an attitude is vital to ensure its competitive edge and safeguard efficiency, and moreover to attract the highest calibre of personnel, ready to devise solutions using some of the most specialised processes.

Fiskerstrandâ&#x20AC;&#x2122;s workforce possesses a vast experience and wide-ranging expertise and has become renowned for integrating old knowledge with new technology. The northern region of Norway prides itself on having one of the largest and most progressive maritime clusters in the world, and considerable number of companies specialising in ships and shipping equipment is located there. The region retains a unique well of maritime expertise, both in terms of skilled manpower and technology.

The local history of the area reflects the importance the region places on professionalism, teamwork and creative marketing. The history of the company itself illustrates the growth, demonstrating how the business has progressed into a competitive and renowned shipyard that encompasses over 50,000 sqm, and features a 5000-sqm large machine park with production workshops and other buildings.

With an impressive array of facilities on site, customers benefit from a 300m quayside with rail and stationary cranes able to lift between 2.5 tonnes and 60 tonnes. The construction berth is occupies an area of 110m x 23m, with dry dock facilities for vessels up to 150m at a docking depth of 7m and a lifting capacity of 7000 tonnes. Various machinery and equipment both mobile and stationary enables troubleshooting, adjustment and checking of machinery without disassembly.

In the early 1980s the need for being able to dry dock large vessels was growing, which instigated the move to install the floating dock in 1983. Since that time the business has upgraded and expanded the facility considerably, which now features as one of its most valuable assets. Regular service commissions or emergency

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Profile: Fiskerstrand

assistance are carried out on coastal express ships, shuttle ferries, fishing vessels, navy and supply offshore, having successfully docked and repaired about 1400 vessels.

Driven to meet the challenging demands, the company is focused to remain flexible to overcome hurdles whilst boosting efficiency and maintaining a competitive edge within the industry. Instead of building a complete new ship, converting an existing vessel for new tasks is sometimes the most effective and economical solution for the owner and crew. For this purpose, Fiskerstrand has developed a planning and project management expertise, which has successfully retrofitted, converted and refitted vessels. Many ship owners have a regular service agreement with Fiskerstrand, a business familiar with most kinds of vessels and an expertise to perform inspections and condition assessments as well as carry out maintenance work on hulls, propulsion machinery and other equipment.

However, the company is also a specialist in newbuild projects, and since 1965, Fiskerstrand has delivered 73 different newbuildings, from both its own designs as well as those of its clients. Through the ability to plan and manage projects, the business works closely with ship owners, naval architects and suppliers to ensure the best possible solutions for clients.

Having already delivered four double-ended car ferries to Boreal Transport Nord AS in 2013, it was awarded contracts for two new ferries with LNG propulsion. The vessels will traffic different crossing services on the coast of Helgeland in Nordland County in Northern-Norway. In a press release in February 2014 CEO Peter Tennfjord said: “We have got a good working relationship with Boreal and are very pleased that we have been awarded this contract to build two new ferries for Boreal.”

The new ferries, designed by Multi Maritime AS are of the type MM 55 FC LNG and at a length of 62.6m, the 100 passenger ferries will be delivered in autumn of 2015 and operational by January 2016. The large contract adds to an already bustling order book, with another construction project running concurrently. This year the shipyard will deliver two fish feeder vessels with LNG engines to Egil Ulvan Rederi AS. As the business works towards a cleaner future, the concept development of new ships within the fishing and ferry industries is high on its list of priorities. Collaboration with shipping companies and Norwegian research institutes has yielded good results.

The company is well aware of the value of insight and experience gained through its environmental work and promotion of enhanced power conservation and financially viable concepts. Fiskerstrand joined forces in the early 1990s with four other local shipyards to advance methods and create

an environmental manual for cleaner production within the shipbuilding industry. After many years spent by the shipyard on promoting environmental improvement, the company received a certificate in 2000 from the Environmental Lighthouse Programme, endorsing not only the company’s level of work, but also the internal quality control system. l

Fiskerstrand

www.fiskerstrand.no • Design, build and repair of passenger ships and ferries • Family owned business more then 100 years old • Recently awarded new contract

www.shippingandmarine.co.uk - 55

Going

G

green

oltens is an independent repair specialist that offers owners, managers and OEMs all-inclusive worldwide service. The business was established in New York in 1940 to meet a growing demand for diesel engine repair and spare parts. The business quickly became a leading insitu machining and engine repair specialist, a position it has held for over seven decades.

