ISSUE eleven 2013
The magazine for maritime management
Explore the options Effective management of transport services and cargo flows requires a secure supply chain
New industry sectors are seeing the benefits of innovative hovercraft technology
safety in numbers
Todayâ€™s ship managers are under pressure to deliver solutions and strong performance
fit for the future
The re-fit market is helping owners keep their superyachts in peak condition
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ISSUE ElEvEn 2013
ThE magazInE for marITImE managEmEnT
Explore the options
effective management of transport services and cargo flows in a multimodal environment requires collaborative business
new industry sectors are seeing the benefits of innovative hovercraft technology
safety in numbers
today’s ship managers are under pressure to deliver solutions and strong performance
ollaboration, partnerships, or just being located nearby – however it manifests, the articles in this issue do highlight a growing trend in the maritime sector for companies to work more closely together. Whether it is through a loose alliance as part of a maritime cluster, or much more formally through an agreement or joint venture, there is strength in numbers, and a lot to be learned from peers and even the competition. There are also other benefits – in the article on page six Ioannis Koliousis and Panagiotis Koliousis note how collaboration helps the maritime supply chain maintain its security and in his article on page 14, Simon Barham quotes Henry Ford, who sums up the concept very neatly: ‘Coming together is a beginning; keeping together is progress; working together is success.’
fit for the future
the re-fit market is helping owners keep their superyachts in peak condition
Whether it is through a loose alliance as part of a maritime cluster, or much more formally through an agreement or joint venture, there is strength in numbers, and a lot to be learned from peers and even the competition
Cringleford Business Centre, 10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K. Tel: +44 (0)1603 274130 Fax: +44 (0)1603 274131
www.shippingandmarine.co.uk. © 2013 Schofield Publishing Ltd
BUSINESS DEVELOPMENT MANAGER
Group Managing Director
Jenni Newman Jamie Elvin
Editor Libbie Hammond
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.
Matthew High Kirsty Birkett-Stubbs Jo Cooper
Head of Research
Tim Eakins Laura Thompson Natalie Martin Gavin Watson Mark Cowles Joe Wright
Advertising Sales Joe Woolsgrove Dave King Darren Jolliffe Finlay Johnson Nick Davies
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24 neptune lines
Updates and announcements from the shipping and maritime arena
27 matrix ship managemenT 30 port 2 port maritime security
6 Explore the options Companies in the maritime domain have already started looking into collaborative ways of working
35 afai southern shipyard
9 Floating excellence
40 port of tallinn
37 tts offshore handling equipment
Research suggests that there is potential for good growth in the hovercraft market over the next five to ten years
43 goodwood ship management
12 Proven solutions
Duramax Marine has found a new solution from Infor to be very easy to use and very intuitive
48 frederikshavn havn
14 Safety in numbers What is essential in these times of difficult trading is that the shipping industry works together in partnership
50 palmali shipping
16 Designing the future
58 stena bulk 60 bass
18 Fit for the future
20 A unified project The $6.1 Billion Thames Tideway Tunnel Project has decided on Bentleyâ€™s ProjectWise solution
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54 dunston ship repair 56 hvide sande skibs & baadebyggeri
Finding the right candidates is a challenge, so recruiting into naval architecture is a priority for the industry
As technology develops, it seems likely the refit market will continue to successfully find ways of making older vessels like new
52 shin tai ho & co (pte)
News Recent acquisition
First application of technology
To further strengthen BMT’s market position in blue water surveys, BMT Group Ltd, a design, engineering and risk management consultancy, has acquired marine survey and consulting engineers, Verweij & Hoebee. A co-founder of the Association of Marine Surveyors and Consulting Engineers, Verweij & Hoebee was established in 1913 in the Netherlands and has built a strong reputation as a leading provider of both blue water (coastal) and brown water (inland) Hull & Machinery (H&M) surveys in Europe. Bruce Verweij, managing director, comments: “This acquisition actually gives us the best of both worlds. As a part of the BMT group we can fall back on the many facilities within the group, share our knowledge with them (both technical knowledge and that of the markets) and make use of BMT’s international network to reach new customers. Whilst at the same time, we can remain a smaller specialist company serving a niche market in Europe.”
Flexlife, a specialist provider of flexible pipe technologies and engineering services, has successfully used its new integrity monitoring technology at Chevron’s Captain field in the UK North Sea. FlexGuard is an early detection system for possible riser integrity issues, designed to provide continuous real-time data on the condition of flexible risers. With more than 3000 risers in use globally, with this number forecast to rise to 5000 by 2015, and 35 per cent forecast to suffer some form of outer sheath damage, the cost savings and environmental benefits are immense. FlexGuard incorporates Flexlife’s patented noninvasive, award winning ultrasonic (UT) scanning technology in the form of a lightweight collar permanently fitted to flexible risers. The new monitoring tool provides the operator with instant, continuous monitoring of any subsea riser. This information can be acquired remotely from any location in the world – ensuring a failsafe early warning system providing major cost and safety benefits. The system can be installed either during installation or by retrofit to risers already in operation in the field.
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Save the date
The Seatrade Med Cruise Convention, the major biennial cruise event focused on the world’s second largest cruise destination – the Mediterranean, will gather in Barcelona, Spain from September 16-18, 2014 at Fira de Barcelona Gran Via Conference Centre. “We feel extremely proud and excited to host Seatrade Med 2014 for the first time in Barcelona. We are expecting great participation, showing the strength and the resilience of the cruise industry in the Mediterranean and reinforcing the commitment of the ship owners and the cruise industry to our port and our city, Barcelona,” said Sixte Cambra, president of the Port of Barcelona. Owned and organised by UBM Live in partnership with Seatrade Communications Ltd, Seatrade Med is Europe’s most prestigious cruise event, welcoming over 4000 attendees and 300 exhibiting suppliers and service providers to the Mediterranean cruise market. “We are extremely proud to host our 10th edition event in Barcelona,” said UBM Live portfolio director Daniel Read. “It is one of the most beloved cruise destinations in the world and the perfect location to bring the Mediterranean cruise industry together.” www.cruiseshippingevents.com/med
ALMACO Group was awarded the new building contract from Keppel FELS for modular cabins and public spaces on board Floatel International’s Floatel Endurance. The scope includes four accommodation decks and three public area decks, with a total of 440 single-bed, NORSOK-compliant modular cabins and 1500 square metres of public areas such as corridors, lounges, offices, messes and others. The contract encompasses detail design and engineering for all the interior, interior linings for public areas and corridors, insulation, installation of windows on the structure and all interior outfitting works, installation of the complete galley and laundry, and material supply and installation for the modular cabins and public areas. With this project, ALMACO’s position as preferred EPC in the offshore market is strengthened as it highlights ALMACO’s global capabilities to carry out extensive projects in Europe, Asia and the Americas.
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New delivery In June, components weighing up to 420 tonnes each for Liebherr’s new heavy lift offshore crane CAL 45000-1200 Litronic were loaded from Liebherr MCCtec Rostock GmbH onto two ships in the port of Rostock. These components were subsequently transported to the Crist shipyard in the Polish town of Gdynia. There, the crane is currently being assembled on the ‘Vidar’, an installation vessel belonging to Hochtief Solutions. After completion of assembly works later this year the crane will be used for the installation of offshore wind power stations. The CAL 45000-1200 Litronic achieves a maximum lifting capacity of 1200t at a maximum working radius of 27.5m. The boom length is 108m and the dead weight of the crane is 1500t. Another fascinating feature is the lifting height of over 120 m above deck. The slewing ring of the heavy lift crane has an outer diameter of 13m. A specification of the CAL 45000-1200 Litronic is its design as ‘crane around the leg’ (CAL). It is able to rotate 360° around one of the four jack-up legs of the vessel. The new crane is Liebherr’s second heavy lift offshore crane that has been built according to this design after last year’s delivery of a CAL 64000-1500 Litronic to the vessel ‘Innovation’, belonging to HGO.
I’m a survivor Griffin Technology, one of the world’s foremost creators of innovations for everyday life, and Catalyst Lifestyle, an innovative design and development company that makes consumer lifestyle accessories, has announced the availability of the Survivor + Catalyst Waterproof Case for iPhone 5. The partnership brings Catalyst’s innovative design and development team in consumer lifestyle accessories, together with Griffin’s unsurpassed 20-plus years of experience in the consumer technology space. Together, they bring the world’s best waterproof cases and related accessories to market, superior in design, quality, functionality, and usability. The Survivor + Catalyst Waterproof Case is built for freedom in and around water, ready to go whenever and wherever adventure calls. Designed and tested to be waterproof down to three metres while maintaining full functionality of the iPhone’s features, the ultra-rugged waterproof case protects iPhone 5 without sacrificing the ability to take photographs, shoot videos, take calls, listen to audio, and even plug in to recharge the battery. Button covers provide protection without limiting access, and side latches secure the enclosed iPhone 5 inside the watertight case. Crystal clear housing showcases the iPhone as well as allowing users to visually inspect the O-ring seal for reliable waterproof protection at all times. “Our latest waterproof case is the culmination of over two years of research and development. After the successful launch of our first waterproof case on Kickstarter, we improved upon our first case by designing the Survivor + Catalyst Waterproof to be a fully-functional, everyday case that offers complete protection so that you can go anywhere with your iPhone,” said June Lai, CEO of Catalyst Lifestyle.
News Expanded offshore fleet Wärtsilä, the marine industry’s leading solutions and services provider, has been awarded the contract by Eastern Shipbuilding Group, Inc., of Panama City, Florida to supply an integrated solution for a new multipurpose support vessel (MPSV) for Harvey Gulf International Marine, LLC (HGIM) of New Orleans. This offshore vessel is the first in a series of three MPSVs being built for Harvey Gulf. The Wärtsilä contract includes an option for the supply of equipment to the remaining two vessels of the series. Wärtsilä’s scope of supply includes the engines, a turnkey installation of the Wärtsilä Control & Communication Centre (3C) integrated bridge, navigation, and communication control system, and the complete electrical and automation system. Wärtsilä has also been contracted to fully integrate the supplied systems and to further interface them with other onboard systems. Wärtsilä will also be responsible for submission of the documentation required for classification society approvals. Included in the comprehensive solution is a long-term service agreement. The five-year service agreement covers six LNG fuelled offshore supply vessels and up to three multipurpose support vessels, and includes all the Harvey Gulf vessels that have recently been fitted with Wärtsilä equipment. The multi-purpose support vessel will operate in the offshore oil fields of the Gulf of Mexico, and will be owned and operated by Harvey Gulf. The ship is expected to be operational before the end of 2015. It will have the ABS Guide’s Enviro + notation representing the vessel’s compliance with the more stringent criteria for environmental protection.
Open for business in 2015 Construction is now underway on Liverpool2, Peel Ports’ £300 million in-river container terminal which will enable post-Panamax vessels of up to 13,500 TEU to call directly at the Port of Liverpool. Due to open in 2015, Liverpool2 will revolutionise UK logistics by attracting some of the world’s largest container vessels to a centrally-located UK distribution hub and a population of 35 million consumers within a radius of 150 miles. Liverpool2 will enable container ships from around the world to connect directly with the northern half of the UK and Ireland, and so serve a market estimated at around four million TEUs a year. Mark Whitworth, group chief executive of Peel Ports, believes that the investment will make an already strong commercial proposition ‘more compelling than ever.’ He said: “The Port of Liverpool has already seen increased interest from shipping lines and cargo owners. Over the last 18 months APL, Evergreen and Zim have started to offer weekly feeder connections into Liverpool, whilst MSC and CMA have continued to grow their long-standing feeder volumes through the port. Liverpool2 sends a fantastic message to shippers and the wider international trade world – namely, that Liverpool is investing heavily to secure their business now and in the future.”
