Shipping and Marine Issue 119 April 2015

Issue 119/April

The magazine for maritime management

Future talent

Libbie Hammond takes a look at why Cammell Laird, the world-leading ship building business, places such a high value on apprentices

close connection

The value of electronic document presentation is being recognised by the shipping community

transformed & modernised

A third generation ferry sailed on time after a major refurbishment and modernisation programme

The need for clarity

Why ambiguities within The EU Maritime Cabotage Regulation 3577/92 need to be clarified

Issue 119/April

Editor’s comments The mAgAzIne for mArITIme mAnAgemenT

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In a sector needing to encourage young people into maritime careers, apprenticeships are one option that employers can use, and one way of bringing enthusiastic young people with their fresh ideas into their business

Libbie Hammond takes a look at why Cammell Laird, the world-leading ship building business, places such a high value on apprentices

close connecTion

The value of electronic document presentation is being recognised by the shipping community

TransforMed & Modernised

a third generation ferry sailed on time after a major refurbishment and modernisation programme

‘‘

Future talent

The need for clariTy

Why ambiguities within The eU Maritime cabotage regulation 3577/92 need to be clarified

Chairman Andrew Schofield Group Managing Director Mike Tulloch Business Development Director David Garner Editor Libbie Hammond libbie @ schofieldpublishing.co.uk Art Editor/Design David Howard Profiles Editor Jo Cooper

Young

Staff Writers Andrew Dann Steve Nash Ben Clark 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

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

T

talent

his magazine is coming out just a few weeks after National Apprenticeship Week in 2015, and this event celebrated the achievements of both employers and apprentices, and throughout the week a record 23,000 apprenticeship vacancies were pledged in a huge variety of sectors. However, on reading the list, the maritime sector didn’t stand out and it could be missing a trick.

It was clear when I talked to Danny Hart about the apprentices at Cammell Laird that he was extremely proud of them and their achievements – see page 10 for more details on how Cammell Laird’s apprentices really bring value and add a huge amount of benefits to the company.

In a sector needing to encourage young people into maritime careers, apprenticeships are one option that employers can use, and one way of bringing enthusiastic young people with their fresh ideas into their business.

And here’s a fact that I found entertaining – 100 years ago an apprentice could be summoned to court for being ‘idle’ or having a ‘bad attitude’!

Editor: Libbie Hammond 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

6 Close connection As electronic document presentation (ePresentation) starts to become more understood, the collaborative aspect of this technology is contributing to sustainable growth

8 The need for clarity Ambiguities in the EU Maritime Cabotage Regulation. By Aniekan Akpan

10 Future talent Cammell Laird, the world-leading ship building business, is proud to state that nearly a tenth of its workforce consists of young apprentices

Profiles

14 Transformed and modernised

17 Reederi Eugen Friederich GmbH & Co. Kg

A ‘third generation’ Red Funnel ferry sailed on time after the completion of a major refurbishment and modernisation programme

20 Alicat Workboats 25 Team Tankers International

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28 Southend Tanker Management 31 Cammell Laird

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35 Europe Marine Control37

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37 Wilhelmsen Ship Management 40 Luyt Group 43 Quartzelec 46 Antwerp Bulk Terminal 48 A.S.A.P. Supplies 50 Port of Split 52 Bogerd Martin 64 Erik Thun 66 Fjord Line 68 Euro Marine Logistics 70 Port of Dubrovnik 72 Idromar International 75 Maats Tech

78 Containerships

54 Walter Lauk Group 56 Fareast Ship Management 58 Eltorque 60 Peel Ports Group 62 Protection Vessels International www.shippingandmarine.co.uk - 3

Maritime news Successful sea trials uTrearddur Bay, BMT Nigel Gee Ltd’s latest design for Turbine Transfers, has successfully completed sea trials in the Solent, achieving 31 knots with eight tonnes DWT. The vessel immediately started work for DONG Energy.

Built by Aluminium Marine Consultants (AMC) on the Isle of Wight, Trearddur Bay was launched in December 2014. The vessel is 21m long with a beam of 7.0m and utilises BMT’s well-proven catamaran hull form. The design is already recognised for its excellent fuel economy and seakeeping.

Trearddur Bay is the first vessel in world to be fitted with the Voith Linear Jet (VLJ); an innovative propulsor unit developed by Voith. The VLJ is an advanced ducted propeller combined with a stator positioned in the duct aft of the propeller, in a similar arrangement to that of a waterjet. Trearddur Bay is fitted with a VLJ 900 propelled by two x MTU 10V2000M72 engines offering very high efficiency and lower fuel consumption. For the same installed power the VLJ can provide a bollard pull approximately significantly higher than that of a waterjet and conventional fixed pitch propellers.

Ride the wave uA refurbished BOLT ‘Lifesaver’ wave energy converter has been delivered to owner Fred.

Olsen Ltd by Supacat following a three month project refurbishing the converter’s ‘intelligent systems’ at the Devon engineering firm’s facilities in Dunkeswell and Blackhill Engineering.

After over two years of full-scale sea testing at FabTest UK, the device has undergone an upgrade and refurbishment programme in preparation for further trials in Hawaii where the device will undergo further trials with the US Navy.

Supacat is a strategic partner to Fred. Olsen on ‘Lifesaver’ and has provided vital design and manufacturing skills both during and after the innovative technology project, which was part funded by the Technology Strategy Board (TSB).

To develop ‘Lifesaver’ Fred.Olsen Ltd turned to a collaboration of industry and academia partners centred in the South West, which in addition to Supacat, included the University of Exeter (Falmouth campus).

Even Hjetland, project manager for Fred.

Olsen Limited said: “When testing prototypes, problems will always present themselves, and having partners like Supacat to bring their design and manufacturing experience together with a willingness to assist has been key to the success of this stage of the project. The test site at FabTest has presented the device with a wide range of operating conditions – including some significant storm events – that have helped to prove the robustness of the design and construction and this helped us understand the real world operating performance. The next step is to demonstrate this experience to new markets and set the scope for the next stages of the development of the technology.”

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Rare opportunity uA UK company that is leading the way in the field of seabed harvesting is to fund two PhD posts at Plymouth University. Seabed Resources Development Limited is funding two students to undertake doctorates in marine and earth science within Plymouth’s Marine Institute over the next four years.

The partnership between the University and the company, which is a subsidiary of technology and engineering firm Lockheed Martin UK, will give two graduate students from developing countries the opportunity to become experts in a field critical to the emerging deep seabed economy.

One of the PhD posts funded under this programme will focus on seabed mapping, working alongside the University’s acclaimed scientist, Associate Professor Kerry Howell. The other course will focus on geochemistry and the extraction of minerals, working with academics in the school of Geography, Earth and Environmental Sciences and the Electron Microscopy Centre.

Stephen Ball, chief executive of Seabed Resources Development Ltd and Lockheed Martin UK, said: “Harvesting minerals from the seabed will have far reaching benefits and this is an exciting opportunity for two graduate students to help us develop our knowledge and expertise and ensure we remain at the forefront of this emerging industry. We are firmly committed to the environmentally friendly extraction of nodules and look forward to partnering with Plymouth University, which has an excellent reputation for research in this area.”

Both courses will commence in 2015 and include a guaranteed place on a research trip to the Pacific as part of the arrangement.

Primary supplier uOperating in over 50 countries, Terasaki is a large and highly respected supplier of vessel automation systems into the new build market in the South East Asia region and is particularly active in Singapore and China.

One of the company’s latest projects is the Focal 506 design - a 76m, 3500dwt platform supply vessel built by POET China that has been chartered to operate in Brazilian deep water offshore oil fields.

PSM provided Terasaki with expertise on the most suitable products and mechanical construction needed to deliver accurate and reliable tank monitoring. It supplied ICT 1000 tank level gauging transmitters for applications including fuel, clean and dirt oil, water, brine and methanol, all designed to interface with the Terasaki MEGA-GUARD Cargo Control and Monitoring System.

Maritime news World’s first uThe world’s first ever carrier vessel for compressed natural gas (CNG) is to be powered by an integrated Wärtsilä propulsion system, chosen for its energy efficiency and environmental sustainability. The vessel is being built at the Jiangsu Hantong shipyard in China ordered by CIMC ENRIC and designed by CIMC ORIC for end user Perusahaan Listrik Negara (PLN), the Indonesian state owned energy company. The order with Wärtsilä was placed during the fourth quarter, 2014.

The new vessel will feature a 9-cylinder Wärtsilä 34DF dual-fuel main engine operating primarily on gas. Wärtsilä will also supply the controlled

pitch propeller and gearbox, all of which will be fully integrated so as to optimise the propulsion efficiency.

This will be the first dual-fuel powered vessel owned by an Indonesian ship owner. The Indonesian government’s policy is to promote the utilisation of natural gas as a marine fuel because of its environmental advantages.

The 110 metre long carrier is scheduled to be in operation in May 2016 and will transport CNG from Gresik in East Java to the Indonesian island of Lombok where the gas will be used to fuel a power plant.

Vital care

Major upgrade

uMercy Ships has been selected as the 2015 charity partner of Worldwide Recruitment Solutions (WRS); a global recruitment business working for clients and contractors in the oil and gas, mining, marine, construction, engineering and power sectors.

Mercy Ships is an international charity which operates the world’s largest civilian hospital ship, the Africa Mercy, providing free healthcare services to those living in developing countries, namely in Africa, where the services of professional medical staff are most needed. The ship is currently docked in Madagascar, which is one of the world’s poorest countries with only two physicians and three hospital beds available for every 10,000 people.

Mark Brown, MD of WRS, said: “WRS is dedicated to giving something back to the African communities in which we operate.

We are extremely proud to support Mercy Ships in the incredible work they do.” Through 2015, WRS is aiming to raise £10,000 in support of Mercy Ships.

uA new significant contract has been awarded by Technip, for dry-docking, upgrades and operational modifications to the deepwater rigid pipe S-lay and heavy lift vessel, the Global 1200.

The vessel arrived at the Damen yard in January 2015.

The Global 1200 is the first of two deepwater rigid pipe S-lay and heavy lift vessels owned by Technip. The vessel was designed by Ulstein Sea of Solutions (SoS) of the Netherlands and built by Singapore-based Keppel Singmarine.

Ruud Haneveer, commercial manager offshore & conversion explains the scope of work: “The major upgrade works are divided into three packages; (i) dry-docking for Special Periodical Survey and various maintenance repair works, (ii) modifications to upgrade the vessel DP capability, and (iii) various pipelay equipment upgrades for future projects.”

Mark Witjens, managing director of Damen Shiprepair Rotterdam is very pleased to see this contract materialise after six months of hard work with Aberdeen and Houston based Technip project teams. “The successful completion of the Stanislav Yudin upgrade earlier this year gave a significant step upwards in DSR’s project management and QHES organisation and this will contribute to the successful completion of the Global 1200 upgrade and modifications works.”

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ePresentation

Close

connection Ian Kerr explains how trade finance technology broadens relationships via a common network, opening up new opportunities

Ian Kerr

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In a co-operative environment where different counterparties are dependent on trading, shipping and banking partners, the more connections created, the greater value each organisation unlocks.

This is evident in the growth and popularity of shared digital trade finance platforms designed to drive efficiencies as well as bring individual organisations, their trading partners and the wider community of trade entities closer together in a continuously expanding cycle.

Global trade, universal technology When ePresentation technology was first developed, the market simply wasn’t ready to connect the trade process electronically. As a result, there was relatively low adoption. This was doubtless one of the major reasons that it has taken until now for momentum to pick up and as a consequence, there were fewer collaborative benefits.

As interest and use has grown, technology providers and users are realising that a big part of the business case for this technology lies in the network. However, as with any change to the status quo, the commercial benefits for any organisation considering the technology must be apparent, whether it is enterprises, carriers, banks or any other partners or counterparties.

Likewise, the commercial consideration each member within the community contributes must be compatible and in line with an organisation’s individual business case.

Changing factors at individual and organisational levels have also raised awareness and uptake.

Doing business electronically is now commonplace in work and personal life. Meanwhile, the technology has evolved significantly and the adoption of large corporate partners has increased, bringing with them their own trading ecosystems.

Community gains Operational efficiency, speed, and cost-saving potential still dominates the ePresentation agenda,

not least because its growing use substantiates its much talked about potential. Yet, as awareness and usage grows, existing users and those still to adopt are increasingly looking more closely at maximising the potential to broaden their trading relationships.

Having a universally accepted platform in common makes the process of trade more straightforward (i.e. completing transactions with banks that are linked to carriers and so on) for those involved in the network. The more connections that are made electronically, the more streamlined the process will become, as well as contributing to a rise in other business benefits (such as speed, efficiency and cost-savings).

As well as making the process of doing business easier, over time, this gives organisations assured transaction integrity. In turn, it builds trust and makes co-operation more practical, as well supporting organisations in creating a barrier against common external threats such as fraud.

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The more connections that are made electronically, the more streamlined the process will become, as well as contributing to a rise in other business benefits (such as speed, efficiency and costsavings)

other external pressures, ePresentation brings the opportunity to speed-up and streamline trading processes.

In turn, this has brought greater internal control and, in some cases, has helped overcome the direct costs that commodity firms incur when paperwork does not reach the recipient on time – a big reason many firms have played an active part in the digitisation of trade. With consignments often worth million dollars they have benefited considerably from improved working capital, reduced days sales outstanding (DSO), accelerated time to cash and effective credit line management and usage.

In the year to come, it is not unrealistic to expect further growth in technology solutions that support the growing network of connections and collaborations made each day in the trade sphere. n Ian Kerr is CEO at Bolero International. Bolero is a cloud-based platform, which provides a different way to optimise complex international trade chains. For further information visit: www.bolero.net.

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As electronic document presentation (ePresentation) starts to become more understood, the collaborative aspect of this technology is contributing to sustainable growth. Increasingly, the value this brings is being recognised by large-scale enterprises, banks and the shipping community.

For example, at a recent webinar, executives in distribution, commercial, operational and freight roles as well as container carrier and logistics partners were asked their opinions on the value of the network. The majority (96 per cent) confirmed that participation in an evolving digitised trade network either has or would bring value to their organisations.

Asked to name the biggest benefit of participation in a digital trade ecosystem, many participants pointed to the opportunity to make operational efficiencies. Others believed it would help reduce risk, benefit working capital and improve business relationships.

Plain sailing Looking back, 2014 was a significant year for digital trade. In the export community, the adoption and use of ePresentation has risen exponentially, with multiple carriers now confidently using container and commodity eBLs. In May, the shipping association BIMCO recognised the rising use of eBLs by adopting a new clause that effectively gives them the same status as paper bills of lading under the terms of charter party agreements. Normal insurance liabilities are covered by the P&I clubs to the same extent when using eBLs as their paper equivalent.

Meanwhile, in the high-value commodities sector, many businesses have looked to eBLs for smoother operations, as well as to help them guard against fraud. In the face of falling commodity prices and

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Maritime cabotage

The need for

clarity

Ambiguities in the EU Maritime Cabotage Regulation.

By Aniekan Akpan

EU Regulation 3577/92 has been in force for the last 22 years, applying the principles of maritime cabotage within the European Union. Maritime cabotage refers to the trade transit of a vessel along the coast from one port to another within the territorial limits of a single nation.

Aniekan Akpan

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In that time, there have been periodical updates aimed at explaining and making clear several provisions of the Regulation. The latest update to the Regulation was announced in 2014. It attempts to clarify contentious provisions in the Regulation.

Despite periodic updates, there are several pockets of uncertainty, which are compounded by contentious judicial decisions regarding the provisions of Article 2(1) of the Regulation.

A cursory parsing of EU Regulation 3577/92 reveals that several Articles of the Regulation generate a lot of debate. This article examines

Article 2(1) of the Regulation, which deals specifically with the scope of the Regulation and the services it covers.

Article 2(1) provides a debatable list of the types of maritime services covered by the Regulation, raising doubts as to whether the list is ‘indicative’ or ‘exhaustive’ in nature.1 Nonetheless, the services contemplated as falling within the ambit of the Regulation are; ‘services between two ports in a Member State, whether those services are provided in the mainland, islands, or are offshore supply services; provided that all of the services

in question are those normally provided for remuneration’.

Some of the contentious issues borne out of the provisions of Article 2(1) are borne out in Commission of the European Communities v Hellenic Republic,2 where the Court held that towage services in the open seas fall outside the scope of the Regulation, because the nature and characteristics of towage are different from those of cabotage, as contemplated by Article 2(1) of the Regulation. The court reasoned that although towage is a service normally provided for remuneration, it does not in principle entail a ‘straightforward’ carriage of goods or passengers by sea: instead, it is primarily directed at assisting to propel a vessel or similar maritime properties.

The Court argued that towing services are designed to assist another vessel - in manoeuvring or supplementing that vessel’s own propulsive machinery, or substituting for it in cases of breakdown. The tug therefore only functions to assist the vessel in which the cargo or passengers are carried, but is not itself the transporting vessel.

The first problem with this line of reasoning is that carriage by sea as contemplated by the Regulation need not be ‘straightforward’, hence, to construe that only ‘straightforward carriages’ fits into the scope of the Regulation is a misdirection that will lead to future controversy.

The second problem relates to the method of carriage; where the Court seems to suggest that the cargo or passengers must be onboard the carrying vessel for it to be classed as carriage. The effect of this point of view is that the carriage of cargo by sea either by pushing or pulling the cargo is somehow inexplicably not covered by the Regulation when in reality that may be the only feasible method of performing the contract of carriage. Where a vessel cannot execute movement by virtue of its own propulsive machinery, it cannot be unreasonable to argue that such vessel becomes a cargo, if it has to rely on another vessel to be moved from one point to another, irrespective of how it is being moved (on-board, pulled or pushed), and whether goods or passengers are on-board the stranded or assisting vessel. If the contract of carriage expressly provides that the cargo be transported in a particular manner3 (i.e. on-board, and not by pushing or pulling), then failure to transport in the stipulated manner can be dealt with under breach of contract relating to satisfactory performance, but not on whether there has been carriage of cargo or passengers.

Further ambiguity surfaces with regards to the extent that the Regulation applies to international relay services which involves the transhipment of cargo (or passengers) at an intermediary point for onward transport to the port of destination.

In this situation, where the intermediary point of transhipment and either the port of origin or port of destination are in a Member State of the European Union, and the cargo originated or is destined for another Member State in the European Union or a third country then such international relay services are subject to the cabotage regulations in accordance to the provisions of the Regulation.

The irony is that not every Member State4 implements maritime cabotage regulation; hence international relay service is (and rightly so) not subjected to the Regulation across the European Union.

Another ambiguous issue is whether vessels such as pleasure craft are covered by the Regulation. As the Regulation only covers maritime services that are normally provided for

remuneration between two ports in a Member State, it follows that maritime activities involving pleasure crafts are generally exempted from the ambit of the Regulation. It would appear that the use of pleasure crafts for non-recreational activities would trigger the application of the Regulation.

Further, and perhaps more pertinent is the need for clarity, with regard to privately renting out pleasure crafts with or without a full complement of navigating staff to customers in return for remuneration.

The EU Maritime Cabotage Regulation 3577/92 has succeeded where many others failed in demonstrating that a regional maritime cabotage policy can be successfully implemented.