Through recognising the importance of being close to its customers, the company looked towards expansion of its global footprint, driven towards providing service, around the clock, and around the world. Each year over 1000 clients including ship-owners, shipyards, industrial plants and power stations, call upon on Goltens to organise, plan and perform critical maintenance and repair work.

The Goltens' logo is one of the most trusted trademarks within the worldwide repair and service industry. The companyâ&#x20AC;&#x2122;s management, engineers and technicians have a strong sense of dedication, proud to be a part of a company ensuring superior quality, leading-edge technology and highly specialised skills.

Leading from this, throughout its history, the business has always attracted hard working people as it continues to grow.

Today, realising the founderâ&#x20AC;&#x2122;s goal, Goltens operates over 20 locations in 16 countries around the world and is recognised as a leading provider of specialised repair, maintenance,

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reconditioning services and trading of engineering components for the worldwide shipping, offshore, industrial plant and power station markets. In 2013, the business moved into new purpose built facilities in Dubai, from which it continues to develop its client base in a very active location.

For over 70 years Goltens has been the alternative when the original equipment manufacturer is unable to meet the budget or the time frame available. Responding to customer needs year after year, it has added service locations and developed a range of services with a quality that is recognised as second to none.

Each year over 3000 clients including ship-owners, shipyards, industrial plants and power stations, rely on Goltens to organise, plan and perform critical engine maintenance and repair work.

As an engine specialist, it services and repairs a wide range of diesel engines and related equipment. Utilising in place machining it eliminates downtime associated with the disassembly, transportation and reinstallation of machinery. To its customers, Goltens is a solution driven partner, and with a skilled workforce of 1300 across 15 countries, the dedication towards value added service and avoiding revenue loss should the unexpected occur is clear. Responding quickly to critical situations with services of predictably high quality has earned the business a strong position with decision makers who focus on the value of uninterrupted operation. Although Goltens works closely with leading

Profile: Goltens Co. Ltd

equipment manufacturers, it retains its independent status, ensuring that its loyalties remain with its customer base.

Goltens was recently presented with a challenging opportunity in Honduras. The customer’s engine had incurred significant damage to the crankshaft and block. Goltens’ technicians performed an evaluation of the shaft and engine and found that the crankshaft was damaged on one main journal and one crankpin journal and hardness tests showed areas in both journals around 600 Brinell. In order to save the shaft, it would need to be annealed. Additionally, the main journal pocket was damaged by the main journal bearing failure and had to be line bored and so the crankshaft was removed from the engine.

Due to the remote location of the plant, the customer did not want to incur the costs of shipping the shaft overseas to be reconditioned in the workshop and requested that Goltens perform all repairs on site. Having mobilised the technicians and tools to disassemble the engine and remove the crankshaft, Goltens simultaneously dispatched in-situ line boring, crankshaft grinding, and annealing equipment to site.

Once all the journal surface cracks were lifted, the process of annealing the crankshaft began. While the shaft was being annealed, the crankcase and frame were mounted back again and a laser alignment and line boring was completed with all main bearing cap landing surfaces machined in order to keep the original main journal bore diameter. Once complete, the engine was built up again and test run performed by Goltens technicians, saving its client significant amounts of time and money.

With its main goal of minimising assets downtime for its customers, the business promotes the benefits of performing services in-situ and on site. Through its experience it is able to handle almost any challenge that its customers present, and most recently there has been an increase in the demands of adapting to the boundaries of the environmental regulations. Ballast water treatment is one of many new technologies being made mandatory by international regulations in the years to come.

Protecting the environment and safeguarding oceanic ecology is only possible if the existing fleet can effectively be upgraded with a ballast water treatment strategy. Based on an experience in critical repairs, the global footprint and close relationship to yards and OEMs gives the business a unique position towards this challenge.

Following the establishment of Goltens Green Technologies, the business has taken an independent role towards ensuring the well planned and swift upgrade of the existing fleet to meet

the upcoming ballast water treatment regulations. As a highly qualified discussion partner for asset owners in assessing new and unproven technologies, the business works towards installing green technology solutions that prolong the lifetime of valuable assets. l

Goltens Co. Ltd

www.goltens.com • Marine diesel engine and generator repair • Decision support for smarter implementation • Installer of green technology solutions

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Storage

specialists

A

50/50 joint venture between Oiltanking GmbH and Stolthaven Terminals BV since 2006, independent terminal network Oiltanking Stolthaven Antwerp NV offers customers vital connecting services between the world’s oil fields and the users of derivative products. Specialising in the handling and storage of liquid bulk products, the company handles chemical products such as aromatics, amines, alcohols and acrylates; gases, such as propylene, butadiene and VCM and petroleum products such as gas oils, gasoline, naphtha and gas condensate at its facilities in Antwerp, Belgium. Able to guarantee long-term storage at an advantageous location, the terminal boasts long-standing contracts with oil and gas majors, who trust its ability to deliver a competent, sophisticated and reliable service.

