Shipping and Marine Issue 118 Early Edition

ISSUE 118 EARLY

The magazine for maritime management

Life savers The complex regulations surrounding liferafts and the pyrotechnics inside them

breathing space

The implications of new safety guidelines from the International Maritime Organization (IMO) regarding crew working in enclosed spaces

the ecdis era

2015 is set to be a landmark year for modern maritime navigation, although a large proportion of the global tanker fleet is facing a considerable challenge

back to life

A racing yacht was destined for scrap following a fall while out of the water, but a shipyard in Exeter is giving her a new lease of life

Editor’s comments

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While it’s easy to be dismissive of ‘health and safety gone mad’ working on the ocean is still one of the most dangerous jobs in the world.

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Chairman Andrew Schofield Group Managing Director Mike Tulloch Sales Director David Garner Editor Libbie Hammond libbie @ schofieldpublishing.co.uk Art Editor/Design David Howard Profiles Editor Jo Cooper Staff Writers Matthew High Andrew Dann Steve Nash Production Manager Fleur Daniels Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk

Advertisement Administrator Tracy Chynoweth studio@schofieldpublishing.co.uk Head of Research Philip Monument Editorial Researchers Laura Thompson Gavin Watson Mark Cowles Tarj D’Silva Jeff Goldenburg Jo-ann Jeffery Emily Claxton

Safety

first

The topics of safety at sea has recurred throughout this magazine, and the issues surrounding it range from SOLAS regulations for liferafts and pyrotechnics, to breathing apparatus for confined spaces and the need for more sophisticated navigation to avoid collisions.

Naturally, the companies that are profiled also have an intense focus on safety, and in the case of some, not only of their own staff but are in the business of protecting other people as well (see Ambrey Risk on page 58).

While it’s easy to be dismissive of ‘health and safety gone mad’ working on the ocean is still one of the most dangerous jobs in the world (with deep sea fishermen behind only lumberjacks in one online poll.) It’s reassuring to see the companies in Shipping & Marine all place such store on keeping everyone safe.

Editor: Libbie Hammond

Advertising Sales Joe Woolsgrove Tim Eakins Dave King Darren Jolliffe Graham Allinson Mark Cawston Subscriptions ikidd @ schofieldpublishing.co.uk

Schofield Publishing Cringleford Business Centre, 10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K. Tel: 044 (0)1603 274130 Fax: 044 (0)1603 274131

www.shippingandmarine.co.uk.

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.

©2015 Schofield Publishing Ltd

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Features

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4 News Updates and announcements from the shipping and maritime arena

9 To the rescue Thanks to the generosity of Helix Well Ops, the Crosby Coastguard Rescue team have new drysuits to assist them in their water and mud rescue training

10 Breathing space

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New legislation is putting shipowners and operators under increasing pressure. DFDS Seaways believes it promotes continuing improvements to safety in shipping

12 The ECDIS era Jason Scholey discusses the continuation of the tanker industry’s digital evolution

14 Clever coating A solution from PPG Protective & Marine Coatings is providing Bore with a reliable, efficient coating system that can perform in heavy ice conditions

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16 Plotting the course The implications of recent studies are clear - without drastic change, the North Sea risks turning into an offshore M25 with frequent accidents, delays and lengthy queues at major ports

18 Back to life Challenge Business 45, formerly part of Chay Blyth’s legendary fleet built to sail around the world, had fallen over and was destined for scrap until Brian Pogson decided to save her

20 Life savers Liferafts are regarded as essential inclusions on board vessels. If the crew has the time or ability to deploy one and utilise the equipment on board, their chances of survival are vastly increased

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Profiles

27 Lanpan PTE 31 Suez Canal Container Terminal 34 SeaKing 37 IBIA

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41 Wrist Ship Supply 43 Scanunit 46 Karmsund Havnevesen 49 Port of Gibraltar 52 Aegean Marine Petroleum

Network Inc 55 Athus Container Terminal 58 Ambrey Risk 62

60 B Hepwoth & Co 62 Andriaki Shipping 64 Reederei NSB 66 Commercial Marine & Piling 68 Noble Chartering 60

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Maritime news Vessel order Damen has signed a contract with leading dredging and marine contractor Van Oord for the supply of a CSD 650 custom suction dredger together with an FCS 1605 Fast Crew Supplier, initially for operations in the Caspian Sea. Designed and delivered by Damen Dredging Equipment in Nijkerk, the Netherlands, the vessel will leave the yard at the end of January and travel overland to the Caspian Sea, from where it will begin operations in April.

“Van Oord requires a cutter suction dredger at short notice because of the large number of ongoing dredging projects. Damen’s expertise combined with Van Oord standards will result in a fit-forpurpose addition to our dredging projects in the Caspian Sea,” says Peter Bunschoten, project director at Van Oord.

Breakthrough in composite approval For the first time, combustible, fibre-reinforced, lightweight composite has been approved for use in a SOLAS ship. Panama’s flag authority has accepted a design where hatches in fibre-reinforced plastic composite replace steel hatches. Research and fire risk analyses at SP have helped in making this possible.

Lightweight composites have a number of advantages compared with steel; among others, ships can be made lighter, which reduces fuel consumption and emissions, and there is no corrosion. SP has been engaged since 2004 on a range of projects to develop methods and produce information to enable approval of combustible, fibre-reinforced lightweight composite on ships.

According to Tommy Hertzberg, fire researcher at SP, up to now it has been difficult to obtain approval as all regulations are based on steel.

SP’s experts have been involved in numerous Swedish and international projects, which have had the aim of gaining approval using new materials, but prior to this no flag state had fully accepted the lightweight solution. Panama’s flag authority has now accepted a conversion-using composite, which is a major step forward.

“We have contributed our know-how to the Norwegian group and DNV-GL, which in conjunction with the Japanese shipyard Oshima has produced a clever, lightweight design which resolves many of the problems there are with steel hatches,” he says.

The ship, a cargo vessel of 225 x 32 m, which has now been approved for conversion, is owned by the Danish shipping company Nordic Bulk Carriers AS. “We have been responsible for the fire analysis in accordance with SOLAS Regulation 17, which is used to show how to achieve fire safety equivalent to steel, which has made the approval possible. I would describe this as a breakthrough,” added Tommy.

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Expansion update The first gate has been installed in the new Pacific locks on the Panama Canal expansion project. Carried to its final destination on self-propelled motorised wheel transporters (SPMTs) with more than 400 wheels each, the first gate for the new locks in the Pacific side was installed on 19th January, marking another important milestone for the Panama Canal Expansion Program. Overall, the Canal expansion is currently 85 per cent complete.

This gate, located in what is known as lock head one, is the first of eight gates that will be installed in the new locks at the Pacific side of the waterway. The steel rolling gate is eight meters wide, 57.6 meters long and 22.28 meters in height, weighing 2300 tons. Upon completion, the two new lock complexes will have a total of 16 gates, eight in the Pacific and eight in the Atlantic.

Speaking on 19th January, Panama Canal Administrator/CEO Jorge L. Quijano said: “Today’s installation marks an important step towards the completion of the Expansion Program. This project will have an important impact on world maritime trade and will further position Panama as the logistic hub of the Americas.”

Maritime news Supreme solution

Norwegian joint effort

Eversendai Offshore has made a significant investment in AVEVA’s Integrated Engineering & Design solutions through its deployment of AVEVA Marine. The agreement includes the full suite of AVEVA Marine engineering and design applications that will be used on a series of new marine and offshore projects, including topsides, platforms and ships. “AVEVA Marine was the most talked about solution during our research of the market,” said Suresh Ramadoss, head of engineering, Eversendai Offshore. “It is the best suited for marine and offshore projects and integrates with AVEVA’s PDMS software which is a massive bonus for Eversendai Offshore and our clients. It is also Citrix Ready, which gives us the flexibility to work on the same project across any of our offices. We have already seen how by working with AVEVA’s suite of integrated applications, we can minimise errors, save project time and reduce cost.

This improves our return on investment and gives us a fantastic competitive advantage.”

“Maintaining data integrity is a huge issue for customers such as Eversendai as it can have a massive impact on project schedules and cost,” added Louis Khoury, senior vice president - operations MEA, AVEVA. “AVEVA’s Integrated Engineering & Design solution achieves optimised project efficiency by aligning applications across multiple disciplines. This results in higher quality deliverables and better schedule adherence, benefitting both Eversendai and its customers.”

The Minister of Trade and Industry Monica Mæland and State Secretary for Climate and Environment Lars Andreas Lunde have signed a declaration of co-operation with key players in the Norwegian coastal shipping industry. This declaration aims to ensure that Norway has the world’s most environmentally friendly fleet of coastal vessels.

In the future, LNG and battery power are projected to comprise a considerable share of the fuel used by the global fleet. Norway already has a leading position in this field and has a good environmental and business starting point to more broadly implement these new technologies. DNV GL has now taken the initiative to launch a Green Coastal Shipping programme, a joint effort by industry and authorities to ensure that in the future Norway will have one of the world’s most environmentally friendly and efficient coastal shipping industries.

“We can achieve this if we want to. There are many examples of incentives driving forward a green shift. The technology is there, but we have to scale up its use considerably in order to maintain our international position,” says DNV GL’s Deputy Group CEO Remi Eriksen.

“We envisage a fleet of offshore vessels, tankers, cargo, container, bulk and passenger ships, ferries, fishing and aquaculture vessels, tugs and other coastal vessels, run entirely or partly using batteries, LNG or other green fuels,” says DNV GL’s Narve Mjøs, who is the programme director for the Green Coastal Shipping programme. “We want to make Norway a world leader in, and a showcase for, green coastal shipping and to attract international attention,” added Narve.

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Maritime news Cherry on top Trimline, Southampton-based marine interior refurbishment specialists, has recently completed refurbishment work on Black Watch, one of Fred. Olsen Cruise Lines’ premier cruise ships.

The work to the 28,000-tonne ship required Trimline’s expert joiners to hand-make a nine-metre photo display unit from lightweight aluminium nomex, cherry laminate and solid cherry edging. Creating the display unit in under five weeks, Trimline was also tasked with making a number of bespoke display cabinets to compliment the large photo display unit.

In early November, a team of two fitters from Trimline travelled to meet Black Watch in Newcastle, before sailing on board to Hamburg, while completing the installation of the photo display unit.

Following the work to Black Watch, Trimline has been asked by Fred. Olsen to undertake further refurbishment work on Fred. Olsen’s flagship, Balmoral, the cruise line’s largest vessel, including the creation of another bespoke photo display unit and the removal and replacement of bulk heads, deck heads, cabinet refurbishment and a refresh of the photo kiosk on board.

Sophisticated sailing In the last days of December 2014, the Sunreef Yachts shipyard launched the first unit from the newest line of sailing catamarans - the Sunreef 74. In accordance to the owner’s wishes she has been named Wildberry. Her main characteristic feature is the elegant and dynamic design, which has been achieved thanks to a sleek superstructure with vertical bows and limited freeboards. The yacht has impressive living space and a fully open 35m2 saloon, which is located on the main deck, and offers spectacular panoramic views. The unit is designed to accommodate up to six guests and two to three crewmembers. Just two people can easily manoeuvre the yacht.

Sunreef 74 Wildberry is a private multihull dedicated to long cruises. On the flybridge there is a large lounge area with a sofa and a table that is adjustable in height, which can be lowered and turned into a couch. The cockpit,

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which also provides comfortable dining and relaxing space for guests, can be accessed from the sundeck. The spacious hulls contain a 20m2 master cabin with a king-size bed, a wardrobe and a bathtub, as well as two guest cabins (including one VIP), comfortable crew quarters with a double bed and a fully equipped galley. The lower deck includes a laundry room and storage space for water sports equipment. As the owners are planning a long journey, the catamaran has been intelligently designed and offers plenty of additional storage space for food supplies and water toys. One of the greatest advantages of the new Sunreef 74 line is the short time of manufacturing, which is only seven months. In the near future two more Sunreef 74 units will be launched - 19th Hole and Blue Deer, which are twin catamarans that will be available for charter from the Sunreef fleet.

Maritime news £25m quay extension Powering up Power management company Eaton has been awarded a contract by with German shipbuilder Meyer Werft. The shipbuilder chose Eaton’s uninterruptible power supplies (UPSs) to provide secure, reliable power for essential systems aboard two of its cruise ships currently under construction for Star Cruises, a leading cruise line in the Asia-Pacific region.

The Eaton UPSs with power ratings from 20 to 160kVA will be used to protect on-board systems including safety and cruising applications; such as bridge equipment, ship automation systems, propulsion systems and communications equipment. The units can also help provide a reliable power supply for the myriad of leisure activities available on modern cruise ships including casinos, Broadway-style theatres, beauty and spa areas and golf simulators.

The Port of Tyne has appointed the main contractor for the £25m extension of Riverside Quay, the Port’s multifunctional deep-sea facility at South Shields.

The main contract for over 300 metres of quay work includes a 125-metre quay extension, an upgrade of 118m of existing quay and 90m of quay wall renewal at the former McNulty site. Tyneside-based Southbay Civil Engineering Ltd won the £18.6m contract and commenced construction in January.

This development is required to support the growth in cargo volumes being handled by the Port, including the relatively new wood pellet imports used by power stations as they convert from coal to renewable fuels.

Andrew Moffat, Port of Tyne CEO, said: “This is the biggest single investment we have made since we built Europe’s first purpose-built wood pellet facilities back in 2010 and it will significantly increase the Port’s capacity to handle increased volumes of cargoes.

Extending the length of the quay will increase the berthing capacity by almost 20 per cent enabling up to four large cargo ships to berth simultaneously. If we are successful in achieving our plans the added capacity provided by the extension of the quay would deliver new jobs and would add around £2 million to the regional gross value added each year.”

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Maritime news Focus on energy efficiency Hakan Ozcan, the chief financial officer of Ecoships, the technical ship management arm of Newport Shipping Group, emphasises that ship efficiency remains just as relevant and important in a bearish oil market as it does when shipowners have to pay over $600 for a tonne of heavy fuel oil. “With crude oil prices at their lowest since April 2009, the temptation is to put your foot on the gas and speed up a bit but this is not the way forward. When oil prices are low shipowners can benefit more fully from energysaving technologies,” he said.

“Admittedly bunker fuel will continue to be the largest single operational cost for shipowners, but with fuel prices continuing to drop, profit and loss accounts will improve, providing owners with the resources needed to re-invest in new ship designs, equipment and technologies capable of reducing fuel consumption even further. It’s a win-win situation for the merchant fleet.”

Whilst Ozcan does not suggest that the industry embarks on the kind of newbuilding spending spree that will prolong or perpetuate over-capacity, he does believe shipowners have a commercially viable opportunity to replace ageing, less efficient tonnage with vessels capable of meeting increasingly stringent environmental regulations.

“It just makes economic sense. It is highly unlikely that we will see a return to fast steaming, so vessels designed for low fuel consumption to minimise shipping’s impact on the environment will continue to be an integral part of the ship manager’s business model.”

Going live SeaPlanner, an industry leading, web-based, marine monitoring and management system has been selected by Vattenfall as its marine co-ordination and management tool for the Kentish Flats Extension offshore wind farm. This extends SeaPlanner’s presence on Vattenfall sites, which already includes the construction site, Dan Tysk, and generation projects, Thanet and Kentish Flats.

The SeaPlanner system provides the construction team with a complete management and tracking solution for project data and information. This includes personnel and vessel tracking, certification management, document management and also the new ground breaking, online induction module.

Toby Rayner, marine co-ordinator at Kentish Flats Extension noted: “The SeaPlanner software will limit the amount of vessel downtime by ensuring personnel are ready to go the moment they arrive onsite. It was important to us that inductions could be carried out on a PC or mobile device making it accessible to all, especially when working within the offshore sector where desk based PC access is limited.”

Viva Vista

On Friday 23rd January, Carnival Cruise Line announced the details of its most innovative ship ever, Carnival Vista, debuting in spring 2016. Designed to connect guests to the ocean with sweeping views and plenty to do both outdoors and in, Carnival Vista will introduce an exciting array of groundbreaking new features including: SkyRide, a suspended open-air cycling experience; the world’s first IMAX Theatre on a ship; an expanded water park featuring the Kaleid-O-Slide, the line’s first raft-riding water tube slide; Seafood Shack, a New Englandinspired eatery; RedFrog Pub, the line’s first onboard brewery, and other enhanced dining, bar and entertainment options; as well as new scenic and family-friendly accommodation types.