However, this legal instrument is at serious risk of self-destructing, by virtue of the serious degree of ambiguity within the Regulation. The Regulation must exude an air of certainty in order to ensure greater clarity of the Regulation’s provisions, which are already severely weakened by the fact that some Member States operate an Erga Omnes maritime cabotage policy. n Aniekan Akpan is a PhD candidate at The City Law School within City University London. He is a maritime lawyer with extensive experience as a consultant including consulting roles with maritime organisations, companies and legal firms in the City of London and beyond the UK. For further information go to www.city.ac.uk/law

Commission of the European Communities v Hellenic Republic [2007] 2 Case C-251/04 [2007], 11th January 2007 3 See Article 1(c) of Carriage of Goods by Sea Act 1971.

[Hague-Visby Rules] 4 The UK, Norway and Denmark – all have open coast policies.

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Apprenticeships

Future

talent

Cammell Laird shipyard: Campbeltown Road, Birkenhead, Merseyside

Libbie Hammond spoke to Danny Hart and Jonjo Sullivan about the value of apprentices to Cammell Laird Apprenticeships have played a significant role in helping the British economy build a successful workforce since the beginning of WW1. Today, more than 100,000 employers offer apprenticeships in the UK, in a variety of careers and industries, ranging from information and communication technology, to engineering or business administration.

Maritime companies have long been supporters of apprentices, and Cammell Laird, the world-leading ship building business, is proud to state that nearly a tenth of its workforce consists of young apprentices, and 90 per cent of its board members started their careers in apprentice positions. The company provides apprenticeship roles in key trades including welding, mechanical engineering and pipefitting.

They include in-house training, and are linked to National Vocational Qualifications (NVQs) and City & Guilds qualifications.

Danny Hart is HR manager at Cammell Laird, and he has an extensive knowledge of apprenticeships in the shipping and engineering sectors. He agreed that Cammell Laird has always been recognised as a leading training company, with the chief executive also holding a board position with a training company called Maritime Engineering College

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North West. “We are a company that recognises the necessity to train,” he said. “There are skill sets that we require and we have an aging population within the industry, which we need to address.”

Cammell Laird’s approach to introducing young people to a career in engineering services starts with work experience. “We offer around 25 work experience positions a year, which is a considerable number to run and represents a lot of work for us, but is worth the investment,” said Danny. “We have got a lot of close links to the local schools and we try to gain the interest of young people at an early stage, to get them thinking about their career and highlight that University isn’t the only option.

“We run tours of the yard for schools and undertake various programmes with them. The primary aim is to support the local community but work experience also offers us the opportunity

to see some of these young people in action for a week. Some traits shine through, especially enthusiasm, which is key. We can then use the work experience feedback to influence the apprenticeship intake, so for example, last year and the year before, 50 per cent of apprentices we took on were known to us from the work experience programme.”

Apprenticeship vacancies are also advertised through the local college and internally within the company, as Cammell Laird is very keen to recruit members of the same family – the ‘lads and dads’ approach.

“We are looking for an all rounder,” said Danny.

“They have to have Cs and above in GSCE English, Maths and Science, as there is the need to understand engineering principles, and then we are also looking for someone who participates in additional extra curricular activities, like football or Cadets or Guides, as we find that these traits will benefit us as an employer.”

The company has created a structured programme for its new entrants, and the first 12 months are spent with three dedicated trainers, who mould them into what is needed on the shop floor.

“During that time the students perform a number of exercises, they gain exposure to the yard as well as being at college, and they get to work on real projects as well,” said Danny.

The apprentices begin at NVQ Level 2, which should be achieved at the end of the first year, and then they go onto NVQ Level 3, all dictated by a structured syllabus. “They will earn a nationally recognised qualification, and also a ‘Set of Indentures’, which traditionally is a valuable document and still carries weight in engineering companies,” noted Danny. “My 91-year-old fatherin-law still has his indentures from when he was a apprentice, so you can see the historical importance and value these carry in this industry.”

Cammell Laird has continually refined and improved its apprenticeship programme and today competition to get onto the course is fierce (90 per cent of applicants are unsuccessful). Once on board, apprentices stay after their training and go on to become long-term employees. “The benefits of the programme stretch business-wide because a person can grow into any number of roles, from supervisory, up to management, or into quality assurance and so on,” Danny explained. “We frequently work with repeat customers and the fact that they know the same people will be working on their projects into the future gives them a lot of reassurance. They know our staff will learn the individual traits of their vessels. This is very valuable to both the customer and Cammell Laird.”

He continued: “Training doesn’t stop once an apprentice has finished the programme. We provide health and safety training, forklift truck driving, cherry picker courses or even higher education - any

Sue Husband, Director of National Apprenticeship Service (far left) and Philip Dunne MP, Minister for Defence Equipment, Support and Technology (far right) give the award to Jonjo Sullivan (2L) and Ollie Mills (2R) of Cammell Laird Shiprepairers & Shipbuilders

Jan Molby presenting an award at the MECNW awards in December 2014

additional skills needed. It isn’t just about bringing an employee into Cammell Laird, it is about giving someone a skill for life that no one can take away from them.”

One such apprentice at Cammell Laird is a Jonjo Sullivan, who is now in his second year of an apprenticeship in engineering. He confirmed that the environment is all about learning: “The skills that you learn on a day-to-day basis have no end really,” he said, going on to give specific examples: “One day I could be learning on the thermal cutter, while the next I could be grinding or pulling plates apart.

There’s always a different skill to pick up. This is true in both the college and yard environment, although personally I find the hands-on learning in the yard very valuable.”

He added: “Working beside experienced employees who are happy to offer you help also means you are always able to get whatever information you need to complete your task.”

Centenary Apprentice Challenge Around 12 months ago The National Apprenticeship Service was looking for brands that had been around for a century to be involved in its Centenary Apprenticeship Challenge campaign. Cammell Laird was happy to participate and indeed became the lead employer on the project. Danny explained how the company decided what project to give to its apprentices as part of this prestigious exercise.

“We have a very strong link to the Ministry of Defence and conversations lead to HMS Liverpool, which was being decommissioned and we were offered the ship’s bell. This might sound a bit odd but historically ship’s bells have been inverted and converted into fonts for local churches when their ships go out of service. When a child is christened in the font their name is engraved inside. Folklore has it that the last child to be listed then owns the bell.”

The Cammell Laird apprentice team of pipe fitters, mechanical fitters, welders and fabricators, along

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Apprenticeships

Philip Dunne MP, Minister for Defence Equipment, Support and Technology talks to the Cammell Laird Shiprepairers & Shipbuilders Limited team on the HMS St Albans: Centenary Apprenticeship Programme event on Thursday 27th November 2014

with an apprentice joiner from partner-firm MPE Interiors, was given the task of restoring the bell and creating a new wooden and steel stand so that the Church of Our Lady and St Nicholas in Liverpool could use it as either a bell or font.

Danny highlighted: “What is most significant about this is that we set up a project team of apprentices and they were left to run this on their own. They had to set up their own meetings and agendas, produce minutes, produce the work and liaise with subcontractors and suppliers. We didn’t teach them how to do any of that, they had to work it all out for themselves.”

Jonjo was heavily involved in this venture, and he said that it meant a lot to the apprentices to be trusted with such an important project, and one that would make a difference to the local community.

“With Liverpool being just over the water from us, and some of the lads on the team actually coming from the city, as well as working for the Navy and MoD, we were proud to be part of it,” he said.

“We were very lucky with the group of apprentices we had, and the project went really well for us. Every single person within the team gave everything they had and totally committed themselves to the task in hand. The tutors gave us support if we needed it, and overall it was a proper team effort.”

The project was a great success and the bell was completed in June 2014, and during Merseyside’s International Festival of Business, a launch event was held in the church in Liverpool where the bell was

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formally handed over. It is now being used as a font and hanging as a bell when it needs to.

Furthermore, the apprentices who took part in the Centenary Apprenticeship Challenge attended a prestigious event in London, titled ‘Made by Apprentices 1914-1918’, which brought together Government dignitaries, figures from the Armed Forces and business leaders to recognise the importance of apprenticeships in today’s economy and to celebrate the renovations completed by apprentices at Cammell Laird, Babcock Group International, Lincolnshire Co-op and Rolls-Royce.

It was at this event that Cammell Laird’s team was awarded with the Centenary Apprenticeship Challenge trophy, and Danny said the entire challenge highlighted the contribution apprentices make both then and now. “There are certain things in your career that you achieve that are extra special and receiving the Centenary Apprenticeship Award was one of them,” he said. “Each of the group is an outstanding individual, these are apprentices that will

be potential managers of the future and Cammell Laird is extremely proud of them. It also illustrates how important it is that we don’t underestimate young people and that we can be confident there is a real legacy there.”

The company later showed its appreciation for the team at its own Apprentice of the Year Awards event, which is held in conjunction with the local college. Each centenary apprentice was awarded their own version of the glass trophy, which was especially created for them. “We did this as a surprise,” said Danny. “It was a fitting end to the project.”

He concluded: “I spoke at our Awards ceremony and I emphasised to the team that they should not underestimate the value of events such as this. For example, Jonjo won several categories and I am sure our CEO took notice that this young man was clearly achieving great things and was someone to watch.

I told them to keep focused on their future, but I also believe for us to continue as a business and for skills to be carried on in the industry we have to invest in apprentices, as they are our future too.” n

Red Falcon showing the new observation lounges

Ferry refurbishment

Transformed &

modernised

A ‘third generation’ Red Funnel ferry sailed on time after the completion of a major refurbishment and modernisation programme

Used regularly by business commuters, holidaymakers, visiting yachtsmen and Isle of Wight residents, Red Funnel’s hi-speed passenger and vehicle ferry services transport some three million passengers each year across the busy 9.9 nautical mile wide stretch of water between Southampton & Cowes.

On 4th April 2014, ‘Red Falcon’ – one of three 94m ‘Raptor Class’ Ro-Ro vehicle ferries operated by Red Funnel - sailed on time following a major £2.2 million refurbishment project marking the next generation for what has proved a most versatile ferry design servicing this popular route.

Built in the early 1990’s at Fergusons Shipbuilders in Glasgow and powered by medium-speed diesel engines with Voith Schneider propulsion, Red Funnel’s vehicle ferries are the largest ever to serve the Isle of Wight.

The original design for ‘Red Falcon’ and sister

ships, ‘Red Osprey’ and ‘Red Eagle’ was entrusted to naval architects and marine engineers, Burness Corlett & Partners who following a merger with Three Quays Marine Services became Burness Corlett Three Quays (BCTQ) in 2005 with UK offices in Southampton, London and the IOM. With the fleet having provided regular service for a decade or more, BCTQ were subsequently asked to work up the design and provide technical management for a ‘2nd generation’ conversion and lengthening process which took place between 2003/5 at Remontawa in Gdansk. This work

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Ferry refurbishment

Above: Red Falcon exterior windows of the observation lounge Left top: and bottom: The new seating areas and TV ‘infotainment’

included adding a new mid-section to lengthen the vessels from 84m to 94m and adding an extra car deck.

Red Funnel’s primary justification for this most recent ‘3rd generation’ work came about through a steadily increased demand in passengers wishing to travel the Southampton to Cowes route. A growth trend, in fact, which much of the UK ferry sector has experienced of late.

At the same time, Red Funnel’s own customer feedback confirmed that an improved interior accommodation including new Steam café-bar areas, a wider choice of seating / dining options, pet-friendly areas, WiFi connectivity and flat-screen TV ‘infotainment’ would bring about a complete modernisation of the service. One that would enable ‘cruiseline’ comforts during these relatively short 55 minute crossing times.

When Red Funnel appointed the principle project team including BCTQ, SMC Design and marine interior refurbishment specialists Trimline, it was gratifying to see that a fair proportion of the team and sub-contractors used throughout were Southampton based. Not only that, but ‘Red Falcon’ herself remained afloat in Southampton’s Eastern Docks while work progressed over a remarkably productive time frame of only eight weeks and with the workforce having to endure some of the UK’s wettest weather on record.

Before giving the project the green light, BCTQ first had to check that the proposed modifications were feasible and would meet both the expectations of Red Funnel and the MCA safety requirements.

Next BCTQ set to work optimising the vessel’s deck arrangements to achieve the spatial accommodation to fit SMC’s interior design scheme. The primary objective was to increase passenger seating, with cafés and bar facilities by constructing two new observation lounges on top of the existing Deck B passenger accommodation.

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An important feature was to create 180° panoramic views from the new lounge spaces and BCTQ achieved this by designing the steel deckhouse structure to incorporate large, flush-mounted, superyacht style windows.

With the additional weight aloft, the effect on stability was also carefully monitored to maximise the vessel’s deadweight carrying capacity.

The refurbished vessel offers two fully enclosed observation style North and South Lounges that provide bright and contemporary furnished spaces free of bulkheads and partitions and with stunning views. With moveable furniture, South Lounge offers flexibility for alternative use as individual ‘board room style’ meeting or entertainment hosting rooms depending upon demand.

Senior designer at SMC Design, Andrew Brown, added: “The design language was led by understanding the brand personality of Red Funnel and from that we were able to create a series of versatile, comfortable and contemporary spaces offering an evolution to the Red Funnel experience. Our challenge was to push boundaries, not just in ferry food and beverage, but also cater to a much broader passenger base, be it early morning breakfast or a lone business traveller wanting a quick snack, through to families and large groups in search of something more.”

To help minimise the time that ‘Red Falcon’ was taken out of service, each lounge was prepared and built in steel sections before the ship

Above and below: the new observation lounge

docked. The steel work was carried out by Burgess Marine who were appointed as a sub-contractor by Trimline who maintained overall responsibility.

Formed on shore the steel panels were then lifted on to the ship in ‘flat-pack’ sections where they were welded, insulated and glazed using energy efficient windows supplied by marine glazing specialists Seaglaze. To meet the tight deadline, Trimline’s team of electrical engineers, interior joiners and installers then set to work running cables, installing pipes and laying hundreds of metres of flooring.

At the same time work was progressing on the two new observation lounges, Deck B was completely stripped back to its bare shell and with the work once more overseen by Trimline.

Improvements included the installation of LED lighting throughout the ferry, TV screens fitted throughout, air-conditioning, Wi-Fi and charging points for laptops located in the seating areas. On Deck B internal seating layout features a mix of comfortable airline-style seats with tray backs, dining tables and seat combinations for different size groups.

There is a new galley and counter area designed to reduce waiting times, a relocation of the drink stations and a new bar surrounded by comfortable lounge-style seating.

Lift access was extended up to the new observation lounges and with weather permitting, an external ‘promenade’ walkway with bench seating allows access also for pushchair and wheelchair users to experience wonderful views across the Solent. Last of all, above each lounge sun decks with seating have become the highest viewing points on the ferry.

Combined with the new observation lounges, the resultant 55 per cent net gain of increased seat capacity within a completely transformed and modernised environment has proved a most successful conversion for ‘Red Falcon’ and the future enjoyment of its passengers.

Replicating the improvements undertaken last year on ‘Red Falcon’ – and using the same design & build team - will be Red Funnel’s latest £2.2m refurbishment and modernisation of ‘Red Osprey’ when she returns to active service in March this year. n For further information, visit: www.bctq.com.

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Profiles There are thousands of ships sailing the oceans today, transporting every kind of cargo.

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

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

Reederi Eugen Friederich GmbH & Co. Kg Alicat Workboats Team Tankers International Southend Tanker Management Cammell Laird Europe Marine Control Wilhelmsen Ship Management Luyt Group Quartzelec Antwerp Bulk Terminal A.S.A.P. Supplies Port of Split Bogerd Martin Walter Lauk Group Fareast Ship Management Eltorque Peel Ports Group Protection Vessels International Erik Thun Fjord Line Euro Marine Logistics Port of Dubrovnik Idromar International Maats Tech Containerships

Profile: Reederei Eugen Friederich GmbH & Co. KG

A complete solution

O

ffering a one-stopshop service to the shipping industry, newly established German and Sri Lankan based joint venture Mercmarine merges the expertise of parent company Reederei Eugen Friederich GmbH & Co. KG (REF), a renowned German shipowner and ship manager that has been in operation since 1917, with futuristic business strategies and a multinational presence to deliver optimum solutions to its broad customer base. “Mercmarine is an umbrella brand that stands over the activities of the various firms that REF is a major shareholder in; as the oldest part of this conglomerate, REF provides Mercmarine with nearly 100 years of shipping expertise,” begins Thomas Kriwat, CEO of Mercmarine and REF.

“REF is our German outfit, where we concentrate on shipowning and management and are in a position to develop market invested opportunities with a small number of shareholders that are known to us. It is here in Bremen - an old maritime hub where we are not only closely interlinked with the local shipping community, but also the whole of Germanythat we also provide commercial operation services for the vessels. Our fleet today consists of seven modern vessels, all of which were delivered in 2009 and 2010; six of these are multipurpose and range between 7800 and 12500 dwt, the other ship is a 1300 teu container vessel.”

As a provider of first-class investment opportunities through ship owning knowledge, financial stability and superior business values, REF creates value for private equity investors via financial portfolio management and reporting in this business sector. Moreover, thanks to its global presence, strong competencies and long-term experience, REF and Mercmarine both aim to achieve stakeholders’ interests through passion, respect, integrity, discipline and empowerment.

Elaborating further on the group’s history, Thomas adds: “My family has owned the company since 1981.

In the early 1980s we managed a

fleet of smaller coasters in Europe, however, as these vessels became less marketable, my father looked into new opportunities for the vessels in other areas. This led to the establishment of Mercantile Shipping Company (MSCL), Sri Lanka’s first privately owned shipping firm, in 1981. MSCL began providing coastal and regional services in the Indian Ocean under Sri Lankan flags with requirements for Sri Lankan seafarers. Because of this requirement we established the Mercantile Seamen Training Institute (MSTI) in 1986.”

From its humble beginnings, MSTI developed to become the market leader in maritime training in Sri Lanka. Operating from two purpose built facilities in Colombo and Galle, the MSTI provides courses for both deck and engine at all levels and qualifications.

Separated into divisions such as basic, simulator and security, the courses include navigation officer cadet, engineering officer cadet, catering rating, personal survival techniques, medical first aid, maritime security operative, heavy lift, operational use of ECDIS, radar simulator and electronic navigation system. To complement the training institute, Mercantile Marine Management Ltd (MMM), a crew management and agency specialist, was established in 1996. Based in Colombo, MMM www.shippingandmarine.co.uk - 17

Profile: Reederei Eugen Friederich GmbH & Co. KG

has mastered its service capability through the capitalisation of local, location and industry advantages.

Crew are sourced from the largest pool of Sri Lankan seafarers, which enables the firm to provide customers with personnel that have precise experience and expertise for vessel types. Meanwhile, MMM covers all ports in Sri Lanka, where it delivers smooth, efficient, precise and flexible agency services. By using the extensive experience of its parent company, particularly in ship and crew management, the agency can provide for specific needs in a prompt and reliable manner.

“Over the years we have trained more than 2000 seafarers at MSTI, while MMM manage around 1300 seafarers at sea; our fleet is manned top to bottom with Sri Lankan seafarers, while the rest of the crew we manage are working for ship owners in areas such as Germany, Switzerland, The Middle East and the Far East. We consider crew to be our biggest asset as most of our masters 18 - www.shippingandmarine.co.uk

were trained by us and have then stayed with us for between 15 and 20 years. We see a lot of opportunities in crew management coming up as crew is still a very limited resource and there are high expectations from ship owners for highly competent onboard staff. With this in mind we feel it is wise to take a strategic approach and look at human resource and development in the longer term and have begun expansion plans for the training of our engineers,” says Thomas.

“We also see other opportunities for maritime training, not only for crews on ships, but also for stevedores, dockyard training and the training of drivers; this will not only be in Sri Lanka, but also the Middle East where we have recently found partners to conduct training in this region. This is a new development for us that has been more than a year in the making and is slowly bearing fruits,” he adds.