Speaking to Shipping & Marine magazine in January 2014, managing director at Oiltanking Stolthaven Antwerp Yvan Tavernier said: “We have a very large customer portfolio at Antwerp due to the fact we have the capabilities to handle a very wide range of gas, chemical and oil products. You will not find such a complex, unique terminal such as Oiltanking Stolthaven Antwerp anywhere in the world as our two shareholders are very aware of the importance of safety processing and are focused on having a high level of technical design. Both companies are committed to ensuring the highest standards at this terminal.”

With more than 30 years of experience in handling chemicals, the company can guarantee its customers product integrity through dedicated and sophisticated storage systems and handling infrastructure for oil, chemical and gas products.

For example, Oiltanking Stolthaven Antwerp has a 480,015 cbm capacity for chemical products in mild steel and stainless steel tanks, both cooled and heated, ranging from 60 to 43,000 cbm availabile;

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it also connects these dedicated product lines to the jetties and truck/ railcar loading racks and can deliver vast quantities of nitrogen at the marine berths.

Meanwhile, for its customers in the gas industry, Oiltanking Stolthaven Antwerp has 43,1000 cbm capacity for gases in bullets and spheres ranging from 500 to 3500 cbm as well as specialised handling of VCM, propylene and other chemical gases. It also boasts a heating system for the unloading of fully refrigerated cargos, an incineration system for residual gases and a pipeline connection to the NMP propylene polymer grade line. Finally, the terminal has 613,439 capacity for clean petroleum products, such as gas condensate, naptha, gasoline, gasoil and jet, that are placed in tanks ranging from 12,000 cbm to 185,000 cbm; these handled products are connected to CEPS and PALL. Located within the port of Antwerp, one of the world’s most extensive refining and petrochemical complexes, Oiltanking Stolthaven Antwerp not only benefits from superior facilities, but also excellent access to national and international markets via land or water transportation. Moreover, the subsidiary has enjoyed growing commercial opportunities at the terminal since its formation with Stolt Nielsen, as Yvan highlighted: “Our synergy with Stolt Nielsen has stabilised in some cases our customer portfolio and given us more commercial opportunities at the terminal, such as our recent contract with LyondellBasell, a major customer of Stolt Nielsen.”

On October 3rd 2013, LyondellBasell and Oiltanking Stolthaven announced that Lyondell Chemie Nederland BV and Oiltanking Stolthaven Antwerp NV had signed a ten-year agreement for the storage and handling of Vinyl Acetate Monomer (VAM) and Glacial Acetic Acid (GAA) in Antwerp. As one of the most essential

Profile: Oiltanking Stolthaven Antwerp

Oiltanking Stolthaven Antwerp

www.oiltanking.com • Joint venture between Oiltanking GmbH and Stolthaven Terminals BV

• Have invested 15 million to 20 million euros over recent years • More than 30 years experience in handling chemicals

intermediate chemicals in the world, GAA is used to manufacture VAM, acetic anhydride, purified terepthalic acid, acetate esters and monochloroacetic acid. A chemical building block used to produce a broad range of industrial and consumer products, VAM helps create polyvinyl acetate for paints, adhesives and coatings, while polyvinyl alcohol is used to manufacture adhesives, coatings and water soluble packaging films.

“GAA and VAM are industrial chemicals that are in high demand.

Europe has an increased need for these imports and this agreement allows us to solidify our commitment to the European acetyls market and continue to serve our customers needs far into the future,” explained Yvan. “As part of the agreement we will invest in new 13,000 cubic metres of stainless steel storage capacity and rail loading infrastructure at Antwerp.”

Having doubled capacity over recent years, Oiltanking Stolthaven Antwerp’s recent investments have increased the terminal’s capacity to 50,000 cbm, an impressive increase from the 30,000 cbm previously available. However, despite this boost in capacity, the subsidiary is aware that it is the ongoing improvement and development of both the terminal and its employees that will be key to continued growth, as Yvan concluded: “Over the next few years we will be exploring a lot of projects, therefore investments will be ongoing to increase capacity. We have plans in the future as this is a very capital-intensive business and our shareholders are happily supporting this terminal’s development with investment.