Going mobile Seaway Powell Marine, one of the leading British engineering companies specialising in the design and manufacture of marine hydraulic systems, now has a mobile service and repair team for winches, windlasses, hydraulic and conventional sail and rigging controls. The service will initially cover the area from Hamble to Weymouth, with Seaway Powell Marine engineers making regular calls into harbours, marinas and boat yards, as well as responding to individual requests from leisure and commercial boat owners. Tom Loasby, sales manager at Seaway Powell Marine says the service has been set up in response to requests from customers. “We get a lot of calls from boat owners, who may have been out on the water, and either develop faults within their system or know that they are not operating effectively and need servicing. Our experienced engineers can carry out servicing and repair work on board, or we can arrange to collect the item from the marina or the yacht, take it back to our service centre in Shaftsbury, and return it fully repaired and working again.”
Proven savings Finnish shipping company Bore has announced that it will install ClassNK-NAPA GREEN ship efficiency software aboard the 13,625dwt highly efficient Ro-Ro vessel M/V Bore Song. This announcement follows on from sea trials last year aboard sister ship M/V Bore Sea, which proved that NAPA operational software, had led to a 5.8 per cent reduction in fuel consumption. The ClassNK-NAPA GREEN software system is a joint development between Nippon Kaiji Kyokai (ClassNK) and NAPA. This collaborative software solution for vessel efficiency, launched in 2012, builds upon the shared expertise of both organisations to provide a best in class approach to reducing fuel spend and greenhouse gas emissions whilst also providing compliance with legislation. Jorgen Mansnerus, vice president, marine management, Bore Ltd, commented: “Last year’s sea trial of operational software was a significant factor in our decision to choose ClassNK-NAPA GREEN. We are confident that this software is a wise investment that will begin to offer fuel savings aboard this vessel from installation, and proud that we are able to offer lowered fuel spend to the charterers.”
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Explore the options
When it comes to container supply chain security, Ioannis Koliousis and Panagiotis Koliousis say: â€œOld fashion inspections, you are the weakest link. Goodbye!â€?
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ccording to UNCTAD, approximately 70 per cent of all cargo is transported in intermodal shipping containers, representing approximately 240 million container moves in any given year, of which 150 million occur on major shipping routes. EU ports are an important transhipment hub in this process, handling around a third of the container moves throughout the world. As a result, container security associated with terrorist threats, illegal immigration, theft and smuggling is an important business risk in the overall European cross border security and in the supply chain efficiency. It is commonplace to suggest that smuggling is one of the major issues in container security, and in particular the issue of determining whether the declared goods on a container (or the container being empty) are real and accurate. On the other hand, supply chain operators have to provide seamless logistics services throughout the chain to all customers. Nevertheless, disruptions stemming from security issues reduce efficiency, not only on the (directly) affected container movements
national legislations and directives, supports the implementation of security and information management policies, and facilitates seamless trade to all commercial entities. In order to develop such a surveillance system, the following have to be provided: l Design of secure multimodal corridors; l Supply chain monitoring, inspections and controls processes based on integrated security technologies and public-private partnerships with shared responsibilities and benefits; l Innovative ways to exchange container security information among EU platforms, EU stakeholders and external (to EU) entities; l Enhancing security information in performance optimisation services for supply chain operators. At the moment, maritime stakeholders have to conform to many different directives, guides and so forth. For example, the USA C-TPAT, the CSI initiatives, the EU AEO-Authorised Economic
but also on the whole batch, on the shipment or even on the entire port depending on the criticality of the security issue (threat). To this extent, all operators try to quantify the severity of the risks linked to container transport, in order to either identify the most effective ways to reduce these risks to acceptable levels, or to reroute the shipments so as to reduce disruptions. Currently, the challenge is in developing solutions that balance public and business interests, within recognised constraints. On one hand, customs and competent authorities would opt in for 100 per cent inspections, whereas ports, terminals and supply chain operators would opt in for zero inspections. It is obvious that neither approach is perfect. What is needed is a global containers surveillance system that complies with the EU and
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Operator and the WCO SAFE Framework from one side and the ship and port facility security measures through the International Ship and Port Facility Security (ISPS) Code on the other side. In Europe particularly, maritime surveillance is expected to bring together Member Statesâ€™ coastguard and other competent agencies, and collaborate under different umbrellas, including the European External Borders Agency (FRONTEX), the European Maritime Safety Agency (EMSA), the Community Fisheries Control Agency (CFCA) and the European Defence Agency (EDA). Finally, the European Border Surveillance System (EUROSUR) which is underway, will create a common information sharing environment for the EU maritime domain. These initiatives complement similar ones in Asia and Africa, which also need to be taken account of. To this extent, the CONTAIN Project (http://www.containproject. com/), an EU funded research project, addresses the issue of secure container transport. CONTAIN investigates ways of addressing security problems using both hardware as well as intelligent systems based on risk-based approaches to container profiling. The supply chain operators (transport and logistics services providers, ports, port terminal operators, customs, coast guard, finance police, to name but a few) can use the solutions to enhance decision making, to identify security issues, to establish patterns, and in general to optimise their supply chains based on risk calculations. The CONTAIN system is researching improved security features, that will: 1. Support transport security stakeholders (both business and administrations) in managing container security threats in an integrated D2D approach; 2. Provide different technology options, like container integrated sensors, communication and security hardware, software technologies to monitor container movements, real time information sharing, risk taxonomies and risk mitigation measures libraries; 3. Integrate siloed information hubs so as to enhance the Situational Awareness of the different stakeholders, to improve the information fusion and to improve decision making; 4. Provide real time information to all stakeholders; CONTAIN is developing supply chain tools, aiming to improve security, including: l Container Monitoring and Tracking Solution (CMTS): CMTS facilitates reliable monitoring of container movements and security related parameters in real time. It integrates an EGNOS service platform with Novacom tracking sensors and e-seal solutions. l Communication and Information Security Module (CISC): CISC uses multi-level information security technologies enhanced for use over all types of communication platforms. CISC architectural models are semantically enhanced to improve information fusion; l Container Security Risk Management Decision Support Systems: A set of real time risk analysis decision support tools equipped with advanced risk analysis capabilities, an Impactorium tool to encompass knowledge and tools and enhanced crisis management strategy and reasoning capabilities.
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l Transport Decision Support Systems: A tool that uses the real
time container monitoring information to reschedule real time container movements.
In conclusion, effective management of transport services and cargo flows in a multimodal environment requires collaborative business and operational models between transport operators, cargo managers and security related authorities. New technologies that aid visibility and operational risk management within supply chains are necessary, and companies in the maritime domain have already started exploring the available options so as to reduce costs and improve efficiency and effectiveness. v
Ioannis & Panagiotis Koliousis
Ioannis Koliousis is project manager, Decision Dynamics and INLECOM Systems Ltd and Panagiotis Koliousis is project manager at Decision Dynamics. Decision Dynamics Limited helps companies achieve their business objectives and realise superior returns compared to their competitors. Decision Dynamics has assisted organisations across both the private and the public sectors outperform their rivals and create value achieving a sustainable competitive edge. For more information, visit: www.decisiondyn.com. INLECOM is a company dedicated to providing strategic knowledge-centric solutions developed by specialist software engineers and business consultants and backed by an international team of experts in risk management, system dynamics, corporate sustainability and business performance optimisation.
CONTAIN Project CONTAIN is an EU Funded project, aimed at specifying and demonstrating a European shipping containers surveillance system in a global context which will encompass regulatory, policy and standardisation recommendations, new business models and advanced container security management capabilities. CONTAIN demonstrates secure multimodal corridor design and supply chain monitoring & control across international and European corridors on a full scale basis at focused demonstrators. For more information, visit: www.containproject.com.
excellence The hovercraft market is going strong, and as Mike Coveney told Libbie Hammond, new innovations are making these craft attractive to customers from different sectors
he first practical hovercraft designs were developed in the 1950s â€“ over six decades later, powered vessels that float on a cushion of air are now capable of travelling over land, water, mud, ice and other surfaces. Today they are used throughout the world as a means of transportation in disaster relief, coastguard, military and survey applications as well as for sport or passenger service. Larger versions have been used to transport people and vehicles across the English Channel, whilst others have been used to transport tanks, soldiers and large equipment in hostile environments and terrain. Mike Coveney, sales and marketing director at Griffon Hoverwork Limited, gave a few more details about the history of this fascinating mode of transport: â€œSir Christopher Cockerell, born in 1910, first tested his initial theory with a cat food tin inside a coffee tin and an industrial air blower. When air was forced between the two tins, the contraption began to float on its own cushion of air and thus the first concept of the hovercraft was born. In June 1959 the SRN-1 was unveiled to the
2 Canadian Coastguard BHT AP188 craft on patrol
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The 8100TD craft which is in operation with the Swedish Amphibious Battalion
world’s press at the Saunders Roe boat yard at Cowes. In 1962 the VA3, built by Vickers Supermarine, became the first ever commercial passenger Hovercraft and this was followed in 1965 by the first commercial ferry operation by Hovertravel carrying 38 passengers in a SRN6 craft. During the 1960s the longest running commercial Hovercraft service, Hovertravel, was established, Hoverwork was founded as a company and in 1968 the Bland Group decided to invest in Hovertravel and Hoverwork. In 1973 the first Griffon Hovercraft was launched followed shortly by the founding of Griffon Hovercraft in 1976. “From the outset of the 1980s Griffon Hoverwork launched the first 1000TD, 2000TD, 8000TD, 81000TD, diesel powered craft up to the BHT 130 and BHT 150 in 2007. In 2008 the Bland Group acquired a 100 per cent shareholding in Hovertravel and Hoverwork and later the same year it acquired Griffon Hovercraft. Since then Griffon Hoverwork Limited has launched the PASCAT, a Partial Air Cushion Supported Catamaran, designed by QinteiQ and built by Griffon Hoverwork, and the first Ministry of Defence 2400TD craft.”