While operating in a depressed market may lead to challenges

for some, Mercmarine sees strong opportunities for growth in second hand purchases, its core business throughout the 1980s and 1990s when the firm would acquire older vessels and transfer them for operations in the Indian continent.

“It wasn’t unknown for these vessels to operate for another ten years following our acquisition,” confirms Thomas. “Our expertise in the management of older tonnage is going to be an attractive quality in the future, as the number of newbuilds being built is decreasing, which means the vessels that have been delivered in the last ten years are going to be in operation longer.

Because we have a strong network with the Chinese market, a strong crew that can handle overhaul and maintenance jobs independently and the ability to source spare parts at reasonable prices, we are ready and able to handle older tonnage when the time comes.”

Having merged all of its strengths under one umbrella, the Mercmarine group of companies looks to flourish as it takes advantage of a sluggish market and uses its diverse skills to provide a one-stop-shop solution.

However, not a group to rest on its laurels, Mercmarine will focus on enhancing its internal structures and processes to enhance efficiency, as Thomas concludes: “We are actively working on an online portal for our seafarers, which will enable crew to have direct access to their own information in our database and update this as and when they see fit.

This will bring a lot of benefits, not only to seafarers and our customers, but also shipowners who will witness a positive impact on cost and efficiency. Developments such as these will ensure we reach our aim as a global player in the shipping industry.”

Reederei Eugen Friederich GmbH & Co. KG www.mercmarine.net

• Part of the Mercmarine group • Family run since 1981 • Specialise in ship owning and management

Dynamic – by tradition.

Georg Duncker GmbH & Co. KG Alter Wall 2-8 20457 Hamburg info@georg-duncker.com www.georg-duncker.com

GEORG DUNCKER MARINE INSURANCE BROKERS

Profile: Alicat Workboats

A diverse

service

E

stablished in May 2009 as a subsidiary of shipbuilding firm Richards Dry Dock and Engineering Ltd (RDDE), Alicat Workboats was originally a designer and constructor of workboats that would operate as crew transfer vessels for the offshore wind sector. Based at Richards Dry Dock on Southtown Road, Great Yarmouth, UK, Alicat has focused on developing close relationships with its customers and researching working conditions, different sea states, operator requirements and state-of-the-art technology; a strategy that has resulted in the company maintaining its reputation as a leader in the design and construction of vessels.

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“Initially focusing on designs for craft to work in the offshore wind sector the research team met with naval architect Gavin Mair of Global Marine Design (GMD), based near Fremantle in Western Australia.

Working closely with GMD, the traditional ‘Alicat’ design was developed and shortly afterwards construction started at Alicats Great Yarmouth base on the first 20m aluminium wind farm service vessel (WFSV),” says David Blake, business development manager at Alicat Workboats.

“Further research, development and customer interaction led to further designs offering boats for all situations, with the latest technology and designed with the latest understanding of what operators

and technicians encounter on a daily basis. Safety, comfort, reliability and performance are just some of the key factors focused on during the development of Alicat designs and to date Alicat has built 25 Alicat craft and eight specific designs,” he adds.

In 2012 RDDE further strengthened its service offering when it acquired the assets of Isle of Wight based boat builder South Boats. New company South Boats IOW was formed and the acquisition enabled the group to continue supplying South Boats’ customers with high quality vessels. “Comparable to say, the Volkswagen Audi group scenario, Alicat and South Boats IOW have the same management team in the background but both boat builders

have very independent vessel ranges and different design teams.

The great thing from a customer’s perspective though is they will get ongoing support when they need it from either company and we have found some of the most successful operators have vessels from both ranges in their fleet,” highlights David.

Following the acquisition, the business invested in a major rebranding and established various divisions in 2013; these include Alicat Marine Design, Alicat Marine Electrical, Alicat Fabrication, Alicat Stainless Steel Fabrication, Alicat Precision Enginering and Alicat Hydraulics. “Onsite Alicat has multiple divisions and each manage their own autonomy. The company has reinvested substantially and developed the facility into arguably Europe’s most complete small craft maintenance and repair facility.

With a genuine understanding of

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operator’s needs, demands and the potential for expensive downtime the Alicat repair facility has been purposely arranged to host all major services onsite,” states David.

The reinvestment means that a vessel can arrive in Great Yarmouth at short notice, be lifted out of the water by Alicat’s 200 tonne mobile vessel lift and undertake any maintenance or repair required on a hard standing. On top of this, water and electricity supplies are available to all vessels. “Alicat also has its own inhouse naval design team that can offer consultancy services,

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Profile: Alicat Workboats

designs for projects such as vessel modifications, refurbishment etc, and stability reports. The facility also keeps a good supply of parts, PPE and other items available for purchase so the vessel crew never need to go far to get their hands on what they need,” notes David.

Maintaining its focus on innovation and advanced thinking has proven fruitful for the boat builders, with vessels supplied to E.On, Seacat Services, Gardline, Dalby Offshore and Iceni Marine over the last 12 months. “We have continued to build upon these relationships and are currently building vessels at both yards for some of these customers. We are also building vessels on spec and these are available for sale now. Two of our vessels will be on display at this year’s Seawork Exhibition on the 16th to 18th June; we will have a large presence from both yards, so people are invited to come along to see the vessels and meet the team at berths V27 and V28,” says David.

A recent contract for the firm is with Dalby Offshore to construct a 23m transfer vessel; announced in the final quarter of 2014, the vessel is due to be delivered in July 2015 and will be the sister vessel to the Dalby Swale, which was delivered in 2014. “The Dalby Swale has proven a fantastic craft with operators, crew and technicians alike, so we are very excited about building another one for Dalby, which will be in total the seventh Alicat in their fleet. The vessel has proven extremely popular due to its reliability, seakeeping and load carrying capability. The crew and technicians also enjoy the vessel as she boasts some of the lowest readings in noise and vibrations around, resulting in a much more comfortable journey. The boats are also finished to the highest quality and have a modern galley, shower rooms, accommodation, wi-fi and entertainment systems.”

With a full order book and strong customer base, Alicat is in a coveted position as it looks to enjoy a highly profitable and successful 2015.

However, the company is aware that for shipbuilding to grow in the UK,

it must work with organisations such as schools and colleges to provide opportunities to train and potentially shape the future careers of young people. “We currently have ten apprentices at our Great Yarmouth facility, a number we aim to increase throughout 2015. Because we are a diverse company, we try to give our apprentices the opportunity to cross train in different skills, which allows them to determine what they are good at, while also keeping the role stimulating,” says David.

Moving forward, as Alicat continues to retain its competitive

edge through innovation, the company also looks to expand all areas of its business from its facilities, while also strengthening its workforce through training, education and apprenticeship opportunities.

Alicat Workboats

www.alicatworkboats.com • Specialises in boat building, small craft maintenance and repair • Acquired the assets of South Boats in 2012 • Have maintained strong order book despite a challenging market

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Profile: Team Tankers International

Optimal

performance F

V.Ships

V.Ships are proud to have been a trusted partner working together with Eitzen Chemical throughout the last eight years.

Within V.Group we have the skills and expertise to add value by delivering safe and profitable operations to Team Tankers International. The scale and breadth of our services means we can always meet their expectations and indeed we will always be committed to working towards exceeding them.

We take this opportunity of wishing Team Tankers International every success for the future as they move forward with their new company and brand. As a trusted ‘Team’ player we look forward to working with them and playing our role as partners in supporting them to achieve their mission and vision.

ormerly known as Eitzen Chemical, Team Tankers International builds on a proud heritage within the shipping industry that can be traced back to 1883 when Camillo Eitzen & Co was first established in Norway. Already during July 2014, Team Tankers International Ltd was incorporated in Bermuda with the purpose of relocating the operations of its parent company Eitzen Chemical, the effect and closing of which took place on 27th January, 2015 so that the new Team Tankers International is now effectively the

holding company of the Group, listed on the Oslo Stock exchange (under the ticker of ‘TEAM’), but managed by the same companies and people as before.

Team Tankers International can trace it roots back to 1883 and the formation of Camillo Eitzen & CO. The chemical division of the business was established in 2001 with the acquisition of the Danish shipping company KIL Shipping AS, which was then renamed Camillo Eitzen (Denmark) AS. Camilo Eitzen & Co continued to develop its chemical tanker activities www.shippingandmarine.co.uk - 25

Profile: Team Tankers International The new livery of Team Tankers

through organic growth as well as acquisitions, including the take over of the French chemical tanker company Navale Française and the Spanish chemical tanker company Naviera Quimica in 2004. Later in 2006 the chemical activities of Camillo Eitzen (Denmark) AS demerged into Eitzen Chemical (Denmark) AS and during August 2006 Eitzen Chemical entered into an agreement with Blystad Shipholding Inc to acquire Songa Shipholding AS and thereby

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Blystad’s large chemical tanker fleet.

The year was also a milestone for the business as Eitzen Chemical was listed as a separate entity on the Oslo Stock Exchange in November 2006.

Despite the strong growth of the business and some interesting acquisitions over the years, the financial downturn of 2008 had a significant impact on the business, as it did many operators trading within the maritime sector. As such it was necessary for the company

to adapt to meet the changing fortunes of the market, as CEO Jens Grønning elaborates: “With the crisis in 2008 and 2009 – that hit us primarily due to the way the company was geared - we entered into some difficulty that over the following years resulted in some financial challenges. As such we undertook several restructurings, the last of which was completed with the signing of a Plan Support Agreement on 23rd December, 2014, and the final transaction closed on the 27th January 2015.

Now that the company is fully restructured and we have converted a massive amount of debt into equity, the company is now very lightly leveraged, in fact I think that we are now one of the most lightly leveraged companies in the shipping industry.”

Indeed as part of the company’s programme of restructuring and relocating, Team Tankers International Ltd and its subsidiaries based in Bermuda, acquired the vessel-owning activities of Eitzen Chemical that were previously carried out within Singapore and Norway. Shortly after this in February 2015 the stock listing application of Team Tankers International for the Oslo Stock Exchange was approved, and the company was finally stock listed on 9th March 2015, following a successful exchange offer of Eitzen Chemical ASA shares into shares in Team Tankers International Ltd. Today Team Tankers exists as a robust business, having converted debts of around $850 million to turn the equity from negative $270 million to positive $470 million.

The company’s strong position is further reinforced by its modern

L to R: Michael Obling, Svend Anthonsen, Andreas Reklev, Jens Grønning, Martin D. Solberg, Thomas Voss, Per Tyrsted Jørgensen

fleet of tankers that service clients within a range of chemical markets.

During 2014 for example the company’s fleet enjoyed coverage from Contracts of Affreightment of around 33 per cent, plus some coverage from time charter out activities. Throughout 2014 the company’s cargo split saw Team Tankers International carry 33 per cent of Clean and Dirty Petroleum products (‘CPP’ and ‘DPP’); 23 per cent Organic Chemicals; 19 per cent Lubeoil/Vegoil and 25 per cent Inorganic Chemicals.

The company’s fleet trades both regionally as well as inter-regionally, using longer, international shipping lanes. “Team Tankers International’s regional routes are within North America and the Caribbean; inter-Europe down to North and West Africa as well as inter-Far East, particularly South East Asia,” says Jens. “Long haul vessels predominantly trade TransPacific, but also cross Atlantic routes. For example the company’s larger ships that we refer to as our medium range ships, trade on the Pacific where we offer a monthly service in both directions, i.e. from the US Gulf to the Far East and back again. It is commonly a trade where we parcel up the ships, and it is not uncommon that we have six to eight different clients and parcels on board our ships.”

Presently Team Tankers International fields a sailing fleet of some 45 vessels with an average age of nine years old, 32 of which are owned by the company while the remaining 13 are on charter under financial or operational lease structures. The fleet ranges in size from 3500 dwt to 46,000 dwt and the company operates both coated or stainless steel vessels, the most sophisticated of which can carry up to 30 different cargoes in 30 different tanks. The ships within the Team Tankers fleet are configured and maintained to operate efficiently and complies with all of the increasingly strict regulations within the maritime industry. “We are working with the regulatory changes that are occurring, including the new SECA regulations that came into effect during January 2015. We have done changes to our fuel tanks, so that we can typically carry a higher volume of marine gas oil (without comingling lines), in order to satisfy the new rules, and ensure that our ships can continue an un-hindered trade in these areas.

Apart from this, and for a long time, we have had a strong focus on performance and fuel economics.

We optimise speed relative to price of bunkers and the strength of the freight market, we focus on trim optimisation and in-port consumption, and we are testing

different performance enhancement systems, such as the Mewis Duct from Becker as well as the boss fin cap to add further savings in fuel economics. We are also testing the benefit of full blasting the ships in dry-dock and applying a special anti-fouling coating, and preliminary results indicate that we are generating better fuel economics at sea by implementing these measures.”

With the restructuring and rebranding of the business finally in place, Team Tankers International is in a strong position to continue on a growth trajectory throughout 2015 and beyond. “We have a clear and defined target of outperformance which covers everything from our earnings across to operations and fleet performance,” Jens concludes.

“As such, the strategy is to grow and to create scale in markets where we currently do not have scale. Critical mass and scale is key for most trades in shipping, but it holds particularly true in chemical shipping.”

Team Tankers International

www.teamtankers.com • Global chemical shipping • Modern fleet of 45 ships • Optimal sailing technology

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Profile: South End Tanker Management

Broad

E

horizons

stablished in 2013 and based in Dordrecht, The Netherlands, South End Tanker Management is a young and dynamic tanker company founded in the wake of significant industry experience and a keen eye for opportunity. The business was incorporated by its owner Ebel Slobben drawing on his 30 year career as a successful shipowner, having built the company Unifleet Tankers and eventually selling it during 2002.

While Ebel considered his next move within the tanker industry, fate intervened when the global economic downturn struck causing a major slow down in shipping activity across the globe. Although this event was a significant setback for most ship builders, operators and owners, the sudden availability of vessels on the market due to bankruptcy and cancelled newbuilds was a significant

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opportunity for Ebel and South End Tanker Management.

Having purchased several vessels through cancelled arrangements, South End Tanker Management now manages a fleet of eight owned vessels consisting of two 4000dwt, four 6500dwt and two 9000dwt ships with an average age of just four years. The entire fleet is contracted on a time charter basis, operational in the North Sea and the Baltic, trading regularly with the UK, Sweden, Finland, Russia, Poland, Denmark, Holland, France, Spain, and its bigger vessels navigating as far as the eastern Mediterranean and the Black Sea. Presently regular cargos include vegetable oil, molasses, light chemicals and wine.

The newest additions to the fleet are the MT Orabothnia and the MT Orakate, two high-specification, 8000 dwt product/chemical

tankers that were built at the now defunct Chinese, state-owned, Sopo Shipyard in 2013 and 2014 respectively. Viewed as the Mercedes of small tankers, their modern design incorporates a twin-propeller twin engine, which means that vessels are capable of reaching 12 knots on 12 tonnes of fuel. Furthermore, the ships have a maximum speed of 14 knots.

Although South End Tanker Management is a young and relatively small company, it possesses a number of advantages that mark it as a robust operator in the current climate. Its fleet for example, is both young and modern in design allowing for efficient operation. Furthermore trusted and experienced third parties undertake the management of its fleet so that the general overheads of the business are kept low, which is an obvious strength as the maritime market slowly regains its previous

momentum. To further increase its market presence, South End Tanker Management is working hard to secure approvals from the major oil companies on its ships, which could see the company trading in new sectors in new regions in the near future.

The benefit of maintaining a young fleet is again demonstrated in light of South End Tanker Management’s mission to act as a responsible member of the shipping community in that the health and safety of its staff, customers and visitors are safeguarded at all times from unacceptable risks. The company believes that all accidents and incidents are preventable and furthermore that the safety of the environment is a top priority of the business. As such one of the main goals of South End Tankers is to maintain a zero accidents and zero spills operation, managed through continually improving safety processes

throughout the business. Furthermore the company works to ensure that it complies with all applicable legislation and other requirements regarding flag and port state. As the requirements of the industry continue to increase South End Tanker Management follows its best practices, such as the Oil Companies International Marine Forum (OCIMF) and the Chemical Distribution Institute (CDI) and by keeping its safety, health environment and quality system at a high level it believes that it will remain effective and competitive.

Benefiting from an impressive fleet and a wealth of industry experience, South End Tanker Management has established itself as a successful venture in only a short amount of time. Presently the focus of the business is not to expand is fleet in the immediate future as it will be working to consolidate its position and continue to adapt to comply with industry regulations such as SECA,

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Profile: South End Tanker Management

which came into effect at the beginning of 2015.

Discussing the environmental decisions that need to be made on board South End Tanker Management’s vessels with Shipping and Marine magazine in October 2014, Ebel Slobben pointed out: “The obvious answer for us at the moment is to switch to gas oil on our vessels at

the beginning of 2015. For our biggest ships we are investigating the possibility of installing scrubbers, however, the real problem arises from the confusion of what fuels are going to be available, and more importantly, what the cost of the fuel will be. Our vessels only operate in the restricted zones for about 25 per cent of their yearly running hours, so scrubber technology only makes business sense if the cost of gas oil is extremely high. That decision also depends on the prices for the equipment, and often by waiting some time the cost decreases significantly and technology options become more realistic. For us, the use of LNG does not make sense as we are trading to several different ports and options of refuelling are not always possible.

“Additionally we are looking into possibilities surrounding ballast water management systems and again we are waiting for the technology to go down in price a little further. We expect to begin equipping our two largest ships with this technology next year.”

As the dynamic firm continues to engage its vessels on a time charter basis in a relatively steady market, South End Tanker Management will surely look to maintain its strong market position through the acquisition of new vessels that will operate in new regions for its broad customer base, as Ebel concluded: “Signs show there is a lot more cargo to be shipped and things are looking positive for the future. Although we have no plans to significantly grow our fleet, we are looking at the feasibility behind the idea of selling our two smallest vessels and replacing them with bigger ships. Essentially, we don’t want to grow fast with bad quality but grow very slowly and keep good quality.”

South End Tanker Management

www.se-tm.com • Owns and manages eight tankers • Young and dynamic fleet • Looking to acquire larger ships in future

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Profile: Cammell Laird

Increasing

support

C

ammell Laird is the busiest and most dynamic commercial shipyard in the United Kingdom. It specialises in ship building, complex ship conversion projects, military ship refit and turnkey retrofit installations. Its site on the River Mersey includes four dry-docks and a wet basin with direct river access, one of the largest modular construction halls in

Europe and an extensive network of workshops.

With an illustrious history stretching back to the 1820’s, Cammell Laird has years of experience of monitoring the market, seeing what changes are coming and predicting what services its clients will need in the future. As John Barnard, project manager, explained, currently green issues are at the top of the agenda: “Regulatory

pressure on shipping has increased with new environmental constraints aimed at a reduction in carbon emissions and airborne pollution.

Further regulations are directed at restricting the spread of invasive aquatic organisms,” he said. “Ship management resources, already stretched, are having to navigate a multitude of rapidly developing technologies. Unfortunately the most effective and efficient answer is different in each case. There’s no simple solution to suit every vessel.

“So we are proactively bridging the gap. Having forged excellent links with a wide range of technology providers, we are currently supporting a number of clients in finding optimum solutions with services ranging from initial feasibility studies to comprehensive turnkey retrofit projects.”