“Over the last five years we have increased growth by 50 per cent, so our strategic plan for the future is to maintain this by catching the benefits of this very large and complex terminal through optimisation, high safety standards and training.” l www.shippingandmarine.co.uk - 59

Growth

spurt G

hent City Council founded Ghent Port Company in 1999 implementing the decree on the policy and management of the seaports. The decree modified the legal form of, amongst others, Ghent Port Company from an autonomous municipal company to an autonomous municipal port company (AMPC), in recognition that rules no longer applied to the specific situation of the port companies with unique competences and obligations. As the leading Benelux port authority it deals with a broad range of cargoes, but is recognised as a specialist in bio-fuels.

On Wednesday, October 2, 2013 the Flemish Parliament agreed to convert Ghent Port Companyâ&#x20AC;&#x2122;s legal statute from an autonomous municipal port company into a limited liability company under public law. Consequently, the Port Company can allow other partners than the city of Ghent to join the portâ&#x20AC;&#x2122;s management, give them a full say, easily participate in investments in and outside the port area and proceed to a capital increase. The neighbouring municipalities of Evergem and Zelzate and the province of East Flanders are consequently given the possibility to form part of Ghent portâ&#x20AC;&#x2122;s management.

Ghent Port Company is pleased with the decision by the Flemish Parliament to make this possible.

More info: http://en.havengent.be/nieuwsdetail.aspx?id=3428 Working to its strategic plan 2010-2020, Ghent Port Company actively works to build up Ghent port's future. Ten years after its foundation it continues with the ambition to evolve further as a port with economic growth continuing alongside the recent realisation of a new and larger sea-lock in Terneuzen. The Port

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Company plans the growth within the present port area, in accordance with the principles of corporate social responsibility, taking up its role as port director in order to further develop the port. As it continues to develop the port into a multimodal logistics platform, Ghent Port Company looks to grow towards sustained prosperity.

The socio-economic importance of the port for the Ghent and Flemish regions must not be underestimated with 60,000 people employed in or around the port in over 300 companies.

Economic growth is both necessary and inevitable, and as such, Ghent Port Company aims at a diversification of its activities, opting for the strengthening of the existing industries, dedicating itself to markets with a large growth potential. By 2020 the Port of Ghent aims to be the seaport with the largest bio-fuels cluster in Europe, having also developed the distribution clusters for food, building materials and biomass. Besides a number of regional distribution centres, it hopes to attract at least one more new European distribution centre and two new activity clusters in which inland and seagoing navigation will be at the centre.

Moreover, the port wants to fulfil its ambition in the field of container traffic with a growth of up to 300,000 TEU in 2020 through short sea traffic and inland navigation.

In 2009 the port witnessed a heavy loss of one third of its traffic, but has worked hard to regain the traffic and is in a position today with companies such as Honda, Volvo and Arcelormittal having heavily invested in sites at Ghent Port.

Driven towards achieving an annual seaborne cargo traffic of 30 million tonnes and 20 million tonnes of transshipment by

Profile: Ghent Port Company

inland navigation by 2020, the port keeps on working hard for the new, larger sea-lock, which will enable much larger ships to pass through. The development represents a major condition for fulfilling the port's ambitions in becoming the distribution hub for East- and West-Flanders, for North and East France and Europe, both by rail and by inland waterways. Economic growth is equally made possible through a good zoning management of the port area, for which Ghent Port Company acts as a sustainable designer. It is through the zone management that the importance of the sea-lock is clearly displayed, by the company’s focus on delivering all possible initiatives to realise the development.

In line with the plans, by 2020 the Kluizendok infrastructure will be entirely developed and operational with 80 hectares occupied by the bio-based chemicals sector. Within the entire port area, the Port Company aims at grouping activities and at the logical approach of the existing brownfield projects. In the old port zone extra advantage will be taken of 25 per cent of the present space by handling it in a more efficient way. In other parts of the port area 60 hectares will be further developed into waterfront sites and another 150 hectares reserved for portrelated activities.

Besides maintaining the existing industrial activities, the business also looks to further develop the port into a logistics platform. By 2020, 35 per cent of cargo traffic will have to go by road, 50 per cent by inland navigation and 15 per cent by rail with extra attention paid to achieving smooth and safe traffic within the port area. Ghent Port Company not only wants to make use of the entire infrastructure in the port area in an efficient way, but also plans to extend its life span through sustainable maintenance and well-considered construction.