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It is clear that innovation and hovercraft go hand in hand, and as Mike highlighted, research and development is always underway: “Griffon Hoverwork’s new product agenda is to offer hovercraft that fundamentally offer better value for money,” he said. “Target total costs of ownerships are to be comparable albeit slightly higher than a conventional marine vessel, while being considerably lower than a helicopter when measured in terms of total cost per Kg mile. To achieve this we are currently researching and applying a comprehensive range of new technologies to reduce craft weight, to improve cushion efficiency, ease of use, reliability and maintainability, to improve fuel economy and to enhance manoeuvrability. We will thereby create a more cost effective package.” Although a hovercraft is difficult to compare to a standard ship, Mike noted that the demands from clients are common to both areas – reliable products within a lower budget. “Therefore our focus here is to use technology to improve the overall cost effectiveness and efficiency of the product,” he said. “There is an equal requirement for craft that are capable of carrying larger
The 2000TD craft in operation by the Peruvian Navy
The BHT 180 craft ‘Solent Express’
payloads for customers who need to provide logistical support in areas where this is not viable due to ice, high winds and fog. “We will be testing a prototype of a new one tonne payload craft later this year. We have also commenced development of a new hover ferry product to be launched in 2015.” Further development is also taking place for larger craft for key partners in the oil and gas sector. Success here will be underpinned by further research in power plant, application of advanced structures, materials and applied technologies to cope with the demands of extreme conditions. In addition, the hovercraft also offers a possible alternative for customers concerned about green issues - its design means it is already an environmentally-friendly platform. Mike explained: “Hovercraft have no underwater signature and leave no wake or wash,” he said. “New products will also use engines with improved emissions levels and a lower airborne noise signature.” Add these factors to the other benefits that the hovercraft offers and it is no surprise that the market is growing. “This growth is fuelled by changes in security priorities, the need to extract oil from
challenging environments, increased levels of flooding and growth in economies where waterborne transport is more prevalent – such as South America,” added Mike. “It can certainly be accelerated further by development of new products. Our current research suggests that there is potential for good growth over the next five to ten years.” Mike concluded with some insight into future trends in the market: “We consider the next big step for hovercraft is for the standards against which they are built to be more widely understood and mandated. Unfortunately, there have been many examples of poor craft being developed and delivered that fail to meet an acceptable level of performance or reliability. Poor performance has been exacerbated by a failure to implement effective standards for maintenance and pilot ability. “As leaders in the hovercraft market, one of our missions is to build on the existing standards embodied in the High Speed Craft Code. By doing so, our current and future customers can readily understand and adopt internationally recognised standards of operation. These standards can then be used to manage the entire supply chain, whether they are sub-component suppliers, craft manufacturers, product support partners or operators.” v
For further information, visit: www.GriffonHoverwork.com Telephone: 02380 686 666 Email: email@example.com
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Duramax streamlines business processes with Infor SyteLine
uramax Marine is a privately held company that manufactures various marine products. Most of its products are not visible from inside ships, but are nonetheless vital. Its mainstay product is a propeller shaft bearing that prevents the propeller from bending and breaking so that the ship will continue to move. Duramax also makes fendering systems, sealing systems, and cooling systems, as well as dock bumpers and tow knee products that fit on tug boats to enable them to push other ships without destroying them. Headquartered in Hiram, Ohio, the company also makes pump products called stators that are used for industrial markets. Duramax customers are global and range from distributors to those that sell engineered Duramax products and those needing custom sizing to which Duramax sells directly. Although Duramax products are mature and the company is one of the world’s largest manufacturers of these products, the company is a relatively small operation. Up until recently, it was one of only a few companies that produced the same types of marine devices. Now its biggest challenge is global competition, particularly from China and India. To confront its challenges and remain prosperous, Duramax needed to ensure that its business processes and manufacturing operations were as streamlined and efficient as possible. It was paramount for the company to find a system that was flexible to meet changing needs, incorporated lean planning and scheduling processes, and was easy to use. According to Debi Piccus, CIO at
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Duramax: “Because our business is small, we don’t have the luxury of taking a lot of risks that’s why a proven solution - and from a supplier with a strong support system - was critical to us.” After Duramax reviewed several enterprise resource planning systems, the company selected Infor ERP SyteLine. One of the characteristics that sold Duramax on Infor ERP SyteLine is its basis in current technologies. Debi said: “The software uses the most current, standard technologies, such as Windows SQL Server, which makes training easy to obtain, and we can easily get support from many different sources.” Debi explained the company’s technology history: “Several years ago we implemented the Symix product, which became an Infor legacy product, and we upgraded to the latest Infor version a few years ago. “We use the software for accounting and manufacturing, doing everything in it from taking customer orders, scheduling, and planning, to invoicing and even to business analysis.”
Seeing results Debi described the process of deploying Infor ERP SyteLine. “As an implementation professional, I can honestly say that the user interface was intuitive, which made implementation easy and very quick. We were able to see the benefits of using the system so much faster than we would have with other applications.” In fact, Duramax immediately began realising important gains from SyteLine. “Infor’s open architecture allows us to easily customise the software ourselves, and we’ve done just that,” said
Because our business is small, we don’t have the luxury of taking a lot of risks that’s why a proven solution - and from a supplier with a strong support system - was critical to us
Debi. In conjunction with Infor’s affiliate, Single Source Systems, Duramax developed a customisation that prints CAD drawings for selected purchase orders and jobs. The customisation integrates an AutoDesk drawing viewer used to print drawings for user-selected purchase and job orders. Debi added: “Instead of having to look up drawings in a book, copy them, and include them with the purchasing or job paperwork, the user clicks a check box and all the paperwork prints together, saving the user 15 to 20 minutes for every drawing needed. “Jobs get released to the floor quicker, purchase orders are issued quicker, and several users many times a day save time with the automated customisation. Also, we can extract important information from our old database - 15 years’ worth of invoiced sales data - and use it with our Infor products to analyse the business.” With SyteLine’s built-in business intelligence, Duramax can perform various types of analyses on its 15 years of data comparing information from year to year to gain insight for better decision making. “It helps us see sales trends so that we can target markets and know where to invest sales and marketing in the future,” said Debi. “For example, if we start to see a sales growth trend in India, then we know that we need to concentrate some sales and marketing efforts in that area. We recently did an inventory analysis. We used business intelligence to develop a report that
tells us how much of a product was used or sold over the past ten years and compared that against how much stock of the item was on hand, giving us insight into obsolete or slow-moving inventory.” Flexibility is another SyteLine feature that Duramax considers critical. “We can plug many add-on modules into it and integrate them into the application to appear as if they were part of the base software,” Debi added. “This seamless addition saves us much time and effort, allowing us to meet all our business needs without having to look for another software application.” According to Debi, Infor sets itself apart in its support of customers. “I’ve never seen another software company support past versions like Infor does,” she said. “I think customers should be able to upgrade to the next version as it makes sense for their business. And providing architecture that allows users to plug in any software best suited to them and to integrate the best practices that work for them is the ideal scenario. Infor does all of that.” Debi pointed out another benefit gained from Infor ERP SyteLine. “When Infor acquired SyteLine, we realised the extra advantages of a much larger organisation. Infor supports its professional services and support groups very well. We’ve consulted with the software experts many times, and they’ve stayed with us, diligently helping us grow that piece of our business.” Other Infor customers also played a role in reassuring Duramax that there were many satisfied users. “Being able to consult with Infor customers at conferences and user group meetings was important to us. And we discovered Infor365, an online community that helps to support us in many ways.” Duramax Marine has 40 users in several different areas customer service, sales, marketing, accounting, purchasing, scheduling, and the shop floor, as well as shipping. Debi concluded: “Our users have found the software very easy to use, very intuitive, and it really helps support their job functions.” Duramax emphasised that it continues to look to Infor for proven solutions. Noted Debi: “Infor has shown us that it will grow those proven solutions instead of offering something completely new that we need to rip and replace. And all Infor applications integrate with one another; we can go to one place for support and work with one sales rep. We believe that Infor will be with us for many years to come.” v For further information visit: www.infor.com and www.duramaxmarine.com.
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Simon Barham gives an overview of the challenges facing ship management companies
f there is one thing that is certain about the shipping markets this year - it is the overall uncertainty about everything. Owners, managers and industry practitioners all seem to be in the dark about prospects for this year. Interestingly they all seem intent on asking how everyone else sees shipping’s lot panning out. I have been asked by more people than I care count, about when I see the recovery and I guess all I can do is repeat what I have been told by people in the know. But it would seem they are as much in the dark as we all are! Green shoots are maybe still lacking but more optimistic talk could start to be heard towards the end of next year and into 2016 is what I am hearing. But the industry is making hay while the sun is shining and starting to put itself in order ready for any upturn. It is all about keeping your head down and weathering the storm - this perfect storm that has seen all shipping markets affected and the normal drivers to recovery blocked at every juncture. This feeling is that while we may all have arrived in different ships, ‘we are all in the same boat now’, and an interesting phenomenon appears to be the growth in prominence of the maritime cluster. There is clearly a feeling of strength and safety in numbers and the work is on for certain geographic sectors of the global shipping community to develop and hone their expertise and to stamp their authority on an interested audience. Singapore’s international reputation as a maritime cluster is growing and strengthening while other established centres like Cyprus and Oslo continue to plug ahead. But what is interesting is the determination by these and many other clusters to re-emphasise their existence and to develop new
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skills that will leave them open to commercial interest as shipping emerges from the gloom. And what is essential in all of this is that the shipping industry works together in partnership. Ship managers like Bibby Ship Management see real value in treating their clients as partners. Transparency is crucial but if everyone is pulling in the same direction then things can get done very quickly and very efficiently. Today’s managers are under severe pressure to deliver high-end management services to ensure the managed vessel is in a strong position to meet its regulatory requirements against a backdrop of declining freight revenues and reducing management fees. When you lump in the soaring bunker prices then the task is accentuated and managers are continually being asked to look at ways of reducing fuel consumption. As a ship owner today with younger ships you have to ask yourself where on earth am I going to get that ten per cent to 12 per cent return on investment that I need and how long can I expect to trade my ship to achieve that expectation? Well conversations I have had indicate that owners are still looking to write down their assets over anything from 18- 25 years. A worrying scenario when you consider that oil traders are sticking rigidly to their gentlemen’s agreement not to charter tankers over 15 years old. The shipping market continues to be affected by over-capacity, with deliveries of new ships still out-stripping the scrapping of old tonnage. Over the year, surplus capacity has increased and freight rates have weakened further in the major tanker and dry bulk markets. The over-supply will correct in time due to a reduced propensity
numbers to order new ships and an increase in scrapping. This is a trend that is accentuated by the shortage of available bank finance. Growth in dry bulk seaborne trade continues its slow but steady recovery. For the calendar year 2012 it increased by 4.4 per cent compared with 4.3 per cent in 2011; and many broking sources expect this improving trend to continue into 2013. The rate of growth is affected by the pace of industrialisation and urbanisation of the emerging economies and the price of global commodities, which have both acted to maintain the rate of growth in the past few years. However, the total amount of trade is still smaller than anticipated before the recession, while bulk carriers that were ordered to meet those higher anticipated levels of demand continue to be delivered. In the year to December 2012 the bulk carrier fleet grew by ten per cent, after 13 per cent growth in 2011 and is expected to reduce to eight per cent in 2013. And looking briefly at the primary wet trades, the freight market for crude tankers is at its lowest point and the product tanker market is fluctuating around break-even levels. Spot market rates, as measured by the Baltic Dirty and Clean Indices, displayed their usual seasonality with a weak second and third quarter followed by a fourth quarter rally. This rally was lower than anticipated and insufficient in 2012 for many owners to cover their costs for the year. The pattern of trade is changing with increased energy selfsufficiency of the US and rising consumption of crude oil in the Far East, which is increasingly being served by new refineries in the region resulting in an increase in seaborne distribution of refined products. The market remains over-supplied and this is now being added to by selective ordering of new technology tankers, which
will be more economical to run and have reduced environmental impact. So what does this shipping market pointer tell us: Well it suggests that while it may be some months before the market outlook improves it is all about pulling together. The owner needs to survive and the manager, acting as his agent, is there to ensure costs are managed effectively and to ensure the value of the prized asset, the ship, is maintained to the highest level. The ship’s crew are crucial in all of this and while they say an army marches on its stomach, well a happy and productive crew is one that is well fed and well looked after. Henry Ford once said: ‘Coming together is a beginning; keeping together is progress; working together is success.’ An appropriate comment for the motor industry of his time but almost certainly fitting for today’s shipping industry, determined to successfully resolve issues of common interest while also keeping an eye on the bottom line. v
Simon Barham is chief operating officer at Bibby Ship Management. Located in Liverpool, Bibby Ship Management Ltd provides a quality assured comprehensive technical management service to the international marine industry. In a highly competitive environment a dedication to quality brings economic advantages. Bibby Ship Management’s adherence to the quality management system means it prioritises the long-term interests of its clients. For further information visit: http://uk.bibbyshipmanagement.com.