The ship’s inaugural Mediterranean itineraries also mark the line’s return to Europe. The new vessel will debut 1st May, 2016, with a 13-day cruise departing from Trieste, Italy - the first European voyage for Carnival in three years.

Carnival Vista will measure 133,500 tons, 1055 feet long and have a guest capacity of 3936 (based on two per cabin). The vessel will offer a wide variety of well-appointed staterooms and suites including two new accommodation classes. Tropicsinspired Havana Cabanas feature accommodations with private outdoor patios – complete with lounge chairs and hammock – that face the expanded Lanai ocean-air outdoor promenade and offer sea views in addition to easy access to the Havana Bar and Pool.

Carnival Vista will be the largest and most innovative ship with in the fleet. Iain Baillie, managing director of UK Sales, said: “We are delighted to be able to offer our travel agent partners something new and exciting from Carnival. The Vista will allow them to promote experiences that no other cruise line can offer. We are looking forward to working closely with agents to make sure they are fully up to speed with all of the exciting new features the Carnival Vista has to offer customers and help them attract a strong base of repeaters and new to cruise.”

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Dry suits

To the

rescue

Thanks to the generosity of Helix Well Ops, the Crosby Coastguard Rescue team have new drysuits to assist them in their water and mud rescue training The Crosby Coastguard Rescue Team is based near Liverpool in the UK. It forms part of the UK SAR framework and all members are volunteers for Her Majesty’s Coastguard.

There are around 360 such Coastguard teams around the coastline of the UK providing 24x7/365 days callout for coastal search and rescue. These teams work and train alongside other organisations such as the RNLI, Fire Service, SAR helicopters and occasionally Mountain Rescue Teams. The Crosby Coastguard volunteer team are tasked over 100 times per year by a UK Maritime Rescue Co-ordination Centre and deal with all types of coastal incidents. They specialise in Search, Water Rescue and Mud Rescue techniques.

Steve Mee, station officer (volunteer) for the team at Crosby, Liverpool explained that the new suits offer a multitude of benefits to his crew: “These suits are invaluable training assets. They ensure we can train in the mud or water in our area of guard knowing we have our other supplied coastguard dry suits prepared to don - dry, clean and ready to use - for coastal incidents within our patch when we need them. There’s nothing worse than having to ask your team to get into cold and wet gear to effect what may be a dry’ish mud rescue.

In the past we’ve had to train in the CG suits, and then if we are tasked to an incident anytime within the following 24 hours, then we have to don wet suits - quite uncomfortable for my team of dedicated volunteers!”

The purchasing of the suits was supported by Helix Well Ops who facilitated in the supply and provision of these for the team, and Steve explained that he suggested the specifications purely on the team’s mud working requirements. “What I wanted was good supply

of sizes both width and length and ease of ingress and egress from the suit,” he said.

Steve Sheppard, diving services manager with Helix Well Ops added: “The suits we bought are 2013 Typhoon Hypercurve Drysuits. They feature quad-ply breathable fabric throughout, hypercurve back zip position, metal toothed BDM zip, prebent arms and legs, PU reinforced knees and seat, glide skin neoprene seals on neck and wrists, internal braces and elasticated waist, latex socks and were supplied with a free undersuit.

“We recognise the vital importance of realistic training and hope that the suits will help the team get maximum benefit from their training exercises in dry and (relatively) comfortable gear! We are delighted to be able to support the valuable work performed by the Crosby Coastguard Rescue Team.”

Steve concluded: “Myself and the rest of the volunteer crew would sincerely like to thank Helix Well Ops for their support and generosity in the purchase and supply of these dry suits for the team. These enable us to hone our training skills in water and mud rescue in a safe and comfortable clean and well fitting suit.” n For further information on Helix Well Ops, visit: www.helixesg.com For further information on the Crosby Coastguard Rescue Team please visit their Facebook page here: https:// www.facebook.com/LiverpoolandCrosbyCoast guard?ref=ts&fref=ts Photos by Pauline Morris

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Safety standards

Breathing space Stephen Fairlie looks at the implications of new safety guidelines from the International Maritime Organization (IMO) regarding crew working in enclosed spaces The International Maritime Organization (IMO) has amended its Convention for the Safety at Life at Sea, which calls for crew entering enclosed spaces to participate in safety drills every two months. The directive has been introduced to reduce the number of accidents that occur when crew are accessing enclosed spaces and has been in place from 1 January 2015.

The amendment to current safety protocol draws attention to shipping companies’ policy regarding safety in enclosed space entry and re-enforces the importance of safety in this area.

A ship has a number of enclosed spaces, such as the fuel tank and on occasions crewmembers need to enter these areas for cleaning and maintenance.

This IMO directive also coincides with the

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introduction of another piece of legislation, which will impact the shipping industry: the European Union (EU) environmental legislation regarding sulphur emissions.

The EU legislation will take effect in order to substantially reduce marine sulphur emissions and the regulations will heavily impact the shipping industry, including its operating processes and costs. Shipping companies with

trained to choose the appropriate equipment and clothing for each task and also to use harnesses, breathing apparatus and resuscitation lines. Each crewmember is also tested to ensure they are up to date with safety protocol, well practiced for accessing enclosed spaces and for sentry with radio access in case anything happens.

We enforce a very strict ‘Permit to Work’ policy at DFDS Seaways, which means that every piece of work undertaken is preceded by a thorough risk assessment, following industry best practice guidelines. Crew refer to a written risk assessment as part of the Permit to Work and the ship’s Master is always in charge of granting permission for activity due to take place in an enclosed space, ensuring all crew members are aware that this work is taking place. A Senior Officer is also required to sign off the activity once it has been completed, to ensure it has been completed in line with the ship’s high standards.

Enclosed space entry and rescue drills should be planned and conducted in a safe manner taking into account the recommendations and guidelines outlined by the IMO. For instance, any member of the crew who has designated duties for the rescue of personnel from an enclosed space requires drills and training at least every two months. These drills should cover the checking and use of protective equipment, communication devices and instruments for measuring the atmosphere as well as clothing required for entry. They also recap on first aid and resuscitation techniques.

Current safety practices At DFDS Seaways, to ensure that we operate as safely as possible when accessing enclosed spaces, we run regular safety drills so that the crew is prepared for every scenario. The crew is

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vessels operating within the outlined SECA (Sulphur Emission Control Area) will need to either use a low sulphur fuel or an exhaust cleaning system (scrubber technology) to meet the 0.1 per cent sulphur emission target. These changes will have implications for the ship’s crew and could alter current maintenance practices, which will also affect safety protocol.

As shipping companies prepare certain vessels to operate on the new Marine Gas Oil (MGO), to lower their sulphur emissions, they will need to clean out the fuel tanks to accommodate the switch in fuel. Therefore, many ships will be preparing for their crew to enter the fuel tank and will have to ensure that the crew is prepared for working in this enclosed environment and is fully aware of the risks entering into these spaces will entail.

Safety is paramount

and we at DFDS Seaways review all safety procedures at least once a year, working tirelessly with our crew and the relevant industry bodies to ensure that all practices are up to date and working effectively to ensure the safety of passengers and crew Risk assessment for working in enclosed spaces Enclosed spaces pose a number of potential risks to crew safety, which need to be taken into account by all crewmembers ahead of entering an enclosed space. Before entering an enclosed space and undertaking necessary work, crewmembers should assess the risks that may be involved.

To aid risk assessment, it is also important for the ship to display permanent warning signs

indicating potential hazards close to the area, such as on the entrance hatch.

Enclosed spaces have little ventilation, can store potentially toxic materials such as fuel and frequently have no light. When working in this environment, being alert and attentive is of paramount importance. Personnel working in this environment need to be aware of potential risks and prepare for them accordingly to prevent problems arising. These include: l Monitoring oxygen levels to determine whether fully functioning breathing apparatus should be used by anyone entering the space l Using appropriate lighting equipment, which is non flammable and will provide sufficient illumination l If the work involves entering a closed space, such as a ballast water space or fuel tank, crew need to be securely harnessed to prevent a fall l When carrying out work such as welding, crew should minimise the risk of fire by removing any flammable materials beforehand. Depending on the Safety Management System the company uses, a separate Hot Work permit should also be sought for any welding completed in an enclosed space.

Constant improvement of safety We at DFDS Seaways welcome the introduction of the new IMO directive as it promotes continuing improvements to safety in shipping and highlights the importance of incorporating safety into every process.

We believe that the new regulation provides shipping companies with an opportunity to review all safety policies and practices, not only those related to enclosed space entry. Safety is paramount and we at DFDS Seaways review all safety procedures at least once a year, working tirelessly with our crew and the relevant industry bodies to ensure that all practices are up to date and working effectively to ensure the safety of passengers and crew. n Stephen Fairlie is Marine Standards Superintendent at DFDS Seaways. DFDS is Northern Europe’s largest integrated shipping and logistics company, with a network of 30 routes and 50 freight and passenger ships. The company prides itself on offering world-class facilities and services and the widest choice of ferry routes into northern Europe.

In the UK, the company operates passenger ferry services on routes from Dover to Calais, Dover to Dunkirk, Harwich to Esbjerg, Newcastle to Amsterdam, Newhaven to Dieppe and Portsmouth to Le Havre.

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Digital navigation

The ECDIS Era Jason Scholey discusses the continuation of the tanker industry’s digital evolution

The transition to digital navigation is one of the biggest challenges facing the shipping industry. As a result of amendments made to the SOLAS Convention in 2009, the mandatory carriage of ECDIS has been introduced on a rolling timetable, with different ship types and sizes facing different dates for compliance with these regulations.

Jason Scholey

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One of the most important dates in the ECDIS transition process is July 2015. From this date, or the first survey thereafter, the carriage of ECDIS will become mandatory for existing tankers.

The current state of ECDIS readiness varies significantly across different tanker types and companies based in different countries, with some less prepared than others. With considerably less than a year to go until the regulations come into effect, UKHO data demonstrates that a significant proportion of the global tanker fleet is still not using

an ENC service and therefore do not currently comply with the forthcoming regulations.

Approximately 8500 tankers over 3000 gross tonnes will be required to comply with the mandatory ECDIS carriage requirements from July 2015. Recent years have seen a rise in the number of tankers using an ENC service, from almost zero in 2006 to 3600 in late 2014. However, this is still only 42 per cent of the current tanker fleet. In other words, 58 per cent of the global fleet - over 4000 tankers - have yet to use an ENC service. This is

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These digital versions

of some of our most important nautical publications are accepted as SOLAS compliant and permitted for carriage on almost 80 per cent of the global fleet over 2000GT

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cause for concern, as this is a large number of ships that now has a limited timescale to ensure that they are ready to comply with the regulations that come into force from 1st July 2015.

In September 2014 UKHO data revealed a substantial divergence between different tanker types and sizes. For instance, only 23 per cent of 1700 product tankers use an ENC service. This figure is much lower than that of crude tankers, where the percentage rises to 51 per cent. LNG tankers and shuttle tankers appear the most ECDIS-ready ship types, with 70 per cent and 62 per cent respectively already using an ENC service, and therefore ahead of the ECDIS carriage requirements.

There is also considerable disparity in the state of ECDIS readiness of tanker fleets of companies based in different countries, with those in Australia being the only companies whose tanker fleet are on course to be 100 per cent compliant, according to UKHO estimations. Companies based in Qatar and the Netherlands closely follow with 96 per cent and 87 per cent of their tankers using an ENC service.

The mixed picture continues across different ship types and regions with companies based in Asia having better prepared tanker fleets in some respects. For example, 45 per cent of LPG chemical tankers from companies based in Asia are using ECDIS, but the percentage of those in Europe stood at zero in late 2014. Similarly, the crude oil tanker fleet in companies based in Asia is more prepared than those in Europe, with 57 per cent using an ENC service, compared to 44 per cent.

The reason this matters is because all these ships will need to be ECDIS-compliant and the transition to ECDIS is a complex and significant undertaking. Whether it is for a single ship or an entire fleet, it is a huge misconception to think ‘because I can navigate with paper, I can navigate with ECDIS.’ Owners and operators of tankers that are not ready to comply need to ensure that they have a plan in place to adopt ECDIS in a comprehensive and assiduous manner. What is more, preparing a ship for compliance means much more than just the physical installation of ECDIS onboard. Owners and operators are also responsible for the delivery of type-specific ECDIS training for crew, for complying with Class, Flag State and Port State Control requirements, for the necessary revisions to bridge policies and procedures, and more. Put simply, it is a very considerable undertaking and time is running short.

The UKHO has been at the heart of industry efforts to support those making the ECDIS transition. Since 2011, over 3400 delegates have benefited from expert guidance at our free ECDIS seminars, which have been delivered in

55 locations around the world. In recent months, these seminars have concentrated on supporting ship owners and operators in the incorporation of ECDIS operating procedures into onboard safety management systems, the ECDIS risk assessment process, and preparing for audits and inspections.

UKHO has also produced an array of publications that provide practical support for shipping companies and bridge teams in managing the introduction of ECDIS, including: l ADMIRALTY Guide to the Practical Use of ENCs (NP231) l ADMIRALTY Guide to ECDIS Implementation, Policy and Procedures (NP232) l ADMIRALTY Guide to ENC Symbols Used in ECDIS (NP5012).

In addition, the ADMIRALTY Vector Chart Service (AVCS) is the most chosen ENC service for ECDIS, offering the widest official coverage and operates on all makes of ECDIS. Of course, digital navigation is about much more than compliance. ECDIS and other digital navigation tools are designed to increase the mariner’s ability to handle challenging conditions quickly, proficiently and safely. In this spirit, UKHO has developed a wider range of tools to support the mariner, including ADMIRALTY Digital Publications (ADP) and electronic Nautical Publications (e-NPs). These digital versions of some of our most important nautical publications are accepted as SOLAS compliant and permitted for carriage on almost 80 per cent of the global fleet over 2000GT. 2015 is set to be a landmark year for modern maritime navigation, notwithstanding the considerable challenge faced by a large proportion of the global tanker fleet in being ready to comply with the mandatory carriage of ECDIS from July 2015. A successful voyage depends upon accurate navigational data that seafarers can trust.

Our goal is to support the mariner every step of the way and provide the products and services that they need to keep their ship, crew and cargo compliant with regulations and safe at sea. n Jason Scholey is senior product manager - Charts, United Kingdom Hydrographic Organisation. Learn more about the UKHO’s full range of ADMIRALTY Nautical Products & Services at www.admiralty.gov.uk.

www.shippingandmarine.co.uk - 13

Coatings

Clever coating A hull coating is providing the ultimate protection for a vessel operating in extreme ice-going conditions

The customer - Bore Ltd., Finland The location - The SEAGARD Container vessel operates mainly in the Gulf of Finland, Baltic Sea and North Sea The challenge - To provide a reliable, efficient coating system that can perform in heavy ice conditions on a vessel operating through ice with a thickness of typically 60 cm (23.6 in.)

The solution - SIGMASHIELD 1200 solvent-free, abrasion-resistant phenolic epoxy ice coating The benefits - Long-lasting durability of the underwater hull protection despite the heavy ice conditions The result - The underwater hull is still in perfect condition even after two winters operating under heavy ice conditions

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highly cross-linked phenolic epoxy technology, further extending the service life of the coating by tremendously increasing the creep resistance.

The benefits Ice is undoubtedly the worst nightmare for an outer shell coating. The SIGMASHIELD 1200 coating addresses this situation by combining these key attributes: l Excellent application properties for a smooth and glossy surface, using standard spraying equipment l Outstanding anti-abrasion resistance, extending fuel savings provided by the smooth, freshly applied surface l Excellent creep resistance, reducing the size (and hence cost) of the repair areas The SIGMASHIELD 1200 coating is the ice solution that provides easy application, optimal abrasion resistance and damage propagation control.

SIGMASHIELD 1200 benefits: l Outstanding impact- and abrasion resistance l Excellent cathodic protection and creep resistance l Standard- and low-temperature version for enhanced curing performances l Application also possible in winter conditions l Single-coat application using standard equipment l Easy maintenance & repair l Recognized by Lloyd’s Register as an abrasion-resistant ice coating l Recognized by Aker as a low-friction surface coating for ice-breaking ships l Independent test certification

The customer Bore has long traditions in shipping, dating back to 1897, when it was founded. Today, the company offers industrial shipping services with a highly maintained fleet, consisting of vessels that have year-round service and Ice Class 1A or 1A Super, suitable for sailing in first year thin and medium ice. Bore’s fleet is composed of RoRo and General Cargo vessels operating under both Finnish and Dutch flags.