Recognising corporate social responsibility the business aims to become a reference both as a port and as a Port Company on the

European port scene. Moreover, it has ambitious aims of improving the energy efficiency of economic activities by 20 per cent. When granting concessions, not only is the economic surplus value and the location within the port area of importance but also concessionaires will be stimulated to develop their activities in a sustainable way. As such the business has set out its intentions of maintaining the livability of the entire port zone and of the canal villages, establishing a zone of 205 hectares for nature conservation. l

Ghent Port Company

www.portofghent.be • Leading Benelux port authority • New ‘sea lock’ entrance to the port • Mid way through ten year development plan

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Contained

expansion A

s Portugal’s largest deep-water port, the Port of Sines represents a vital part of the country’s economy and energy infrastructure. The port itself is a relatively modern development in comparison to other ports around the world; construction began during 1973 before the port officially became operational in 1978. Each terminal is operated by a private company awarded with a concession, under the supervision of the Administração dos Portos de Sines e do Algarve, S.A. (or APS, S.A), which is the entity given the role of ensuring that port operations run smoothly and effectively. Today the Port of Sines is a bustling hub of activity that caters to a host of industries with liquid bulk, petrochemical, multipurpose and RoRo, LNG and container terminals. Furthermore The Port of Sines is home to several other areas of the maritime community, including fishing and leisure ports and a heliport located in the western zone of APS jurisdiction.

The Port of Sines is a unique facility with water depths of 28 metres and rocky bottoms that neutralise the need for dredging at any one of its five specialised terminals. Further to this the port is strategically located and jointly linked to the Sines Industrial and Logistic Zone (ZILS) with 4200 hectares of land available for the reception and settlement of companies. “The port is free of urban constraint and benefits from an excellent expansion capacity in all the five terminals,” elaborates board chairman João Franco.

“But for the key competitiveness factor for the Port of Sines, we must refer to the state-of-the-art infrastructures and equipment, which provide adequate answers to the global commercial trends; flexible labour and flat-rates, thus increasing the port’s efficiency, since all the terminals operate 24 hours a day, 365 days a year

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and multichannel integration to every client thanks to the Port Community System, Janela Única Portuária (JUP) – Port Single Window.”

The first terminal to become active was the port’s Liquid Bulk Terminal, which was and remains directly linked to the Petrogal Refinery – the largest in the country. This in turn has identified the Port of Sines as vital partner in the supply of energy products to the state and following on from this development, the port’s Petrochemical Terminal was formally opened during 1981 and is presently linked to the Repsol petrochemical complex. Both Petrogal and Repsol are located within the ZILS and benefit greatly from their physical proximity to the port. Elsewhere in the port its multi-purpose and RoRo terminal likewise acts as a vital stop for the delivery of product into Portugal, and also for Portuguese exports. Known as the Sines Terminal Multipurpose (STM), the facility became active in 1992 and was completed under a public service concession granted to the Portsines company. Its multi-purpose facilities are geared towards handling dry bulks, general cargos and RoRo deliveries through four berths with a total length of 645 metres at the ‘extrados’ and 296 at the ‘intrados.’ The terminal has a depth of 18 metres, which allows it to receive ships of up to 190,000 tonnes Dwt. A key development in the port’s history was the completion of

Profile: Port of Sines

Ballast Water Treatment Plant, which will add greater value to the port’s facilities, as João elaborates. “One of the key characteristics of the investment is the installation of an innovative slops treatment process, unique in the world, called OW2P/P2R. This new process adds the biological treatment of the water to the traditional treatment process for the separation of water from hydrocarbons. The P2R technology adds value to the collected hydrocarbons, allowing obtaining certified maritime fuel, namely IFO 380 and Marine Diesel. This new treatment process is eco-friendly, thus increasing environmental sustainability levels of the Port of Sines.”

With on-going investment and constantly expanding facilities, the Port of Sines is set to remain a vital part of Portugal’s economy and will continue to grow as a relied on and highly regarded port around the world.