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Trevor Blakeley, chief executive of RINA spoke to Libbie Hammond about the role of the naval architect and the importance of recruiting the right people into the maritime sector
he discipline of naval architecture covers a diverse array of specialties, including design, construction, maintenance and operation of marine vessels and structures. Those employed in this area are required to have an extensive base of knowledge that includes applied research, design, development, design evaluation and calculations, trials, operation and maintenance, launching and dry-docking, the formulation of safety regulations and damage control rules and the approval and certification of ship designs to meet statutory and non-statutory requirements. Given the list of skills needed to work in the sector, it doesn’t come as a surprise that finding the right candidates is a challenge and recruiting into naval architecture is a priority. Trevor Blakeley, the chief executive of The Royal Institution of Naval Architects (RINA), confirmed that although the maritime industry can offer a rewarding career and at this time job opportunities for graduate engineers are generally good, it does demand high standards of professional skills of its engineers, at all stages in their careers. “The maritime industry must recognise that it has both a responsibility and a need to attract good graduate engineers into the industry by ‘selling’ the sector and its opportunities,” he said. “This includes providing career development through graduate training programmes that are aimed not just at meeting the needs of the company, but also providing the opportunity to meet the requirements for Chartered Membership of a professional Institution.” Although its impact varies from sector to sector, the global financial crisis, which continues to affect the maritime industry has placed even greater emphasis on finding the right staff particularly designers and builders - to create ships and marine structures that cost less to design, build and operate. Trevor highlighted that technology has a great part to play in this development process going forward, and that again, it is a key aspect for naval architects: “The maritime industry is highly dependent on technology, and it is therefore not unexpected that innovation will have the greatest impact on hi-tech and scientific development. There is a need to provide ships and marine
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structures which include the features mentioned earlier, as well as being safer, and more sensitive to the environment. The industry must ensure that it both recognises and uses such innovation where possible.” He added: “The environmental side in particular is adding a lot of new demands, with society’s (and therefore inevitably the regulator’s) requirement that the industry be more sensitive to the maritime environment through reduced emissions and the sustainable use of resources. Naval architects have a key role in achieving this, for example by designing hulls which are more efficient.” All of these areas are hot topics and Trevor noted they are actually somewhat linked: “When you provide ships and marine structures which cost less to design, build and operate, and have reduced emissions, it is almost inevitable that the vessels deliver reduced fuel consumption, whether as a cause or result, and make better use of sustainable resources (whether material or source of power).” It is in high profile matters such as this where RINA can offer expert opinions and help naval architects – for example it has information available on the new generation of stability criteria, survivability of passenger vessels, damage stability for ro-ro passenger vessels, and guidelines for stability of tankers and bulk carriers. In fact its full participation in IMO at Committee and Sub-Committee level puts it at the heart of the discussions on the key matters affecting the sector, ranging from the development of a mandatory Polar Code, to Goal-Based Standards, the Formal Safety Assessment, the Energy Efficiency Design Index (EEDI), the Prevention of air pollution and the Reduction in Green House Gases. It is here that RINA can bring the rigour of the naval architect to proceedings. The Institution’s contribution to EEDI, for example, was intended to ensure that all future technical measures are properly evaluated before they are mandated. Indeed, RINA believes that naval architects and other engineers are the key to the future success of the maritime industry, and that people particularly are the key to innovation: “Recruitment of good school leavers into engineering, attracting good graduate engineers
into the maritime industry, and providing career development opportunities through training and professional development are all essential in achieving success,” Trevor added. The maritime industry and therefore its naval architects and engineers continue to face many challenges, and it is vital resources such as RINA that help to enable those working in the sector to keep abreast of new information. “Whether it is through RINA’s international publications and conferences, or through membership of the Institution, having access to independent, up-to-date technical information on developments in the global maritime industry is a major benefit, and RINA is always keen to ensure it is available to the broadest audience,” said Trevor. In fact, the changes to the maritime industry have been both technical and geographical, and the Institution has reflected these changes in its activities and global membership. The Institution recently recognised the growth of the Chinese shipbuilding market by publishing its principal journal, The Naval Architect, in the Chinese language, and by organising conferences in China where it now has a branch. “Most people in the maritime industry will be aware of the rapid and extensive growth of the Chinese maritime industry over recent years, particularly in shipbuilding,” said Trevor. “However, the market recognises that if it is to maintain that growth it must seek improvement in design, production and quality whilst it continues to enjoy the benefit of low labour costs – all areas where its naval architects and engineers have a key role to play. It recognises that access is essential. In addition, this could also be said of those other countries that are seeing the same, albeit not as extreme, growth in their maritime industry, such as India and Brazil.” But is there a need for this sort of journal in a world where information is available at the touch of a button? “In today’s world of information overload, it could even be asked if that still a role for the Institution,” Trevor acknowledged. “But which of the millionplus answers which Google might give are accurate and credible? I believe that accuracy and credibility are the hallmarks of the Institution.”
He concluded: “The professional qualification that is implicit in achieving full membership of RINA is recognised throughout the international maritime industry as demonstrating the achievement of the highest standards of professional competence and, just as importantly, of professional integrity. “RINA encourages the individual member to take pride in his or her own professional achievement, and encourages high professional standards from others. I believe the Institution has a vital role to play in providing a link between academia, industry and the naval architecture profession, which is essential to the prosperity of maritime industries.” v
Trevor Blakeley was appointed chief executive of The Royal Institution of Naval Architects (RINA) in April 1997 after a varied career as an officer in the Royal Navy. RINA is an international professional institution, whose members are involved in the design, construction and maintenance of marine vessels and structures. Its members are represented in over 90 countries and at all levels in universities, industry and maritime organisations. For further information visit: www.rina.org.uk.
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Superyacht owners don’t always want to buy a new vessel – luckily the refit market is there to transform their existing yachts into spectacularly modern examples of floating luxury
Fit for the
ccording to market intelligence figures from Boat International, superyacht sales in 2013 are going well. At time of writing, one hundred and twenty vessels have been sold, at a value of 940m euros. The research also indicates that builders are buzzing and the new order figures in the market are solid. Rupert Savage, MD of Rolling Stock Group and Pinmar Supply (which are part of the Global Yachting Group) noted that although the superyacht market is hard to sum up as it is so changeable, the trend to go larger continues apace: “The mega yacht newbuild market is currently very strong with many shipyards having busy order books,” he confirmed. However, not all owners want a brand new yacht, and it is these clients who are looking into refitting their current vessels that Rupert is keen to attract. On the subject of the newly formed Global Yachting Group (GYG) he stated: “GYG is a new company that was formed through a joint venture between the Rolling Stock Group and Pinmar Group by the shareholders of both groups. GYG is effectively a holding company owning all the subsidiary companies. As shareholders, we felt it very important to retain our two independent paint brands (Pinmar
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and Rolling Stock) while putting together our two supply companies (Rolling Stock Chandlery and Pinmar Dockshop to form Pinmar Supply) and our two scaffold/cover companies (Pinmar Covering and Technocraft to trade as Technocraft),” he explained. GYG aims to leverage on an experienced and globally skilled workforce to achieve economies of scale and the capability to execute ever-larger new build, refit and supply related projects. The group will have the broadest international service capability in the superyacht sector, including real estate interests in refit facilities, yacht finishing, supply (retail and distribution), scaffolding and covering, blasting and surface treatment, concierge and advisory services. Rupert went onto discuss some changes he’s seen in the refit market: “It has always been hard to gauge the trends of the business as each year is so different and can be changed dramatically with one or two large contracts,” he said. “But one change in the refit market is ‘postponement’. It would appear that owners are now prepared to extend the time between refit periods, in particular paint contracts. In the past, yachts would be re-painted every three to five years - this has now been
extended in some cases, to every four to six years - this obviously has a knock on effect to the business. “The other big change is the way quotes are produced. In the past we were expecting to compete with local companies, now we are competing on a global level. Clients will now get numerous quotes from numerous locations - this has forced us to become even more competitive and more efficient in the way we work.” He added: “Nevertheless, despite this change in approach, the refit market remains strong.” When highlighting other changes in the market, Rupert also noted that there is now a global approach to sourcing services, and GYG’s clients can be from all around the world. He mentioned that new clients are demanding different technologies: “In reference to paint, many clients are looking for something visually different with custom colours or unusual metallic or pearlescent paint systems,” he said. The environment is also increasing in importance to clients, and both Rolling Stock and Pinmar companies work in accordance to ISO standards 14001 and 9001 in reference to environmental and quality management. “Green issues are now very important,” Rupert confirmed. “Rolling Stock were the first
yacht painting company to achieve both ISO 14001 and ISO 9001, and through our scaffolding and tenting company, Technocraft, we are able to offer complete containment and assure the best environment for our works. This means optimal quality is achieved while looking after the environment.” The heady years leading up to 2008 in the superyacht market will probably never be seen again, but it seems that today there are still those out there looking to purchase a new superyacht or have their existing vessel brought up to spec. The Chinese market continues to grow in significance and as legislation increases and technology develops, it seems likely the refit market will continue to successfully find ways of making older vessels like new. v
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project The $6.1 Billion Thames Tideway Tunnel Project has decided on Bentley’s ProjectWise solution
entley’s ProjectWise will provide collaboration, work sharing, and engineering content management for Thames Water’s Thames Tideway Tunnel project. The project is designed to address the issue of combined sewage discharges from London’s Victorian-era sewer system that enter the tidal River Thames, and thereby enhance water quality and help sustain the river for future generations. CH2M HILL, a global leader in consulting, design, design-build, operations, and programme management, is serving as programme manager for this massive $6.1 billion project. As a long-time Bentley user, CH2M HILL is confident in the ability of the ProjectWise system of collaboration servers and services to increase the project team’s productivity and decrease costs in delivering this project by providing information mobility across disciplines and project phases with data integrity. Additional Bentley software being used on the project includes Structural Modeler, AECOsim Building Designer, STAAD, InRoads, gINT, Bentley Navigator, and ProjectWise InterPlot. Currently there are more than 20 principal partners involved in the project and 50 other companies engaged in the preplanning phase. The project team needed a scalable solution to facilitate collaboration with multiple subcontractors and allow
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them to accurately predict costs for this fixed-price project. The use of ProjectWise enables the team to more efficiently and economically manage design processes, project data, governance, standards, and subcontractors within a single federated and secure data environment. Moreover, the Bentley information modelling, structural, and civil applications being used enable interoperability – further supporting collaborative and streamlined multidisciplinary workflows. Simon Williams-Gunn, engineering systems lead, Thames Tideway Tunnel project, said: “Thames Water will use ProjectWise to deliver models and drawings for planning processes based on BS 1192, enabling us to collaboratively work together within single and multiple offices and teams using the same information at once. We are going to be expanding into a huge team to deliver the project, and we wanted to put into place tools that enabled us to both accommodate the requirements at an early stage of the project and also scale into the full delivery of the project as it grows.”
ProjectWise and BS 1192 The Thames Tideway Tunnel team is taking advantage of the new ProjectWise Business Process Template that incorporates the BS 1192 processes and naming standards, with appropriate
precipitation in the UK, have resulted in increased discharges into the tidal River Thames – with discharges occurring, on average, once per week. To capture this overflow before it reaches the river, there will be shafts six metres across and 60 metres deep at 22 CSO sites along the path of the tunnel that drop the flow down to the main tunnel. “There is a huge amount of engineering that goes into actually capturing the CSO. So we’re building a building underground, if you like, using Structural Modeler to create 3D models,” Simon explained. In addition, Structural Modeler and AECOsim Building Designer are being used to create 3D models of other elements and structures at the CSO sites, including the shafts, head houses, stacks, and other buildings and landscaping. These 3D models are shared with other software tools for fluid dynamic calculations as well as GIS software for studying the environmental impact of the stacks and the resulting odour. STAAD is used for structural analysis of reinforcement issues, such as where CSOs enter the river near bridges. The 3D models are also used to produce the 2D drawings necessary for engineering, planning, and environmental needs.
Using InRoads for tunnel alignments
folder structures and workflow conventions. ProjectWise also provides the team with time-saving automated support of numerous key activities including searching, creating, registering, checking, and issuing documents, as well as the tools for managing CAD standards to ensure that the growing team can create consistent work. With ProjectWise, the project team was able to more accurately cost the project and minimise the risk of needing additional resources for information management as the project grows. “We needed to predict what the costs would be due to it being a fixedcost project. If we had put in the resources required to manually manage this much information, the cost would have probably been ten times that of our new system, and that’s a conservative figure,” said Simon.