The challenge The SEAGARD is a Ro-Ro Container vessel operating all year round in the Gulf of Finland, Baltic Sea and North Sea. During winter, the vessel regularly encounters heavy ice conditions.

In order to navigate safely in such an environment, the SEAGARD was built with extra features required to face the ice conditions encountered in the Baltic area. In addition to these construction

improvements, an abrasion-resistant ice coating was required to protect the hull from the ice impact and gouging occurring on the ice belt and flat bottom. The use of such a coating is vital to minimise damage, maintain vessel safety and reduce subsequent repair costs on the hull.

The SIGMASHIELD 1200 product’s excellent performance has been confirmed by Aker Arctic Technology, a major independent testing institution, which specialises in low-temperature testing at the limits of ice-going conditions.

The result The solution PPG Protective & Marine Coatings (PPG) offers two abrasion-resistant, ice coatings (SIGMASHIELD 460 and SIGMASHIELD 1200), selected based on the anticipated ice conditions during service life. For SEAGARD, regularly sailing in heavy ice conditions during the harsh Baltic winters, the highly resilient SIGMASHIELD 1200 coating was recommended to provide it with optimal underwater hull protection.

The SIGMASHIELD 1200 coating is based on a very hard filler composition, providing excellent anti-abrasion properties, and on a

Following close inspection in dry dock, the SEAGARD’s underwater hull is still in perfect condition, which is an excellent result for a vessel operating in harsh conditions through ice.

Mathias Sundberg, technical superintendent of Bore Ltd. stated: “On inspection, after two winters operating in heavy ice conditions, the underwater hull is still in perfect condition. The SIGMASHIELD 1200 coating is performing very well, as expected from a PPG product.” n For more information on PPG Protective & Marine Coatings, visit www.ppg.com.

www.shippingandmarine.co.uk - 15

E-Radar

Shipping lanes

Plotting the course

Nick Ward argues that our increasingly overcrowded seas necessitate a different approach to navigation

The implications of recent studies are clear - without drastic change, the North Sea risks turning into an offshore M25 with frequent accidents, delays and lengthy queues at major ports.

The North Sea is sailed over 260,000 times a year, and the World Wildlife Fund found that surging sea traffic, combined with worsening weather conditions, means that the North Sea Region is among the world’s top accident hotspots. And recent research by the ACCSEAS Project (Accessibility for Shipping, Efficiency Advantages and Sustainability) noted that proposed new wind-farms will increase sea congestion by further squeezing the amount of navigable space available to ships.

With North Sea shipping lanes rapidly contracting as ever greater numbers of ships

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pass through them, pinpoint-accurate navigation and continuous communication between ship and shore is going to become essential to guarantee safety and continuity at all times. Crucially, we need to see maritime data harmonised and integrated so that we can create ‘intelligent’ ships and ports that can instantly and seamlessly adapt to new events.

Outdated navigation The central problem is that there is no ‘joinedup’ system of collecting and sharing crucial navigational data to enable voyages to operate in

Galatea synchronicity from ‘berth to berth’.

Many ships and ports are still using outdated paper-based systems of collecting and communicating maritime data that are slow, complex and incompatible with those of other vessels, meaning that vital data on everything from rising tide levels to last-minute route alterations are fragmented across an array of administrative procedures. For example, there is no standardised system of delivering tidal flow information or port departure times in the North Sea whilst NAVTEX, a widely-used means of broadcasting weather forecasts and navigational data, prints the information on a paper roll that cannot be quickly integrated with other maritime data. This means that shipping routes cannot be rapidly adapted to unforeseen variables such as changeable weather conditions or delayed departures, and ships and ports never have complete visibility over all maritime data at any one time.

Safety information is often delivered to mariners as a ‘one-size-fits-all’ broadcast so that the data is not customised to the size, movements or location of each vessel to enable ships to make the correct adaptations; tide levels that are too low for a cruise liner may not be too low for a yacht. Crucially, there is no standardised reporting system, causing major disparities in the timing and quality of information sent between ship and shore.

Even worse, crucial navigational information is unreliable and vulnerable to disruption; faraway GPS signals that are vulnerable to signal interference are the main source of Position Navigation and Timing information aboard modern ships. In increasingly crowded seas, we cannot afford any navigational errors or outages, and ports need consistent real-time information in order to ‘model’ the effect of different scenarios, plan arrival times and process large amounts of traffic.

If we are to maintain ‘freedom of the seas’ we have to standardise and improve the means by which vital information is delivered and communicated between ports and ships.

Crucially, we need to improve the quality of that information.

‘Smart’ sea-lanes For three years, the ACCSEAS project has been working towards ‘e-navigation’, a radical new way of maximising mobility across the North Sea and accessibility of ports while minimising hazards. This envisages the electronic collection, sharing and analysis of live maritime data from all vessels to enable the creation of a fast, efficient, harmonised sea transport system.

Ships would receive a 24-hour flow of real-time, integrated, customised and location-specific

maritime data from ‘berth to berth’ and the data could be shared instantly with other vessels, giving ships and ports a complete and continuous overview of the seas.

Everything from Met Office forecasts to live updates from nearby ships could be instantly collected, and provided on an integrated display, possibly superimposed on the surrounding waters through Augmented Reality, giving ships full information visibility over their environment.

Real-time information on tide levels could be adapted to the precise dimensions of each ship, creating an individualised ‘chart’ of access points for vessels of any size, while safety information could be tailored to the exact location and direction of different craft, so that maritime ‘Big Data’ is customised for the receiver.

And the MONA LISA 2.0 initiative now aims to bring some of the lessons of aviation to the seas by enabling the real-time tracking of all sea journeys from departure to arrival. This would also provide a pool of historical data on shipping movements, creating ‘intelligent’ ports that can ‘model’ the effects of different scenarios on sea traffic and work out how to avoid bottlenecks and boost efficiency. Port Authorities could use the information to predict the effect of particular weather events or adapt berthing systems to bigger ships, years before they are built. They could even use modelling to make the case against cuts to port facilities or drive improvements across the logistics chain by combining sea traffic data with information from rail and road.

A new threat This would require an uninterrupted stream of reliable and resilient data on the precise position

timing and navigation (PNT) of all vessels. Yet most ships are reliant on satellite navigation; and the distant GNSS signals that ships depend upon are extremely weak and vulnerable to disruption, putting MONA LISA 2.0 solutions at risk.

In 2014, Britain launched a set of eLoran (enhanced Long Range Navigation) coastal reference stations across its seven busiest ports. eLoran is a vastly upgraded and improved version of Loran-C, and its signals are one million times stronger than those from satellites at the receiver, improving the quality and reliability of navigational data. By upgrading its existing Loran-C infrastructure across the North Sea region, and implementing eLoran, Europe could achieve a terrestrial complement to GNSS (dubbed ‘Galileo Earth’ by some), to supplement sat-nav data and provide truly resilient PNT. This UK innovation could guarantee a continuous stream of reliable, real-time navigational information, with adjustments sent through a secure data channel in real-time, giving ports continuous visibility of traffic and keeping shipping lanes safe and operational in all conditions. It could bring the world’s first regional ‘e-navigation’ system a step closer to reality. n Nick Ward is research director at the General Lighthouse Authorities of the UK & Ireland.

The General Lighthouse Authorities (GLAs) of the United Kingdom and Ireland are Trinity House, the Northern Lighthouse Board and the Commissioners of Irish Lights. Together, they have the statutory responsibility for the provision of marine aids to navigation (AtoN) around the British Isles. The GLAs’ joint mission is the delivery of a reliable, efficient and cost effective AtoN service for the benefit and safety of all mariners.

For further information visit: www.gla-rrnav.org www.shippingandmarine.co.uk - 17

Case study

Back to life After taking a fall in 2011, a Challenge 72 sailing yacht has had a new lease of life thanks to a yard in Exeter

With a glowing race record and a successful second life as an adventure sailing yacht, Challenge Business 45, formerly part of Chay Blyth’s legendary fleet built to sail around the world, had fallen over to her port side while out of the water on a pitstop preparing for a trip across the Atlantic in 2011. She lost her rig and sustained damage to her structure.

Thought to be too expensive to repair she was destined for scrap until her new owner Brian Pogson, director of Exeter shipyard Exeter Maritime Services (EMS) which specialises in the build and repair of steel and aluminium boats, realised the damage was not irreversible.

Brian explained: “We motored her back under

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her own steam from Plymouth to our boat yard in Exeter, and she was travelling perfectly straight. I knew then she was not twisted and upon further investigation discovered that her damage was localised to the impact zone.

“I strongly felt that this stunning and well-built yacht was too good to scrap and that we could

‘‘

The Challenge 72’

is a benchmark yacht for adventure sailing at the highest level.

Berthon has sold the whole fleet, some multiple times and they continue to win hearts and minds the world over

‘‘

bring her back to life. We have the facilities, skilled team and knowledge of boats and steel already in place, which made the cost of repair feasible for us.”

Sue Grant, managing director of yacht brokers Berthon International, said: “The Challenge 72’ is a benchmark yacht for adventure sailing at the highest level. Berthon has sold the whole fleet, some multiple times and they continue to win hearts and minds the world over. We are delighted that EMS are going to breathe life back into Challenge Business 45, and we look forward to finding new owners for her once the repairs are complete.”

EMS is collaborating with Mecal, the MCA notifying authority, which is overseeing the repair work and which has been involved with the Challenge yachts from build. Its role is to ensure that once repaired CB45 is restored to MCA Category 0. This coding will give CB45 the ability to sail commercially worldwide with charter guests aboard which is the toughest category available and demands rigorous attention to structure and safety.

Brian said: “We are working with as many of the original Challenge build team as possible to ensure a good-as-new repair.

“The original design engineer is supplying the nested information from the original cutting files for us to cut the new steel parts on our water jet table and we’re using the original Challenge Fleet Rigger.

“Throughout her repair we’ve been amazed at the high quality of the original steel and paint; she has no rust and no degradation. It was this quality of build that minimised the damage to her.”

In addition to the work to the structure, the yacht will have a new rig and sails and any

systems that were damaged by the impact will be replaced or rebuilt. She will also be repainted.

The Challenge 72’ Class yachts are respected as the strongest and most seaworthy fleet ever to have raced around the world. They and their 67’ sisters are the only fleets to have done so against prevailing winds and currents.

Challenge Business 45 had a very successful race record having completed two safe and successful round the world races: BT Global Challenge 2000/1 (as LOGICA) and the Global Challenge 2004/5 (as BG SPIRIT). She won the race in 2004/2005 (winning three of the seven legs) and is still the holder of the class record for the Round the Island Race on the south coast. After Sir Chay Blyth’s Challenge Business stopped trading in 2006, she was sold together with her sister ships by Berthon and had a very successful second life as well-known adventure sailing yacht Big Spirit.

The schedule of repair is anticipated to be complete by March 2015. n For further information, visit: www.exetermaritimeservices.co.uk www.berthon.co.uk www.challengebusiness45.com

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Liferafts

Life savers

Libbie Hammond speaks to Geoff Billington and Chris Feibusch about essential pieces of marine safety equipment – the liferaft and the pyrotechnics inside them Liferafts hit the headlines in 2014, in both happy and tragic circumstances. In April three sailors including a British couple and their Jack Russell dog were saved when a tanker in Atlantic Ocean picked up their drifting life raft. Sadly just a month later, the crew of the yacht Cheeky Rafiki was not so fortunate – the wreckage of their vessel was found with the liferaft untouched and undeployed in the hull.

While these examples may be at opposite ends of the spectrum, they do make it clear why liferafts are regarded as essential inclusions on board vessels. If the crew has the time or ability to deploy one and utilise the equipment on board, their chances of survival are vastly increased.

Reflecting this point, the International Convention for the Safety of Life at Sea (SOLAS) makes it a requirement for modern passenger ships engaged on international voyages to carry

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partially or totally enclosed lifeboats on each side to accommodate not less than 50 per cent of the total number of persons on board (in other words, the two sides together must equal at least 100 per cent.) Some lifeboats can be substituted by liferafts.

Differing from lifeboats, liferafts in general are collapsible, and stored in a heavy-duty canister, and also contain some high-pressure gas (in commercial models, usually compressed air)

as Germanischer Lloyd/Bureau Veritas/DNV and so on. After extensive testing and checks, they will issue an approval certificate. So for example, The Duarry Challenger SOLAS/MED liferafts have been approved by Germanischer Lloyd, to the latest SOLAS 74 Chapter III and amendments, and according to Maritime Equipment Directive (MED). The Chapter covers requirements for lifesaving appliances and arrangements, including requirements for lifeboats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance (LSA) Code gives specific technical requirements and is mandatory under Regulation 34. The regulations cover areas including construction of liferafts, the minimum carrying capacity and mass of liferafts, float free arrangements, painter system, weak link and hydrostatic release units. There are further requirements for inflatable liferafts covering areas such as access, stability, containers and markings,” added Geoff.

The equipment fitted into SOLAS/MED liferafts is also determined by the IMO (SOLAS) regulations – Chris Feibusch from Drew Marine Signal and Safety (DMSS) gave some further

‘‘

Liferafts are regarded as essential inclusions on board vessels. If the crew has the time or ability to deploy one and utilise the equipment on board, their chances of survival are vastly increased

‘‘

to allow automatic inflation. SOLAS and military regulations require these to be sealed, never opened by the ship's crew; they are removed at a set periodicity and sent to a certified facility to open and inspect the liferaft and contents.

One such certified facility is UK-based International Safety Products (ISP), which is the official distributor for Duarry, a world leading Spanish manufacturer of liferafts and rescue boats. ISP is responsible for ensuring that Duarry liferafts can be serviced in the UK and as such controls a number of liferaft service stations around the country offering a comprehensive service. Geoff Billington is commercial director at ISP, and he noted that the range of Duarry liferafts available to the market is wide ranging and emphasised the need to adhere to a range of strict legislation requirements. “For example, Duarry offers the Throw Over Board for six to 25 people, Open Reversible (ORIL) for six to 65 people, and Davit Launched (DL) models for 12 to 25 people,” he said. “The SOLAS/MED regulations in this area are very clear, and before any liferaft is allowed onto the market, the manufacturer has to have the rafts approved by a notified body such

www.shippingandmarine.co.uk - 21

Liferafts ISP managing director John Rogers (left) with ISP commercial director Geoff Billington on board the Kathleen & May

details on what this stipulates: “SOLAS specifies a wide range of equipment that every liferaft must carry and that includes six hand flares, four parachute rockets and two floating, three-minute smoke signals,” he said. “The shelf life of these pyrotechnics (pyros) is three years, so they also have to be in-date as well.” The equipment on a liferaft is classified into an A pack and B pack, with the A pack including the items listed above plus items such as a knife and mirror for example, while the B pack will be used on vessels that do not go on international voyages, and operate closer to shore, and so wouldn’t include water or food rations.

Geoff also noted that the shipowner could request additional items such as EPIRB’s to be added into the liferaft. “But since the rafts are certified under SOLAS/MED, any inclusion has to be agreed with the manufacturer to ensure it cannot damage the liferaft in anyway,” he stated.

“For example on passenger ferries, it is now required that every fourth raft has a SART (Search & Rescue Transponder) fitted.”

It is not only the rafts that come under this intense scrutiny. The SOLAS required pyros are also stringently tested before certification, as is the factory manufacturing them. Said Chris: “DMSS has to undergo annual inspections, on both products and facilities, in order to maintain our MED module B and module D certificates.

The product exams includes tests such as temperature cycling, sitting under a metre of water for 24 hours and still being able to fire, the light intensity, the colour intensity, the duration of

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smoke, and so on – a certain amount of products per batch have to pass these tests, and that is every year.

“And on top of this, the factory is inspected as well. This covers the manufacturing process in addition to the testing and proofing, how records are kept, and maintaining operations to the ISO 9001 standard. Its very well regulated and if we don’t pass these tests our certificates can be revoked.”

It also has to be borne in mind that that these products are to be used in an emergency and perhaps not by an experienced seaman, and therefore need to be quick and simple to operate.

“We do recommend training,” said Chris, “but essentially it is just pulling a toggle. However, these are complicated pieces of equipment, and ease of use has to be considered in the design.”