With its investment tightly linked to the state’s growing container trade, the Port of Sines will continue to exist as a bustling trade hub well into the future. l its container terminal, known as Terminal XXI. Development of the port was completed in 2004 under a public service concession

by Port Singapore Authority (PSA) Sines and increasingly the terminal has become an important gateway for cargo into Portugal, and essentially an important hub for transhipment to almost everywhere in the world, with container operation increasing by 68 per cent and 48 per cent in 2013 and 2014 respectively. With the ambitious goals of the container industry and the staged, sustained development plan of Terminal XXI it is expected that container traffic will constitute around 65 per cent of port activity by 2018. Operationally Terminal XXI provides natural water depths of 17.5 metres, allowing the mooring of large container ships arriving from international routes and ships awaiting connection by feeder. Presently the terminal operates six post-panamax and super post-panamax gantry cranes along a 730-metre quay and further expansion is ongoing. The next stage of development will entail the construction of a mooring quay that will increase the total working quayside to 940 metres and increase the port’s annual TEU capability by increasing its assets to a total of nine gantry cranes. However, even more works are set to follow.

“These works will be completed in the end of 2014 and correspond to an investment of 89 million euros,” says João Franco, APS, SA CEO. “Despite these expansion works, PSA, APS and the Portuguese Government have recently signed a Memorandum of Understanding, defining new investments in the Terminal XXI. This new investment in Terminal XXI will increase the containers’ annual handling capacity from 1.7 million TEU to 2.7 million TEU and will allow it to operate three 18,000 TEU vessels simultaneously with a quay length of 1.350m and 14 post-panamax and super post-panamax quay cranes, greatly increasing the terminal’s competitiveness.”

As well as the facilities owned by the port and external enterprises that exist in the adjoining commercial zones, the Port of Sines also accommodates several businesses that operate within the confines of terminal facilities. The French company, Ecoslops for example is specialised in the treatment of vessels’ oil wastes and operates inside of the port’s Liquid Bulk Terminal.

Ecoslops has recently invested 14 million euros in its ETAL –

Port of Sines

www.portodesines.pt • Portugal’s largest artificial and deep-water port • Vital import hub • Ongoing investments

•

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A secure future O ne of the leading maritime security companies globally, Ambrey Risk offers a fresh approach to security risk management through the provision of a quality service that is highly responsive to the needs of the shipping community. Previously featured in Shipping & Marine magazine in February 2013, maritime security provider Ambrey Risk has continued its success story over the last 17 months, as founder and managing director John Thompson highlights: “The company has expanded significantly since February 2013, especially overseas; the armed guard business has become a highly globalised, volume business and we have been highly focused on becoming the leader provider in a new sector.

In the last 12 months we have set up a number of offices around the world, including new corporate headquarters in Dubai, as well as offices in Hong Kong, Singapore and Korea to ensure we are locally available to our client base.

“In terms of the volume of armed guards Ambrey Risk employs, we have probably doubled in size over the last 12 months. A major part of our growth stems from our decision to move with the market towards guards of an international origin, rather than purely British Guards. We started making this move early in 2012 and this has paid dividends and reflects the majority of market demand at the current time. Meanwhile, there has also been growth in compliance requirements over the last 12 months, and we have sought to be in the vanguard on this front. We have taken a leading role in writing the UK firearms training standard and the City and Guilds Maritime Security Operator Standard. We recognised that international training

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certifications were essential for the longevity of our business and have sought to move discussion on armed guard standards away from that of nationality and more on to military experience and internationally accredited civilian training standards. As the first maritime security company to be registered with Manipal City and Guilds in India we have now trained all of our Indian guards to the City and Guilds standard. This development means all of Ambrey Risk’s guards, whether Indian or British, all undergo the same standard of training. This single standard, regardless of nationality has been our goal from the outset and reflects the attitudes of our clients.

“Every month we put approximately 30-50 Indian guards through their paces, which involves a one-week-long theory course and exam before two days of practical live firing assessment in India. Once they have passed the course and received training certificates, they will then be accredited to work for us,” explains John.

Fully licensed by the UK Government to purchase, export and operate firearms for projects overseas, Ambrey Risk has proven itself to be a staunch supporter of regulatory compliance across the industry. Consistently following stringent internal quality assurance and management processes, the company was the first in the industry to achieve the ISO 9001:2008 accreditation for the provision of maritime security services for vessels with LRQA in August 2012. Not a company to rest on its laurels, Ambrey Risk went on to successfully gain the ISO/PAS 28007 certification from LRQA in November 2014, which further demonstrates its commitment to providing quality security management services

Profile: Ambrey Risk that fully safeguard seafarers against potential risks at sea.

Ambrey is also currently pursuing ISO 14001 and 18001 and are confident of certification this year.