Management of an evolving project The London sewer system uses a single pipe to carry both sewage and stormwater runoff. It was designed to overflow into the tidal River Thames via combined sewer overflows (CSOs) only during extreme rainfall, when the sewers reach capacity, to prevent homes and streets from flooding. However, modern-day pressures, including population growth and the increased intensity of
The tunnel will be London’s deepest ever – being 75 metres down at its lowest point. With the myriad underground structures beneath the city, the project team must avoid the many other tunnels and conduits used for rail, road, electricity, gas, and communications infrastructure. Moreover, it must prevent ground settlement from damaging the surrounding buildings. Settlement analysis will be conducted wherever the tunnel passes beneath or close to buildings and other structures, and mitigation efforts will be implemented as required. The team is using InRoads to manage horizontal, vertical, and 3D alignments of both the main tunnel and various connection tunnels. In addition, it is implementing gINT to manage the huge amounts of geotechnical data needed for the tunnel, as its prior software was unable to handle the necessary quantity of data.
Delivering the right information to the right people To meet the needs of various audiences and stakeholders, the Thames Tideway Tunnel project team will employ easy-to-use web tools to provide the required information to project decision makers. Moreover, Bentley Navigator will supply web-based access to 3D models for design review and clash detection. In addition, Bentley’s ProjectWise InterPlot will be used for publishing both web-based document sets and paper construction documents. The goal is to make all project information available to the entire team on the web. v
To read a case study on the Thames Tideway Tunnel project, visit: www.bentley.com/ThamesTidewayTunnel.
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Profiles There are thousands of ships sailing the oceans today, transporting every kind of cargo. The global fleet is manned by over a million seafarers of virtually every nationality and the companies involved in this sector are among the most technologically sophisticated of any in the world. The prominent and successful companies that are highlighted in the next pages of Shipping & Marine provide real world examples of how state-of-the-art technology, best practices and modern innovations are put into practice in the maritime sector.
l neptune lines l matrix ship managemenT l port 2 port maritime security l afai southern shipyard l tts offshore handling equipment l port of tallinn l goodwood ship management l rolldock l frederikshavn havn l palmali shipping l shin tai ho & co (pte) l dunston ship repair l hvide sande skibs & baadebyggeri l stena bulk l bass
eptune Lines (NL) is a leading car carrier company in the Mediterranean and Black Sea, offering an integrated liner service to 25 ports, and a wide agency network. This combination means NL can offer an extensive geographic and market footprint with modern asset base. As Peter Menzel, commercial director, added, the company also transports other vehicles alongside new and used cars: “We also handle trucks, construction and agricultural machinery as well as industrial power plant parts,” he said. “Our main trading area covers the entire Mediterranean and Black Sea, where we hold a market leading position, with the Spanish Atlantic port of Vigo being the most westerly port we serve.” Two of NL’s key strengths are its ability to offer tailor-made solutions and the flexibility to change when needed. As a result, it has established longstanding relationships with most of the major car and commercial vehicle manufacturers, which are maintained and enhanced by NL’s exemplary safety record – the company has one of the lowest claim levels in the industry. “Our tailored service has yielded great results with a near
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zero per cent damage ratio and a very high level of performance during our customers’ quality audits,” said Peter. “Most of our key customers have been working with NL for many years,” he continued. “They include companies such as Renault, VW Group, PSA , Ford and many others and our fleet grows steadily in line with the constantly evolving demands of the automotive industry.” Maintaining such a very high level of excellence requires investment in skilled operational and technical human resources. NL’s vessels are manned with more seafarers than the minimum requirement, and the company recruits Greek, Ukrainian and Filipino seafarers through manning agents in Odessa and Manila with a very high retention rate (greater than 90 per cent). This ensures constructive training and sustainable development. For several years, NL has also had a female cadet programme in place, and is presently training female deck cadets and junior officers. “This was instigated to reinforce the gender equity/balance of our crew,” said Peter. “We are planning to have more women in our team in the future.”
Profile: Neptune Lines
This team of professional seafarers is responsible for the operation of NL’s young, modern fleet. This consists of 15 ships out of which 11 are owned and managed in-house. “The average fleet age is only 6.3 years, and we have two further new buildings on order that are due for delivery early 2014,” added Peter. “These vessels have a capacity of 3200 units each, and are suitable for both transoceanic and short sea trade.” These new build vessels are particularly noteworthy because of the amount of energy saving and environmental features they are going to incorporate. For example, an electronic engine is used on this project, resulting in improvements in fuel consumption. An electronic engine also permits balanced operation of all the cylinders of the main engine. Further featured technology includes the installation of an energy saving device called PROMAS; an innovative antifouling system; frequency control for important motors; autopilot – economy mode of operation; shaft generator; multiple thrusters; CLEAN notation; ballast water treatment; Coriolis flowmeters; shaft power meter
and performance monitoring system; auxiliary power measurement, and energy saving lamps. “With the enhanced measurement capabilities installed on these vessels, we will be able to accurately measure the combined environmental effects of the various efficiency measurements and compare these to the previous project vessels. We anticipate an improvement of about 15 per cent in energy consumption in the speeds between 16-17.5 knots at near full draft
C.A.R. (Control Automotive Risk) Consulting Group Since 2006 Neptune Lines has appointed C.A.R. Consulting Group to provide its automotive inspections and on-board supervision services as well as to obtain automotive risk management consulting. C.A.R. Consulting Group is a leading, international automotive inspection company and marine consultant delivering value-added services throughout European, Mediterranean and Black-Sea ports of call for Neptune Lines. C.A.R. Consulting Group is proud to be associated with Neptune Lines.
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Profile: Neptune Lines have a very experienced management team with a track record of success, and NL is now a global brand that represents excellent service, safety and product quality in a market with high barriers to entry,” said Peter. He concluded: “2013 will continue to have a strong focus on strengthening our existing business and providing a strong and sustainable base to cope with growing demand on capacity and a further diversification of our network.” v
Neptune Lines www.neptunelines.com conditions as compared to the previous project vessels,” said Peter. These green considerations perfectly illustrate NL’s overall dedication to CSR: “We have a very strong programme in place, with strict targets and close performance monitoring. Items covered include bunker saving programmes, CO2 monitoring, as well as office supply and energy consumption reduction targets,” said Peter. “Even generated waste is closely monitored and annual reduction plans have been introduced.” It is clear that Neptune Lines has come a long
way in the 40 years since it was established by Nicolas Travlos to provide cargo and ship handling services to all Greek ports. The company has re-registered two of its vessels from Malta to Greece, and the two new builds will also have Greek flags, in order to highlight its heritage and support for a nation with a strong maritime tradition. Going forward, NL is well positioned in markets with high growth potential, as well as ideally placed to take on the growth expected from Russia, Turkey and North African countries. “We
• Carried 750,000 units in 2012 • Vessels can hold between 430 – 3200 medium sized cars • Company based on confidence, flexibility and trust
Fortune Technologies Fortune Technologies is one of the most undisputed software leaders in the maritime ERP market. Its strong maritime industry knowledge coupled with a sound Microsoft Dynamics-Nav Technology leadership has emerged as a clear differentiating factor. Its ability to offer compliance with international standards like TMSA and government regulations like Sarbanes-Oxley, the extensive audit trail procedures, and the robust reporting and business intelligence capabilities accurately represents the structure and behaviour of a modern shipping company.
Profile: Matrix Ship Management
ith a team that boasts a wealth of expertise in the maritime industry, Matrix Ship Management is an innovative, reliable and versatile company that strives to lead the way in offering professional and bespoke management services to clients. Founded in 2011 from the re-formation of an older company, Matrix has quickly developed a strong reputation, with independent surveyor Simon Groves stating: ‘The company must be among the top two per cent in the world for passenger ferry safety standards’ following a machinery risk assessment survey. Matrix’s core management activities are within the highly regulated passenger ship industry, where it pledges to provide the best possible services by offering quality, safety, security and flexibility, as Peter Jordan, managing director of Matrix Ship Management elaborates: “We dedicate and match resources to the needs of clients, and will, if needed or at the clients request, set up a sub office within the client’s offices, or within a short distance from them, so
owners/clients can be briefed on any potential issues on an on-going face-to-face basis with the ships superintendent. This ensures owners do not feel removed from the daily operations of their assets.” Viewing its customers more as partners, Matrix manages clients’ vessels with the same care as it would its own; a philosophy that is taken on by the company as a whole, which ensures every detail and cost is consistently monitored. Specialists in the managing of ferries and cruise ships, the progressive young firm is keen to develop business over time with highachieving clients that are cost-conscious and share similar ideals. “Matrix ship management have, in general, focused on the passenger ship industry, such as cruise and ferries,” says Peter. “Although we currently have specialist crewing contracts in place for other shipping industry segments, such as a fleet of tankers and supply crews for bulkers, reefers and general cargo ships, our expertise is in directly managing and crewing passenger ships.” Its carefully selected senior
management team, all of which have a wide range of experience in working for large and small companies in senior management roles, currently manages the fleet of ships owned by Irish Ferries. This expertise has been instrumental in Irish Ferries, considered to be one of the best ferry companies in the competitive Western European market, winning national and international awards for its service. On top of this, Matrix also supplies senior crew to two award winning cruise lines. Following the downturn in shipping due to the economic climate Matrix understands the increased pressure on ship owners to cut costs, which is why its costs are completely transparent; based on a straight forward management fee, plus costs, without any supplementary hidden extras. “A lot of ship managers will initially budget a low management fee, which on first appearances may look to be better value, but they will then add commissions or service fees on all costs and purchases. Matrix costs are transparent, with all management fees discussed and agreed at the contract stage,” highlights Peter.