This latter capability is becoming increasingly important to Cammell Laird and its clients, and John explained exactly what the yard offers: “We maintain all of the skills and experience required to provide turnkey solutions, including a strong Technical Department. We are proactive in building relationships www.shippingandmarine.co.uk - 31

Profile: Cammell Laird and partnerships with an ever increasing number of technology companies offering a diverse range of ‘green’ technologies, and we are able to involve any particular manufacturer according to the client’s preference,” he said. “We can relieve the ship owner of the time and expense of repetitive on-board surveys, and offer the benefit of providing a turnkey quotation for the installation of their proposed solution.”

The yard often takes a partnership approach to these projects, and customers value the experience of its staff and their ‘can-do’ attitude: “The majority of our business is from repeat customers,” added John.

A perfect example of this is the recent £49.5 million refit contract Cammell Laird completed for the Royal Fleet Auxiliary (RFA) Fort Victoria. “I would say that from project inception, maintaining a strong partnership with the customer was key to the successful delivery back into service on this project,” he stated. “The biggest challenge was the sheer amount of interdependent work happening in a relatively

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limited area in a short time frame.

Our experience in delivering complex refits on an annual basis was vital, as although every project and ship is different we had an excellent understanding of the intricacies and problems involved in the upgrades and were able to mitigate these in our planning. Thanks to our knowledge we were able to reduce the timescales, reduce the project risks and plan and estimate the project with a high degree of certainty.”

Cammell Laird’s approach and experience in retrofit projects will stand the yard in good stead, given the increasing amount of environmental legislation that ship owners and operators are now faced with. John warned that going forward, there will be a big demand for these services, which not all yards will be able to address: “The industry is anticipating equipment availability bottlenecks. A surge in demand will put a strain on shipyard resources globally and there will be insufficient experienced installation and commissioning engineers,” he said. “Pre-planning is essential as

ship owners who have left their planning to the last minute will find themselves with fewer options, and possibly not being able to install their preferred solutions at the most cost-effective time.”

John also noted that ship operators often have difficulty in assessing the sales offerings from technology equipment suppliers, whilst technology suppliers struggle to get their products fully understood by the ship operators, particularly when the technology is relatively new and complex. To help with this, Cammell Laird has created a technology hub with a proactive shipyard at its centre: “In establishing the ‘shipyard hub’ concept, we have forged excellent links with a wide range of eco-efficiency technology companies to provide a neutral hub where ship operators are able to draw on the cost-effective expertise and assistance of the shipyard in arriving at the optimum solution for their vessels.

We also offer complete turnkey quotations for their projects. Careful planning can minimise downtime and capital costs, and improve operational efficiency.”

Whilst regulatory compliance is essential for the ship owner, operating costs remain an area of increasing concern. Fuel costs in particular have become a major headache. The shipyard utilises its experience in innovation and its considerable connections to offer the ship owner a wide range of ecoefficiency retrofits, all contributing to efficiency improvements and a consequential reduction in fuel consumption, and hence a reduction in carbon emissions. Eco-efficiency retrofits encompass the relatively simple and inexpensive such as variable speed pump control, thermal insulation and efficient hull coatings to the more esoteric and complex such as trim optimisation, propeller ducts and air lubrication. Cammell Laird is able to assist the ship owner

by providing turnkey solutions from concept to completion.

It is clear that Cammell Laird has a lot to offer clients and it is therefore no surprise that the yard has an ongoing relationship with several blue chip clients, such as the Aircraft Carrier Alliance. It is currently building centre blocks for two new aircraft carriers, and as John explained, the project, which started in 2010, will complete in 2015. “We have built and fully outfitted 10,000t of the new aircraft carriers, split over 15 modules that have been shipped to Rosyth for integration. We also had a team working on the module integration into the ship in Rosyth. The project has been a great success for us and ultimately led on to a contract to fabricate modules for the Astute Submarine programme,” he said, before adding details of another project: “We have just won a contract to design and build a double ended ferry for the Department for Regional Development Northern Ireland for Strangford Lough.

She will be a similar ship to the Portaferry II and will be delivered in 2016. We will be looking to provide a modern, more efficient and more environmentally friendly ship.”

The last five years have seen a lot of positive developments for Cammell Laird, with consolidation as the top support partner to the RFA, moving back into new builds and achieving the status of the busiest commercial ship repair and conversion yard in the UK. “Over the next five years we are looking to consolidate these new building activities, utilising our skills on both specialist and ‘one-off’ vessels and offshore structures,” John concluded.

“We are also looking to increase our support to the offshore services industries, including dry docking, refit and conversion projects.”

Cammell Laird

www.cammell-laird.co.uk • Delivers shipbuilding and conversion

projects, eco-efficiency installation concept surveys and design consultancy • Maintains a strong in-house technical department with extensive practical experience including a number of ballast water treatment design and system installations • Provides turnkey solutions for customers’ projects

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Profile: Europe Marine Control

In control

E

stablished during the 1980s by a team of electrical engineers with long-term expertise in shipboard installations, Europe Marine Control (EMC) has since worked on some of the most complex and state-of-the art vessels, resulting in a strong reputation in the global shipbuilding market.

“We are a relatively small organisation that consists of multi-disciplinary and highly experienced engineers and project managers, which thus makes us fully capable of taking on large as well as small projects where we can add value through the delivery of technical solutions and construction support,” says Stephan Kempen, managing director at EMC. “There are two main departments within EMC, drive and control systems and system integration.

Within the drive and control systems department, EMC provides the control systems for pipe and

cable laying equipment; we also work on the development of crane control systems and LNG offshore loading systems,” he adds. Within system integration the company focuses on the offshore market, where it works on PSVs, ATHS’, liftboats, pipe and cable lay vessels, offshore construction vessels and platforms, in addition to other offshore-related vessels and barges. EMC’s ability to work on a broad range of vessels has naturally led to it gaining a strong global customer base of ship owners, shipyards and OEMs that operate from locations such as South East Asia, the Middle East, Europe and Canada.

Following ventures with other companies operating under the 13,000 employee strong Pon umbrella over the years, EMC became part of the privately owned group in 2008, as Stephan confirms: “Based on a strong co-operation with other Pon companies at numerous offshore

Motrac Hydraulics: We make the difference

‘Innovative, distinctive, partnership’: three core values for every Motrac Hydraulics project.

With over 60 years of practical experience and extensive expertise in hydraulics and control technology, we continue to make the difference in our role as systems integrator.

Motrac Hydraulics is an international operation with more than 65 employees, specialising in the design, manufacture and maintenance of custom hydraulic drive systems. As well as our own production facilities and sales offices in the Netherlands and Germany we also have sales premises in Belgium and Poland.

One recent enjoyable challenge was a project for Maats cable layers, carried out with EMC, involving the in-house design and manufacture of custom manifolds and powerpacks for spoolers and tensioners.

www.shippingandmarine.co.uk - 35

Profile: EUROPE MARINE CONTROL

projects that EMC delivered or had in production, we became part of the Pon group. This gives us an advantage as the group provides a big network of sister companies that can support our projects as we are, in principle, a lean organisation with a strong core of specialist activity. It means we can receive the required additional support when we take on large projects, while also benefiting from the financial and strategic security that Pon provides.”

Alongside having the support of a major organisation, Stephan notes that EMC’s other strengths include flexibility and superior customer service: “EMC is a company where the lines are short and therefore very flexible. Despite delivering products and services similar to other large players in the market, the way we work with our clients is different.

We will adopt our organisation to the process of the customer or project, becoming part of the clients’ team instead of just a supplier.”

Operating as a fit-for-purpose supplier of reliable electrical systems, EMC supports shipyards and special equipment manufacturers in the area of thrusters and propellers, winches, tensioners, carousels for cable and pipe playing and overboard handling systems. Moreover, the company offers EMC Management Alarm and Control System (EPAC), a complete solution in ship automation, to its customers. Integrating power management, alarm shutdowns and control into one system, EPAC gives the operator one common interface for complete control of all integral installations on their vessel. A modular, flexible and fully customisable system, EPAC is a simple to use system and is accepted by all major classification societies.

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The company guarantees stability and availability of power in all circumstances with its power management system (PMS), which forms part of EPAC and is capable of automatic synchronising, load sharing, pre-defined electrical configurations that are customised per vessel, heavy consumer control, load management, black out recovery and automatic selection of a switchboard side for the azimuth thruster. EPAC also offers customers a complete PLC based alarm and shutdown modular system, which is capable of integration with other systems via serial communication or hardwired input, as well as a fully flexible and programmable control system that works with all other systems through serial communication or hardwired I/O. The control system can control various systems such as cargo, ballast, fuel, navigation, lighting, electrical power distribution and generators.

Developing its products, services and expertise has proven fruitful for EMC, as it continues to enjoy contract wins from clients across the globe. “At the moment the drive and control system department is the most busy and EMC is currently in the process of developing and building equipment for eight vessel systems, while three systems are in the process of commissioning. Meanwhile, the integration department is working on a number of standard designs together with owners and shipyards.

In addition to this, we are also diversifying our services with some new projects, where we deliver consultancy, engineering and project management for offshore ship owners,” highlights Stephan.

EMC is currently working on drive systems for six of Maats-tech projects,

split into two series of three vessels for both Sapura and Subsea 7, as Stephan discusses: “The Sapura vessels each have a 1500t and a 2500t Carousel drive and control system based on a DC supply from a common DC busbar. Each carousel has a hydraulic driven spooling arm to manipulate the product into the carousel. All is controlled from the EMC designed and delivered control cabins with air conditioning. In the cabins with CCTV and communication, luxury operator chairs are installed where the operator can control the equipment.

The hydraulic power packs and control manifolds are also delivered by EMC in co-operation with Motrac.

“Meanwhile, the Subsea 7 vessels each have similar carousels and apart from this also have two 30-tonne two track load out tensioners with top load possibility. Again all the drive and control systems, electrical and hydraulic, are designed and delivered

by EMC. The control systems delivered by EMC can connect with deck equipment from other suppliers to achieve a reliable operational process for our clients.”

Keen to develop as a company that will be recognised in the offshore industry, EMC will focus on maintaining positive relationships with its existing customers through the provision of support and solutions; the company is also looking for opportunities to increase its foothold in its established areas and markets, as Stephan concludes: “We want to explore different markets and form new alliances while keeping a close eye on where we can add value.

To do this we will move with market developments and meet our strategic targets in the process. We are also working on new developments within the market, such as DC and hybrid systems, as well as renewable energy.”

Europe Marine Control www.emcmarinecontrol.com

• Specialists in the design and installation of electrical systems • Global customer base • Part of Pon Group

Profile: Wilhelmsen Ship Management

At the

helm W

ith a tradition tracing back to 1861 when the founder of Wilh.

Wilhelmsen purchased his first vessel in Norway, Wilhelmsen Ship Management (WSM) has grown to become a leading vessel management service covering a comprehensive range of services for clients. Operating under the signature WW brand and headquartered in Kuala Lumpur, WSM specialises in third–party management services such as technical management, crew management and training, dry docking services, new building, technical consultancy, commercial management and ship recycling services. Seeing an increase from last year it now manages over 160 vessels worldwide through offices based in Olso, Houston, Singapore, Southampton and Pusan, and globally

employs over 500 office staff and 10,000 plus seafarers.

The company’s mission is to deliver products and services that significantly improve customers’ operational efficiency through highly recognised brands and access to an unparalleled global network. It does this whilst using its understanding of people, processes and innovation to shape the dynamics of the ship management industry to the benefit of its customers.

The company’s portfolio of vessels include Ro-Ro, seismic, LNG, LPG, containers, bulk carriers, car carriers, product tankers, offshore supply ships, specialised, passenger and cruise ships.

Within each segment it brings a wealth of experience and expertise in order to operate in the most effective way.

One of the most established segments for WSM is for Ro-Ro and PCC/ PCTC vessels of which it provides full technical management for over

100 ships. This segment also offers examples of award winning ships such as MV Tonsberg, which was awarded Ship of the Year 2011 by the Japan Society of Naval Architects and Ocean Engineers for transport efficiency and environmental compatibility. As well as this, PCTC ship MV Torrens received a ShipPax Award in 2005 for its highly flexible PCTC design and innovative solutions developed by Wilhelmsen Marine Consultants.

WSM is certified to operate ships to the ISM Code as well as to ISO 9001 and ISO 14001 standards of Quality and Environmental Assurance. As part of its commitment to health and safety, it plans all its activities with the goals of no personal injuries, no environmental incidents and no accidents. The extensive experience and expertise of the segments it operates in means that WSM can provide its services www.shippingandmarine.co.uk - 37

Profile: Wilhelmsen Ship Management

whilst working well within the specific safety parameters of that segment. For instance, in 2006 it was awarded with the BG annual safety award for its work within the LNG/ LPG vessel segment. BG described the adherence to safety standards as ‘exemplary’. Elsewhere, in the product and chemical shipping segment, WSM takes seriously the higher expectations for quality assurance and secure performance within the tanker industry by investing in systems and skills to develop its tankers and ensure its operations remain above compliance.

In other areas WSM continues to provide its expertise to shape the ship management industry. It works closely with clients within the highly specialised seismic ship management segment in order to achieve the goal of flawless operation. It manages container ships ranging in size from 1200 to 5000 TEU’s, and has a management portfolio of mega-yachts

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and large cruise ships, including ‘The World’. WSM can also provide a team of offshore professionals to offer full technical management of offshore

facilities by working closely with individual clients to meet their needs and standards. This management includes recruitment and manning,

full facilities management and support with the establishment of offshore gas sites.

As part of the complete ship management services offered by WSM, it also has extensive expertise in crew management and recruitment. With a global recruitment network across 24 countries it aims to be a key strategic partner, developing human resources in a cost-effective and quality-minded way to create long-term value. Full management of this includes planning, processing, database management, follow-up cases, crew accounting, payroll and allotments, and crew travel. It will work closely with clients to screen and recruit the right people, can provide experienced crew for highly skilled industries and will provide training to ensure continual development.

WSM’s experience and extensive understanding of the maritime industry mean that it can also provide clients with a personalised service in dry-docking, lay-up management, insurance and supervision of design and new building projects in order to provide the most complete and best possible ship management service.

Another significant service is its Green ship recycling capabilities ensuring socially responsible Green ship owners can have vessels dismantled and recycled, and hazardous materials disposed of according to high safety standards.

According to general manager, Haakon Lenz, business is going extremely well and is focused on expanding the cruise ship management in the near future. Long-term goals include further expansion of cruise management and a close eye on the market will be key to expansion in the offshore sector when the market improves. WSM’s vision is to be the shaper of the ship management industry, and being an industry leader coupled with this focus on future expansion puts it in a strong position to achieve this.

Wilhelmsen Ship Management

www.wilhelmsen.com • One of the world’s largest providers of third-party ship management services • Part of Wilh. Wilhelmsen Group • Future expansion of cruise and off-shore management

www.shippingandmarine.co.uk - 39

Profile: Luyt Group

Winch

craft

W

ith a history dating as far back as 1960, when Jan Luijt founded Machinefabriek Luyt NV to meet market demand of new build winches, Luyt Group was established in 2003 following strong growth in the winch market and increased customer demand. Today Luyt Group provides a comprehensive portfolio of maritime products, with Machinefabriek Luyt BV one of its key members.

Originally building winches for the fishing industry, Machinefabriek Luyt saw huge opportunities for growth due to the large demand for winches across the globe and began to design,

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develop and produce winches for other industries. The company went onto design more than 800 winches for its global client base. Led by its founder until 1998, Machinefabriek Luyt remains an independent, familyowned company that is now managed by his son AndrĂŠ Luijt and daughter Jacoline Luijt.

Although winch building, including the development and design of tailor-made winches, is the main activity of the group, it also provides services such as aluminium workboat construction, hulls up to 25 metres and the delivery and maintenance of ship diesel engines, generators and special filter systems.

The group’s main customers within

the winch-building segment of its operations are based in Europe, Dubai, Egypt, the Red Sea and Black Sea, while its construction services have attracted the attention of firms operating in the North Sea and Europe. Meanwhile, maintenance and repair work takes place at Dokbedrijf Luyt BV in Den Oever, which is where the group’s dockyard and floating lift dock is based. It is here that work on tall shafts, propellers and shafts take place, as well as the application of painting, power housing and anti foul lines.

In close proximity to Den Oever is Friesland Diesel Motoren BV (FDM), which specialises in servicing and maintenance of engines onboard

vessels. Luyt Group’s core customer base includes international firms in the offshore, dredging, fishing and other maritime industries.

Since it was previously featured in Shipping and Marine magazine in January 2014, the group has enjoyed increased demand from the market due to the bankruptcy of competitors, an increased interest in extending the life of vessels and the opening of a new division that is focused on marine diesel engines. “We are very busy,” confirms Patrick Koopman, production and sales manager at Luyt Group. “We have repaired a lot of winches and manufactured a lot of new winches over the last few months. There are currently a number of vessels in the harbour for a range of jobs and we also have a vessel over in England at the moment, the Sara Lena BM-30. We have taken her gearbox out in the main engine and replaced it; in addition, we have put a new conveyor and elevator belt on the

ship, which is to be trialled in March.

“With regards to our new division that focuses on marine diesel engines, things are going very well; we have always been a sub-dealer of Caterpillar engines and we now have three engineers in this segment. They have a lot of work on, which is great for us. Work within this business segment began on fishing vessels, but it has since expanded into dredging and offshore vessels, so it’s a good start.”

Using its 54 years of expertise, Luyt Group’s engineering department designs winches in 3-D programmes and recently developed a series of winches that meet the rules and regulations of well-established classification bureaus and ISO standards. Complementing the work of these engineers, the technical engineers install the winches worldwide and can test on location.

Luyt Group also meets the needs of customers by sending engineers out

REGGIANA RIDUTTORI

REGGIANA RIDUTTORI is an Italian manufacturer of planetary and helical gearboxes. The head office takes care of research, design and development of power transmission systems dedicated towards applications in the heavy industrial, agricultural, marine and mobile sectors. To secure a close companionship with customers a worldwide network of branches with specialised engineers and local stock is active. Its gearboxes are capable of transmitting torque ranging from 650 to 4,300,000Nm. and are available in ratios of 3,4:1 to over 10.000:1.

The Luyt group noticed the range of RR gearbox products for its winches.

Together with RR Holland the right gearbox choices are made to secure a good working system. RR Holland is the official branch office of Reggiana Riduttori products for the Benelux with a large local stock for fast deliveries.

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Profile: Luyt Group

ELSTO

Strong points of the Dutch shipbuilding industry are; quality, innovation and adaptability.

Strong points that equally apply to ELSTO Drives & Controls.

As developer and manufacturer of customer specific drive for extreme applications, ELSTO has been for many years a reliable partner for the shipbuilding and off-shore industry, both in the Netherlands and abroad.

Within the Stokvis Group ELSTO is often challenged to develop innovative drives and controls solutions for instance by winch builder and co-group member Emcé.

This not only offers insider knowledge, but also advantages with development, design and production, advantages we gladly pass on to our customers.

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directly to complete any maintenance, modification, repair and service on winches through the provision of a 24 hour service. Indeed, it is this availability and commitment to quality that has partially resulted in the full order book that the group is currently enjoying.

Another reason behind the group’s impressive growth is its ability to listen to market and customer demand and respond with innovative solutions; a strength that has resulted in its unique range of rust-proof, salt water resistant winches, as Patrick Koopman notes: “At the moment we have two vessels that are having stainless steel winches fitted on them; one is from Germany and the other from Holland. The issue for winches on vessels is salt water, which makes everything rusty, but with stainless steel it eradicates all of these problems for customers, so it is a good development for us. We already have five vessels with the winches installed.”