With the armed guard sector facing a significant amount of commercial pressure over the last six months, the company has made strategic changes to enhance services and lower costs for customers. Aware that security provision is viewed as a logistic burden by many potential clients - who may be looking to save money in an economically turbulent environment - the company is keen to offer a flexible approach that is cost effective but provides the right standard of safety and security for vessels and crew in the current environment. Striving to develop close relationships with customers to ensure a comprehensive understanding of their unique requirements, Ambrey Risk is committed to the protection of its clients’ assets and interests and seeks to be seen as a business enabling partner rather than just another supplier.

Since taking over the role of managing director in the UK in January 2014, John has witnessed first hand the challenges faced by security providers. Nevertheless, he believes the diversification and strengthening of services in line with the needs of the

Ellis Clowes

Ellis Clowes, a Lloyd’s of London Insurance Broker, specialises in developing, placing and servicing the most innovative insurance products for companies operating in hostile environments. Services provided are in high risk areas across the globe, both on land and at sea. The specialist team at Ellis Clowes have worked with both private security companies and private maritime security companies for over a decade, as well as a plethora of other businesses operating in volatile and high threat regions. Their involvement and understanding in the high risk and security arena is extensive and they provide a bespoke, specialist and unparalleled service to those in the security and maritime field.

market brings opportunities: “As the number of piracy attacks has reduced people have questioned how long the armed guard sector will last in the shipping industry; however, having recently won two 24 month contracts, we see this as a sign that larger companies still see armed guards as a medium term solution to piracy,” he states.

While Ambrey Risk’s two other founders develop the company’s international exposure through its new headquarters in Dubai, John is enthusiastic about the future of the company while also remaining vigilant to evolution of piracy. “Now that we are based overseas we no longer face the challenge of having clients in the Middle East and Asia who are a great distance away. This move has allowed us to be closer to our clients and to therefore provide them with the best possible support. We are very committed to the maritime security sector and always say that we are a business enabling business; we want our customers to be able to trade anywhere in the world, and for them to do this we need to ensure we deliver a good service. Looking ahead, I think piracy will continue to evolve around the world; we want to stay ahead of it to continue meeting the needs of the shipping market.” l

Ambrey Risk

www.ambreyrisk.com • Armed guard security specialists • Training centres in India and Sri Lanka • Strongly supports regulatory compliance

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Immingham Renewable Fuels Terminal courtesy of David Lee Photography

Strong

performer

W

ith roots dating back as a far as 1962 when it was founded as the British Transport Docks Board (BTDB), Associated British Ports (ABP) has grown to manage 21 ports across the United Kingdom, including four ports within the Humber region.

Grimsby, Immingham, Hull and Goole together process around 70 million tonnes of cargo per year meaning the ports managed within the Humber are an increasingly vital link between the UK economy, Europe and the rest of the world.

As the UK's most inland port, Goole is ideally situated for access to the country's transport infrastructure. Located on the River Ouse, some 50 miles from the North Sea and less than two miles from the M62, Goole is only 30 minutes' drive from the industrial areas of West and South Yorkshire. The North Midlands and the Northwest are no more than an hour's drive away. The port also has rail connections to many berths and well-used canal connections to West and South Yorkshire.

The 310-acre Capitol Park distribution centre is conveniently located close by.

Green Port Hull In a prime location on the north bank of the River Humber, the Port of Hull is one of the UK’s leading foreign-trading ports.

It is currently at the centre of what is possibly the UK's largest transformational port project, called Green Port Hull. This is anchored by Siemens, which has chosen Hull, specifically Alexandra Dock, as its preferred location to develop its new offshore wind turbine assembly and export facility. It is forecast

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that Siemens’ plans will help create around 1000 jobs.

Further to its announcement in 2011 that Hull was its first choice for the location of a wind turbine facility, in March 2014 Siemens stated its decision to invest £160 million in wind turbine production and installation facilities across two sites in Yorkshire - Green Port Hull and a new rotor blade manufacturing facility in nearby Paull, in East Riding. Siemens is investing £160 million across the two locations and ABP is investing a further £150 million specifically in the Green Port Hull development.

This is one of the biggest inward investments the city of Hull has ever seen. It promises regeneration and the creation of many hundreds of new jobs and new skills. It is a welcome boost to the economy and to Hull, which will be City of Culture in 2017 when the factory will be up and running.

In fact, such is the importance of the project that at the time of Siemens announcement, Prime Minister David Cameron stated: “This is a massive vote of confidence in our long-term economic plan. This investment is going to create lots of new jobs and opportunities, meaning more financial security and peace of mind for families and a more resilient economy for our country.”