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Profile: Matrix Ship Management
Aware that crew retention is paramount to vessel safety and operational standards, Matrix is proud that its staff/crew retention rate averaged at 94 per cent over the past few years, which benefits both the company and the client, as Peter says: “New hires lead to additional training costs and also has a bearing on the maintenance costs of vessels, such as breakdown/failure costs, which in many cases is due to the crews unfamiliarity with the particular vessels machinery and past history.” To ensure its crews are fully certified, trained and vetted prior to joining vessels, Matrix owns and operates certified crewing agencies in Latvia and Poland. It has also developed partnership agreements with certified crewing agencies in Bulgaria, Romania and Ukraine. Furthermore, Matrix’s HR department and QSMS department have worked closely with the classification societies and flag states throughout the last 12 months to ensure all of its managed ships, crew contracts, SMS, crewing agencies and crew terms & conditions fully comply with MLC 2006 regulations that are coming into force in August 2013. On top of its own supply of crew, Matrix has a large database of highly skilled engineers, coded welders/metal fabricators and fitters that are used as a riding squad for activities such as main machinery overhauls and refurbishments. This is hugely beneficial for owners, as a Matrix riding squad can be mobilised and on-site anywhere in the world within 48 hours to fix major breakdowns and incidents, without any additional fees; a far more attractive option to contracting expensive makers service engineers. Matrix also owns and operates a fully bonded and IATA accredited travel agency, Henley Travel Ltd, which gives Matrix total control over all crew scheduling, rostering and movements. Most importantly it allows Matrix to control the costs of crew travel to and from the vessels with forward planning and the savings associated with the earlier booking of flights. With the implementation of MLC 2006 in August and the knock-on
implications for crew travel/luggage allowances, Matrix can book (refundable) marine fares, which include additional luggage allowances, with most of the major airlines, this results in further substantial savings for owners. With a myriad of experience and a commitment to quality, the future looks bright for this progressive company, which has taken a step away from seafaring tradition to promote a female deck officer to captain and also promote a female engineer to chief engineer. It is this dedication
to offering its customers ‘a new generation of ship manager’ through a personal, transparent and forward-thinking approach that will ensure Matrix’s ongoing success. v
Matrix Ship Management www.matrixshipmanagement.com • Founded in 2011 • 94 per cent staff/crew retention rate • Service costs are completely transparent
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Profile: Port 2 Port Maritime Security
uaranteeing the security of maritime assets and the safety of vessels throughout high-risk areas, Manchester based Port 2 Port Maritime Security Ltd provides flexible, tailored solutions to the unique and changing needs of its customers. The company’s superior standards throughout all aspects of the business, such as offering 24/7 operational support, crisis management and emergency response, allows it to deliver a consistent, reliable, personal and professional service. “As the name suggests we are a maritime security provider with primary focus on the delivery of vessel protection services, however, we are also expanding our portfolio into the wider marine security services sector to include offshore oil and gas, escort vessels and other risk management services in the littoral space such as port facilities and pipeline security,” says Andrew Varney, managing director of Port 2 Port. “The vast majority of our business remains the provision of armed maritime security teams on board vessels transiting the eastern high risk area (HRA), however, we are also well established in the Gulf of Guinea and a leading provider of a complex range of services in the region.” Established in 2011, the fully UK regulated company began trading with its first operation conducted in November that year and since then has completed in excess of 500; having enjoyed an expeditious rise to success it now has a respectable percentage of the maritime security sector’s market share. With experienced, expert senior management and operational support staff, Port 2 Port can offer a comprehensive range of services from armed vessel protection and escort vessels to technical security consultancy and intelligence services. Furthermore, by utilising only the very highest standard of UK operator, selected exclusively from the Royal Marine Commandos, Port 2 Port’s highly trained and qualified personnel can ensure
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exemplary service delivery at all times in the most challenging and unpredictable of environments. “Our philosophy is one of understated excellence founded on principles of professionalism, integrity and transparency, which we believe will ultimately prevail in the market as the ‘race to the bottom’ abates and our industry consolidates with the very welcome introduction of formal regulation through credible, accredited vetting,” says Andrew. Continually striving to set new standards in maritime security, Port 2 Port is rightly proud to be the leading private maritime security company (PMSC) to be selected for MSS Global’s pilot audit for ISO PAS 28007, in association with the United Kingdom Accreditation Service (UKAS) Certification Pilot Programme. The audit assurance process in accordance with ISO 28000 and ISO PAS 28007 began with stage 1 in April 2013 and has now progressed very successfully through to stage 2, which Port 2 Port will complete in the very near future with a view to full accreditation on completion of the pilot programme. “The pilot scheme required
a very select number of credible PMSCs to present themselves to audit against the standard working initially through MSS Global and LRQA with RTI now offering services in conjunction with the Security Association for the Maritime Industry (SAMI). The pilot scheme runs until the autumn, at which point once the certified bodies themselves have been accredited, the successful PMSCs who have completed the process will then be accredited accordingly,” explains Andrew. “It is great that this pilot is 100 per cent supported by all interested parties and associations on a global scale including BIMCO, the International and UK Chambers of Shipping, SAMI, Security in Complex Environments Group (SCEG) and leading P and I Clubs.” A major challenge for the world’s leading PMSCs and particularly those selected for the pilot scheme is the perennial issue of an almost endemic misunderstanding of what is relevant and acceptable compliance within the maritime industry. This unfortunately continues to permeate through significant sectors of the global shipping industry and is a permanent source of frustration
Profile: Port 2 Port Maritime Security
to the reputable, compliant, and standards driven security companies now competing in a predominantly cost-focused market. “The introduction of ISO 28007 will serve to address this issue by offering, for the first time, an internationally recognised and credible standard which provides an unambiguous mechanism against which to gauge the suitability of a PMSC,” says Andrew. Aware of the consequences shipping and oil companies face when engaging the services of unlicensed, non-accredited and inexperienced security firms in high risk areas, Port 2 Port aims to educate its client base to ask the fundamentally important questions relevant to their needs. “Any reputable PMSC should fear nothing of a request to be transparent; clients should retain the right to conduct further specific due diligence over and above the ISO vetting process but try and avoid replicating or modifying the standard itself. Even once the standard is universally in service, nothing can replicate visiting a provider in their operating space to really investigate their ‘DNA’ and gauge who they are as a company.” The recent publication of the IMB sponsored Oceans Beyond Piracy annual report for 2012 showed a 78 per cent decrease in the incidence of piracy off the coast of Somalia. This could be interpreted that Somali based piracy is in irreversible decline and the environment in which they operate becoming more benign and a commensurate reduction in risk. Andrew elaborates: “The continuing decline in the incidence of Somali piracy is welcome news and I’m sure of great reassurance to seafarers and the global shipping community. I believe this reduction in activity is attributable primarily to three main pillars: pro-active policing of the regions coastal waters by EUNAVFOR and other Naval forces, significant international and national military and civil initiatives on land and in the littoral space within Somalia, and the implementation of best practice through BMP4 guidelines along with the undeniable success of the private sector providing well trained and
professional maritime security teams on board vessels. Although greatly diminished in terms of operating range, logistic and operational capability, Somali pirate action groups (PAGs) are still well established and equipped to conduct operations. In my opinion, if any of those three pillars were to be removed, I have no doubt we would see a resurgence in pirate activity in that region.” In contrast to the decline of Somali based piracy, the report highlights a significant and worrying increase in maritime crime and piracy in the Gulf of Guinea (GoG). Well established and operating extensively in the region, Port 2 Port is fully conversant with the very different nature of risk and threat experienced in this unique environment compared to that of the eastern HRA and the very complex challenge it presents. “The environment and threat experienced in the GoG is fundamentally different from that in the east. Cargo theft is endemic across the region and affects many types of vessels, however, clearly, oil remains the primary target for these extremely violent criminals who hold tankers for limited periods in order to extract cargo for distribution into the illegal bunkering market. However, recently, we have seen a worrying and verifiable shift in their tactics where vessels are now routinely targeted underway and at anchor with the specific aim of kidnapping foreign crew members for ransom. However, unlike Somalia there is no failed state from which to operate with impunity and actually hold vessels for protracted periods, therefore attacks tend to be shorter in duration but extremely violent with crew often severely injured and even murdered to ensure they are subjugated quickly,” says Andrew. The mitigation measures available to the security companies operating in the region are also fundamentally different from that of the eastern HRA. The coastal states of the GoG have very specific laws, which prohibit the use of armed private security companies (PSC) and the import of foreign firearms into their sovereign
territory. Therefore, this results in PSCs utilising the services of indigenous national security forces either independently or in conjunction with their own unarmed security personnel who theoretically supervise the armed security forces. “There are very stringent rules governing the activities of private security companies (PSC) in Nigeria and the wider GoG region. To be legally compliant, a PSC will require to have a license to operate within the security sector and a permit to engage the services of local security forces. In recent months we have seen a proliferation of PSCs entering the sector claiming to offer services. Some are operating under joint venture partnerships with local security companies who hold the requisite operating license on their behalf, which although legal in Nigeria and other states, this arrangement is not conducive with an industry now focused on transparency and compliance. Others are operating totally unlicensed and in breach of regulations, indeed there are already several examples of unscrupulous practice ranging from illegally entering sovereign territories with firearms to engaging off duty security personnel, thereby rendering void any liability cover in place. The consequences of using unlicensed and noncompliant providers in such a complex and very challenging environment is a recipe for disaster and poses a huge risk to any unsuspecting client. The very select number of reputable and fully licensed PSCs operating in the GoG have a vested interest in ensuring best practice in the sector to ensure clients are presented with transparent and legally compliant services which protect their assets, crew and reputation,” concludes Andrew. v
Port 2 Port Maritime Security www.port2portuk.com • Pilot company for the ISO 28007 standard • Leading experts in maritime security • Provide tailored solutions to unique needs
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Afai Southern Shipyard
High performance F
ounded in 1992, Afai Southern Shipyard (Panyu Guangzhou) Ltd today is the largest-scale and advanced manufacturer of high performance jumbo aluminium alloy ships in China and Southeast Asia. Located at the Western side of Panyu Bridge, Guangzhou, China, the subsidiary of China Shipping Industry Co Ltd (CIC) introduced state-of-the-art technology to manufacture high-speed aluminium alloy vessels to provide customers with innovative and consummate solutions.
Following years of developing its craft and resourcing experienced professionals in the field of aluminium alloy ship construction, such as researcher-class engineers, experienced DNV, BV, CCS certified welders with the ability to perfectly weld seams of 2.5-120 millimetrethick aluminium plates and skilled fitters with construction techniques that guarantee world-class quality, Afai Southern is now a leader in the domestic market of aluminium fast ferries, public vessels and rescue vessels in Southeast Asia.
A major recent success for the shipyard is its $110 million contract with the state government of Rio de Janeiro, Brazil for the design and construction of seven aluminium alloy passenger ferries, which was signed in March 2013. With the World Cup taking place in Brazil in 2014 and the Summer Olympic Games in 2016, CCR Barcas, the operators of the ferries, aims to renew its fleet and increase capacity in preparation for the increase in demand for services. Each of the seven ferries will be able to carry more than 2000 passengers and provide at least 1000 seats. Six of the seven vessels will be fuelled with diesel oil, while one will have a dual-fuel diesel/LNG engine, making it the first LNG ferry to be built in China; all are expected to be delivered within the next 24 to 30 months.
With fierce competition from 22 countries, Afai Southern won the governmentâ€™s purchasing contract by co-operating closely with its agent, DPX Management Company Ltd, and by offering a world-class product design by CoCo Yachts Holland BV and superior construction quality at a reasonable price. Requirements for the ships also include two bows, two wheelhouses and a designing speed of no less than 18 knots. The shipyard has pledged full co-operation with the State of Rio De Janeiro throughout the project, which will promote the development of bilateral economic and political relations between Brazil and China. This project also establishes Afai Southernâ€™s fast-rising status in the international aluminium shipbuilding market. Another contract for the shipyard was signed in April 2013 for the design and construction of four coastal fast rescue vessels to be used by the Rescue & Salvage Bureau of Ministry of Transport. Having successfully delivered the first three coastal fast rescue vessels for the ministry in 2006, the shipyard is currently building rescue vessels four to six. These full aluminium wave-piercing catamaran ships have an overall length of 49.9 metres, a beam of 13.1 metres, a depth of 4.5 metres
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Afai Southern Shipyard
and are propelled by twin water jets and twin engines. They also boast a large deck area, excellent navigability, high speeds and manoeuvrability. The first unit in the second batch of the coast fast rescue vessels being constructed at Afai Southern, successfully carried out yard trials in April 2013 and was delivered in June 2013. In September 2012 Afai Southern signed the construction contracts for two 40m alumimium high speed catamaran ferries with a Shenzhen client. This vessel is a new ship type and a breakthrough in new ship types for the passenger transportation market in the Pearl River Delta
Region. By using an innovative design by CoCo Yachts Holland B.V., the fuel consumption of this ship type will be ten per cent lower than the existing vessels under operation. The two ferries will be delivered in the first quarter of 2014. Dedicated to offering high quality vessels for a wide range of sectors within the shipping industry, Afai Southern is keen to retain the best standards; in April 2012, the shipyard carried out an internal audit of quality, environmental, occupational health and safety management systems in accordance with the internal audit programme. Throughout the audit, the auditing team gave top priority to undertaking corrective and preventative measures, which was followed by the continued improvement of management systems. Results of the audit concluded that the systems of Afai Southern’s shipbuilding processes met requirements and operation of the systems was suitable, sufficient and effective. Consistent in its commitment to high standards, Afai Southern took part in the Federation of Trade Unions and Administration of Safety Work of Panyu District’s ‘Safety-Health Cup’ in 2012 and won the title of Winning Unit. Throughout the competition the trade union of Afai Southern ensured all staff implemented the rules and regulations of safety production and safety production deployment. Further enhancing its strong reputation as a high quality shipyard, Afai Southern recently became 2013 annual excellent enterprise of cleaner production of Guangzhou City, which is due to its active response to the proposal for thousands of enterprises in the city to develop cleaner work production, promote energy saving and emission reduction. Staff at Afai Southern strictly developed their work production to the eight aspects and seven phases of the audit to further improve workmanship and the utilisation levels of resource and energy. The audit has led to Afai Southern promising to continuously develop cleaner production work into the future. With its unique management style that blends the best of East and West cultures and its high quality capabilities to take on a wide range of challenging projects, the future looks positive for Afai Southern Shipyard as it continues to offer customers, associates and suppliers a knowledgeable, loyal and transparent service on a global scale. v
Afai Southern Shipyard www.afaisouth.com • Leading position in the domestic market • Largest scale supplier of aluminium alloy ships • Recently won a contract for seven passenger ships
Profile: TTS Offshore Handling Equipment
new contract with COSCO is signalling a promising kick–off for TTS' campaign into the rig market, as Frank Heen, senior vice president of TTS Offshore Handling Equipment explained: “We are a well-established player in the market for offshore equipment, featured on most makers' list for major new projects. Expansion into the rig market, which includes drill ships, is strategically a natural next step for us,” he said.