With a full order book in place until October 2015, the future looks positive for Luyt Group as it reaps the benefits of other companies becoming bankrupt in a challenging market and becomes a stronger player in the winch industry. “We anticipate more work in the winch division of our group as some big winch companies don’t exist any more but their winches are still in operation.

There are still firms out there that need these winches to be serviced or repaired, which provides us with good opportunities for growth over the coming years,” concludes Patrick Koopman.

Luyt Group B.V.

www.luytgroep.nl • Winch specialist for 55 years • Provide service and repair on other brand winches • Offer customised designs

Profile: QUARTZELEC

EM’Powering the oil, gas and marine markets Quartzelec’s workforce delivers its competitive edge

E

lectrical machines feature prominently in almost every industrial sector around the globe; and are the driving force behind these businesses. The oil & gas and marine sectors are no exception; simply look at any aspect of any business operating in one of these areas and there will be a bespoke electrical motor or generator at the centre of every critical capability, process or service.

The rating and cost of these machines varies significantly in line with the machines’ duty, as does the diversity and number of companies that design and build them. At one end of the spectrum there are the relatively ‘inexpensive’ low voltage motors that are often regarded as ‘disposable / replacement’ items when faults occur; supplied to a set price point and with a given life expectancy. However, transition into the high voltage sector and it becomes a different matter. Here a much smaller number of specialist global manufacturers are involved. Typically costing tens or more commonly hundreds of thousands of pounds to purchase, these large motors are inevitably in constant operation and due to constant moving parts are

subject to progressive wear. Machines typically rated at 3.3kV and above would have specific and ongoing monitoring and maintenance to keep them operational.

While a number of OEM equipment providers offer ‘through life’ support, often at a price, there are some instances where the original manufacturer is no longer in operation or they no longer support particular categories of equipment.

This has resulted in the establishment of specialist companies like Quartzelec, a leading international and independent electrical engineering group that provides a comprehensive range of support services for rotating electrical machines. Created in 2009, through a management buy-out, and with a turnover now approaching £60 million, the company can trace its lineage back over 80 years. Its impressive heritage includes several of the great names in electrical design and fabrication including British Thomson Houston (BTH), AEI, GEC Machines, GEC Alsthom Large Machines, ALSTOM and Cegelec.

With a highly skilled, experienced and knowledgeable workforce, Quartzelec has multiple UK and overseas locations, however, the company’s HQ and flagship workshop

is located in new, purpose built facilities in Rugby from where it can manage the repair, overhaul and maintenance of rotating electrical equipment. In addition to these extensive workshop facilities, the team also has access to an extensive library of design drawings and a full design department which means it can manufacture strategic replacement parts or reverse engineer complete machines (electrical and mechanically interchangeable) to meet growing customer requirements.

With a customer base that’s spread throughout the marine and oil & gas industries, a core Quartzelec strength is in having highly experienced teams located close to key operations.

Aberdeen is a perfect example and is playing a key part in the company’s success and the drive it has for expansion today.

“Our engineers and electricians undertake general maintenance, repair and installation work on an array of vessels, rigs and land based facilities across the region,” explained Jamie Burns, the recently appointed general manager for the Aberdeen operation.

“Quartzelec has been the supplier of choice to many businesses within the oil & gas and marine sectors for many years, working on high voltage www.shippingandmarine.co.uk - 43

Profile: QUARTZELEC

generation on platforms in the North Sea and the vessels that support them, and we have our own large repair facility situated at the harbour side.

“For many years we’ve been used as a main support channel, keeping high voltage machines up and running, but without much forward planning. When a machine ‘broke down’ we would mobilise a team and head straight out to site. Now we increasingly undertake more pro-active project based work and have invested time and money into people and equipment to become a better solutions provider – effectively

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empowering our customers to take more control of their requirements when it comes to electrical machines.

Planned maintenance is becoming increasingly important so in response to customers’ requests, we’ve developed a full condition monitoring package - Lifeview®; through our Swiss based business Quartzteq. We now offer mobile and fixed monitoring solutions and can subject equipment to processes such as partial discharge checks and vibration analysis, with the aim of preventing breakdowns. This in turn means less downtime for our customers and

better management of overall costs.”

Operating in such a niche market, ensuring the right people, with the right skills set and accreditation is vital, so Quartzelec has focused on recruiting and training. Over the past few months, five additional technicians have been added to Aberdeen’s existing complement of 50 and the search is on to increase this further over coming months. There are also plans to establish operations in both Leith and Glasgow to extend capabilities and provide a complete electrical offering.

“Within the marine business, we’re

highly regarded as one of the best at what we do,” Jamie continued, and a recent project exemplifies this. “We typically perform general ‘day-to-day’ maintenance on an array of electrical switchgear and switchboards, breakers and dynamic positioning and communications systems right through to complete overhauls and retrofits on anything electrical on a vessel which could involve dry dock services and even sea trials – but when the need arises we pull out all the stops. In this instance engine fire damage to a vessel at sea resulted in extensive damage to cable runs and we were contracted in to ensure it was out of charter for the shortest amount of time possible. We operated a sevenman team, around the clock, to strip back the damaged cables to the point of origin and replace them to the specification standard and in a time scale that suited the customer.”

It’s this same level of dedication

that’s seen Quartzelec engineers sent all over the world to carry out marine and oil & gas tasks, ranging from investigative work to entire studies and delivering projects. There is little doubt in the company’s ability to perform and trusted partners like ATB Laurence Scott and Brook Crompton for whom Quartzelec are authorised repairers further underpin this.

“It is our workforce that provides our biggest competitive edge,” concludes Jamie. “Customer satisfaction has been at the heart of everything we do and reputation and word of mouth are fundamental. The marine and oil & gas markets are relatively small, close knit communities, so we have to continually provide exemplary customer service; continually improve and ensure the job is done to the best standard and as fast and efficiently as possible – backed up by strong project management.”

So when it comes to replacing damaged cables and ‘disposable’ motors right through to the installation, service and repair of bespoke high value, high voltage electrical motors and generators Quartzelec has the drive, determination and skills to deliver a practical and cost effective solution - empowering the oil & gas and the marine sectors and providing the service and support they demand.

For more information on the maintenance, repair and service of electrical motors and generators for the oil & gas and marine sectors contact Jamie Burns, Quartzelec’s General Manager in Aberdeen on 44 (0)1224 593008 or email Jamie.

Burns@Quartzelec.com. For general information on the services available from Quartzelec, please call 44 (0) 1788 512512 or email Jody.

Townsend@Quartzelec.com

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Profile: Antwerp Bulk Terminal

Adding

bulk S

tarting off as a coal and scrap dealer in 1925, Sea Invest has come a long way to become the international terminal operating and stevedoring company it is today. Spread across two continents and employing 5500 people across 25 ports in eight countries, the company sees an average annual turnover of over 100 million tonnes. Major sites are spread out between France, Belgium, Netherlands, Germany and Poland with African sites in Senegal, Ivory Coast and South Africa. It has developed a worldwide reputation when dealing with fruit, dry and liquid bulk and places quality service and customer satisfaction above all. One of the company’s main assets which has been part of Sea Invest for over 20 years is Antwerp Bulk Terminal (ABT) NV in Belgium.

Employing around 3000 people and covering a total area of 134 hectares, the terminal consists of four individual docks dealing with dry bulk, break bulk, container and Ro-Ro cargo, and stands as Europe’s distribution centre for granite blocks. Despite its size and the fact that the facility is inland, it has access to very good connections to waterway, road and rail meaning that the terminal is suitably placed as a centre for distribution making it an important global logistical hub.

The terminal’s largest dock is Delwaide dock, covering 80 hectares with a total quay length of 1.8km, it is capable of facilitating capesize vessels up to a draft of 15.56m. The dock is used for solid fuels, iron ore and biomass and has the ability to load barges, trains and coasters. The dock also provides screening services. ABT’s logistic position at Delwaide dock with access to the railway is

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enhanced by the joint venture Sea Invest has with the Belgian Railway Company (in which Sea Invest is the majority stake holder) meaning that ABT has a large number of carriages at its disposal thus improving the logistical position of ABT in Europe.

After that comes the Sixth harbour dock covering 40 hectares with a total quay length of 1.2km and draft capacity of 14.5m. The dock deals with industrial minerals, solid bulk, break bulk, containers, biomass and agribulk cargo and has the facilities to screen, pack and crush. The dock boasts a 60,000 square metres covered storage area. The Sixth harbour dock also forms part of Antwerp’s Sea-tank terminal which in total provides two million cubic metres of liquid storage across three sites.

Leopold dock covers an area of 12 hectares with a 1.2km quay length and draft of 13.5m, dealing with agribulk, pig iron, biomass and industrial minerals. It has four cranes in total ranging from 40 to 50ft lifting capacity and has 50,000 square metres of covered storage.

The smallest of the docks at ABT is Amerika dock covering four hectares with a 400m quay length. It has 23,000 square metres of covered storage capacity, a draft of 11.4m and operates with industrial minerals and biomass.

ABT forms part of Sea Invest’s major dry bulk operations, and together with the Bordeaux terminal in France it is particularly set up to handle container cargo. The company has major break bulking sites in France where terminals are specialised in handling tropical tree trunks, wood, big bags and steel products, and the Ghent terminals in Belgium are specially set up to handle a large volume of RoRo cargo. The diversification and specialisation of multiple sites across Europe is part of Sea Invest’s focus on providing a comprehensive and personalised quality service to its customers.

As part of Sea Invest’s commitment to quality service it ensures that its

terminals have the right facilities to meet all its customers needs in the best way. Its dry bulk terminals are set up to handle any kind of dry bulk cargo with advanced and modern installations designed to be as fast and efficient as possible.

ABT provides a fleet of multipurpose mobile cranes and forklifts for discharge and loading operations.

Not only does Sea Invest have a commitment to its customers but also to its adherence to safety and environmental standards. It continuously sets itself stricter environmental standards to promote and encourage responsibility for a safe and healthy environment around the terminals throughout the company. Aside to this is its commitment to employee development and safety, priding itself on its employee safety first even over economic targets. This all means that the ports and terminals operated

by Sea Invest, of which ABT is a

significant one, are done so in a safe and responsible manner whilst still achieving speed and efficiency to deliver quality customer satisfaction.

This continual dedication to development is part of the reason why Sea Invest has grown to be the global port operator that it is today.

Sea Invest itself attributes its present position to the commitment it has to its customers, following the fact that its customer’s objective is its focus and as long as this remains true Sea Invest and ABT look to enjoy more of the growth they have experienced over the last 90 years.

Antwerp Bulk Terminal

http://www.sea-invest.com/en/ company-detail/antwerp-bulkterminal/ • Part of Sea Invest Group • Site covering 134 hectares • Dry bulk, container and RoRo terminal

www.shippingandmarine.co.uk - 47

Profile: A.S.A.P Supplies

Express

delivery

A

.S.A.P. Supplies offers a comprehensive range of over 12,500 marine products with a special price discount structure to appeal to the leisure and commercial sectors.

With its proven technical knowledge and outstanding customer service it strives to exceed consumer expectations to provide clients with the service they deserve. The product offering today ranges from cabin equipment through to pumps and steering equipment, all available with impressive availability.

First established in 1989, the partnership utilised the back of a van as a showroom and sales office, but as business quickly grew, it became clear expansion into new offices was essential. When new units became available in 1992, the company secured a move that not only allowed for a greater storage of stock, but also ultimately ensured it was able to provide a much quicker service.

48 - www.shippingandmarine.co.uk

The website launch in 1999 has been responsible for its exponential growth, and as a mail order company, A.S.A.P. Supplies works closely with a selection of exclusive couriers including Royal Mail, Parcel Force, Interlink and DHL to provide a worldwide delivery coverage.

Customers benefit from the ability to select a desired courier and a delivery option that suits their operation.

The business has over 25 years of experience dealing with marine products and spares for boats of all shapes and sizes, and during that time has attracted a varying fleet of customers, which are time and again drawn to the high degree of technical knowledge and quality service that the business has become renowned for. Not only is its staff available on the phone to provide that, often much needed, assistance, but it also operates a free live chat service where clients can talk to technically experienced advisors who will strive

to answer any query on the spot.

Online, the business provides a well developed and user friendly shop, where the thousands of marine products and boat parts can be purchased. It also provides a vast, and ever expanding technical library containing hundreds of information rich PDF documents covering its range of marine products.

In 2010 A.S.A.P Supplies made some big changes, in order to accommodate the growing expectations of its varied and valued customers. An upgrade to a new accounting system, allowed for a faster and more efficient turnaround of orders, launched at the same time as its new look website, developed in response to customer feedback and its desire to provide customers with the best possible shopping experience. As a modern business, investment in new technology is a key aspect of its success, and the delivery of this has seen the website

continue to grow in popularity and functionality. Improvements to the technical library, navigation images and reduced section click through, make the user experience straightforward, and importantly save valuable time. The company has also spent time developing its social networking profile, which has proven to be a great success, with an ever-growing number of loyal followers watching for information, news and discount codes.

Throughout the history of the business, it has been a regular attendee of the London Boat Show, often partnering with key suppliers, as it promotes its vast range to the industry. In a ceremony held at the show in 2015, the company’s director and co-founder Peter Edwards received the Boating Business Lifetime Achievement Award at the MTA BB Awards, held within the show. This year also sees the introduction of a refreshed company logo as it gears itself for anticipated growth. Such growth is expected, not simply through the promotion of the business, but also as a result of the new e-commerce, web and order system, which went live in February 2015.

Reflecting the close working relationship with commercial fishermen and the fishing sector since 1989, in March 2015 the business attended the Skipper Expo International in Galway, and again in Aberdeen in May, where it looks to further extend those relationships, as well as forming new ones. Of great importance too is the Seawork International Exhibition, which will be held in June. Seawork International is the largest and fastest growing commercial marine and workboat event to be held in a European working port. Seawork goes from strength to strength by attracting even more visitors to what has become the leading UK marine trade show.

Driven by its mission to be the number one choice for worldwide equipment supply and distribution, A.S.A.P carefully selects its stock lines. In doing so, its customer base remains confident that being

offered are the best products for the job, whether the application is commercial, pleasure, industrial or offshore new builds or refits.

Of fundamental importance is that A.S.A.P don’t just supply goods, but also prides itself on the service it provides.

A.S.A.P Supplies

www.asap-supplies.com • Comprehensive range of products • Strong technical expertise • Worldwide delivery

www.shippingandmarine.co.uk - 49

Profile: Port of Split Port of Split, City port basin

A vital

link

R

epresenting Croatia’s largest passenger port as well as one of the largest in the Mediterranean, the vibrant Port of Split is a vital link in the transit of passengers and cargo in and out of the Croatian islands and mainland. The port is managed by the Port Authority of Split, which has a statutory task to undertake construction, maintenance and management duties within the Port of Split Area.

The Port of Split and its managing authority was last profiled in Shipping and Marine magazine in September 2013, during which time port managing director, Milan Blazevski discussed the importance of the port as a logistical link as well as economic advantage offered by its location. This remains true today and the port’s unique offering is set to become increasingly important over the coming years. “The Port of Split plays a crucial role in connecting the eastern and western coasts of the Adriatic Sea, i.e. Croatia and Italy.

The port provides top quality service for cruise ships and we have been continually working on raising the level of port service. The city of Split 50 - www.shippingandmarine.co.uk

is already almost an unavoidable cruise travel destination in the Mediterranean. Besides the United Nations Educational, Scientific and Cultural Organization (UNESCO) listed Diocletian’s Palace in the old city core of Split, there are many shore excursion destinations that are accessible from Split,” Milan says.

“The Port of Split is given a competitive edge by its strategic location in the centre of the eastern Adriatic coast, by the increased tourist demand and last but certainly not least, by the fact that the Port of Split is a gateway to the Central Dalmatian islands, including Brač, Hvar, Šolta, Vis, Korčula and Lastovo,” he continues. “Split is located in the centre of the future EU’s AdriaticIonian macro-region and the Port of Split is a crucial hub for local and international maritime travel in this part of Europe – in fact Europe’s only scheduled seaplane service flies from the Port of Split to the nearby islands.

The primary objective of the Port of Split Authority is to provide the best possible port service for connecting the Central Dalmatian islands to the Croatian mainland throughout the year.”

In line with its responsibility to maintain the effective running and growth of the port and its facilities, the Port Authority of Split is working to continually improve the port’s services.

The port benefits from excellent opportunities to expand on its current intermodal transport infrastructure, which serves both its passenger and freight port basins via railway and the A1 motorway between Split and Zagreb. Split currently has four cargo basins that use its rail and road links, making it the second cargo port in Croatia after Rijeka. To further enhance the effectiveness of its cargo facilities and transport infrastructure, the Port of Split Authority is working in tandem with Croatian national authorities to obtain permission from the European Commission for the establishment of a border inspection post complete with veterinary and phytosanitary inspectors.

Indeed the Port of Split is currently in the midst of a period of significant investment, including the development of new berths to accommodate the trend of larger vessels appearing in the marine environment. “From 2017 the two new berths on the outer side of the city port basin breakwater will

Proposed new outer berths, Port of Split

accommodate cruise ships with a maximum length of 320 metres and 270 metres respectively, with 10.5 metre maximum draft,” Milan reveals.

“This will significantly increase the port’s existing capacity to accept large cruise ships and thus raise its own capacity, level of service, safety and security for all the passengers.

The total amount of the investment, including the VAT, would amount to around €30 million.”

Additionally, the Port of Split Authority is overseeing major investments to improve and add to its passenger terminal facilities, as Milan explains: “The Port of Split Authority has been preparing the documentation for the new international passenger terminal construction project in the City Port Basin worth around €45 million, which is expected to be co-financed through the EU funds. Another project that has been prepared is the enlargement of the St. Peter’s pier and the Duke Domagoj Coast promenade in the city port basin, worth around €15 million.

We are also working on the documentation for the new passenger port area including the construction of the multipurpose terminal project in Stinice area in the Vranjic-Solin port basin, worth around €15 million.”

The investment into the Port of Split’s facilities and infrastructure is in response to a steady increase in the number of passengers and freight travelling through the port. During 2014 some 4,451,638 passengers travelled through the port representing a one per cent rise on 2013, while the number of vehicles passing through the port reached 651,150. “This partly reflects increased interest in the city

of Split and the Central Dalmatia region as a tourist destination,” Milan concludes. “The Port of Split is expecting the record breaking 276 cruise ship calls and around 250,000 cruise ship passengers in 2015. The key challenge is to co-ordinate our efforts to raise the level of service with the local, regional and national and cross-border stakeholders and to play a responsible role in the community

by taking part in the new sustainable development paradigm of Split and the region.”

Port of Split

http://portsplit.com/ • One of the largest passenger ports in

the Mediterranean • A vital freight terminal • Continued investment totalling millions of euros

www.shippingandmarine.co.uk - 51

Profile: Bogerd Martin

Going

electronic

W

ith a history dating as far back as 1911, Bogerd Martin has more than 100 years experience of supplying charts and nautical publications to the marine industry. As one of the largest distributors in its market, Bogerd Martin boasts a global customer base thanks to its ability to respond to customer requests for printed and electronic charts that ensure vessels receive critical navigational data wherever they are in the world in a quick, accurate and efficient manner. By delivering a simple endto-end solution, Bogerd Martin can successfully meet all navigational needs.