This of course applies to the liferafts as well. “The products supplied/used have to benefit staff when used,” agreed Geoff. “Duarry has recently redesigned its range of liferafts to improve usability and benefit from a more uniform container design, making storage easier on board vessels. This means all types of Duarry liferafts can now be stored on most existing container cradles on ships. This keeps cost down for the ship owners.

Clients place great emphasis on high quality and durability of life rafts and therefore through life costs.”

Another area that both Geoff and Chris noted was servicing, as both liferafts and the pyros on board need to be maintained at regular intervals.

ISP is able to tap into Duarry's extensive network

Chris Feibusch, DMSS

side is also an area where the marine safety industry along with the regulatory bodies such as IMO and flag states are always looking at potential improvements, and in particular there is some work going on currently to ensure that the service support for liferafts is of an equal high standard worldwide. Unfortunately not all liferaft manufacturers apply the same high standard as Duarry when it comes to the training and support of the service station network, which is key to ensuring that the liferaft works when it has to!”

As both Geoff and Chris noted, the overall key function of liferafts and the pyros stored aboard them is to save lives. “Marine safety equipment all works together, and is complimentary,” said Chris.

“In an emergency situation you want everything at your disposal, and every item has a specific function. None is replaceable, nor the last word in absolute guaranteed safety or alerting or location.

But by having them all on board shipowners are doing their utmost to ensure the lives of all those sailing on their vessels.” n

‘‘

Responsible ship

owners will specify a tried and trusted brand, as that sends out a message to their crew and clients that they take safety seriously

‘‘

of service stations, of which there are around 150 worldwide, while DMSS supplies the two largest manufacturers of liferafts, Survitec Group and Viking, and has its own global network of distributors to constantly ensure their service stations are stocked with the correct items. “When it comes to the servicing of the rafts, Survitec Group and Viking have a network of service stations all over the world that handles this, either as part of the group or as an independent station working under licence, and our products are specified as the number one choice for these manufacturers,” Chris said. This means that DMSS needs to ensure its products are obtainable globally, as it is this availability combined with its highly regarded reputation for quality that results in its products being included on rafts on a worldwide scale. “Responsible ship owners will specify a tried and trusted brand, as that sends out a message to their crew and clients that they take safety seriously,” Chris noted.

Geoff added: “The service and maintenance

International Safety Products is a globally renowned manufacturer and supplier of marine safety products, based in Liverpool, UK. It has a broad portfolio of maritime safety products including immersion suits, tactical waistcoats, liferafts, Epribs, PLBs, SARTS and marine safety lights.

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

Drew Marine Signal and Safety (DMSS) is the world’s leading supplier of SOLAS, MED & USCGapproved marine distress signals, under the brands Pains Wessex, Comet and Aurora. These include man overboard units, line throwers, handflares, parachute rockets, smoke distress signals and illuminating flares.

For further information visit: www.signalandsafety.com.

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D

rew Marine Signal and Safety (DMSS) is the world’s leading supplier of SOLAS, MED & USCG approved marine distress signals.

A prime example of the specific requirements of SOLAS are those on liferafts - six Red Handflares, four Parachute Rockets and two 3’ Smoke Signals are required to be carried inside the liferaft as part of the mandatory safety equipment. DMSS provides all these products, as well as a number of other products in the range for various applications, such as collision warnings, illuminating flares, man overboard markers and line throwing systems.

As Chris Feibusch, Head of Global Marketing, Drew Marine Signal & Safety UK Ltd explained, the products are also used in other environments – 12 Parachute Rockets are required to be carried on the bridge of all commercial vessels (over 300gwt) for example.

“The Red Handflare is used by recreational boaters and search and rescue organisations as a pinpoint location marker. It is also used in the aviation industry and outdoor markets.

Orange Smoke signals are highly visible location markers particularly favoured by search and rescue pilots as a visual wind indicator,” he said.

DMSS’ products are also reliable, lighter, smaller and have less nett explosive content than those of competitors.

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-ofthe-art technology, best practices and modern innovations are put into practice in the maritime sector.

Lanpan PTE Suez Canal Container Terminal SeaKing IBIA Wrist Ship Supply Scanunit Karmsund Havnevesen Port of Gibraltar Aegean Marine Petroleum Network Inc Athus Container Terminal Ambrey Risk B Hepworth & Co Andriaki Shipping Reederei NSB Commercial Marine & Piling Noble Chartering

Profile: lanpan

Ship

shape S

ince its inception in 2006, Lanpan Pte Ltd has benefited from being under the helm of a knowledgeable team of professionals with more than 20 years of experience in services such as shipbuilding, chartering, operation and maintenance.

This expertise, complemented by the vessel owner, operator and manager’s mission to efficiently create value for clients, employees and shareholders, has led to yearon-year growth.

Key services that the company provides include transportation of offshore structures and modules, logistics and supply duties for in-field activities, anchor handling duties to support commissioning, pipe-laying or hookup projects, ocean towage and FPSO support.

Today operating as a niche service provider to customers in

the offshore oil and gas industry, blue chip EPIC companies, national oil firms and oil majors have chartered Lanpan’s vessels, trusting that the dedicated company will provide a prompt, effective and efficient solution to their demands. “Companies such as ExxonMobil, Chevron, Petronas, Cairn Energy, Pearl Oil (currently known as Mubadala Petroleum) and CNOOC are our end users and charterers; other customers include offshore construction contractors such as Nippon Steel & Sumikin Engineering & Construction, SapuraKencana, Hyundai Heavy Industries, and McDermott,” says Fang Yuan, director of Lanpan.

With an average age of two years, Lanpan’s young fleet of anchor handling/towing tugs (AHT), ocean going tug, and barges are predominantly operating in South East Asian and Australian waters. www.shippingandmarine.co.uk - 27

Profile: lanpan

Tailored for functionality, the vessel designs ensure greater cost effectiveness to clients as compared to tugs of similar class. Moreover, the company is actively involved throughout the whole shipbuilding process, which provides personnel with an intricate knowledge and familiarity with the vessels. To further enhance this, the fleet consists of sister ships, thus enabling simpler deployment/redeployment, as well as maintenance and operation of the vessels.

A recent project for the company involved the MV Lanpan 26, an 8160hp, 116 TBP, DP1 AHT which sailed out on 17th January 2015 to tow a barge to Korea for the loading of a structure and then towing both vessel and structure to Australia. Built in 2012, the Lanpan 26 is among six 8000hp class AHT vessels within Lanpan’s fleet that have developed a strong reputation for reliability and high quality services over the years.

“Our fleet consists of four 28 - www.shippingandmarine.co.uk

8000hp class AHT currently in operation, with two sister vessels under construction and due for delivery in Q2 2015; two newbuild 7000hp class AHT which we just took delivery of and are already in operation, with another two sister vessels under construction with delivery in Q3 2015; five 4000hp class AHT and one 3200hp ocean going tug. In addition, we have one 330ft barge and four 360ft barges, all ballastable and in operation. In Q2 2015, we will also be taking delivery of two 400ft self ballastable barges which are currently under construction,” explains Fang. “Our AHT vessels are short and strongly built, which are small in numbers worldwide, while our barges are big with high deck strength. The reason for these features is that we always try to avoid competitive markets that have too many homogenous service providers involved in the same group, where all of them are competing in the same market segments.”

Keen to continue growing with market demand, Lanpan has a newbuild programme underway, with six vessels that are currently under construction and due for delivery in 2015. Fang notes that the company welcomed the second 6962hp AHT vessel into its fleet in January 2015: “She is the second of the four sisters, and is characterised by short LOA thus enabling good manoeuvrability. The Lanpan 31 is equipped with strong winch for towing and anchor handling, forward towing winch which is rare for AHT of similar class, powerful shark jaw/tow pin, long stern roller, DP1 and FIFI 1. She is a workhorse for anchor handling, and there are not many in numbers worldwide of her same kind.”

As its fleet continues to grow, Lanpan remains strongly committed to consistently upholding the most stringent of quality, health, safety and environment (QHSE) policies, not only from regulatory authorities, but those from their

customers. Proudly dedicated to achieving the highest management standards, the company focuses on marine safety, safe working practices and environmental protection to maintain its reputation as a reliable provider of offshore services.

With 2015 just beginning, Lanpan is focused on gaining contracts with clients over the next 11 months, as Fang discusses, “Our objective for 2015 is to occupy our AHT fleet with long term charters; traditionally these vessels are on projects that last a number of months, however, with changes in the market’s structure, the ships may be required for years.”

Looking further ahead, the company sees potential expansion into new geographic regions such as the Middle East, South Asia and Africa, but is also keen to grow slowly and steadily in a turbulent

industry, as Fang concludes: “We do see areas for expansion, and to coincide with the growth in demand we have experienced so far, as Lanpan has been increasing the size of its team gradually over the years. Moving forward, we are also mindful of the uncertainties in the market, which has always been challenging for us. Due to the fact that we have been growing in a storm since day one, Lanpan is just like our AHT’s – we keep sailing in good and bad weather and always

moving forward. Opportunities are always aplenty, yet are accompanied by challenges.”

Lanpan Pte Ltd

www.lanpan.com.sg • Owns, operates and manages a fleet of modern Offshore Support Vessels

• New build programme underway • Plans to expand into Middle East, South Asia and Africa

www.shippingandmarine.co.uk - 29

Profile: Suez Canal Container Terminal

Contained

growth Terberg Since the first eight Terberg terminal tractors were delivered to Suez Canal Container Terminal in 2008 this location has undergone significant expansion. With the newly developed Phase II the annual capacity is now over five million TEU’s, making the APM Terminals Port the key destination for transhipment in the region.

With increased container volumes comes a requirement for additional horizontal transport equipment. SCCT uses terminal tractors and trailers for this and has recently taken delivery of an additional 45 Terberg YT222 units, taking the Terberg tractor fleet to over 160 units. The key drivers for the Terberg choice have been the quality of the product, the spare parts availability and after sales support.

As a long term partner to APM Terminals and SCCT, Terberg works closely to facilitate their commercial and operational requirements. As part of this and in support of APM Terminals safety policy of continuous improvement, Terberg has been able to supply tailor made tractors with specially requested features such as: a ROPS/FOPS tested cab, a safety support behind the cab to protect drivers if a container may fall down and a three-points safety belt in connection with a warning beacon on the roof to stimulate the drivers using these belts.

C

elebrating its tenth anniversary in operation in November 2014, the Port Said, Egypt, based Suez Canal Container Terminal (SCCT) has undergone major investment and improvements to become the largest container terminal in Egypt and the second largest in the Mediterranean. “We have come from zero to running a fully utilised container facility and reached major achievements; for example, we have handled 16,500 vessels in the last ten years and proudly service 16 maritime container lines every week.

We also handle 50 per cent of the containerised cargo that moved in and out of Egypt and have handled more than 25 million TEUs and 15 million moved since operations began. More than $800 million has been invested in the port so far, and 3000 direct and in-direct jobs have been created. Furthermore, $350

million has been contributed in income to the Egyptian governmental authorities from shipping lines,” highlights Lars Koch-Soelyst, chief commercial officer at SCCT. Located at the mouth of the Suez Canal on the Mediterranean Sea, the terminal’s advantageous location is just one reason for its established reputation as a crucial transhipment hub for the Eastern Mediterranean region and gateway port for local cargoes in Egypt. Complementing its beneficial location with a consistent adherence to international standards and a high level of efficiency, SCCT, under the helm of majority shareholder and major container terminal operator APM Terminals, has been able to strengthen its role as a natural hub for international shipping routes. So far, over $800 million has been invested in the facility, which has not only ensured high quality services www.shippingandmarine.co.uk - 31

Profile: Suez Canal Container Terminal

32 - www.shippingandmarine.co.uk

Abacus Lighting Abacus Lighting has a proven track record for supplying, installing & maintaining port lighting around the world. Over the last four years, Abacus has been responsible for the above ground lighting installation works; running over four phases which included mast assembly, fitting of control gear cabinets and mounting and aiming the floodlights. Twenty 50m Abacus GL800 Raise and Lower Masts, each carrying fifteen Rhea floodlights along with CCTV equipment, were installed. These masts allow for safe and easy maintenance at ground level in order to meet port safety and security requirements.

through the utilisation of ultra-modern equipment, but also through training for personnel.

Previously featured in Shipping and Marine magazine in July 2014, KochSoelyst notes that while the terminal has continued to enjoy positive growth, it is also facing challenges as it waits for the Egyptian government to approve the expansion of navigational access into East Port Said: “With 3.4 million TEUs in 2014, which is based on 2251 vessels handled, we have recorded a nine per cent growth in the volumes handled and a four per cent drop in the number of ships serviced. Although we continue to expand our share of the Egyptian container business, unfortunately the expected improvement of the navigational access to the terminal did not materialise, hence we continue to operate a full navigational capacity also in 2015. We will still see continued growth as we cater to larger ships with higher volume exchanges, but we cannot grow as much as we otherwise would have been able to.

Without the navigational restrictions, we estimate that we would have been able to double our volume growth figures.”

With containerised traffic in the East Mediterranean and Egypt anticipated to grow by double digit numbers, Koch-Soelyst is concerned that SCCT will lose its competitive edge if infrastructure to enhance navigational capacity is not improved.

“Our biggest challenge remains that we are unable to cater for the growing demand of our customers to become their preferred choice as a hub terminal in the region. Moreover, the local infrastructure connecting East

Port Said port with the key markets around Cairo and Alexandria is stretched beyond capacity - which immediately affects the local exports and imports. We believe there to be ample opportunity to address these challenges and to provide worldstandard infrastructure to help expand the growth of the Egyptian economy,” he says.

Meanwhile, in other areas of the container terminal, there has been continued progress with the completion of Phase II, part of a multimillion dollar investment programme to further expand and develop the terminal in line with market demands.

With the foresight to know ships would be getting bigger over the coming years, the terminal focused on investing in its infrastructure to ensure it would be able to meet this future market development; this resulted in the 15,500 TEU Eleonora Maersk completing the 180 degree turnaround manoeuvre, with the assistance of three tug boats, in October 2012 and the Edith Maersk completing the same manoeuvre in the turning basin. This major trial was not only a significant moment for SCCT, but also in Egyptian maritime history.

Over the last eight months SCCT has looked into opportunities to further strengthen its capabilities in handling large vessels, however, as the restrictions of navigational access continue, Koch-Soelyst fears this may not be a worthwhile investment: “We are currently studying to acquire the final four quay cranes and additional supporting equipment as part of the Phase II completion. But with the restrictions on navigational access, we are not sure if this will be a good

investment. We are concerned that the restrictions will allow other terminals in the East Mediterranean to progress faster and hence take important market share from Egyptian ports.”

As it awaits the Egyptian government’s decision to implement a large Suez Canal development project, which will enable prosperity through an expanded international customer base and the capability to take on the largest vessels in the industry, SCCT will remain focused on delivering customer satisfaction through a superior service, as KochSoelyst concludes: “Our key focus remains to be improving the services to our customers. We will continue to invest to improve our operational capabilities to cater to the growing demands of the larger vessels, and we will focus on providing a stable and safe environment in support of the local economies.”

Suez Canal Container Terminal

www.scctportsaid.com

• Celebrated tenth anniversary in

November 2014 • Second largest container terminal in the Mediterranean • Can handle the newest generation container vessels

www.shippingandmarine.co.uk - 33

Profile: SeaKing

Catering to the

market

A

technology leader and independent provider of functional marine catering systems for the cruise and premium class passenger vessel market, Switzerland headquartered SeaKing Group celebrates 30 years in operation in 2015. From its humble beginnings the company has grown from three people in Finland wanting to provide a dedicated service to the developing cruise industry to a team of specialists within the cruise ships catering field. Having provided its

34 - www.shippingandmarine.co.uk

superior services, such as initial basic design, consultancy and delivery of ongoing training, maintenance and upgrading of catering systems, to more than 130 projects, the company has developed a strong reputation for supporting ships throughout their life cycle by not only ensuring efficiency, but also profitability.

Looking back over SeaKing’s history, CEO Bruno Wild highlights a major milestone for the company - the opening of its own production facility in Poland in 1990: “The

opening of this facility has definitively been a key element in SeaKing’s history. Over the years our Polish company has developed from a small workshop in a cow house to a factory using the newest technologies and employing more than 260 people. I do not know where the cruise industry would get all the stainless steel products needed today if this factory didn’t exist.”