New contract As part of the TTS Group, TTS Offshore Handling Equipment shares a global reputation for excellence and its customer base includes renowned names such as Hyundai, STX, Ulstein and Kleven Verft. In April 2013 the company added a new client to this impressive list – the COSCO Qidong Offshore Co., Ltd shipyard in China. This milestone contract is the first the TTS Group signed with the COSCO Group for offshore cranes, and is the result of cooperation between the two TTS companies TTS Offshore Handling in Norway and TTS-NMF (formerly Neuenfelder Maschinenfabrik GmbH) in Germany. The crane package consists of one 40-ton knuckle boom crane from Offshore Handling and one 70-ton lattice boom crane from TTS-NMF. “It also represents a breakthrough for the TTS Group as the first package sales of offshore cranes from the joint efforts of TTS OHE and TTS-NMF,” said Frank. TTS is aiming to get an even better position in the offshore equipment market, and this contract will be a reference delivery for future projects. The contract - worth approx. 50 MNOK - concerns delivery of two cranes for a semisubmersible accommodation vessel. Axis Offshore, a joint venture company between J. Lauritzen A/S in Denmark and HitecVision AS in Norway, has ordered the rig. The delivery will take place in the third quarter of 2014. The contract also comprises an option, which must be exercised by 26 September 2013 for identical scope of supply.
step The agreement is only one of several important contracts that have been secured in 2013, and they have given rise to optimism for TTS in this market segment.
High demands Offshore Handling Equipment AS (TTS OHE) is part of the Offshore and Heavy Lift division of the global TTS Group. TTS-OHE delivers all types of cranes, but it is primarily focused on advanced offshore and rig applications, including active heave compensated cranes. Based on a combination of innovative solutions, experienced engineers and use of best practice, TTS OHE’s products provide safe, efficient and cost competitive solutions for clients’ vessels and rigs. The company also appreciates that lifting requirements are specific to the type of vessel or rig. Therefore TTS OHE ensures that its standardised building blocks are always able to match the needs of each individual vessel. "We have seen a demand in the market where reliability and high performance of the equipment has an increasing importance," said Frank, "and
our development of more advanced and safer products for subsea load handling in rough and deep waters have proven to meet these demands. "With the delivery earlier this year of a 135T active heave compensated crane to Ulstein's Seven Viking - the vessel recently voted ‘Ship of the year’, Frank continued, "we are proud to state that our AHC systems has shown an even better performance than what anticipated at the start of the tests." TTS’s active heave compensated offshore cranes are among the most advanced in the market and can offer a vessel or a rig substantial operating improvements. As with all its products, TTS’ cranes are tailor-made to meet customers’ requirements and can be delivered in several configurations. Typical applications for TTS OHE’s offshore cranes have been OSV and DSV vessels, subsea construction and maintenance vessels and PSV, but with its latest contracts TTS moves to be a player also in the market for drill ships, FPSO/FSO, research vessels and seismic vessels.
Semi submersible accommodation vessel. Picture courtesy of Axis
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Offshore load handling packages The solutions for offshore load handling on rigs and vessels available from TTS fall into three categories: l Offshore cranes l Offshore ships equipment l Offshore winches In the area of offshore cranes, TTS has been an active operator in the market since the inception of the offshore industry in the North Sea. The company recognised that the quality of on-board cranes is vital in the efficient performance of an offshore vessel, ensuring troublefree operation and reducing downtime, and therefore over the years it has researched and developed robust cranes that can withstand the extremes of such a harsh environment. In the area of offshore ships equipment, TTS has a large customer base, which is again operating in the harsh environment of the North Sea. As a result the company has developed products known for their rugged construction, with functionality and safety as key design factors. Side doors for ROV handling, as well as covers for moon pools are designed in close dialogue with customers in order to maximise the efficiency of these high technology ships. TTS also has a range of winches for marine vessels, as well as advanced subsea winches. TTS offers packages that increase profitability and competitiveness by improving productivity, quality and system capacities. It aims to work closely with its customers to devise intelligent and innovative solutions. The all-round expertise of the group provides it with a solid foundation on which to build. Furthermore, the close, flexible-working relationships within the group enable it to assemble complete project teams when expertise in a range of fields is required.
Comprehensive concepts Running alongside the manufacture of cranes and other ships equipment, TTS also provides a comprehensive service concept,
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Profile: TTS Offshore Handling Equipment
and maintenance of mechanical, hydraulic and electrical systems. Courses can be held wherever it’s most suitable, such as at the office or on the actual crane. TTS is one of the top three largest suppliers in its specialised market segments, and has a worldwide workforce of around 1100. With over 40 years of experience in the marine industry, the Group has subsidiaries in Norway, Sweden, Finland, Germany, Poland, Italy, Czech Republic, Greece, the US, China, Korea, Vietnam and Singapore. Its various divisions have all seen success in 2013, and going forward the company is confident that TTS OHE and its sister subsidiaries will continue to produce positive results. v
Umoe Advanced Composites Umoe Advanced Composites is the global leading company for composite pressure vessels for the offshore sector. The main market today is pressure vessels for heave compensated cranes and drilling applications. The increasing demand for composite pressure vessels among the leading suppliers within offshore cranes and drilling applications today contributes to increased capacity and lower operational risk and costs. With composite pressure vessels a weight saving of approximately 40 per cent is achieved. No pressure testing (which on steel pressure vessels needs to be done every five or ten years) is also attractive, which increases operational time for the end user.
which covers genuine spare parts, inspections and surveys, rapid response service, remote access, service agreements and training. The training offering includes training courses for operators and maintenance personnel, each tailored to customer’s specific needs and objectives. TTS’ team of trainers can provide both a practical, theoretical or combined learning experience that covers operation
TTS Offshore Handling Equipment www.tts-ohe.com • Specialises in offshore cranes and winches • Global reputation for excellence • 2013 has seen several large contracts signed
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Gateway to east & west
Old City Harbour - masterplan
ort of Tallinn is the biggest port authority in Estonia and when both cargo and passenger traffic are taken into account, the biggest port on the shores of the Baltic Sea. It actually consists of five different harbours: Old City Harbour, Old City Marina, Muuga Harbour, Paldiski South Harbour, Paljassaare Harbour and Saaremaa Harbour. All of these have their own benefits and facilities. After a major restructuring in the 1990s, Port of Tallinn today operates as a landlord type of port with no cargo handling operations of its own. It maintains and develops the infrastructure of the port and leases territories to terminal operators through building titles, giving the operators
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an incentive to invest into superstructure and technology. Erik Ringmaa, chief commercial officer, explained that the Port’s geographical position is its first key strength, and the reason the port has been in existence in one form or another for hundreds of years. “The second is the nautical conditions,” he added. “Although we are situated on the shore of the Finnish Gulf the dominating winds during the winter mean our harbours remain practically ice free giving easy access all year round.” Erik also highlighted the fact that the port is not situated in a river mouth and therefore doesn’t need dredging, and benefits from naturally deep water, of up to 18 metres. “Our main cargo port,
Profile: Port of Tallinn Old City Harbour
Muuga, gains from not being situated in the centre of the city, as it was constructed in 1986 20km outside of Tallinn. This gives us more room to expand activities, both logistical and industrial, and easy access for large vessels, and also means it is close to international shipping routes,” he added. In fact, Muuga Harbour is the biggest cargo harbour in Estonia and specialises in handling transit origin goods. It is the main cargo harbour for Port of Tallinn and the cargo volume handled accounts for around 80 per cent of the total cargo volume of Port of Tallinn and approximately 90 per cent of the transit cargo volume passing through Estonia. Nearly 3/4 of cargo loaded in Muuga Harbour
includes crude oil and oil products, but the harbour also serves dry bulk (mostly fertilizers, grain and coal) and other types of cargo. Furthermore, an extensive free zone in Muuga Harbour grants more flexible customs procedures for companies rendering transit and distribution services. Simplified customs procedures, easy transfer of ownership rights and value-added operations allowed in the zone are designed to foster the development of distribution centres. No import VAT is applied to goods imported temporarily to be processed and exported in due time from Estonia. “This is especially good for trans-shipment and the trans-cargo because in these cases customs charges and taxes do not apply to the cargo, which is stored in the free zone,” explained Erik. “Custom-wise this free zone is considered to be as being outside the European Union territory.”
Muuga has seen very significant investments, including 200 million euros, which is being allocated to three major projects – an expansion to the container terminal, a massive LNG terminal and a significantly expanded oil terminal. Erik noted that the hinterland terminals in particular have been the focus of attention: “These would be the distribution centre areas that are inside the port but not situated on the berth, and work in conjunction and co-operation with the container terminals. We call these industrial and logistics park activities and they are a very important part of our ports,” he said. “We are also in the process of acquiring new areas around the port to make sure there is space to expand this logistics service,” he continued. “It must be borne in mind that we are not operating the warehouses or the terminals ourselves. We are in principle a landlord, which means we do not compete with our tenants. But we also take a flexible approach, so for example if the client needs warehouses, we could build them. We have done so in the past, and we still own some of them, which are rented out to private users.” The LNG project involves a 90,000m3 LNG storage capacity in the first phase, and up to 450,000m3 LNG storage capacity as a second phase. “We want to become a regional LNG hub and develop LNG bunkering, infrastructure and facilities,” said Erik, “and Port of Tallin already has a lot of infrastructure in place, which simplifies the process from the port authorities side. In addition, the Muuga harbour is the main industrial area in the region, so there could be some local commercial consumption of the LNG which is not dependent on the regional LNG terminal building.” Finally Erik discussed the oil refinery project: “This is in the very early starting phase, and is based in the west of Tallinn. This area is ideal because it was previously used as a military base area during the Soviet era, so there are no residential buildings around it. At that moment there are no refineries in Estonia and Latvia and there is still a need for such facilities in that region. Of course, this all depends on developer and plant.” There are also numerous other developments in the pipeline at Port of Tallinn. Said Erik: “These include an LPG terminal, enlargements of oil tank storage and fertiliser terminal capacities and well houses complexes. In May 2013 Katoen Natie, a Belgian company and one of the largest logistics firms in the world, opened a 25,000m2 warehouse complex for the management of goods to be directed to Russia and the CIS
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Profile: Port of Tallinn
in Muuga. There are other smaller warehouse complex projects going on as well.” Alongside its industrial services, Port of Tallinn is one of the biggest cruise and passenger ports in the Baltics. Cruise vessels are mainly accommodated in the Old City Harbour, located
constructing a new quay, which will be ready for the next season of cruise ships in 2014,” said Erik. “We are also developing the area around the old city port in 55 hectares of territory and I am not exaggerating when I say this is the most
in the very heart of Tallinn and from May 2006 in Saaremaa Harbour. “Such has been the success of our cruise services, that we are now
valuable real estate development area in the whole of Estonia. “On one side we are in the centre of the city
and on the other we have a market of nine million passengers annually which go through these facilities. Therefore for commercial activities and shops and attractions it is a very desirable location.” It is clear that Port of Tallinn has an exciting few years ahead of it. Erik is confident that its vision for expansion is realistic and achievable once its new projects are complete. He concluded: “Port of Tallinn is so well connected on all sides, from west European ports on the seaward side, to train and land transportation on the Russian side, that we are confident of its success. It has been the gateway between east and west for centuries and going forward I think even more customers will come and benefit from these advantages.” v
Port of Tallinn www.portoftallinn.com • Upgrading the five harbours • 200 million euro investment package • Biggest port on Baltic Sea
Profile: Goodwood Ship Management
oodwood Ship Management is an independent ship management company that offers a comprehensive range of high quality marine services. The company places a lot of emphasis on meeting customers’ needs, and adopts a partnership approach when providing the safe and cost effective management of ships. Overall it embraces the owners’ approach, allowing the company to secure and service very long-term contracts from the most demanding charterers.