Under new SOLAS regulations, any vessels over 500 gross tonnes must be fitted with ECDIS (electronic chart display and information system) by 2018. As a leader in the supply of electronic charts since they were first launched more than ten years ago, Bogerd Martin has the expertise to help ship owners and managers 52 - www.shippingandmarine.co.uk

select the right product at the right time. The implementation of ECDIS is spread over a period of six years, from 2012-2018, with new passenger ships over 500 gross tonnes and new tankers up to 3000 gross tonnes the first required to legally comply by July 2012. The next ships required to have ECDIS installed were new cargo ships up to 3000 gross tonnes and existing passenger ships up to 500 gross tonnes, which became mandatory in July 2014. Existing tankers over 3000 GRT are next and need to be compliant by July 2015.

To enhance availability to customers across the globe, the company headquartered in Antwerp - has strategically expanded its presence with offices in Shanghai and Tianjin, China, where it not only provides charts, but also technical and safety equipment to bustling shipyards, including a significant quantity of ECDIS from PC Maritime.

On top of this, Bogerd Martin established a new office in the heart of Hong Kong’s shipping community in

January 2014 to help meet the needs of its growing customer base in this region, as Michael Martin, managing director of Bogerd Martin, notes: “We opened a new office in Hong Kong with the intention of being closer to the many shipping firms in the market there; because of the developments in electronic charting and the fact that the whole process is quite complex, we feel it is important we are close to our customers to offer tailor-made supply and support services as they make the transition from paper to electronic charts.”

Located on Container Port Road in Kawi Chung, the new office is staffed with knowledgeable and competent local personnel under the management of Enrico SR D’Souza. Here Bogerd Martin provides a comprehensive range of services, including printed and electronic charts, folio management and digital publications.

Moreover, its newly updated Chart Track programme will be available to customers wanting to optimise the management of charts and new

editions on their ships through the automated order facility.

Discussing the new and improved Chart Track Navigator solution, Michael states: “We have had Chart Track on the market for some 13 years and we have completely revamped the programme so it is now a platform onto which we can add value added products. In phase one we basically revamped what it did already, the management and updating of paper products and paper applications and as we speak, we are rolling out this new version to our subscribing vessels.

By the summer time we will have completed phase two, which will add functionalities to manage and update electronic charts and publications.

This enables vessels, from the same platform, to manage different types of media without having to switch from one programme to the other to update electronic charts or paper charts. It can all be done on a single platform.”

Taking folio management to the

next level, Chart Track Navigator helps those on board ships to manage inventories, orders and corrections by enabling crews to list their inventory, activate or deactivate geographical areas and to download vessel-specific notices to mariners and tracings via email. Moreover, Chart Track Navigator integrates with Findaport so users can click a destination and find all the information they require.

As a complete chart and publication management solution for both paper and electronic, the key features of Chart Track Navigator include a more user friendly interface, a graphical display of the catalogue, which enables users to select charts with ease and see what they already have on-board, and full ENC management, which allows the user to identify active ENCs to see which need updating and expiration dates.

Chart Track Navigator will also allow customers to add on optional applications at a modular cost.

These include route planning, port information, weather information, piracy information, port entry forms management and advanced planning.

Moving forward, Bogerd Martin is looking to open up offices in strategic locations over the next 12 months, while also continuing its mission to deliver support to customers as they make the transition to electronic charts and publications. “The sale of electronic products will overtake the sale of paper in the next three to five years. However, to make this attractive to customers we must develop solutions that add value to this process,” concludes Michael.

Bogerd Martin

www.martin.be • One of largest distributors of charts and nautical publications • Recently updated the Chart Track Navigator programme • Strengthened foothold in Asia with new office in Hong Kong

www.shippingandmarine.co.uk - 53

Profile: WALTER LAUK group

way

The water

E

stablished in 1982, Walter Lauk Group began port barging activities and the transport of cargo from its position in the Port of Hamburg.

Utilising its own river barges the business built upon its navigational expertise of the waterways to exploit international forwarding and transportation, and the delivery of a diverse range of services. In that time it has successfully established strong relationships with numerous companies involved in goods packing for export all over the world, as well as businesses specialising predominately in the transport of project cargo on a global scale.

As a privately owned company, the organisation benefits from a tight communication procedure that ensures decisions are made quickly with good flexibility when organising the transport. Commenting in a previous interview with Shipping and Marine, Volker Jaeger, senior manager, said: 54 - www.shippingandmarine.co.uk

“Without the large overheads that many other companies have, we start at an advantage in terms of cost. We also have very short communication links between the owners and the people who are doing the daily business, so the process to conclude on how best to address any issues is very short.� Transporting project cargos and containers, the Walter Lauk Group has established a fine reputation over the last few years for its high degree of flexibility and commitment.

The crisis between 2008 and 2009 proved to be a big challenge for the business but during this time the benefits of remaining a privately owned company were really highlighted. The combination of being a small company, and an employer of a number of experts, gave the business a chance to survive the difficult period.

By looking to the future with optimism the Group has witnessed the container handling industry in Hamburg

noticeably growing on a continuous platform, which will ultimately see increased future participation. As a result of its heavy involvement in the transport of containers, over the years Walter Lauk has purchased bigger barges as and when new opportunities arise. By ensuring that relevant investment is made to undertake the work in the most efficient way, it was quickly able to supersede the early flat racks and the barges within the business that were not designed for such heavy duty purposes.

Offering an environmentally friendly transport alternative for large-volume project cargo, heavy weight cargo and containers, the Group is renowned for its cost competitive service, whilst also delivering on performance and quality. Operating the valuable sized fleet is a highly motivated and skilled workforce that Walter Lauk has worked hard to train and develop.

Building upon that experience gained within the industry has enabled the

company to provide a well-organised service at a good price, using vessels with a variety of capabilities, which ensures that the business can react to all loading and discharge requirements of the shipping industry. Furthermore, it provides an offer of ancillary services within inland waterway transportation such as cargo controls.

Working regularly with some of the largest organisations in the Hamburg region, the business looks to ongoing investment to maintain its strength, and as a result has been actively researching the feasibility of further investments into the fleet.

However, through holding a very clear understanding of the industry that it works within, and the importance of balancing the cost and the benefits of the new equipment on the market, a true focus on future opportunities will ultimately determine what investment is made. Throughout the history of the business, operational demands have changed dramatically, further highlighting the importance of remaining at the forefront of the technology.

Having recently extended its services to include the Börde Container Feeder (BCF) joint venture, Walter Lauk takes position as a feeder service under the arrangement. It is a transportation solution using river barges servicing a number of areas, and to date that service continues to be extended.

There are a number of environmental and cost benefits to running this service, but as a relatively slow method of transportation in comparison to hauling the loads by truck, it is not always the first consideration. With cargo destined for locations such as Saxony and Leipzig it is sometimes essential to use a combination of river barge and track solutions to ensure the most efficient option.

Responding to this requirement and demonstrating its commitment to providing a complete service, the group has developed a long distance transport ‘container trucking’ department offering several fast truck routes throughout Germany. The demand for transport using the port barges has slowly declined due to the fact that a greater amount of cargo was being moved into containers.

Being able to participate in this business is one of the reasons the division was first established. As a company that is always looking to the next step, its strategy as it moves forward is to develop in a way that it remains both at the leading edge of the market as well as retaining its competitive advantage.

Walter Lauk Group

www.walterlauk.de • Port barging and transport • International forwarding and transportation • Large fleet catering for range of cargo

Bremer Schiffsmeldedienst

The Bremer Schiffsmeldedienst (BSMD) was established in 1948 as a ship reporting service along the river Weser.

Since then it has been a privately owned company with two 24/7/365 operational offices.

With regard to the needs of the Port and Shipping Communities in Germany and other countries the business was consequently developed with the offer for data gathering according to international and national regulations such as Dangerous Goods, ISPS, Customs Declarations and the National Single Window.

www.shippingandmarine.co.uk - 55

Profile: Fareast Ship Management

Strength in

staff F

ounded in 2012 by a young yet highly experienced team of professionals, Fareast Ship Management Hong Kong Ltd. (FSMHK) was established to offer high quality and personalised services in ship management operations to the owners of various ship owners throughout the world. As such, in only a short amount of time the company has established its own and associated offices within Asia, Africa, Europe, the Middle East and the Americas.

Throughout its history the company’s team of well-trained and like-minded professionals has developed FSMHK according to a combined synergy concept that combines experience and expertise to offer bespoke ship management solutions to well reputed oil majors, owners and ship management companies. These solutions include technical, commercial, legal and insurance, ship purchase and takeover planning, dry docking/repairs and conversion management, certifications and day-to-day operational problem solving and its services allow the ship owner to concentrate purely on cargo fixture and freight collection.

In addition to its comprehensive ship management services, FSMHK also maintains close relations with a number of chartering and brokering 56 - www.shippingandmarine.co.uk

houses that assists owners with commercial fixtures and provide prefixture and post-fixture value added services. As such the organisation handles a huge range of services across a wide scale of shipping related projects, which enables it to provide full flexibility to select any type of service or package of services that suits a clients’ needs. Furthermore FSMHK is also part of the Fareast Group, a group of pioneering ISO certified companies covering various sectors in the marine industry.

“FSMHK has moved under the group umbrella of the Fareast Group, which has activities like ship owning, ship chartering, sale and purchase of ships, shipping agency, marine consultancy and surveys and marine recruitment agency, new building projects and site supervision which has helped the company to assist owners to obtain all services as one stop solutions,” elaborates managing director, Surinder Singh. “The group profile assists new and upcoming ship owners, investment firms or private equity funding to comfortably enter the shipping sector to earn excellent benefits and positive returns. We offer various tailor-made projects suited to the individual investor’s requirements and profile. All of the businesses within the group maintain the personalised and bespoke approach

that clients look for and there is no compromise to work that is below the company benchmark, which is designed to follow the compliance standards of the shipping industry.”

Since FSMHK was last featured in Shipping & Marine magazine during October 2014, the business has continued to grow and has increased its presence within the tanker market as Surinder explains: “Since the last feature the company has expanded its fleet to over 20 vessels and specialised more in tanker management with its present fleet of very large crude carriers (VLCCs), very large gas carriers (VLGCs), oil, chemical and gas tankers. We have also been very actively involved in vessel operations, assisting the ship owners and further offering our commercial management services. We have gone further to extend commercial management along with technical management to owners that seek these services under one banner. As such our seagoing staff and shore team have proportionally multiplied, giving us more room to accommodate more vessels.”

Despite a challenging market FSMHK has enjoyed a successful and sustained history of growth and remains prepared to anticipate the needs of its clients as well as the changing tides of the marine sector. “Any good ship management company, whether it is FSMHK or another, will share a similar line of approach of preplanning all regulations, which are planned to come in say over two to three years,” Surinder says. “So 2015 regulations which were declared in 2012 or 2013 or example, were planned for right away so there would be no last minute rush to comply. For vessels coming into service as late as 2014, work was arranged promptly so we don’t see challenges in deploying them in 2015. The real challenge on the other hand, is working with older ships to reach the standards put forth by various countries and in this we take assistance from the class and makers to find the best solution to ensure the vessels do get compliant.

The sulphur emissions control area (ECA) and the ballast water treatment regulations have been some recent examples of new requirements.”

FSMHK has over its history

also proven itself to be a reliable and effective partner to clients seeking to weather the turbulent conditions created by the global economic downturn and increasing environmental regulation. “We operate as an opportunity for ship owners under distress where with our experience and vast network, we can assist them with vessel’s commercial, chartering and technical handling to help keep them afloat in the market,” Surinder comments.

“In fact this is one of the company’s biggest strengths. In the past we have assisted many owners who suffered setbacks and helped them to revive in the industry. We take up these challenges more and more often and the services that we provide are advertised as word of mouth through owners, charterers, ship brokers and

even insurance brokers, which we consider our best marketing tool. It is the practical experience of our clients which really helps FSMHK to get more business.”

As part of its association with the Fareast Group, plans are in place for FSMHK to acquire a number of new vessels over the coming months that will allow it to continue to develop its presence in the tanker market and beyond.

“We have obtained the assignment for another two new buildings to commence from March 2015,” continued Surinder. “The new building supervision and chartering of these vessels will be handled by the group companies and the technical and commercial management has been awarded to FSMHK.”

Fareast Ship Management

www.fsmhk.com • Provider of ship management services • Operational worldwide with global offices • Part of the Fareast Group

KATRADIS group of companies Established in 1936 in Piraeus, Greece, the Katradis Group of companies is one of the most prominent organisations in the shipping industry with a wide range of products and services supplied throughout Greece and worldwide. The business is an LRQA ISO 9001 certified manufacturer of synthetic mooring ropes and associated slings (UHMWPE, aramid, polypropylene, nylon, polyester, mixed / dual fibre ropes) in both single and double braided execution, with specialisation in tanker vessel mooring as per OCIMF regulations and recommendations, additionally manufacturing zinc and aluminum sacrificial anodes, and fabricating steel wire rope (GL, LR, API approved ). It is a leading stockist of anchors and stud link anchor chain cables, container fittings, alloy steel chain, slings and lashing webbings, port development equipment, rubber dock fenders, buoys, floating marinas, bollards, oil booms, vessel deck equipment and a 2452 kN service provider from its LR approved testing facility.

www.shippingandmarine.co.uk - 57

Profile: ELTORQUE

High

precision C

elebrating its 20th anniversary in 2014, Eltorque AS has been focused on the invention, development, manufacture and marketing of electromechanical machines for positioning and controlled rotational movement since 1994. Indeed, it was the year of its inception that the company first invented and developed an electric motor design that was based on permanent magnet (PM) technology and was suitable for high torque, low rpm purposes. Following this major development, the company introduced the 500Nm Eltorque actuator to the shipping industry in June 1999; suitable for quarter turn valves, 40 units were installed on the trawler Smaragd. Proving itself as a product that can handle the harsh conditions of the North Sea, 15 years on this high performance valve control system is still in operation.

Since its early days as the manufacturer of the Eltorque actuator, the innovative firm has expanded its portfolio to develop the Eltorque series, which includes a range of actuators for quarter turn 58 - www.shippingandmarine.co.uk

valves from DN50 to DN600 and multi-turn actuators for multi-turn bilge and crossover valve manifolds from DN50 to DN150. Boasting a compact design and intelligent solution, the products within the series have been tweaked to deliver optimum solutions. For example, the majority of quarter turn valves within the company’s core business area are served by the QT series, while the Eltorque series of electrical actuators benefit from high torque at low rpm.

Today Eltorque offers its customers a 100 per cent maintenance free actuator, which is specifically designed for ship and offshore installations; offering a high level of precision in valve control, the company also offers superior controlling options, as well as minimal installation and operation costs. Proving itself as the producer of the world’s best mass-produced electrical actuator, the company has installed its product on more than 300 vessels, with some ships installing up to 350 units. Moreover, factors such as torque and closing time are easily configured by the

customer in accordance with valve specification or a performance request by the operator.

The largest quarter turn actuator within Eltorque’s portfolio is the QT2500; suitable for butterfly and ball valves, it is a highly efficient green solution with a maximum operating torque of 800-2500Nm and a valve range of DN400 to DN600. Furthermore, the type approved, cost effective QT2500 offers on/off positioning, a configurable torque, full valve control with positioning on IAS and low power consumption. Alongside this high quality product is the QT800, with an operating torque of 250-800Nm, and the QT250, with an operating torque ranging from 50-250Nm. Meanwhile, the MT Series of electrical multi-turn actuators are suitable for new installation and retrofit contracts on Rolls-Royce and Ulstein valve manifolds. Features of this series include multi-turn valve positioning and control, connection to multi-turn valves with rising stem, corrosion protected aluminium material, control interfaces,

the desired and actual position through positioning and feedback signals via analogue four-20 mA. The third and final option in the series is the Fieldbus Interface, an industrial computer network for real-time control of a range of devices.

Actuators controlled by Fieldbus, positioning, commands, feedback and configuration functionality is extended through enhanced control possibilities.

With three sites in Norway, one in China and one in Singapore, the company has developed a strong foothold in Northern Europe where its actuators, interfaces and valve chest manifolds are predominantly used by customers in the maritime industry. In fact, Eltorque has so far provided its services to 83 fishing vessels, three of which were Seiners, 74 were trawlers and six of which were live fish carriers, 123 offshore vessels, 34 merchant ships, four navy

savings on installation, low power consumption, high efficiency and easy retro-fit on manual valves.

In addition to its Eltorque series, the company offers control interfaces, Eltorque flow control systems and valve chest manifolds.

The Eltorque Flow Control System allows complete control of the valve position and running of pumps, which can include the monitoring of tank level, temperatures, draft and manifold pressure. Using a serial line, Eltorque can also offer interface to other suppliers. Within its control interfaces portfolio, the company has three options for customers; these include the QT Digital Interface, which allows the simple open and close operation of valves and provides feedback when the valve is fully opened or closed. Actuators with digital interface have the option of being controlled directly from a conventional panel or from a PLC with digital inputs and outputs.

The QT Analogue Interface enables control of regulating valves that have been positioned; providing continuous feedback of the valves position, the analogue also compares

vessels, 14 onshore locations and one yacht.

Looking ahead, the number of successfully completed projects is certain to continue growing for the company, as it looks to expand its presence into America over the coming years. With a well-reputed range of proven high quality products and a team of dedicated personnel that are focused on ongoing research and product development, the company has the foundations in place to meet the needs of a new geographical market with confidence.

Eltorque

www.eltorque.no • Innovative approach to products • Developed the Eltorque series • Also offers the Eltorque Flow Control System

CTM Lyng AS CTM Lyng AS is Norway’s leading manufacturer and supplier of electric installation equipment for all types of building and management of power saving systems, known under the brands Microsafe and Centrol.

It offers everything from the development of the product to production and distribution. Its production facilities in Vanvikan has, as of today, one of Scandinavia’s most modern machine parks. Its head office is located in Vanvikan, close to Eltorque, which secures a close co-operation with high quality as an original equipment manufacturer (OEM) for Eltorque.

www.shippingandmarine.co.uk - 59

Profile: Peel Ports Group

Focus on

growth

S

trategically located to serve the whole of the United Kingdom, the Peel Ports Group is one of the largest port groups in the country, with seven ports and terminals under its ownership and operation. Committed to investing in its future, the group’s increasingly diverse offering of agility, efficiency and promotion of progressive partnerships ensures customers receive cutting-edge, optimum solutions.

Not only in the centre of the country but also at the heart of the group are the Port of Liverpool and Manchester Ship Canal; the former of these significant assets is one of the busiest and most diverse ports in the UK, handling more than 30 million tonnes of cargo annually and serving over 100 destinations across the globe. Meanwhile, the 36-mile long Manchester Ship Canal handles eight million tonnes of cargo per annum and operates as one integrated waterway with the Port of Liverpool to provide a multimodal solution; a strategic decision that significantly reduces congestion and carbon emissions on major UK road and rail networks.

Having invested millions in the

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promotion of Manchester Ship Canal as a green-highway alternative to road and freight, the Peel Ports Group has also invested in the upgrading of the infrastructure, as David Huck, Peel Ports Group’s port director discusses: “Aside from general maintenance, we have also been investing in two key areas, Port Cheshire and Port Salford. Port Cheshire is now a cleared site so is now completely waterside connected and is being marketed as a potential site for tri-modal connections.

Meanwhile, Port Salford will operate as a container terminal on the outskirts of central Manchester; we already have some anchor tenants taking warehouses planned for here.”

Moreover, the group has invested extensively in improving Runcorn Docks over the last five years in a bid to boost its standing and reputation as a significant port of call on the Manchester Ship Canal.

Strategic developments have proven highly fruitful, with Runcorn Docks recording a 48 per cent increase in tonnage over the 12 months leading to January 2015.