“The Polish facility has seen unbelievable improvements since 1990. Whereas at the beginning we

were producing only simple so called ‘neutral’ stainless steel items like racks, tables or pallets, our product range today includes all tailor made items we find on a modern cruise ship; this includes high performance blast chillers, complicated bar counters or beautiful displays to name a few. More and more equipment is being pre-installed at the factory or assembled with built-in equipment in order to get a seamless, space efficient product and make the installation work on-board more efficient at the same time.”

Indeed, the establishment of the Polish factory has enabled SeaKing to evolve its products, with all stainless steel neutral and refrigerated furniture covered, as well as full service pantry prefabrications and complex selfwash UV hood systems. On top of this, hot production counters are assembled with built-in equipment to ensure a seamless and space efficient

end product, while its deliverables product range has grown from neutral furniture to complex computer controlled systems.

Heavily focused on functionality, space usage, energy consumption, safety and life cycle costs, which maximise efficiency in catering operations, SeaKing has a dedicated research and development (R&D) centre in place to meet increasing demands on dining and service options as well as ongoing demand for energy and operational efficiency improvements. Aware that this drive for energy savings would only increase as ships continue to grow in size and regulations over energy efficiency become more stringent, SeaKing launched its catering management system (CMS) after four years of development. First installed on TUI Cruises’ recently launched newbuild Mein Schiff 3, the CMS’ two major functions are to monitor the energy use of all galley

MKN

As a global third party ship manager with over 450 vessels in all sectors of the market , Anglo-Eastern is proud to be associated with the Noble Group and to be providing technical ship management to Noble owned vessels. With a singular focus and dedication to technical excellence as a core business, Anglo-Eastern’s network spans right across the world with over 20 offices, to ensure that its technical expertise is available wherever and whenever it is needed.

www.shippingandmarine.co.uk - 35

Profile: Seaking

and pantry equipment, offering advice on when to turn equipment on and off, as well as offering automatic demand-based ventilation.

“This system allows the gathering, advisory and control of catering operational data in a completely new way. In addition our CMS integrates the galley equipment and the ventilation automation, which enables to steer the ventilation based on demand. This leads to a cut in the ventilation volume by 30 per cent, thus saving tons of fuel,” explains Bruno. “We had been working on the CMS for years before it was introduced on a ship for the first time; you will not be surprised to hear that we have invested many man days and a high six-digit amount of cash for its development.”

With TUI’s Mein Schiff 3 successfully introduced to the market, the company is now focusing on its 2015 contracts with MSC Cruise Lines in France and Italy and Royal Caribbean in France. “We are very honoured and proud to work

36 - www.shippingandmarine.co.uk

on these great new projects with MSC and the yards in France and in Italy. We had already developed the Musica-Class ships and the FantasyClass ships together with MSC and the new projects will take this to a new level. It is also very gratifying that we were again selected as the galley supplier of the biggest cruise ships of the world. We had already developed and made the galleys of Royal Caribbean’s Oasis of the Seas and Allure of the Seas in Finland and we will now also do the new pair of Oasis class vessels in France.

The sheer size of the projects is overwhelming and we are very proud that the new vessels will also include our latest developments such as CMS,” enthuses Bruno.

As it continues to provide superior solutions across the globe, SeaKing will remain customer focused and R&D orientated while also

striving towards its goal of being recognised as a leader in CMS, as Bruno concludes: “The SeaKing way of doing business will not change dramatically but we will complement our offerings in line with the clients needs and we will work hard to continuously improve our products and services. There is no question to me that flexibility will be needed more than ever before in many ways and this means to me that our organisation has to be trained to be ready for that.”

SeaKing

www.seaking.net • Celebrates its 30th anniversary in 2015 • Leading provider of functional catering systems

• Focused on cruise liners and premium class passenger vessels

Profile: IBIA

Adapting to

change

T

he International Bunker Industry Association (IBIA) celebrated in 2014 21 years as the voice of the marine fuel supply chain - ‘from the wellhead to the engine’. Indeed, since its inception in 1992, the association has steadily grown to accumulate a global membership of more than 660 organisations and members across 67 countries; these comprise of ship owners, charterers, bunker suppliers, brokers, traders, barging companies, storage firms, surveyors, port authorities, lawyers, P&I clubs, credit reporting companies, shipping journalists and marine consultants, and fuel testing companies, and the list continues to grow.

Not only operating as a representative of the industry in discussions and negotiations with international and national policy makers legislators and other stakeholders, IBIA also reviews, clarifies, improves, develops and

endorses industry methods, practices and documentation; increasing the professional understanding and competence of all who operate in the industry and provides services and facilities for members and others.

For example, at the International Maritime Organization (IMO), IBIA represents the industry as a consultative, non-governmental organisation and attends all meetings particularly the Marine Environment Protection Committee (MEPC), Maritime Safety Committee (MSC) and the Bulk Liquids and Gases (BLG sub-committee). IBIA has also been granted ‘liaison status’ with the International Standards Organisation (ISO), which thus enables the organisation to contribute in discussions regarding ISO 8217 and ISO 13739.

Furthermore, as an association that is committed to educating and informing, IBIA provides both in-house and third party courses

to its members. In Singapore the association has a dedicated training facility to meet the requirements of local and regional companies; however, training can also be carried out worldwide. In November 2014 the Maritime and Port Authority of Singapore (MPA) accredited IBIA’s new mass flow meter training course, which will provide information on mass flow meters as well as how to install and use them.

Previously featured in Shipping and Marine magazine in 2014, CEO Peter Hall discussed IBIA’s developments: “In 2014 IBIA’s key message to the industry was that ‘The association would aim to improve quality and quantity issues across the marine fuel supply chain.’

After lobbying hard at IMO we were successful in gaining agreement to establish a ‘Fuel Quality correspondence group’ to look at establishing ‘draft guidance’ - (Guide to good practice for the quality of www.shippingandmarine.co.uk - 37

Profile: IBIA

fuel on board ships). It was further agreed to look into the adequacy of the current legal framework of MARPOL annex VI.” With the quality of bunkers delivered to ships facing increased scrutiny, the IMO MEP67 agreed to the establishment of a correspondence group in November 2014; IBIA then proceeded to launch its port charter scheme at the IBIA Annual Convention in Hamburg the same month. The scheme will improve bunkering standards across the globe as signatories will be required to demonstrate a licensing scheme for bunker suppliers in their port that proves they are not only able to regulate and enforce these regulations with regards to bunkering operations but they have qualified personnel operating in the bunker supply chain and effective testing regimes in place.

“The port charter scheme emerged after some leading ports contacted IBIA enquiring how IBIA could support them in improving quality, quantity and transparency,” says Peter. “The charter compliments IBIA’s policy with regard to continuous improvement, and the adoption of best practice. IBIA will continue to increase interaction with other key ports across the world throughout 2015.”

During the association’s convention IBIA received news of OW Bunker collapse, following OW Bunker Group filing for bankruptcy on 7th November 2014.

In the wake of this collapse, IBIA announced a series of measures to ensure companies and individuals impacted received support; these included dialogue sessions with MPA Singapore, support from European ports and career support for employees, all of whom received membership to IBIA. “As the OW Bunker scenario unravelled before us, it was clear that this was an unprecedented occurrence. IBIA’s primary concern was with the very large number of competent hardworking ex-employees who now urgently needed support. IBIA’s second concern was to facilitate

dialogue across the supply chain providing a forum and guidance to address the typical questions wanting to be answered.

A third objective was to ensure an uninterrupted supply of bunkers,” explains Peter.

“With regards to the first concern we made available IBIA resources for career support to the employees impacted.

I am pleased to say that IBIA member companies have employed ex OW employees in significant numbers.

There does remain, however, a number still looking for opportunities. The second aspect was to facilitate dialogue and answers, which we did in a number of ways through experienced IBIA members within the legal field and in conjunction with key port authorities,” he adds.

Focused on the continuous improvement of standards across the marine fuels supply chain and providing support to its members in a developing industry, Peter notes that the association has ‘building on strong foundations’ as its theme for 2015: “The International Bunker Industry Association was built on a community of like minded individuals with diverse views but a passion to see communication, education and best practice information disseminated throughout the industry. As we go through 2015 our aim is to build upon these principles. An objective being to help improve standards across the marine fuels supply chain. Also to support our members and the industry develop. Key to this vision is our ability to embrace change, influence change and adapt to change.”

As Darwin said - it is not the strongest of the species that survives, nor the most intelligent that survives.

It is the one that is most adaptable to

Captain Peter W Hall, CEO of IBIA

change. In the struggle for survival, the fittest win out at the expense of their rivals because they succeed in adapting themselves best to their environment.

IBIA

www.ibia.net • Works closely with members on industry issues • Focused on quantity and quality fuel supply issues • Holds Non-Governmental status with IMO • Has representation at ISO, CIMAC and Energy Institute

www.shippingandmarine.co.uk - 39

Profile: WRIST SHIP SUPPLY

Being at the

forefront

W

rist Ship Supply holds an essential position in the shipping industry, building on its strengths in the supply market since the 1950’s. A string of acquisitions and expansion into new geographical territories has established the business as a global player, complementing the requirements of an international customer base. The company is the world’s leading ship and offshore supplier, providing a round-the-clock service that includes the handling of owners’ goods, shipping, airfreight and related marine and offshore services that meet the demands of both multi-national organisations as well as small local businesses. “We take pride in making it easy for our customers to receive their supplies, wherever they are needed, efficiently and at the best possible price. This is encapsulated in our mission: Expert Care to each ship and offshore location,” says Robert Kledal, CEO.

Over the years the experienced ship supplier has continuously targeted the development of the business within the ship supply market, offering a huge range of products such as provisions and items of deck, engine and cabin stores. In doing so, the company maintains a global reach whilst ensuring a local presence with quality, prices and terms and conditions that are universal across the board.

The catering concept In 2009 Wrist Ship Supply established a catering division, SeaStar Management and over the years since has experienced impressive prosperity.

“Whereas Wrist Ship Supply has built an international company on delivering supplies to ships at all main hubs, this new and complementary business unit, SeaStar, will be a global player specialised in outsourcing and handling the entire ship’s supplies budgets and purchases, and so far this has been done with great success,”

explains Søren Jørgensen, executive vice president.

SeaStar handles supplies budgets and the delivery of goods to ships worldwide. In October 2014 it announced that it had supplied to over 500 ships and has great expectations for continued growth. The SeaStar offering takes care of all the catering surcharges for the ship owner, and coincides well with the growing trend for the ship owner to outsource the catering concept.

The prosperity of the division plays an important role in the overall growth strategy of the organisation.

In the continuous development of the venture, and as part of the strategy it has launched a new parallel concept under the auspices of SeaStar: Stores Catering. “This concept has quickly gained speed within Wrist,” points out Søren. With Stores Catering, the company is expanding the concept to include the purchasing of general consumer goods from tools to www.shippingandmarine.co.uk - 41

Profile: WRIST SHIP SUPPLY

workwear, kitchen equipment and non-skid mats.

Polar Tools – part of Wrist’s global assortment Wrist Ship Supply offers a global assortment within provisions and stores of more than 1500 products ensuring consistency in product quality and pricing wherever customers receive supplies. Søren adds: “Economies of scale are key to Wrist’s purchasing improvement being able to use procurement strengths to secure competitive pricing in the market.”

The group has recently introduced a new product group called Polar Tools to its global assortment – a Scandinavian tool brand with a full range of professional hand tools.

The tools are specially developed for customers who want high quality products at a competitive price level.

POLAR Tools come with a lifetime warranty on all products (excl. are ratchets, torque, wrenches and pneumatic airtools, which are covered by standard warranty). The lifetime warranty even applies for incorrect use of screwdrivers and sockets. Also, all chrome-plated products come with an anti-corrosion warranty (wrenches, sockets, extensions adapters etc.).

42 - www.shippingandmarine.co.uk

A growing company One of the priorities of Wrist Ship Supply is continuous growth in new, strategically important regions, and this is undertaken through both organic expansion and mergers and acquisitions.

Global acquisitions over the last six years have allowed the business to significantly increase its capacity. “Each acquisition strengthens our customer base and business, as well as the scope of possibilities. The more customers we have, the larger the purchasing scales, which is ultimately an advantage for our customers,” highlights Søren, and continues: “Recently, we have upgraded facilities in New Orleans, Long Beach, Singapore and Rotterdam and Montreal is up next. Upgrades throughout the business ensure that we operate from state-of-the-art facilities in compliance with HACCP and ISO standards.” The investment also boosts the volumetric capacity, making it easier to meet customer demands and increases the ability to buy high volumes of individual products at any time directly from the vendor, eliminating price-increasing intermediaries.

Seafarers’ welfare Recognising the importance of seafarers to its customers, Wrist Ship Supply holds seafarers’ welfare paramount, and works hard to ensure delivery of high quality products and services wherever the seafarers may be in the world. “This is essential for them to stay healthy, content and motivated, and it makes their lives at sea better. We assume responsibility and go beyond the primary competitive parameters to make a difference,” concluded Robert.

Wrist Ship Supply www.wrist.com

• Globally expanding company • Guaranteed quality across operation • Low cost assurance

Profile: scanunit

Skilled

supplier S

canunit is Scandinavia’s leading provider of complete solutions in lifting and maintenance for industry and shipping. Operating in four key business areas - onboard marine services, surveys and classification, products and workshop facilities the company can not only provide services such as rigging, lashing and lifting, surveying and testing as well as maintenance and repair, but can also offer benefits such as environmental impact reduction, shorter lead times and enhanced cost efficiency as a total solutions supplier.

The company has witnessed steady growth since it was established in 1988. In its first year of operation Scanunit achieved a turnover of 1.8 million SEK – 20 years later the turnover had reached 96 million SEK. In recent times turnover has exceeded 160 million SEK and the company can boast 75 members of permanent staff and 150 temporary employees.

Scanunit was previously featured in Shipping and Marine magazine

in September 2014, so managing director Per Ekelund began by giving an overview of notable developments in the last five months: “We have broadened our market, especially after the SMM exhibition in Hamburg, which we attended in September 2014,” he said. “The purpose of participating was primarily to increase our international customer base and it was the first time the company exhibited as Scanunit (previously we attended as a sales agent for Samson and Hyde Marine),” he said.

Scanunit followed its appearance at SMM with a stand at the Danish Maritime Fair (DMF) in October.

This was Denmark’s first time hosting a large-scale maritime fair, and it saw exhibitors from all lines of the maritime sector present their advanced products, knowledge and competencies. “SMM was very rewarding and DMF was a fair on a smaller scale, but with – for us – important key players present,” Per commented.

At SMM and DMF Scanunit

highlighted its projects with safety & LSA, GRE piping, welding and surface treatment, as well as its wide product range, and indeed, GRE pipes has turned into a growing market for the organisation: “We have taken further steps into the scrubber market with the installation of GRE pipes for those systems and in 2014 we did ten installations, and we have more coming up this year, so this area is expanding,” Per confirmed.

One such project involved Scanunit installing scrubber units on DFDS’s vessel Tor Ficaria using GRE pipes.

“We use GRE pipes because they are low maintenance, lighter than steel, minimise hotwork on board and offer a longer life-span when compared to most other materials,” added Per. Another development at the end of 2014 saw Scanunit being approved

by DNV GL as a service supplier in safety and life-saving appliances.

Per explained how this certification will strengthen Scanunit’s services: “It helps us when the class society demands that all service companies www.shippingandmarine.co.uk - 43

Profile: Scanunit

shall not only be flag state approved and have maker’s approval but also possess class approval, so now we also are approved by B.V and ABS as well as Lloyds and RINA.” DNV GL is one of the leading classification societies in the world; the company was established in 2013 when Det Norske Veritas and Germanischer Lloyd merged to DNV GL. The certificate grants acceptance for Scanunit as service supplier for lifeboats, launching appliances and on-load release gear on ships, high speed and light craft and mobile offshore units. It will allow the company to more successfully compete in the global market, and Per sees the certification as further proof that Scanunit is perceived as a responsible company, built on knowledge and experience.

In addition Scanunit has been accepted to ABS’s list of companies servicing lifeboats. The American Bureau of Shipping (ABS) is a major American classification society.

Scanunit is also now on the Liberian Registry’s list of companies that meet all criteria for approval to perform LSA-service on a case by case basis.

“These approvals are fully in line with our long-term vision to be the complete service company for the shipping industry,” Per noted.

The last time Scanunit featured in Shipping and Marine, Per highlighted the Danish and Norwegian subsidiaries that had been established.