James Cooper, ABP chief executive added: “The announcement by Siemens underlines the critical role the Humber region plays in servicing the UK’s energy needs, both today and in the future. Our investment in Green Port Hull will ensure the supply chain supporting this exciting new industry can be centred on the Humber. We are delighted that Siemens

Profile: Associated British Ports Delivery of new biomass hoppers at the Port of Hull.

Image courtesy of David Lee Photography

Aerial image of Goole. Image courtesy of David Lee Photography

over the coming years as Simon concludes: “As the economy continues to grow the amount of traffic through our ports will continue to grow, ports are a good barometer of the UK economy in general. If the economy does well then the ports will do well and the financial forecast of the CBI and the Chambers of Commerce are such that we anticipate the next three to five years to be very strong.” l has chosen to partner with us to realise this exciting project.”

Although a lot of focus is currently on Green Port Hull it is important to remember that the Port already offers many outstanding service offerings to clients. It has the distinction of operating as the only passenger port on the east coast of England, which allows it provide a vital service to the manufacturing industry in the north of England. “The fact that the port has a passenger port with a daily service to Rotterdam and Zeebrugge that is operated by P&O gives it an advantage over other ports on the east coast because it can take traffic that no other port can,” says head of projects, Simon Brett. “The services that P&O operate out of Hull are timed to provide maximum benefit to factories in the north of England that are able to manufacture goods up until 17:00 for example, for them to arrive at the port terminal at 21:00 to arrive in Europort the following morning at 7:30 for delivery to Germany by midday.

This is a logistics chain that no other port can manage, not even the south east ports for the north of England.”

While the ports of Hull and Goole continue to grow in importance to the overall success of ABP, its other locations are not being neglected. The port of Immingham has received considerable investment with a £7 million fertiliser terminal developed with Yara UK, which opened during March 2014. Another ongoing development for Immingham is the construction of a £75 million renewable fuels terminal (IRFT).

“IRFT is a new facility that will handle imports of biomass, which are effectively a wood pellet for power generation at Drax power station near Selby,” explains Simon. This successful partnership between ABP and Drax is also being reflected back at the port of Hull where ABP and Drax have invested in port facilities as Simon explains: “ABP and Drax have invested £25 million in a new biomass terminal for Hull. Drax built the rail facility and we supplied new hoppers, new cranes and the conversion of transit sheds for the storage of biomass,” he noted.

ABP’s Humber ports will continue to focus on completing the infrastructure developments that are currently underway, while looking for further opportunities down the line. With the current activity in renewable energy and the resurgence of the UK economy ABP is confident of strong performance

Associated British Ports

www.abports.co.uk • Manages four ports in the Humber region • £310 million Green Port Hull project underway • Key transport link

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Profile: Chiefmar

An alternative solution Chiefmar is totally focused on supplying high quality products

E

stablished in 1982, Chiefmar has more than 30 years experience in supplying the highest quality Alfa Laval alternatives on the market. As an unofficial supplier of compatible spare parts for centrifugal separators within the Alfa Laval range, Chiefmar dedicates a lot of effort to being up-to-date; no easy feat for a company that employs a small selected staff and has a single site in Genoa. However, this only makes the high quality of Chiefmar’s 5000 products, ready for immediate supply on demand, all the more impressive.

With its wholly owned premises located in a prominently industrial part of Genoa, Italy, Chiefmar’s facility consists of 1000 square metres of warehouse space and 250 square metres of office space. It is here that the company retains a complete range of Alfa Laval separators and fresh water generators spare parts for all sizes and models.

Retaining a long tradition for delivering the best possible solutions for clients tailored for each shipment, the ISO 9001

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qualified supplier of alternatives has a clear focus on quality to ensure safe operation, low maintenance cost and high efficiency.

Readily available components include accessories for separator control systems such as EPC 400 and EPC 41 control boards, solenoid valve groups water and air, flow switches, pressure switches and pneumatic three-way valves.

Having developed a significant presence in the Far East in the last decade, Chiefmar continues to address the needs of the market by maintaining a dedication to supplying products of the highest quality and building on its reputation for excellence. l Chiefmar Srl www.chiefmar.com • Premier supplier of Alfa Laval alternatives • Can supply worldwide • Consolidate experience into the main shipping hubs

Shipping &MARINE

The magazine for maritime management

www.shippingandmarine.co.uk

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

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