Since it was previously featured in Shipping and Marine magazine, Peel Ports Group has continued with its

major investment programme as well as receiving visits from prime minister David Cameron, transport minister Jon Hayes and Secretary of State for Transport, Patrick McLoughlin at the Port of Liverpool. These visits allowed the business to show how it can support the ongoing economic recovery and add to the UK’s trading infrastructure thanks to its proximity to the majority of the population and ability to help boost efficiency in the supply chain. “We have invested in cranes and a new fleet of wheel loaders for bulk handling equipment at Runcorn Docks. We have also installed a new IT system called DBIS CommTrac, for which we won the IT Solutions Award at the International Bulk Journal Awards 2014 in Rotterdam alongside DBIS. The system is operating at our agri-bulk terminals in Liverpool and Manchester,” says David.

Moreover, Mr Ram Bhogale, representing the Maharashtra Chamber of Commerce, endorsed the new Liverpool2 deepwater container terminal at the Port of Liverpool, hailing it ‘visionary’ after a visit in December 2014.

Currently undergoing a £300 million investment, Liverpool2 will double

the port’s capacity and enable it handle next generation container ships once it is completed in the final quarter of 2015. “This year will see the first phase of the quay completed and commissioned as well as the arrival of our five mega-max ship-toshore cranes, which are scheduled for delivery in September 2015,”explains David.

Once opened, Liverpool2 will not only double the Port of Liverpool’s container capacity, but will also connect directly to a number of port-centric logistics hubs along the Manchester Ship Canal and serve as a major transhipment hub to Peel Ports terminals in the Irish Sea in Dublin and Belfast, and Glasgow. It will also play a strong role in reducing cost, congestion and carbon footprint in cargo owner supply chains.

In addition to these developments, the group has continued to strengthen its role as a turnkey solution provider with the upcoming implementation of the latest Navis N4 TOS (Terminal Operating System), which will allow the organisation to streamline

operations and align customer experience at all container terminal locations. “We are migrating the existing Liverpool system, Navis 3.7 TOS, onto the Navis N4 TOS platform. The beauty of the Navis platform is that it will work across the group, so the whole of the Peel Ports Group’s cluster will operate on one platform, from Dublin to Belfast, Manchester to Glasgow,” highlights David.

Going live alongside the Navis N4 TOS in March 2015 is the AutoGates technology, which forms part of the group’s £5.5 million investment in introducing advanced infrastructure and technology at the Port of Liverpool. Replacing the group’s manual system, AutoGates will provide a fully-integrated and streamlined process from entry to loading/unloading.

“The AutoGates technology is cutting edge,” confirms David.

“It will allow hauliers to drive through the OCR (Optical Camera Recognition) gate and it will then take an image of the container

number and vehicle registration number before identifying any hazard placards and whether or not there is a bolt seal present on the container.

It will then electronically match that image, translating it into a data image and then match that data up with a vehicle booking number and data provided by the shipping line via the port community system in the port community system, thus enabling the truck to transit straight through into the port.”

With a major focus on growth over the coming years, the port’s customers will continue to reap the benefits of its major investments into the future.

Furthermore, the innovative group will remain fully engaged with the requirements of the market place to ensure it provides optimum services and solutions.

Peel Ports Group

www.peelports.com • One of the UK’s largest port groups • Own and operate seven UK ports and terminals • Massive investments over recent years

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Profile: Protection Vessels International

Ready for

anything

L

eading the way as one of the world’s largest private maritime security firms, independent and privately owned Protection Vessels International Ltd (PVI) was founded in 2009 by former Royal Marine Dom Mee. “Dom is an explorer of note whose exploits led to him becoming a Fellow of the Royal Geographic Society. In 2009 one of the big tall ship firms was providing exclusive holidays for various wealthy people. They asked Dom if he could provide security for their vessels. Dom procured a number of Norwegian coast guard vessels and sailed them down to the Red Sea as escort vessels and that’s how PVI was born,” begins managing director of PVI Matthew Parker.

“With the threat from Somali piracy growing at a rapid rate PVI pioneered the idea of having guards on board commercial vessels. In parallel we lobbied government for better

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regulation of the growing industry and set the compliance bar high from the outset. The outcome has been a hugely commercially successful company, which has been as high as third in the Times Fast Track list of fastest growing companies.”

Working with top-class global shipping companies, national flag carriers and a range of notable UK firms, PVI uses its own high quality team and fleet to deliver the greatest level of assurance alongside optimum compliance and due diligence; this enables customers to operate in a safe and profitable manner in the world’s most hostile locations. “We are the only PMSC to own a fleet of vessels.

Having our own fleet means we can provide escort vessels, which we have done for a number of slow moving rigs and vessels travelling through dangerous areas, as well as maintain our own floating armouries to ensure complete supply chain ownership of

weapons and equipment at all times,” added Matthew.

Key to the company’s success is its commitment to going beyond security to offer a professional and wholly reliable service through the delivery of respect, integrity, trust, excellence and teamwork. Moreover, as a pioneer of ensuring safe passage for vessels through areas with high piracy and terrorism risk, the company mainly employs UK Royal Marines that follow a strict code of conduct and ethics, as Matthew notes: “In the past we have only ever employed UK Royal Marines; we have expanded a little on this now, but it is very clear that the quality of our people is the best you can get. Royal Marines are recognised across the globe as some of the finest soldiers, but more importantly, they are specialised in protecting maritime interests; they are the UK’s sea soldiers.”

As the armed maritime security

market continues to stabilise in the Indian Ocean, Matthew notes that the company has grown in to others areas: “If you do anything in the security industry you need first rate intelligence. To meet this growing demand we have developed an intelligence division headed by a former senior MI6 officer. We provide due diligence and bespoke reporting for a number of blue chip companies and governments. We also train a number of companies and defence forces in everything from first aid to defensive coastal patrolling.”

The fastest growing part of the Group is the Cyber Division, based from its unique Cyber Academy in Bristol. “There’s barely a day goes by without hacking or information loss being in the headlines. We promote awareness of the threat, provide practical training and technological solutions to combat information theft.

We also offer forensic investigation of attempts to attack our clients’ networks so that it cannot be done a second time. In short, we help protect

information, often the most valuable item on a company or government inventory.”

Matthew concludes: “There’s now very few security problems that PGI cannot provide a solution for. We sit with clients, listen to their problems and find a bespoke solution. If we cannot solve them, we are honest about it. We built our strongest and most enduring relationships in shipping when we stood shoulderto-shoulder with customers when Somali piracy was at its height. We have developed our maritime security offerings to fit those same customers’ needs and we are still protecting them on the high seas today but the same

partnerships are now being forged daily with our cyber customers whose information and systems are under attack online.”

Protection Vessels International Ltd

www.pviltd.com • Global leader in armed maritime security focused on the Indian Ocean • Parent company at the forefront of cyber security and intelligence

Your agent for Suez Canal transit and operations calls in Egypt

A.G.T. Shipping Agency and Marine Services is a joint venture between A.G.T. as the Egyptian partner and Naxo Group as our French Partner. The idea of creating this company came after many years working separately in the shipping business in Egypt. Our activites extend to attending all types of ships using the Suez Canal and calling at Egyptian ports for cargo oprations and tourism purposes.

Aiming at satisfying our customers, we always provide our clients with accurate estimations both for Suez Canal transit and for cargo operation calls. We are equipped with a modern communication system enabling our customers to contact our staff 24/7 when urgent matters require speedy reaction.

Services include: • Crew change • Spare parts delivery • Ships store and provisions • Fresh water supplies • Repairs • Medical assistance • Bunker nomination • Cargo and hull surveys • Lube nomination • Stevedoring • On/Off hire survey • Custom clearance • Attendance to passenger ships, Tramp and Liners Covering the ports of: Damietta, Alexandria, Dekheila, Abu kir, Sokhna, Suez, Safaga, Shar El-Sheikh, Al-Tour, Hurghada, Arish, East Port Said, Port Said and Nuwaiba.

For more information contact us on: +20663249815 • +2063321937 Email: operations@agteg.com • www.agt-eg.com

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Profile: ERIK THUN

Improving

performance

W

ith a history extending back more than seven decades, Erik Thun AB is a third-generation ship owner and management company that operates a number of subsidiaries as part of the wider Erik Thun Group.

Further to its vessel ownership and management services, the group maintains a diverse portfolio of interests including the operation of the Segerhammars Skeppsmäkleri AB and Citadel Shipping AB port agencies; aircraft sales and leasing, prominently within the Nordic market and Ireland; and Direkt Chark AB, which produces high quality processed meat products in its own facilities in Gothenburg and the company operates one of Sweden’s largest facilities for cold smoked and air-dried processed meat. Throughout the history of the business it has continued to grow and remains a family-owned business.

Although the Erik Thun Group is presently active within a number of

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business areas, shipping has always remained at the core of its activities since it was established by Helge Källsson during 1938. “The company was founded in Lidköping, Sweden as a shipping company and today operates with several integrated parts of the business,” elaborates deputy managing director, Henrik Källsson.

“Erik Thun AB manages everything from technical through to commercial departments and has traditionally always been involved in local shortsea shipping within Northern Europe.

Being a family company is a very strong advantage because it means that the business does not have to look at each quarter so much, instead it is possible to consider a further outlook and to have a longer investment profile. Erik Thun also designs all of its ships in-house in co-operation with Ferus Smit in the Netherlands. To date the company has built its last 30 ships at the same yard and the result has always been well performing, high-quality vessels.

The strategy of the business is to

source its vessels in a good way so that they have a relatively strong comparative advantage - in total Erik Thun presently have around 40 ships.”

As the main shipping arm of the Erik Thun Group, Erik Thun AB further subdivides it activities into four main areas comprised of its tanker business, operated by the Thun Tankers subsidiary, which represents a market leader in the operation of smaller tankers around 8000dwt; dry cargo vessels that sail off the west coast of Sweden to the Baltic Sea and Continental and Mediterranean ports; self-unloading ships, equipped with Thun Cargo Scooper discharging equipment that trade throughout Nordic Europe and the Mediterranean, as well as between Brazil and Canada; and cement carriers, which it operates through a 50-50 joint venture with the Norwegian ship owner Kristian Gerhard Jebsen Skipsrederi AS. The venture is known as JT Cement AS and owns a fleet of eight tankers

under 6000dwt that operate within Northern Europe.

Throughout its history, Erik Thun AB has developed a reputation of building strong relationships with both its clients and partners in a number of sectors through the implementation of innovative joint ventures. Presently Erik Thun AB is in the process of building a further joint venture with Swedish partners Ahlmark Lines and VT group of Holland. This is in response to Sweden’s decision in December 2014 to apply for EU-wide rules applying to inland navigation. As the use of inland waterways begins to take off within Sweden, Erik Thun and its partners intend to provide a competitive alternative to road and rail links throughout Sweden and throughout Europe.

A further development for the company in recent years has been the successful launches of its MV Alice and MV Helge general cargo vessels. The vessels are named after the founder of Erik Thun, Helge and his wife Alice and are described as Trollmax ships. Trollmax vessels are orientated bulk vessel that have been specifically designed to sail the locks of the Trollhättan canal and Lake Vänern, which is the largest inland lake in Sweden. This makes the vessels perfectly suited for sea river shipping duties and furthermore, the ships are designed to incorporate modern, fuel-efficient technology.

Erik Thun is a market-leader in the design of economically responsible vessels and is currently due to receive its first LNG powered vessel in 2016, as Henrik explains: “This is quite an interesting project because to our knowledge this will be the first LNG powered dry cargo vessel. We believe that LNG is a very good bunker as it is a very clean fuel that will satisfy increasing regulation and that as such this is the future for our segment.”

By designing its vessels to be highly fuel-efficient, Erik Thun has managed to mitigate the impact of increasing regulations such as the Sulphur Emissions Control Area (SECA) that arrived in 2015. However, the company is still committed to improving its performance and is embarking on a process of switching

to LNG and retrofitting scrubbers to parts of its existing fleet. These will occupy much of the company’s time during 2015, however over the longer-term Erik Thun is focused on growing the business in new markets, as Henrik concludes: “The company will look to move into new regions in the future, we are doing some trade into Africa and we will possibly look into South America and Asia to investigate opportunities there. The North Europe market is very well established so we will look to other areas for growth, possibly with further joint ventures and acquisitions.”

Erik Thun AB www.thun.se

• Established 1938 • Vessel owner and management company • Fleet of 40 modern vessels

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Profile: Fjord Line MS Stavangerfjord

Strong

M

roots

odern shipping firm Fjord Line has provided customers with safe and comfortable transport between Norway and the rest of Europe since 1993, when it first began operating MS Bergen between Norway and Denmark on the Bergen-EgersundHanstholm route. Five years on, the company expanded with sailings between Western Norway and Newcastle, the UK; this development meant Fjord Line was the only provider of international cruise and cargo transport from Western Norway, a strength that naturally led to strong growth. In 2003 MS Fjord Norway began operating and Haugesund became a new port of call, developments that resulted in significant capacity increase and more passengers.

Following several years of strong growth and profitability, Fjord Line faced challenges against aggressive competition in the market and sold two of its vessels, along with the England Line in 2006. Despite this bleak period, the company was revived due to a change in ownership in 2007 and a merger with Master Ferries in 2008, which led to the acquisition of 66 - www.shippingandmarine.co.uk

HSC Fjord Cat. In addition the MS Bergen returned to Fjord Line in the same year under its new name MS Bergenfjord.

Under new ownership and management, the company made the strategic decision to relinquish its calls at the ports of Egersund, Haugesund and Hanstholm and made the strategic decision to focus on the BergenStavanger-Hirtshals and KristiansandHirtshals lines that remain in operation today. To further strengthen its competitive edge in the market, the company launched its new service between Langesund and Hirtshals in 2013 and established the Sandjefjord to Stromstad line in 2014.

As it was setting the foundations set for future success, Fjord Line invested in two large, modern and environmentally friendly cruise ferries, the first of these was the MS Stavangerfjord, which is the first cruise ferry in the world to be exclusively powered by LNG. Put into operation in July 2013, the vessel was launched on the same day as the company’s Langesund-Hirshals line began. Sailing with single fuelled LNG engines, the ferry enables Fjord Line to meet the increasingly stringent environmental emissions standards that are coming

into effect within the shipping industry, such as SECA, which began in January 2015.

Measuring 170 m in length and 27.5m in width, with a draught of 6.35m, MS Stavangerfjord has a gross tonnage capacity of 25,000t and deadweight of 4000t; it is capable of carrying 1500 passengers and had 306 cabins, which comprise of both standard and luxury accommodation.

Luxury cabins range in size from 11m2 to 19m2, while standard cabins measure 8m2.

Moreover, the vessel can carry 600 vehicles in the ro-ro cargo bay and can accommodate up to 100 crewmembers. In addition, the tendeck ship boasts four restaurants, two bars, eight conference rooms, a tax-free shop and two playrooms.

Bergen Group was contracted to construct the ferry, while Rolls Royce was contracted to supply two 296m3 LNG tanks, complete with ACON-Gas control system. Being powered exclusively by LNG provides significant environmental benefits such as 92 per cent reduction in NOx emissions, 23 per cent reduction in greenhouse gas emissions, 100 per cent reduction in sulphur emissions and 97 per cent reduction in particle

Top left: Fjord lounge, bottom left: conference room, below: A stateroom aboard the Stavangerfjord and Bergenfjord

emissions. Hot on the heels of MS Stavangerfjord was its identical sister ship, MS Bergensfjord, which began operations in March 2014. Boasting the same décor, both vessels provide passengers with a state-of-the-art, high quality version of great ships from the past.

With its vessels visiting the Port of Hirtshals daily, Fjord Line entered into a contract with Liquiline for the design, construction and commission of an LNG shipbunkering terminal at the port in 2014. The terminal will be the first of its kind in Denmark and will enable the firm to bunker its LNG ships more efficiently; there will also be the opportunity to make use of it in a commercial manner.

The two vessels, alongside Fjord Line’s fleet of cruise ferries, have made almost daily departures all year round between the three ports in Norway and Hirtshals in Denmark. However, with the new cruise ferries operating on these routes, the firm’s original MS Bergensfjord began sailing on the new route between Sandefjord and Stromstad in June 2014; in line with this decision, the company renamed the vessel MS Oslofjord and upgraded it at the STX shipyard in Raumo, Finland. The rebuild of the 134m long, 24m wide vessel, which has the capacity for approximately 1800 passengers and 200 vehicles, involved tearing out the majority of its cabins and replacing them with public areas.

Having experienced both clear sailing, with solid growth and ample opportunities to expand, as well as rough seas against tough competition and economic uncertainty, Fjord Line is now cruising forward with a knowledgeable and competent team and a high quality, modern and energy efficient fleet.

Fjord Line

www.fjordline.com/en • Operates a modern fleet of cruise ferries • Invested in upgrading and remodelling two vessels • MS Stavangerfjord is the first cruise ferry to sail with a single LNG engine

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Profile: Euro Marine Logistics Below: City of St. Petersburg, opposite page: City of Rotterdam

Enhanced

H

services

eadquartered in Belgium since its inception in 2011, Euro Marine Logistics (EML) is a joint venture project between Mitsui OSK Lines and Hoegh Autoliners AS. Integrating the existing short sea activities of both businesses, the company began operations in June 2011 with a focus on achieving profitability as a European shortsea company that delivers optimum services to customers. Borne from the expertise of its parent companies, which both operate as key players in the market of global ocean PCC/ PCTC transportation, EML combines the strengths of Mitsui OSK Lines and Hoegh Autoliners AS to play a leading role in the short-sea transportation of finished vehicles and other ro-ro project cargo throughout Europe.

Boasting a fleet of 14 vessels of various types, EML has the capability to meet the frequency requirements of its customers, as Marc Pauwels, managing director of Euro Marine Logistics notes: “Our mixed tonnage means some of our vessels have a 750 to 1500 car equivalent unit 68 - www.shippingandmarine.co.uk

capacity, while others can handle more than 3000 car equivalent units.

The combination of small, medium and large vessels helps us to meet the demands of the market.”

Since it was previously featured in Shipping and Marine magazine in July 2014, EML has witnessed strong growth, with 900,000 to 950,000 car equivalent units anticipated in 2015 in comparison to the approximate 800,000 units in 2014. Moreover, it has enhanced its services with the introduction of two new routes; one of the rotations begins in Newcastle, the UK and Zeebrugge on the Belgian part of the continent going to Gothenburg, Sweden, before setting sail to St Petersburg, Russia & Hanko, Finland.

The second line rotates from Iberia to the UK, where the company calls at two new ports, Sheerness and Grimsby besides Newcastle.

“Now that we have introduced the new routes, EML operates six services,” confirms Marc. “The first of these is the East Mediterranean service from UK/continent, which passes through Spain, Morocco, Italy and Greece before reaching Turkey; this

route is on a 35 day rotation with five ships, which ensures a weekly service.

Next is the new West Mediterranean service, which sails from Iberia (Barcelona, Setubal and Santander) to the UK’s Sheerness, Grimsby & Newcastle ports; this route travels on a three vessel rotation in 21 days to ensure a weekly service. We also travel from Newcastle to Drammen, with stops at Zeebrugge, Esbjerg and Gothenburg along the way, this service is every five days. Meanwhile, the Baltic route is a fixed weekly service from the UK and continent, with sailings from Newcastle & Zeebrugge to Gothenburg, St. Petersburg and Hanko. There is also Scan-Baltic route, from Newcastle, the UK via Zeebrugge to Malmo, Gdansk and then onto Ust Luga; this is a once every ten days’ service. Finally, there is a service with one vessel between Barcelona and Algeria.”