Scanunit Denmark has offices in Fredericia and in Brönby, Copenhagen, and the Danish branches stock a large inventory of wire, ropes, chains, hooks, shackles, round slings, safety nets and also test equipment for lifeboats and cranes on board ships.

In Copenhagen, Scanunit carries out service and maintenance, and certifies most types of safety harnesses.

It also manufactures lifeboat and pilot ladders, and its portfolio also includes fall protection and rigging for construction sites. Surveys of lifeboats, davits, cranes and winches, including tests of the fire equipment, are performed by certified staff all over Europe, and it also carries out servicing, installation, cleaning and painting on all types of vessels.

“We see Denmark as a great opportunity for growth,” stated Per. “Last year we increased the business by 150 per cent and we are looking at several projects. These include a tunnel project between Denmark and Germany, as well as contracts in scrubber and ballast water treatment, but in this area we are looking at all markets.”

Moving onto the Norwegian division, Scanunit Norge AS, this was established in early 2013; this development not only gave Scanunit the opportunity to develop a stronger presence in Norway and closer relationships with customers, but also aided its plan to be present in all Scandinavian markets. “The Norwegian market is currently very tough,” admitted Per. “It is suffering from the current low oil prices, and a lot of rig refurbishment contracts were awarded outside Norway. But we will

remain there, to make sure we can still provide our Norwegian clients the best service possible.”

Per also noted that Scanunit has more plans for expansion in Europe.

“We would like to do it with different partners,” he said. “For example, we are both an agent for Hyde Marine Inc. and a service provider and installer of their Ballast Water treatment units, and this works very well for us.”

Per concluded with some thoughts on 2015: “We expect the new Ballast water regulations will be ratified in near future,” he said. “We have already installed several units, and gained essential experience in this area, so this is a market area upon which we will focus this year.”

Scanunit AB

www.scanunit.se • Expects growth in the ballast-water

treatment market • Has plans for further expansion in Europe • Services utilised by all major shipping companies

www.shippingandmarine.co.uk - 45

Profile: KARMSUND HAVNEVESEN Karmsund main traffic harbour. Photo: Tor Inge Vormedal

Special

efforts

S

ituated in south western Norway, Karmsund is the first entrance to Norway from the North Sea. The importance of the location is as strong today as it was in 800AD when it was said that a King who ruled Karmsund, ruled Norway.

The port today focuses on offshore services, the cruise industry, as well as container and break bulk services.

“The demand from the cruise industry is growing for us, and 46 - www.shippingandmarine.co.uk

having been involved in it for only two years, we are extremely pleased with our performance,” says Leiv Sverre Leknes, maritime chief.

Whilst most port authorities in Norway have felt a decline in the number of cruise vessels entering its ports, Karmsund Havnevesen has experienced unprecedented growth. “Already for 2015 we have 20 large vessels scheduled to arrive, and the same again for 2016, with more to follow,” he adds. These

unexpected figures represent over a two fold annual increase. The quay and berthing facilities have been significantly upgraded in the past two years, and the mooring bollards are capable of holding 150 tonnes. With a quay measuring 297m in length, the region is able to welcome vessels in all classes.

“We have a very good port, confirmed by the reports of first class berthing in sheltered waters from all that have used the facilities, which

MV North Sea Giant at Killingøy Offshore & Subsea base. Photo: Øyvind Sætre

has gone some way to adding to that growth. We are essentially still beginners in the cruise sector so we try to give the operators of the vessels and the passengers a new experience by retaining a personal touch. Every time that we have a cruise vessel arrive into our port we make special efforts to welcome our guests,” explains Leiv. With impressive road links stemming from the island to the mainland, opportunities to experience the natural beauty of the country is

vast. From mountains to waterfalls and fjords, Karmsund Havnevesen has, through maintaining high quality facilities promoted itself as the port of choice for operators.

Beyond tourism, an important aspect of the business targets subsea activity from the base situated at Killingøy. As one of the world’s leading subsea centres, major players such as Technip Norge, DeepOcean, Olufsen Skipsreparsjon, Reach Subsea and Meara can be found

there, as well as Statoil who runs its North Sea pipeline repair system (PRS) from the site. Furthermore, with modern RORO, container and break-bulk facilities, its commercial services located at Husøy encompass a sector that has demonstrated significant growth each year. “We have seen this growth particularly in the short sea business, which brings cargo from the road to the sea, and as such attracts the leading operators to our facilities,” points out Leiv. With its unique position at the centre of the main northsouth shipping lane along Norway’s western seaboard, the business time and again delivers its service against strong competition. With the likes of Euro Container Lines (ECL), SeaCargo, North Sea Container Line and NorLines frequenting the port, it is clear that the future of the Karmsund Havnevesen is well supported.

“We have several businesses in operation within our port area too, which adds additional operations to the service. We connect the factories of big users of bulk commodities to the sea, with direct routes to ship out from the port. Clients based

MV Maersk Flensburg (Mærsk) at the Karmsund Container Terminal 1.

Photo: Øyvind Sætre

www.shippingandmarine.co.uk - 47

Profile: Karmsund Havnevesen Killingøy Offshore & Subsea base. Photo: Tor Inge Vormedal

at our port take clear benefit from this, utilising the reliability of the services,” explains Leiv. As a result of the demand for bulk commodities, Karmsund Havnevesen is in the process of building a brand new bulk terminal that includes warehouse facilities as well as a new quay for the vessels. The site will be situated at Husøy, with direct links to the existing port areas specialising in container and RORO traffic.

With engineering, planning, and preparation of tender documents complete, the process is now subject to final approval by the authorities

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and construction will commence in April 2015, with a tight schedule that will complete by November the same year. Commenting on the development, Leiv highlights: “The first stage will involve the building of a terminal of approximately 12,000 sqm, with 8000 sqm totally covered and 4000 sqm that is covered by the overhanging roof. The multi-purpose terminal with have a capacity of about 40,000 tonnes, divided into 20 cells. The lease for the completed first stage of the terminal has now been granted but there is huge interest within Norway so we will swiftly move on to the second stage.”

Over the next year, the significant contract works within the development of the port will put a significant level of pressure on the authority as it works to meet the deadlines. In November 2014, Karmsund Havnevesen signed a contract with the Norwegian Subsea operator DeepOcean, as well as

confirming the construction of a combined storage, maintenance and office block at the offshore terminal.

At the moment there is also a project for the creation of 8000sqm of new land through reclaiming land through landfill, which will be completed in 2015. This means that the total size of the subsea & offshore base will be 80,000sqm. “The huge investment into projects will inevitably stretch our resources in the period ahead.

We also still have a lot of area that can be developed and as population continues to grow, volumes of ships will of course increase. We are in a very positive drive,” concludes Leiv.

Karmsund Havnevesen www.karmsund-havn.no

• Historic south-west Norwegian port • Naturally sheltered area • Continuous expansion of facilities

Profile: Port of Gibraltar

A vital

hub W

ith more than 71,000 vessels transiting the Strait of Gibraltar annually, the Port of Gibraltar has become a vital bunkering port and a hub for ships of all types and sizes. Renowned across the world, the maritime centre of excellence provides turnkey solutions

to meet the requirements of all ship owners and operators across a broad spectrum of markets such as cargo or cruise liners.

Building on its strong reputation, the port has undergone an extensive review of its operations since Commodore Bob Sanguinetti was appointed Captain of the Port of Gibraltar in May 2014. Focused on driving efficiency, Bob a former officer in the Royal Navy, discusses the programme of improvement, which was undertaken not only as part of an internal exercise, but also in consultation with the port’s client base and port community of Gibraltar. “In the past eight months we have introduced new tariffs, so competitive

discounts have been launched for both the eastern anchorage and western anchorage in Gibraltar. In the east this means we have become a more attractive option for ships that come in for ship husbandry, stores and crew changes, while the western anchorage’s cost effectiveness will reinforce further competitiveness for the Port of Gibraltar as a hub for bunkering.

“In addition, we have eased restrictions on the number of bunker barges allowed to operate in the bay, which follows the freeing up of a couple of anchorage slots of the west; this means we now have more than 20 per cent extra capacity for anchoring. Meanwhile, with safety as our top priority at the port, we have also doubled the number of vessel traffic service operators (VTS) from five to ten; this means we have better oversight and control of the waters both in and around Gibraltar.

Parallel to this development, we have recently introduced a web based vessel www.shippingandmarine.co.uk - 49

Profile: Port of Gibraltar

management system, linking shipping agents with the port authority, pilots and other service providers, making the administration and logistics of bringing a ship into the bay is far much more efficient.” Coinciding with these developments, the port authority has a new purpose built VTS office currently under construction on the southern end of the rock; offering sweeping views across the Strait of Gibraltar, the office will overlook the busy entrance to the bay, and is anticipated to be fully operational by the third quarter of 2015.

Keen to further strengthen to port’s commitment to safety and responsible

behaviour, the port authority has been developing the port’s safety manual in line with the UK’s Port Marine Safety Code (PMSC), while also introducing increased health and safety training for its entire GPA staff. “We hope to increase awareness and a sense of responsibility with regards to health and safety,” confirms Bob. “Moreover, we are preparing for accreditation of ISO 18001 management system and are beginning to introduce a port environmental management plan; we are also a member of the Green Award scheme, and we work very closely across government to look at issues such as climate change to

Gibunco Group The history of the Gibunco Group stretches back 50 years when it was founded by the Bassadone family. Gibunco has grown from being a ship repair and ship agency operation in Gibraltar and now spans the globe with a network of offices in leading international centres of commerce and prime locations.

Gibunco was established in 1965 as an underwater engineering and ship repair company. It has since grown into one of Gibraltar’s most progressive and diverse commercial organisations. The Group’s operations now include everything from petroleum supplies, marine engineering, shipping and mechanical engineering to property development.

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further increase efficiency and our environmental credentials in the port.”

Struck by the scale and breadth of activity at the Port of Gibraltar when he first took on the role of CEO, Bob brought an impressive range of knowledge and experience to ensure the port will continue flourishing in its three key markets: bunkering, cruise ships and superyachts. “I spent 30 years in the Royal Navy, which was a fantastic career, with long periods at sea - this gives me a good understanding of the marine environment,” he says. “I have also held a number of senior management positions in the military, not just in the Navy, but also the Ministry of Defence. Furthermore, I have senior level experience in operations and planning, human resources, finance and procurement, all of which feature heavily in the day-to-day running of a commercial port.”

Moving forward, Bob and the port authority have a number of plans in place to further drive growth and the development of the Port of Gibraltar, particularly with regards to its bunkering operations. As the market of bunkering is extremely competitive, the port authority has maintained

its edge through a proactive approach to its services; a trend that is to continue as Bob highlights: “We are looking at ways to place our infrastructure on a firmer footing for the longer term; conscious of changing markets and competition, we also need to constantly find ways of delivering our bunkering services in a safe and efficient manner. To help us do this we have a bunkering code of practice, which we have seen emulated by a number of ports across the globe. This is a testament to the high standards we maintain and to our continued commitment to safety and environmental protection.

“There is also the cruise industry, which is very active in Gibraltar, with around 200 cruise ships a year calling at the Rock. We have recently heard that Carnival UK is listing Gibraltar as its third most visited port for 2015, and we are determined to remain abreast of this sector, in support of the

Gibraltar Tourist Board as they renew and refresh the wonderful attractions on offer. Another aim for us is to, in partnership with the private sector, consider ways of developing our infrastructure for superyachts, with a view to making Gibraltar a more attractive destination,” he concludes.

Port of Gibraltar

www.gibraltarport.com • Largest bunkering port in the Mediterranean • Commodore Bob Sanguinetti appointed CEO of the port in May 2014 • Has since been reviewing procedures to increase efficiency

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Profile: Aegean Marine Petroleum Network Inc

Growing in

strength A

egean Marine Petroleum Network Inc. (Aegean) is an international marine fuel logistics company that markets and physically supplies refined marine fuel and lubricants to ships in port and at sea. The company procures product from various sources (such as refineries, oil producers, and traders) and resells it to a diverse group of customers across all major commercial shipping sectors and leading cruise lines.

Aegean Marine Petroleum developed and, in 2008, introduced in the market its own brand, ALFA marine lubricants. Aegean offers the full range of mineral, synthetic and next generation biodegradable lubricants and greases. Its lubricants are blended from premium quality base oils and additives and are OEM approved by the biggest engine 52 - www.shippingandmarine.co.uk

builders (MAN Diesel & Turbo, Wartsila, MTU, and Mercedes Benz) in the market.

Through extensive global network of blending plants, stock points and delivery facilities, Aegean marine lubricants are available in more than 550 ports worldwide. 24/7 customer service is provided to customers and this is one of the company’s competitive advantages in the demanding marine lubricants market.

Aegean also offers a full range of technical support services, such as: • Complete used oil analysis in its Lloyds’ certified chemical laboratory in Greece.

• 24/7 technical advice for the engineers’ on board and ashore.

• Technical presentations and seminars on the latest developments on engine and machinery lubrication.

Aegean is one of the biggest independent lubricants suppliers.

Another aspect of business that has always set Aegean apart from the competition is its dedication to green operations. The organisation appreciates the value of the environment and the concerns of those living within it, and is determined to maintain a dialogue with all interested parties in the industry and local communities to ensure that the integrity of its operations meets the health and safety expectations of the local communities and the regulatory requirements of the statutory authorities. Lloyds certify Aegean Marine Petroleum for the environmental management system ISO 14001 and it also adheres to ISO 9001 for its quality management system. Given the increasing regulations surrounding

bunker fuel requirements, and the stringent legislation to which ship owners and operators have to adhere, being able to offer these green credentials provides Aegean with another layer of assurance and confidence for its clients.

The last few exciting developments at Aegean begin in December 2014 with its entry to Los Angeles and Long Beach ports in the US, following the purchase of leftover fuel and infrastructure from the bankrupt OW Bunker. Aegean acquired marine fuel and assumed a storage contract with Vopak Terminal Los Angeles at an auction of OW Bunker’s assets.

The company commenced bunker supply operations at the port of Los Angeles during the first quarter of 2015. Having a presence at the Vopak Terminal in Los Angeles will substantially broaden Aegean’s access to the marine fuel markets of the US west coast, and in so doing round out Aegean’s profile as a global marine fuel provider.

The new deal illustrates Aegean’s strategy to enter new markets to provide its services, at the same time as increasing shareholder value. These plans include the start of bunker fuel supply operations in the Gulf of Mexico. Operating in international waters, off both the Texas and Louisiana coastlines, this service is invaluable to the tanker fleets that operate in this area, enabling them to avoid costly deviations and port calls to other bunker locations.

Also the launch of physical supply and marketing operations in Germany during January 2015 has been announced. Operations include the physical supply of marine fuels and lubricants to all German ports and will be based out of Hamburg, the second largest container terminal in Europe. To support its local German operations, Aegean has assumed the contracts for two modern, doublehull bunkering barges previously under charter to OW Bunker and approximately 20,000 cubic metres of on-shore storage capacity. The company has also established a marketing and business development

office in Hamburg for the sale and marketing of marine petroleum products throughout the Aegean network and to customers on a worldwide basis.

E. Nikolas Tavlarios, president of Aegean Marine Petroleum Network, commented: “We continue to execute on our strategy to opportunistically enter new markets, strengthen and diversify our operating reach, all while enhancing our ability to service our customers on a worldwide basis.

As we embark on a new year we

remain confident that we are well positioned to capitalise on several risk-averse opportunities that will allow Aegean to increase the scale and efficiency of our global marine fuel logistics network, grow our customer base and enhance shareholder value.”

Following the statement that it will commence operations in Germany, on 20th January 2015 Aegean also announced that it would begin immediate marketing operations in Russia. Aegean’s operations in this www.shippingandmarine.co.uk - 53

Profile: Aegean Marine Petroleum Network Inc

We believe that our expansion into Russia, combined with our recent entry into the US Gulf Coast, US West Coast, and German markets, demonstrates our continued actions to strengthen the Aegean network around the world region will include a marketing and business development office located in St. Petersburg, dedicated to sales and marketing of marine petroleum products across all Russian ports.

With the assistance of five seasoned industry professionals, previously employed by OW Bunker, the company expects to gain important local market intelligence, while providing enhanced service to client’s at all Russian ports.

E. Nikolas Tavlarios noted: “We remain committed to meeting the increasing demand of our growing global customer base. This expansion is consistent with our efforts to diversify our operations and enhance our global footprint. We believe that

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our expansion into Russia, combined with our recent entry into the US Gulf Coast, US West Coast, and German markets, demonstrates our continued actions to strengthen the Aegean network around the world.

We are confident that Aegean is well positioned for continued growth, success and value creation in 2015.”

These exciting developments were supported by Aegean’s upsizing and pricing of its previously announced registered public offering of additional 4.00 per cent Convertible Senior Notes due 2018 (the ‘new notes’). The size of the offering has been increased from $40.0 million in aggregate principal amount of the new notes to $42.0 million in

aggregate principal amount of the new notes, and has priced at 111.0 per cent, plus accrued interest, if any, from November 1, 2014. The company will use the net proceeds from the sale of the new notes for working capital required to fund its expansion into existing and new markets.

Heading into 2015, Aegean believes that it will be a landmark year for the company. As E. Nikolas Tavlarios concluded: “We intend to continue executing our risk-averse strategy; strengthening our brand, widening our customer base and increasing the scale and efficiency of our logistics network.”

Aegean Marine Petroleum Network Inc www.ampni.com

• Global presence in 21 markets • Expansion into US, Germany and Russia • 2015 predicted to be very exciting year

Profile: Athus Container Terminal

Drive for

success

L

ocated in the geographic and economic hinterland of Europe, with links to Belgian Lorraine, France, Luxembourg and the German regions of the Saar, Athus Container Terminal (ACT) is over 250 km away from the three principal North Sea ports – Zeebruges, Antwerp and Rotterdam, which it reaches in an efficient and profitable manner thanks to its rail-road transport solution. Indeed, to and from Arlon, Reims, Nancy, Trier, Saarbrucken or Luxembourg, the company can provide a rapid service straight to the destination port.

Active since 1979, the terminal’s establishment was the result of a common drive for success from local entrepreneurs and various players in the transport sector following a major economic crisis in the region, which resulted in approximately 3000 job losses. “We were the first organisation

to be created after this disaster,” explains Alain Rysman, general manager of ACT. “Since then we have continued to witness strong growth in the maritime container transport business through the provision of a bi-modal transport solution.”

Originally handling containers in a working area of 1.5 hectares, the terminal increased its surface area over the years, which resulted in the terminal’s surface area increasing to 15 hectares and its container handling capacity reaching 120,000 containers per year by 2006.

“Today we have

18 hectares of surface area and 4000 metres of usable rail tracks to receive trains that we then unload and reload; to provide this service we have dedicated equipment such as six reach stackers with a 40 tonne capacity, three GPS guided mobile gantry cranes on tires and one crane for empty

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Profile: Athus Container Terminal

Kalmar Belgium Kalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move.

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containers,” highlights Alain.

Not only committed to using cutting edge technology, the company ensures rapid and effective transport of containers for customers through the continued development and improvement of the terminal. A recent example of this is the last mile project, which involves towing cargo trains deeper into the container terminal for the last mile. “This is a vital development for ACT as we are able to pull or push our trains from the station to the terminal, which means we are no longer linked to one precise rail operator, but are now independent; this is something we view as critical for our future,” says Alain.

He continues: “On top of this, we have a new business growing now; previously we were only transporting the containers, but we began loading and unloading items inside the containers two years ago. Because of this diversification in our service offering, we have enhanced the skills of our personnel to ensure we give an

exceptional service to our customers.

We have all that is needed and more to provide our personnel with the knowledge and skills they require; most recently this has involved extensively training new locomotive drivers for the last mile project.”

Divided into two segments, the highly experienced team at ACT work on either the management of the terminal by focusing on activities such as handling, reception, container storage and repairs or on the management of transport, which involves organising the road and rail transport of containers. The skill, flexibility and efficiency of these teams mean customers are fully confident that their containers are transported in a safe, secure and timely manner.

Using a rail and road operating system, the ACT organises daily round trips to and from Antwerp, Rotterdam and Zeebruges; for the former it used to use the National Rail Container Network (NaRCoN) system. However NaRCoN was stopped in September 2013 and ACT launched a new rail

organisation system. It can now offer direct trains to/from main quays of Antwerp and it can connect to Zebrugge and Rotterdam by barge or truck from these quays.

Previously working in partnership with rail firm ERS on its Rotterdam route, the independent terminal is currently looking to develop greater business connections with the Port of Rotterdam as it continues with its expansion. “We are beginning to put plans into place with a connection via Antwerp, from which we anticipate to have a direct train connection to Rotterdam with as much frequency as possible,” notes Alain. In addition to enhancing its relationship with the Port of Rotterdam, the terminal will also focus on developing connections with ports further south; a strategy that is anticipated to involve investments into 1.5 km of infrastructure in the south.

With investment plans in place to ensure future growth, the adaptable terminal will focus on finding a new solution for the mobility issues

surrounding the use of trucks in towns and highways, while also maintaining consistency in controlling its relatively new ways of operating. On top of this, it will be paying close attention to upcoming opportunities in the market, as Alain concludes: “We see opportunities in Rotterdam and also Zeebruges, following the partnership between Maersk and MSC; this means a number of our clients will be moving to Zeebruges too. We will be going with them, to continue providing solutions for their containers.

However, I think the connection to the south will really bring up some more opportunities for us to expand our services in both directions.”

Athus Container Terminal www.tca.be

• Maritime gateway of the Saar-Lor-Lux region • Offers an efficient and profitable bi- modal transport solution • Looking to develop connections with ports further south

www.shippingandmarine.co.uk - 57

Profile: Ambrey Risk

Proper

protection

A

mbrey Risk provides security services to maritime, private and corporate clients, and in the five years since the company was established it has grown into a major player and market leader. As John Thompson, a co-founder of the company explained, it supports a wide variety of clients, including ship owners, ship management companies and major charterers. It also works closely with insurance underwriters, the UK Government, industry associations and international initiatives to set and maintain high standards across the sector.

A fast pace of expansion has been a trend that Ambrey Risk embraced from the beginning. “This was all down to the economics really - we always knew that the price our clients were willing to pay would decline, as emergent security threats usually cycle in this way. It is exactly what happened in the Iraq/Afghanistan private security market. So we knew we had to grow fast to fight the 58 - www.shippingandmarine.co.uk

economics of being paid less and less for what we do. The situation we predicted has indeed come to pass but because we managed to grow relatively quickly, we have been able to pass on savings to clients that we have made due to our economies of scale, and that has been key,” said John.

He continued: “When we set up the company we were very focused on our core business, which is the armed guarding sector, and we spent a lot of time analysing the market to make sure we are agile enough to make very fast changes and give the market what it wants when it needs it. For example when we first got into the armed guard business it was largely dominated by UK nationals but we quickly saw that costs needed to come down, so we set our office up in India and began recruiting from Indian military leavers. We were the first company in the sector to do that and we now have over 220 Indian staff making up 50-60 per cent of our business. We’ve always made sure to

constantly monitor the market, move early and then reinvest very heavily wherever we can to make sure that we reinforce success.”

This pace of growth has continued since Ambrey Risk was last in the pages of Shipping and Marine in July 2014. John noted that in just seven months the company has grown by about 40 per cent in terms of volume of business. That was in part facilitated by an acquisition, as he explained: “We bought Drum Cussac’s armed maritime security business, a great move in support of our growth plans and also for them as strategically they were very focused on expansion in their broader risk management and technical businesses.

“This was a good fit for us, as it has given us significantly more capacity. In buying that business we have ensured our ability to always have the right equipment in the right place at the right time, a major challenge in our line of work. It is not possible to deliver an armed security service on a ship if you haven’t

got firearms and everything you need in position at the right port of embarkation. We also brought across their pool of deployed manpower, many of those guards bring a lot of experience from the last four or five years in anti-piracy work.”

The integration of the company into Ambrey Risk has been smooth, largely because of the prior similarities between the two businesses: “Much of Drum Cussac’s equipment was procured from the same supplier as us in the UK. How they did business logistically resembled many of our own systems.

In addition, their training and compliance standards were geared for the rigours of oil and gas majors, just like ours and that made the process much simpler,” added John.

This last issue has always been a priority for Ambrey Risk, as it works in a business with strict standards and demanding clients. “We have a really top drawer training and compliance team that has been central to the business right from day one,” confirmed John. “They make sure our activities are carried out in compliance with the relevant regulations, and that all our team are properly trained because we are only ever as good as our last job. Our operational performance is entirely dependent on training and this has been a key differentiator for us in a crowded market place.”

When looking at Ambrey’s performance in the market it has seen exceptional results. This has been upheld by a recent and significant award. Just before Christmas 2014 Ambrey Risk was placed in the top ten of the Sunday Times Virgin Fast Track 100, which identifies the 100 fastest growing companies in the UK, based on sales growth. “We came eighth in the country and in the Midlands where we are based, we were the fastest growing company,” noted John, proudly.

This recognition strengthens Ambrey’s belief that its approach to business is working and that it needs to continue to build on this going forward. One part of this future plan is continuing to develop its international presence.

“The business was founded in rural Herefordshire, but at considerable

cost as a small business we invested in offices overseas early on to keep bringing in more business. As a result of this strategy we now have offices in Dubai, Singapore, Hong Kong, Korea, and India, all of which bring in work to the UK, from where our services are delivered.”

John concluded: “This year I think we will enhance and build on our strong base in the Somali Piracy market. As naval forces start to drawdown the need for services of PMSCs are likely to grow rather than diminish. We will also look to raise awareness of our West Africa services, growing and improving capability as that market matures.

We will also look to drive growth in our training business which trained over 1000 maritime security guards in 2014 in the UK, Greece, Poland, India and Sri Lanka. Overall, we are always striving to be recognised as the global leader in maritime security risk management services in all parts of the world and we will continue to work hard towards that goal.”

Ambrey Risk

www.ambreyrisk.com • Ranked 8th fastest growing company in

the UK in Sunday Times Virgin Fast Track 100 in 2014 • Successfully acquired and integrated competitor • Plans for further growth in East and West Africa

www.shippingandmarine.co.uk - 59

Profile: b hepworth & co.

Wiping out the

competition O

riginally founded as a Yorkshire based manufacturer of chemicals for the local carpet industry by Mr Benjamin Hepworth, B Hepworth and Company Ltd has since diversified its markets and strengthened its services to become a global market leader in the design and manufacture of windscreen wiping systems. Acquired by Mr EG Eddy in the early 1900s, B Hepworth has remained within the Eddy family, with managing director Mr JP Eddy responsible for the company’s strategic and highly successful move into the marine and rail markets from its traditional UK commercial vehicle and bus markets in the 1980s.

Keen to continue its success in the shipping and rail industries, B Hepworth acquired its largest competitor, Wynstruments Ltd, in 2004; following this strategic development, the company witnessed

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significant growth, which resulted in its relocation to a new factory of 42,000 sq ft in 2008 and Wynstruments being moved from Cheltenham to Redditch in 2009.

CEO Jonathan Eddy discusses the company’s current status and its progression over recent years: “We employ 140 people in our 92 sq ft facilities and export to 54 different countries; our products cover all areas of the shipping and marine industry, from naval ships to cruise ships, if it floats our equipment is on it.

“Our mantra is ‘Showing the Way’, which not only refers to windscreen wipers and visibility, but also shows how we operate in terms of product quality, customer service and speed of delivery. Over the last 12 months we have seen growth of nearly 40 per cent in comparison to the previous year, which is a record for us. We have ambitious plans to continue this growth as we have so far gone

from £13 million to £18 million in turnover and hope to achieve £24 million next year. We manufacture everything in house and made over 800,000 components last year and invoiced out 42,000 product lines to customers across the world.”

Operating as a bespoke designer and manufacturer, B Hepworth’s systems are custom made to meet each of its clients’ unique requirements. Able to offer a cradle to grave project management service, the company’s highly dedicated and qualified design team uses accurate 3D SolidWorks, 2D AutoCAD, design analysis and specialist design simulation packages. Currently consisting of five mechanical engineers, two electrical design engineers and one production engineer, the team is committed to the continuous improvement of its products through R&D and adapting to new technologies, which thus

enables B Hepworth to meet the stringent demands of its customers.

“We have seven 3D SolidWorks in our facilities, which are £5000 each and allow us to unwrap a whole bridge or ship structure until we find where the wipers will be mounted.

From there we create drawings to show where the equipment will be installed and what electrical control systems will be used before we go back to the customer to double check we meet their requirements. The beauty of the 3D Cam SolidWorks is that it allows you to run the wiper on the screen and use all the data to push production by manufacturing straight from the designs.”

By prioritising the quality of its produced systems, Jonathan notes that the DNV, ISO 9001 and IRIS2 accredited company has gained an enviable client base that includes the US Navy, US Coastguard and oil majors: “Through our American distributor we have been serving the US navy for a number of years; we supply to at least half of their vessels, which range from nuclear powered aircraft carriers to enormous hovercrafts. Our last contract with the US navy was approximately 18 months ago. We also do a lot of work with the US Coastguard as well, which is an established customer for us as we have been working together for 25 years. On top of the US navy, we work with the Singapore navy and also recently won a refit contract with the Indian navy to replace their wipers. It is an Indian wiper that functions poorly and is so noisy you can barely hear yourself think, so what we did was supply one of our wipers for free while leaving the rest

of the Indian wipers in place; the difference was staggering in terms of noise and performance.

“It is a battle when competitors offer the cheapest price with none of the quality, for example we have had phone calls from three ship owners this year alone that went with one of our European competitors and now want our wipers installed because the other product just doesn’t work.”

Having enjoyed a successful 2014, the company looks set to flourish over the coming years as it prepares to launch a number of new wiper products during 2015 while also improving the speed of transactions and delivery times, as Jonathan concludes: “Since 2010 we have been manufacturing our products in two to three weeks, but we aim to half this to five to ten days in the future, which will mean our customers won’t have to order in advance and will make us more efficient. Meanwhile, over the next three to five years, it is our goal to reach up to £30 million in turnover; this will be reached through both organic and acquisitional growth.”

B Hepworth & Co. Ltd www.b-hepworth.com

• Global leader in windscreen wipers and cleaning systems • Can supply systems on all types of vessels • Supply to 50 countries worldwide

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Profile: Andriaki Shipping

Tanked

up

A

provider of marine transportation services since its inception in 1953, Andriaki Shipping Co. Ltd. has used its knowledge and experience to manage more than 100 vessels of all types and sizes over the last six decades and is proud to deliver a comprehensive range of ship management services, such as technical management, crewing, purchasing and day-to-day operational services, to ships owned by N.J.Goulandris family interests. In 2008 the London based organisation used its well known name to set up Athens based NJ Goulandris Maritime Inc, a move that stemmed from its desire to reunite the commercial, technical and operational aspects of the business together under one roof. The company’s office in the capital now acts as a chartering liaison office that also handles accounts and insurance issues. Following the relocation, Andriaki Shipping, which operates as the group’s management arm, is housed under the same roof as NJ Goulandris Maritime.

Since it was previously featured in 62 - www.shippingandmarine.co.uk

Shipping and Marine in August 2012, the company has continued to provide high quality services to ships of NJ Goulandris family interests while also maintaining a conservative approach to the challenging shipping market, as CEO of Andriaki Shipping Dimitris Korkodilos begins: “Over the last few years we have taken a step away from managing bulk carriers and now concentrate on tankers, with six of these vessels currently operated and managed by us. We manage, operate and charter these ships, which are owned by NJ Goulandris family interests, which we have managed ships for since our establishment.

“Our vessels, two VLCCs and four suezmax vessels, are mainly operating across the globe, however one VLCC is currently on a time charter with BP for one year. The market has been difficult over the last few years, which has left us with the challenge of running ships in a cost-efficient manner while also ensuring the highest possible quality standards. With the co-operation of our sea farers we have managed this successfully.”

Retaining a strong commitment to ecologically sound and safe seaborne trade, Andriaki Shipping continuously strives to deliver a superior service through maximum quality and optimum safety; a commitment that has resulted in a leading reputation in ship management. “We have been in the business for 62 years now and our goal to become a leading name in shipping through excellence has remained the same,” says Dimitris.

“Key to our success is our personnel, both onshore and onboard, most of which have been with us since the start of their careers; this continuity means we can easily pass on the ideas and values of the company and further strengthen our high operating and maintenance standards. Our personnel stay with us because of our values and the way we operate; they know we are a company with high standards that can’t be compromised.”