Supported closely by its owners, the business chooses to persistently challenge itself to provide a service with the highest quality both to serve the needs of its customers and to take up environmental responsibility

by continuously seeking to improve the ecological footprint. With a team in place to ensure EML goes above and beyond the International Maritime Organization (IMO) sulphur emission regulations, the company has fully complied with the SECA requirements that came into effect on January 1st 2015. “We fully studied the best way to comply with these regulations and came to the conclusion that fitting scrubbers was not viable, so we decided to burn low sulphur fuel in order to comply. It is a huge investment and a technically complicated issue, which is why we decided to join the Trident Alliance, as we feel regulations only work if they are enforced.”

Despite strong growth in ports of call such as Sweden, the UK, Spain and Italy, EML faces a major challenge due to uncertainty within Russia as the economic crisis continues and trade flows become more depressed. “We need to cope with the crisis in Russia, which has happened suddenly and caused more short sea tonnage to now face economic collapse. To remain competitive we need to re-allocate our ships and find new routes for them to operate on until a solution is found.”

Meanwhile, to further strengthen its services over the coming years the company is looking for opportunities to add more medium size vessels to its fleet, as Marc concludes: “Our small tonnage is getting older, however, it is more or less the same cost to build a small vessel as it is to build a large vessel; the problem is that large vessels are not as efficient with regards to frequency. For these reasons, we feel

medium sized vessels are the way forward, especially on the shorter legs. In short sea shipping PCC/PCTC operators are not only competing with ferry and Roro operators, but also with inland. Our strategy is consolidation, while also ensuring we maintain frequency through the use of appropriate tonnage.”

Euro Marine Logistics www.euro-marine.eu

• Joint venture operating since 2011 • Introduced two new services in 2015 • Operates in Europe, Baltic and Mediterranean

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Profile: Port of Dubrovnik

A history of

success

L

ocated some three kilometres away from the medieval city of Dubrovnik in a naturally protected harbour, the Port of Dubrovnik is regarded as a key asset for the Republic of Croatia and is managed by one of six port authorities that were established for ports of outstanding international importance. A further 22 authorities exist to manage ports of national importance to the Republic of Croatia.

The port has a long and varied history dating back to the 15th century but it was the construction of the railway in Dubrovnik during 1901 that signalled its arrival into the modern era. Passenger and cargo traffic were the port’s principle activities until 1991 when its warehouses, refrigerated chamber for fruit and equipment were destroyed by shelling during the Croatian War of Independence. With the end of hostilities in 1995 the port started a new post-war life solely as a passenger port as the railway had already been removed from the port in 1976.

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of two main categories, a regular liner service that generated around 33 per cent of passenger flow for 2014 and tourist services that made up the remaining 67 per cent of passengers during the same year. Within these figures it is important to note that 55 per cent of passengers using the regular liner service travelled between June and August, during the region’s main tourist season further emphasising the importance of tourism as the main driver for port traffic. Although tourism has become the port’s main business since 1995 it has existed as an important part of the port’s make up for many years, as general manager Anton Asic elaborates: “The medieval city of Dubrovnik is a United Nations Educational, Scientific and Cultural Organization (UNESCO) world heritage site and has remained the main tourist attraction since the 19th century. The development of steamships enabled a regular passenger line and on 10th August 1844 the steamship Barone Stuermer arrived from Trieste with 153 passengers on a ‘voyage of pleasure.’ This date is widely accepted as the beginning

of the cruise industry in Dubrovnik.

The Dubrovnik hinterland is not an industrially strong area, nor is it densely populated or well connected with the port and therefore tourism within the Dubrovnik region is the main driver for port traffic.”

The tourist attractiveness of the city of Dubrovnik, the port’s convenient position in relation to other cruise ports and the strong development of the cruise industry combine to make the Port of Dubrovnik a highly desirable stop for cruise ship passengers. From 2009, when the first phase of infrastructure reconstruction was completed, until the end of 2014 the annual number of cruise passengers increased from 573,742 to 806,559. The port enjoyed a record year in 2013 with the arrival of 553 cruise ships bringing 942,909 passengers.

Such is the success of Dubrovnik as a tourist port that in May 2014, in a press conference held on board the cruise ship Thomson Majesty in the Dubrovnik neighbourhood of Gruž it was announced that the port will operate as a turnaround port for the ship Thomson Celebration during

2015. The importance of positioning Dubrovnik as the homeport for the Thomson Celebration lies in the fact that it will allow tourists to extend their stay in the area, which in turn benefits the local economy. “The fact that Dubrovnik port was selected as the turnaround port for Thomson Cruises is great honour for us, but also a challenging task not only for the port, but also for its concessioners, travel agent, Dubrovnik airport and officials,” Anton observes. “MV Thomson Celebration will weekly call at Dubrovnik during the period of May to October. Passengers will arrive from Great Britain with an airplane and travel packet that also includes the option of a seven-day stay in Dubrovnik hotels, which will generate additional revenue in the area. In preparation for this project we have excellent co-operation with Thomson and its local representative.”

Between 2005 and 2011 Dubrovnik underwent further development to improve its infrastructure giving the port a total of 1200 metres of quay for large cruise vessels, enabling it to accommodate even the world’s largest cruise ships. In addition to its existing infrastructure and facilities the Dubrovnik Port Authority plans to upgrade the port’s service and facilities with a new passenger terminal and shopping mall in the port area. “Port Authority of Dubrovnik has launched an international concession tender for a concessioner who will construct and exploit the cruise terminal buildings and shopping mall for a period of 40 years,” Anton says, adding: “For the concession about 30,000 sq. m. of port land area will be granted. In relation to infrastructure apart from cruise traffic, the port provides regular services between nearby islands, as well as a regular seasonal liner ferry service to Bari - Italy. For ferry and passenger line services we plan to construct a new quay in length of about 400 metres with two ferry ramps.”

With its newly awarded status as home port for the MV Thomson Celebration and planned future developments, the coming years are set to be extremely exciting for the Port of Dubrovnik and the local community.

The port anticipates the arrival of 462 cruise vessels with more than 800,000 passengers and through its ongoing developments it expects this figure to increase in the future. “The completion of projects will realise the strategic vision of the port over the next five years to become an effective and efficient gateway to the city of Dubrovnik and its surroundings, as well as a starting point for the development of a future ‘secondary city’ downtown, adding new value

to the City of Dubrovnik, creation of new business and jobs will integrate the port into the city’s everyday life,” Anton concludes.

Port of Dubrovnik

www.portdubrovnik.hr • Historic city port • Popular tourist destination • Growing infrastructure

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Profile: Idromar International

New generation I

dromar International was established in 1982, developing through channels, which at the time were relatively unexplored. Whilst water-makers for sea going uses were still practically unheard of, it was the company’s founder, Vittorio Battino’s great love of the sea and sailing that led to the construction of the first model, using high quality, reliable components.

Having acquired a vast 20 years experience working in the water purification sector, the resulting product was a resounding success with the first models constructed using superior, dependable materials.

Since that time, both quality and reliability have remained the unchallenged cornerstone of Idromar’s philosophy, enabling the company to build an irreproachable reputation at an international level.

Through its ongoing focus

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and philosophy of quality and reliability, Idromar has earned an untarnished reputation on a global scale, as Alessandro Battino, director, explains: “It is clear to the market that our company puts client satisfaction first, whether the client is a shipyard, a pleasureboater, distributor or maintenance technician. Leadership within the business has never forgotten that reliability, ease of use and simplicity of operation are the critical factors for onboard installations.”

Freshwater makers are often referred to as desalination systems, with a common type of system being a salt-water reverse osmosis, by which a solvent is moved between two solutions separated by the membrane in order to reduce the concentration of the solution. In this process a solvent is forced from a high solute concentration through

a semi-permeable membrane to an area of low solute concentration by using pressures from 40-60 bar (600-1200psi). As a result of the application of force, by the high-pressure pump, the solute concentration decreases, and therefore overcomes the natural osmotic pressure of the solvent, ultimately leaving the salty water free of salt particles.

Essential for cruising yachts, the technology provides excellent quality sweet water, and is by far the most popular means of producing economical and viable sweet water from the readily available salt water.

The company has a ‘mini compact’ range that includes models, which are particularly recommended for medium size boats. The system it supplies boasts a modular design, which means it may be installed in compact version, or mounted

in three separate pieces according to the space available. The control instruments are complete, functional and easy to operate, with alarm devices that guarantee the immediate stoppage in case of anomalies or wrong manoeuvring. All the company’s equipment and plant, from the frame to the nuts, screw and joints are made entirely in 316L stainless steel.

Today, 70 per cent of all Italian boatyards, as well as significant numbers of European and global shipyards, use Idromar watermakers, which is testimony to the reputation it holds. Thebusiness manufacturers different standard models able to produce from 65 to 4000 litres an hour, for boats that vary in size from 15 metres up to 140 metres in length, with its scope incorporating services suitable for yachts, the Navy, oil rigs, barges,

as well as land based installations.

Additionally to its standard range models, the company can assemble water-makers to meet specific needs in terms of space, including systems where the various components are installed at different points of the boat, as well as semi and fully automatic systems.

Idromar’s philosophy is based on quality and not on buying the cheapest components on the market.

“We believe that, albeit a little more expensive than others, our water-makers must not be high maintenance and thus expensive for our customers.

Electronics is not a good ally for machines that have to work constantly for long periods at a time, and ultimately, whenever there is a

problem, the simple, reliable and high precision components we use prevent control instrument failure,” says Alessandro.

However, the secret of the constant growth in Idromar’s business is not only the reliability and quality it offers. Besides selling low maintenance machines, the company offers all-round customer service, striving to fulfil even

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Profile: IDROMAR

the most urgent and demanding requests. Over the years Idromar has built up an excellent network of partners in Italy and abroad, as well establishing a highly qualified team of staff to produce the watermakers and deal with all requests for assistance. “Another strength is the family nature of our business,” points out Alessandro, who covers

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the foreign market, dealing with orders and technical aspects. Taking a global role, he travels to wherever he is needed around the world, and whilst doing so, his sister Nicole continues to handles the graphics, documentation and after-sales service, responding promptly and efficiently to customers’ queries and requests.

Idromar International

www.idromar.tv Milano Italy phone +39-02-98281631 e.mail :info@idromar.tv

• Untarnished international reputation • Family run organisation • Innovative thinking company

Profile: MAATS TECH

Tensioners are supplied to complement the company’s carousels. Tensioners are used in loading out the product to be stored in the carousel from the shore storage or manufacturing facility

Significant

experience O

riginally founded with a focus on specialist subsea vessel design and shipyard supervision, MAATS Tech has since developed its services over the last 25 years to become a marine engineering organisation with a major presence in the offshore engineering industry.

Today a key supplier to all blue chip offshore contractors, such as Subsea 7, Technip, Aker, J Ray McDermott and SBM, the group has also developed strong relationships with a range of world-class shipyards; these include IHC in the Netherlands, Bergen, Kleven and Vard in Norway and HHI and DSME in South Korea.

An expert in turnkey, ship-based carousel systems, MAATS Tech acts as a main contractor throughout the design, build and installation process for both on-deck and under-deck carousels as well as any other loading and unloading equipment. Having supplied approximately 35 carousels in various sizes to around 25 different vessels, the

company has developed significant experience in carousel systems, resulting in a world leader status in the supply of carousels that are installed below deck.

Since it was previously featured in Shipping and Marine magazine in June 2014, the company continued to enjoy a record-breaking year, while also expanding its services into the new cable lay market, as John Holt, managing director at MAATS Tech, begins: “The most notable development for MAATS Tech since we last spoke has been our strategic change in direction from pipe lay vessel requirements to cable lay vessels; this has come as a result of a shift of emphasis in shipbuilding to the new cable lay business in support of cabling to offshore platforms, wind farms and, in some cases, power from one island to another when DC power is used instead of AC. “Meanwhile, the main driver behind our incredible success throughout 2014 was Brazilian oil www.shippingandmarine.co.uk - 75

Profile: MAATS TECH

Coral De Atlantico

3D image swung open

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firm’s Petrobras’ decision to replace its aging fleet of flexible pipe layers and increase the number and capability of the replacements.

MAATS Tech already had lay and loading systems on the older vessels that had been in service for Petrobras since the early 1990s and had a reliable history – when the specifications came out they reflected considerable elements of MAATS Tech’s standard components.”

With its knowledge of both ship design, naval architecture and the lay/load equipment interfaces and operations, MAATS Tech attracts operators thanks to the beneficial cross-over between a client’s engineers and MAATS Tech’s engineers. Proud to work closely with clients during the design phase of deck layouts on which its products are installed, the company also provides ship design services for new-build and/or conversion projects.

Typically, these design activities begin with a vessel conceptual design study before the decision is taken as to whether or not to proceed. If the company is interested in continuing, MAATS Tech then undertakes full production drawings as well as providing a supervision team to represent the owner when conversion or new-build phases progresses to the shipyard.

The company’s core market area is South America, where it has witnessed major demand, as well as steady success in West Africa, however, with demand growing in the DC cable lay business, the company anticipates future contracts to come from international shipyards that are building vessels for operators operating in areas such as the North Sea and the Baltic.

“We have already started to expand into the cable lay/ cable handling business as MAATS equipment is easily transferable from umbilical handling (flex pipe operation) to the large DC cable products,” says John. “We are extending our product line in way of two and four track tensioners, the new four-jaw specifically suited and targeted at the cable laying business.

MAATS Tech has its own design of cable laying vessel aimed at the 0-1000m water depth with an ability to ground on shore approaches; we have had discussions on building the vessel in conjunction with Cammell Laird Shipyard, so this is an opportunity.”

Recent projects for the quality conscious firm include the supply and commissioning of nine carousel systems on a number of vessels in three different countries, as John highlights: “Two of these vessels were completed by DSME Korea for the Technip Odebrecht Partnership (TOP) in Brazil. The vessels had MAATS Tech 2500te carousels below deck and some eight dollybases on deck for flexible pipe storage; the vessels are now in Brazil and operating.”

On top of this, John notes that the company currently has equipment being constructed and installed on three vessels for Sapura, three vessels for Subsea 7 in Holland and one vessel for Subsea 7 in HHI Korea.

“The HHI project for S7 includes a 7000te basket Carousel system, which is probably the first of this size below deck. Trial assembly of this unit is to take place shortly at our

Dollybase

ROSSI

For more than 60 years, Rossi SpA motor has been developing its business in the most demanding applications, becoming one of the world’s leading gearbox specialist. Rossi SpA is a European based company situated in Modena, Italy. Its product focus is mainly on medium to heavy industrial applications and is well suited to the rigours found in marine applications. Rossi over the last few years has delivered large helical as well as planetary geared units according to MAATS Tech Ltd specification and it is proud to be associated with MAATS Tech Ltd.

fabricators MFL in Middlesborough.”

Following an incredible year, MAATS Tech is keen to add core strength to its engineering team, while also extending its baseline of design and build products for both cable and flexpipe operators and entering into the market of subsea equipment design only packages. The company also anticipates it will be providing services outside of the offshore business, with work having already successfully been completed within the aircraft engineering and nuclear energy business. However, for now the company is focusing on the projects it has in hand, as John concludes: “Our focus throughout 2015 will be on the completion and commissioning of eight or more contracted underdeck carousels and at the same time moving forward to obtaining a market share in the cable lay equipment market.”

Maats Tech Ltd

www.maats.co.uk • Marine engineering consultancy for specialist ship design

• Record breaking year in 2014 • Expanding into cable-laying vessels

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Profile: Containerships

Contain

yourself

We see that the scope within our geographical region, including the Baltic Sea and North Sea region, holds potential for us as a company to grow substantially in the long term

78 - www.shippingandmarine.co.uk

B

uilding and expanding its international shipping network for almost five decades, Containerships has developed a wealth of experience operating across many waters.

Responsibility is a key word within the business, associated to the liability it holds over its clients’ cargo, and the reliance the environment has on the company’s commitment to protecting it.

Operating out of a number of offices in northern Europe, it has further built a network of reliable partners in other countries to ensure the delivery of an unrivalled service.

Providing every service that its customers need to ensure safe and rapid container shipping between Russia and the Baltic, Europe, UK,

Ireland and the North Sea, as well as between North Africa and the Mediterranean, its routes not only use the sea, but road, rail and river too.

Since long before the implementation of the IMO sulphur emission regulations, Containerships has been working towards operating under the long-term solution of LNG powered technology.

In line with its transition to LNG, the company recently confirmed its expected delivery of six new LNG vessels, indicating the commitment it holds for the future path of the business. “The first vessel will be delivered during 2016, indicating the first steps towards the conclusion of the LNG deals and the start of a long-term commitment to LNGpowered solutions,” says Kari-Pekka

Laaksonen, chief executive officer.

The new vessels will in fact be significantly larger than its current fleet, growing from an average size of 1000 TEU to 1400 TEU, providing the company with the option of increasing the capacity within the acquisition. The LNG-fuelled vessels are the most environmentally friendly solution on the market, offering the largest capacity of 45-foot units in the North Sea and the Baltic Sea. The drive behind the improvements to the fleet have been spurred on by the changes in the sulphur emission areas in the Baltic Sea, the North Sea, and the English Channel, with the vessels requiring permanent qualification according to these regulations. However, the business has taken its commitment a stage

further, as Kari-Pekka points out: “Additionally they meet the standards for the new regulations regarding Nitrogen and CO2 particles which are anticipated to come into force in the next ten to 15 years. We are very excited to introduce the new technology, which will be undertaken over the next couple of years when updating the remainder of its 13 strong fleet into LNG.” Commenting on the market, KariPekka indicates that during 2014, the business saw its volumes increase by 12 per cent in the Baltic and North Sea, and despite the current Russian sanctions creating some hurdles, export volumes from the country had risen since the devaluation of the Ruble. “We have also been making small steps within Eastern Europe

since the establishment of our office in the Ukraine, which has been a key development as we continue to actively open up the traffic from Western Europe in and out of the region,” he adds. Officially opened at the end of 2013, its Ukraine office has seen a steady flow of volumes, finding its footing despite a difficult year.

“We see that the scope within our geographical region, including the Baltic Sea and North Sea region, holds potential for us as a company to grow substantially in the long term. This year may be quite difficult from the growth point of view because of the insurance and financial situations throughout the world, and specifically in Europe, but we still believe that we have a very good opportunity, especially between Germany and Finland, and Germany and Russia,” explains Kari-Pekka.

An indication of that growth was depicted in the recent introduction of a revised and enhanced sailing schedule designed to increase coverage and ensure improved delivery times. The investment in the network has witnessed a second call from Lübeck, commencing in April.

With its sights firmly set on the main market areas of the UK, Western Europe and Germany, and its trade between the Baltic States of Russia and Finland, Containerships moves into the future recognising the www.shippingandmarine.co.uk - 79

Profile: Containerships

in Europe to use LNG as the main fuel source in the whole end-to-end service including sea and land.

“In line with our future plans, we are also underway with a test project targeting LNG developments on the land side of our business. Our truck fleet in Finland, Russia and the UK has been in pilot phase, testing the new dual-engine technology since 2013. Within those three countries we are getting more experience of operating under those conditions and our long-term plan is to change most of our fleet and truck operations on the landside to be powered by that technology,” Kari-Pekka concludes.

important role the routes play in its own success, and the benefits it will take from an increasing reliance on LNG as a fuel source. Promoting its leading role in Europe, in the course of 2016 Containerships will become the first short-sea container operator

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Containerships

www.containershipsgroup.com • Dedicated to full LNG operation • Globally growing presence • Increased capacity on vessels

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