Committed to continuously improving environmental performance in all operations, Andriaki Shipping complies with all applicable environmental laws and regulations,

one of the best cadet training programmes in Greek shipping. The company hires about ten cadets each year in both deck and engine departments and enables them to obtain their second officer/third officer licenses. “As part of our training we also have an English teacher go on board and travel with the ships so sea farers can take lessons on board,” adds Dimitris.

Cautiously optimistic of the shipping industry’s recovery, Dimitris anticipates potentially expanding its management services to third-party tanker owners while also maintaining its leading reputation for quality. “At the moment we are managing ships exclusively for the NJ Goulandris family, but our next step is to potentially take on ships from other owners who would like to enter the tanker market but aren’t prepared to build a managing organisation. Although we are open to this development, it could only take place if we were to find someone who could share our values and standards,” he concludes.

Andriaki Shipping www.andriaki.gr

• Manage and operate six tankers • Over six decades of experience • Prepared for environmental regulations

such as SECA, which came into effect January 1st 2015. “All of our ships have been modified to meet SECA regulations,” confirms Dimitris. “We are also aware you have to clean certain tanks to meet the 0.1 per cent sulphur in fuel requirement, and have made the necessary modifications to piping, machinery, main engines and diesel generators. Meanwhile, with regards to ballast water treatment, due to the USCG approval uncertainties, we have not made any decisions on installing systems as of yet.”

Another way the company ensures its stringent safety and environmental policy is achieved is through the constant monitoring of its six Greek flag vessels as well as high levels of communication between staff. “Our office personnel continuously monitor the vessels’ safety and environmental performance, while our officers all get briefed and debriefed as they pass through the office to sign on and off.

We also provide both in-house and third party training to our staff and arrange third party audits,” explains Dimitris.

On top of training its staff, Andriaki Shipping’s comprehensive cadet training programme provides people looking to begin their sea career with www.shippingandmarine.co.uk - 63

Profile: Reederei NSB

Branching

out

F

ounded by a management with a strong knowledge in shipbuilding, German quality ship manager Reederei NSB boasts more than 30 years experience in managing container vessels, product, crude and gas tankers. Renowned for its experience and commitment to innovation, the company has established successful partnerships with key ship owners such as CONTI Reederei, GEBAB, RWE Innogy and Norddeutsche Vermoegen, as well as charterers such as CMA CGM, Evergreen MSC and Hanjin within the container market.

However, upon seeing opportunities in the offshore market, Reederei NSB expanded its services after winning a management contract for two jack-up vessels that were owned by German blue chip energy provider RWE Innogy in 2010.

Over the following five years NSB Reederei focused on investing large 64 - www.shippingandmarine.co.uk

amounts into its IT systems, quality management and the improvement of processes, a decision that was strengthened by the training of teams for operations both ashore and onboard. This dedication to continuous improvement has proven highly fruitful for the company, with a number of business expansions taking place since it was last featured in Shipping and Marine in July 2014.

“One milestone for Reederei NSB during 2014 was the opening of a new branch in Shanghai, named Asia Marine Shanghai, in November. This newly founded branch emerges from a joint venture between the Chinese Shanghai Nan Dou International Shipmanagement Co. Ltd. and Reederei NSB. “Although the joint venture still serves local customers, this development means we are currently in the process of opening up our ship management services to the

international market. However, not only do we offer our services in ship management within this branch, we also offer crewing, supply chain and agency services that are tailor made for the Chinese market; in fact, the first Chinese crew will be signing on by the end of January,” explains Tim Ponath, chief operating officer of Reederei NSB. Adhering to its motto of ‘local dedication with global background’, the company is immensely proud of the foundation of this joint venture, and is certain to provide optimum services to customers.

Another major development for the dynamic Reederei NSB is the foundation of NSB Marine Solutions GmbH in October 2014. Offering state-of-the-art technology and processes, the subsidiary combines these strengths with the expertise of parent company Reederei NSB and managing directors Markus Thewes and Tim Ponath, who

notes: “The implementation of NSB Marine Solutions is a very important achievement for Reederei NSB. Customers can select from a broad portfolio of services, pick individual products or receive a full-service package. As a result, they can meet new economic or legislative challenges and focus their own resources where they are required the most.”

Appointed to the management board as COO of Reederei NSB in early 2015, Tim is now managing the company together with his father, CEO Helmut Ponath, and CFO Lutz Weber. “Being from the second generation, I am looking forward to managing the business that my father helped to build and significantly shaped. It will give me the opportunity to actively contribute to shaping the future of our company,” he says.

With a strong presence in Singapore, the US and Shanghai, the international ship and crew management firm anticipates expansion in Manila over the coming years; it also seems further opportunities for growth in the offshore sector, following the establishment of a joint venture between Reederei NSB and Offcon GmbH. This venture has led to the progression of the multi-purpose offshore vessel (MPOV) project and the development of vessel types MPOV-62 and MPOV-32 as Tim notes: “The MPOV-Wind family is tailor-made to the requirements of the offshore-wind market and offers a highly efficient and cost-optimised concept which also includes logistics and maintenance to wind farm operators.” The MPOV-62 and MPOV-32 offer cost efficiency during construction and operation as they both employ the same components and systems; moreover, the vessels are highly flexible and can be deployed during various phases of operation.

In addition to these developments, the company has continued to provide innovative services to its customers while working on a number of projects, such as its widening of a number of boxships on charter to MSC. “This project is progressing according to schedule,” confirms Tim. “We had steelcutting in September 2014, with the first vessel, MSC Geneva, arriving at the shipyard in December. The outfitting and lofting is currently in progress and the converted

relatively smaller propulsion engine due to increasing displacement, as well as a lower speed and enhanced fuel efficiency. “This results in a much better IMO Energy Efficiency Design Index, and a significant decline in CO2 emissions per tonne mile for the widened ship. The result looks even better if the CO2 emissions are related to the pure cargo weight,” explains Tim. Having strengthened its international service offering and with a number of projects in the pipeline, the highly knowledgeable Reederei NSB will be delivering tailor-made solutions to an increasing customer base for years to come. vessel will be delivered in April 2015.”

The innovative widening concept is used on panamax containerships, which, with a beam of 32 metres, have been the backbone of container shipping for many years. This process not only makes the vessels more economic, but also provides greater stability with less ballast water, container slot increase, and a

Reederei NSB

www.reederei-nsb.de • Thirty years experience in ship

management • Recently opened a new branch in Shanghai • Implemented NSB Marine Solutions in October 2014

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Profile: commercial MARINE & piling

A strong

foundation S

ince its inception in 1991, Commercial Marine & Piling (CMP) has developed a reputation for excellence in the piling field; by using its vast expertise and state-of-the-art technology, the company has gained a strong customer base and worked on a number of major projects.

However, while piling remains a key business activity, the company made the strategic decision to diversify its services through the acquisition of Branford Civil & Marine Ltd in 1999. Since then, the Hampshire, UK, headquartered CMP has successfully expanded into the marine civil engineering and specialist marine piling markets.

“We provide two core capabilities – Marine Civil Engineering services and steel foundation construction.

Underpinning our capabilities is 25 years of experience in project management and professional

66 - www.shippingandmarine.co.uk

services. We can deliver projects through the full procurement cycle from project concept through construction to completion and handover. Whilst primarily based in the UK we have also successfully delivered projects in Europe and Africa,” states Kris Branford, Operations Director at CMP. Committed to providing a range of services to suit its clients’ requirements, the company uses inhouse project management systems, which involve strict quality control procedures, to deliver superior solutions. Furthermore, CMP has acquired a wider skill base through the recruitment of experts to combine skills that complement its own; a move that has resulted in a strong team of knowledgeable professional directors, project managers and technical experts. “Our skill base is perfectly suited to operating within the marine renewable energy sector

and we have successfully delivered a number of projects to market leaders such as EON, Dong energy, and Siemens,” explains Kris.

A recent major project for the innovative firm involved the successful construction of a 68 metre long concrete berthing facility for DONG Energy in partnership with Scottish Power Renewables Ltd at Barrow in Furness. Awarded the contract in April 2013, works commenced on site at the end of June, with CMP’s scope of work including a non-intrusive UXO survey of 5000m2 of sea bed at the site, localised dredging of uncontaminated silts that lay beneath the proposed pontoon to eliminate the risk of grounding the pontoon at low astronomical tide, movement monitoring of the dock wall during dredging and piling operations as well as the design, supply and installation of 4No tubular steel mooring piles at

the ends and internally to the inside face of the pontoons.

“The project comprised of the design and construction of a new pontoon berthing facility for offshore wind farm crew transfer vessels. The new pontoon is fully equipped with light, power, fresh water, high speed refuelling stations, sewage and bilge water pump out services and a 20 metre outreach dockside crane,” says Mike Coster, Project Manager at CMP. “The 68 metre long x 5 metre wide x 270 tonne berthing pontoon comprises of three heavy duty pre cast concrete floating modules which were manufactured close by in the sheltered conditions of Barrow port.

Each 90 tonne module is heavily reinforced with 15cm thick walls and weighing 90 tonnes each. The units were lifted into the water by 500t crane, connected end-to-end with semi flexible connections and towed through the lock and attached to the mooring piles.

“The project presented some interesting design and operational challenges due to its location and DONG Energy’s bespoke requirements. The site is in an exposed and unprotected location in the Barrow estuary and subject to an 11 metre tidal range, waves of 1.5 metres and wind speeds up to 45m/s, all of which were experienced on site during construction.” Despite these challenges, the company completed the project ahead of time, which was thanks to CMP’s project management shortening the design and construction phases and forming close co-operation between DONG Energy’s engineers and CMP’s designers and construction staff.

Following this project, Harwich International Port awarded the company a contract in May 2014 to reinstate the berthing and mooring dolphins to berth two and carry out concrete repairs to the quay at berth three after a collision by Sirena Seaways. “The scope of works included the installation of 2No steel mooring dolphin piles 2.25 metres diameter x 39 metres long x 73 tonnes each, 150t mooring bollards, new access platforms and linking footbridges and the installation of a new 30t torsion fender panel to the berthing face of the piled dolphins,” says Mike. “The torsion fender

panel also had to be installed to the dolphin pile within a seven hour window between ferries and tide level restrictions. Only two days in September were available to carry out the works, which required suitable tide times and very low equinox low tides levels. It was thanks to careful pre planning and favourable weather conditions on the day that the installation and final welding works were successfully and quickly completed, the jack up legs raised and the barges were able to withdraw with more than two hours to spare before the arrival of the ferry.”

Having proven its flexibility and expertise during the most challenging of projects and difficult environments, the future looks positive for CMP as it prepares to embark on a £12 million project to construct a new Combi-Wall cofferdam as part of the new Wood Wharf development, in Canary Wharf, London. The company is also working on the marine bid for the Thames Tideway Tunnel in London, which will include

the construction of a number of large marine structures that will facilitate the £40 billion installation of London’s new super sewer.

Commercial Marine & Piling

www.cmp.uk.com • Marine civil engineering and piling

contractor • Acquired Branford Civil & Marine in 1999 • Capacity to act as principle contractor for projects up to £15 million

Rollins Marine Services Rollins Marine Services were pleased to work with Commercial Marine & Piling on their Dong Energy Project at Barrow in Furness which involved the design and installation of Service Pedestals, SOS Stations, Pump Out Stations on specially constructed heavy duty concrete pontoons.

Recently we also carried out work for them at Port of Harwich, which included installation of Large Mains Services and High Level LED Flood Lighting.

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Profile: NOBLE CHARTERING

Pump up the

volume

A

subsidiary of Noble Group, a market-leading global supply manager of agricultural and energy products, metals and minerals, leading independent ship-owner, operator and trader Noble Chartering Ltd. (NCL) provides customers with high quality, cost effective, safe and efficient logistics solutions. Not only an essential part of the supply chain for major corporations throughout Asia, Noble Chartering is also the company of choice for many blue chip firms throughout the world. This includes power plants and steel mills in Japan, major shipping companies in Korea and steel mills and power plants in China, as well as major mining organisations in Australia and Brazil; it also delivers exceptional services to high-end clients in Europe and the US. Founded in 1988 in Asia as a business segment of its predecessor Noble Resources, which had achieved 68 - www.shippingandmarine.co.uk

one million tonnes of cargo per year in third party freight that year, NCL today is recognised as a superior vessel chartering services provider within the dry bulk market. In 2011 it reached a milestone when 100 million tonnes of cargo were carried throughout the year, proof of its commitment to exceptional performance in all aspects of business.

Since then NCL has continued to witness significant volume growth and development, which is thanks to its strong relationships with key clients across a range of industries and a high level of staff retention. In 2012 two two capesize and one panamax newbuild were delivered, while Noble Group invested in logistics with a new port facility in Russia, a new terminal in Mexico and office expansions in Geneva in 2013. Further strengthening its logistics efficiency, the group’s subsidiary Noble Argentina acquired 22.75 per cent of Sitio O

de Quequeun, otherwise known as Sitio O, a private consortium that awarded a concession to build and operate a deep-sea port in Quequen, Buenos Aires, in August 2014. The facility will have a storage capacity of 120,000 metric tonnes and a high speed loader with 1200 metric tonnes loading capacity per hour; the port is anticipated to be in operation by the final quarter of 2015.

One development for NCL took place in August 2014 when it entered into a joint venture agreement with OPG Power Ventures Plc, which will result in attractive long-term rates for international freight. Having previously worked together, the AIM-listed developer and operator of power plants and charterer’s new contract will ensure visibility, control and competitiveness with regards to transportation costs for OPG’s imported coal requirements for the Chennai I, II and III power plants.

Focused on engaging in agricultural trading and processing businesses that originate from low-cost producing areas such as South America, East Europe, India, South Africa and Australia, to supply high demand regions such as The Middle East and Asia, Noble Agri owns and operates logistics and processing assets in strategic locations across the globe

With both companies committed to achieving savings against shipping rates, NCL and OPG are to purchase two $28 million 64,000 tonne cargo vessels, with approximately $9 million each being invested up until the delivery of the vessels in the first quarter of 2017.

More recently, Noble Group, which operates from more than 150 locations and employs over 80 nationalities, marked another landmark in its history with the closure of a transaction to sell 51 per cent of its agricultural business to COFCO and an investor consortium in September 2014; a strategic development that resulted in the establishment of new

joint venture Noble Agri. With the transaction brought to fruition, Noble Group anticipates significant growth as Noble Agri continues to emerge as a core player in the global agricultural markets.

Focused on engaging in agricultural trading and processing businesses that originate from low-cost producing areas such as South America, East Europe, India, South Africa and Australia, to supply high demand regions such as The Middle East and Asia, Noble Agri owns and operates logistics and processing assets in strategic locations across the globe.

Having carried 46 million tonnes of agriculture bulk product in 2013,

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Profile: NOBLE CHARTERING

With a re-invigorated balance sheet and strong business partnerships, NCL aims to immerse itself further into delivering the needs of its customers to leverage local relationships at a global level and thus become part of the best commodities organisation in the world the company’s growth will be further enhanced by COFCO’s upstream origination and trading operations that are linked to the downstream processing and distribution capabilities of COFCO and its Chinese based affiliates. This creates a wholly integrated value chain and provides Noble Agri with an enviable opportunity to lead the way in the global seabourne market for bulk agricultural products.

Despite being early days for the two companies, the launch of Noble Agri has so far proven a highly fruitful venture that will complement Noble Group’s core strategy, which was decided in October 2014 in issue 39 of its corporate magazine nobleworld: ‘Noble’s core strategy is to be the best merchant in the world at moving the physical commodity from the producer to the consumer and managing the market, credit and operational risk associated with that.’

As Noble Group and NCL continue to perform well and increase profitability in stagnated markets, the entire group also retains its focus on eco-friendly operations that ensure vessels operate at optimum speed of fuel consumption, which ensures NCL’s carbon footprint remains within the parameters set by Noble Group, while also delivering the most cost efficiency results. With a re-invigorated balance sheet and strong business partnerships, NCL aims to immerse itself further into delivering the needs of its customers to leverage local relationships at a global level and thus become part of the best commodities organisation in the world.

Noble Chartering www.thisisnoble.com

• Leading independent ship-owner

operator and trader • Offers award-winning dry bulk logistical solutions • Renowned for reliability and performance

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Shipping &MARINE

The magazine for maritime management

www.shippingandmarine.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

Editor: Libbie Hammond libbie@schofieldpublishing.co.uk Sales manager: Joe Woolsgrove jwoolsgrove@schofieldpublishing.co.uk