Services At Goodwood Ship Management, a broad spectrum of ship management services are on offer, including technical management, crew management, commercial management and marine consultancy services which includes new building supervision. Currently it manages a diversified fleet, consisting of VLCCs, OBOs, chemical tankers, capesize bulkers and container vessels.
The most complex international shipping operations are handled with expertise and enthusiasm by a team of highly skilled and dedicated professionals with many years of shipping background and operational knowledge.
Technical management In fact, this team of staff is what underpins Goodwood’s adeptness in offering a full portfolio of third party technical ship management services. But in addition to just allocating the bestsuited superintendent to a ship, Goodwood takes special care to maintain a good superintendent/vessel allocation ratio to ensure vessels under their charge get prompt attention at all times. It is this commitment from Goodwood that assures every vessel’s operating requirements are met and vessel operating condition is always at its peak. Goodwood also monitors the vessels’ performance closely to ensure optimum operating efficiency. Ships under its care are inspected at regular intervals by the
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savings for its principals. Furthermore, its computerised purchasing system, fully integrated with the AMOS Planned Maintenance System on-board vessels, assures that incidents of over-stocking are minimised.
superintendent responsible for following up on all aspects of shipboard operational matters and to maintain an active contact with the vessel. Working synergistically with these superintendents is Goodwood’s computerised AMOS Planned Maintenance System that allows for close monitoring and timely vessel maintenance. The sustained optimal vessel performance and cost savings that result demonstrates the quality of its technical management services.
Crew management With its primary concern of delivering safe, efficient, high quality, ethical and cost effective ship management solutions that satisfy its customers, Goodwood Ship Management has to recognise the value of deploying seafarers who are well-trained and certified in accordance with STCW 95 and the ISM Code. Its industry standard stringent selection and training process policy ensures that it has access to an unceasing supply of knowledgeable and well-trained seafarers for deployment onboard its managed vessels. Currently, it has ready access to a pool of Indian, Italian, Norwegian, Spanish and Filipino officers and ratings in the system. The company also undertakes its own crew recruitment and training ventures, in India and the Philippines, in order to proactively develop its very own quality seafarers. Through fully computerised crew management operations, Goodwood is able to ensure that all vessels in the
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fleet have officers and crew onboard with the required skills, training and certification for the vessel type. In addition to Seagull Computer Based Training available onboard its managed fleet, it has developed a series of training courses and made them a mandatory part of the crew training programme. Crew training is conducted at Goodwood Marine Services Pvt Ltd, its wholly owned subsidiary manning office in Mumbai, Trans Global Maritime Inc, Manila and at other external training facilities. Further, its officers attend company shore-based seminars. All crew training and personal development of seafarers is supervised by the Personnel & Operations department, and its manning offices are audited regularly and operate under the direct supervision of the Goodwood Personnel Department.
Purchasing When it comes to purchasing, Goodwood sees it as much more than a process of acquiring supplies. It is procuring the best quality goods and services at the most economical price. Through tapping its global purchasing experience, and its network of highly reliable suppliers, the company actively negotiates for favourable frame agreements and consolidates volume purchase. As a result, it is not only able to secure attractive pricing on a range of supplies, including spare parts, lubricating oil, paints and provisions, it is also able to adopt a holistic perspective to inventory control – maximising
Through its well established working relationship with insurance underwriting markets and the brokers, Goodwood is able to assist its principals in obtaining competitive rates for H&M and P&I coverage – in addition the company always ensures that all vessels under its management are covered against marine perils and third party liabilities. Not stopping at that, its insurance department plays an active role in handling and settlement of owner’s claims as well as assists in the process of insurance policy renewal.
Accounting At Goodwood Ship Management, the importance of proper and timely financial reporting and its influence on owner’s decisions is fully appreciated. As a result, it has instituted a modern and fully computerised accounting, payroll, crew management and purchasing system. In accordance to the preference and requirements of the principals, the company can provide monthly or quarterly accounting reports in a timely manner; and the accounting procedures and systems meet the highest of corporate governance standards as required by Sarbanes - Oxley.
Information access services Timely information is critical in giving customers a keen sense of security and control over their vessels. Going the extra mile for its clients. Goodwood is able to offer them full access to the Virtual Private Network (VPN) of the Goodwood Ship Management system. With this facility, staying informed about their vessels at all times becomes not only possible but also hassle-free. The information available on this network includes: l Class certificates and survey status l Contact list l Crew list l Off hire statement
Profile: Goodwood Ship Management
l Q88 HVPQ-vetting l Quarterly accounting reports l Quarterly superintendent cost analysis
report l Superintendents vessel inspection report l Ship’s main drawings l Vessel particulars
comments would also be useful for owners’ in their negotiations with the yard to upgrade the quality of the vessel. The four main phases of new building supervision would cover the following: l Plan approval l Factory acceptance test of equipment l Site supervision l Commissioning and sea trials
Marine consultancy services Besides providing ship management services, Goodwood is also specialised in marine consultancy and new building supervision. Its marine consultancy services covers a wide range of expertise in the new building sector and the division has undertaken various new construction projects including VLCCs and chemical tankers at major Japanese, Korean and Chinese shipyards. The company offers a broad spectrum of marine consultancy services to the marine industry and its main activities are:
The company’s site manager is responsible for liaison with the yard on all aspects of the construction programme and to ensure that the vessel is delivered to the agreed specifications, standards and quality. Owners are provided with weekly and monthly progress reports which covers the status of steel construction, surface preparation and coating, machinery, piping, electrical installation and outfitting works. The site team will closely monitor the yard’s daily tests schedule to ensure that various equipment and systems are tested and proven to meet the specifications
and class requirements. Commissioning and sea trials would be carried out to the owners’ satisfaction and they are kept fully informed as to whether the performance of the vessel and its systems have met with the agreed contractual specifications. It will also liaise with the builder on any further outstanding matters and take delivery of all documents and final drawings for dispatch to owners. In all of these areas of operation listed above, Goodwood Ship Management continually strives for excellence. It works in an industry where a reputation for reliability is paramount, and the company is totally committed to maintaining a leading position in the market. v
Goodwood Ship Management www.goodwoodship.com • Broad spectrum of services • Awarded ISO 50001 for energy management • Dedication to finding the right staff
l Project management of ship
construction l Ship condition surveys l Ship conversion projects l Sale & purchase inspections l Supervisory services for dry-docking, conversions & repairs l Provide skilled manpower for projects Goodwood has a team of skilled, competent and dedicated marine engineers and naval architects with proven track records in project management and site supervision of new ship construction. The team can carry out a detailed review of the yard specifications and provide owners with its comments to the hull, paint coating, machinery and electrical systems. This review is made against owner’s requirements, best industry practices and incorporating Goodwood’s operational experience gained through managing similar vessel type. Its
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ollDock is a heavy shipping company, which wants to be known for its different approach to clients. Instead of focusing on a limited range of standard services, the company focuses on the needs of the customers; and it understands that these needs don’t always fit into neat categories. Therefore, RollDock can craft a total solution for every problem. As quite a new company, RollDock offers new vessels and solutions for what it considers a new age of heavy lift shipping. All its fleet of vessels are identical in sea keeping behaviour, which gives great flexibility in its scheduling as only ‘one-time engineering’ is needed. When clients approach RollDock - whether from the oil and gas, petrochemical, power and renewables, engineering, dredging or naval sectors - they can be confident that it is ready to listen. Its team of skilled and imaginative professionals will assess their needs and craft a unique solution to the last detail. RollDock can plan every phase of the shipping requirements, from factory to foundation, ensuring that a tailor-made solution is provided for each problem presented by the job.
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RollDock Shipping presently owns and operates two semi-submersible/heavy lift/ro-ro vessels (RollDock Sun and RollDock Sea) trading worldwide with two more sister vessels to be delivered – one vessel (RollDock Star) by the end of 2013 and the other (RollDock Storm) in April 2014. Built by German yard Flensburger Schiffbau-Gesselschaft (FSG), both are ‘S’ class vessels similar to Sun and Sea but at 151 metres and 8000 DWT the ST-class vessels are slightly larger to accommodate growing client demand for bigger, heavier cargo. They will be identically equipped to again offer tri-functional capability and achieve top speeds of 18 knots and 16 knots when fully laden. Innovative engineering details have been included such as a ballast water treatment system (BWTS) remote controlled ballast system with fibreglass pipelines and a fully integrated alarm and monitoring system that will deliver all information to the ECR and bridge. The ships will also benefit from FSG’s commitment to producing highly fuel efficient, low emissions vessels. In 2011, having seen so much success through its unique customer-centric service approach, RollDock founded new subsidiary dedicated to mobile cranes called Roll-Lift. All
Roll-Lift’s cranes are different; some are all-terrain whilst others are crawler cranes, allowing the company to be multi-functional by having a wide choice of cranes available to deal with every circumstance. The services offered by Roll-Lift fall under seven categories – heavy lifting, transportation, total solutions, contracting, engineering, rental and loadouts/load-ins. It has worked on several high profile projects since it was created; for example it was contracted to provide the lifting expertise on the 2014 World Cup Stadium in Brazil, and has completed the installation and testing of the fourth heavy duty tower crane on the site. In 2013 RollDock ventured into another new chapter of its story, when, together with BigLift Shipping it created a new company to design, build and operate a fleet of state-of-the-art DP2 module carriers, called BigRoll. Both companies have a strong reputation in the heavy lift market for finding innovative solutions for complex transportation jobs. Their fleets and activities are complementary with lo-lo, ro-ro and flo-flo vessels, so a complete shipping portfolio can be offered to clients. BigLift Shipping owns and operates 14 heavy lift vessels, with
lifting capacities up to 1800 mt, in the worldwide project and heavy lift market. In BigRoll the commercial, technical and operational experience, knowledge and capacities of both companies come together, creating a high quality module carrier ship-owner and operator from the start. The combination of expertise of BigLift and RollDock, who share the same core values in QHSE and reliability of service and who have over 50 years of combined experience behind them, will give BigRoll a head start as a first class solution provider in the modular cargo market. BigRoll will concentrate on the offshore and onshore oil and gas and renewables markets, power generation, container cranes and shipyard industries. The vessels’ high ice class notation will make them ideal to operate in the Arctic regions and the DP2 notation will enable direct offshore delivery of modules. BigRoll will build two module carriers, designed with a focus on short loading and discharging times, high service speed and low accelerations. The vessels will have DP2 and Finnish Swedish 1A ice class notations. The overall length of the
MC-Class is 169 m, beam is 42 m, providing the vessels with a deck space of 42 by 125 m. Maximum deadweight of the MC-Class is 22,500 mt. To offer deck space as large and flexible as possible the main decks are completely free of manholes, air heads etc. Loading and discharging can be done over vessels’ stern or side by ro-ro or skidding. To minimise loading and discharging time the ballast capacity of the vessel is 12,000 m3/hr. The Module Carriers are not semi-submersible. Arne Hubregtse, managing director of BigLift commented: “I am very excited about the co-operation. Not only in designing, managing and operating the vessels, but also in BigLift, RollDock and BigRoll working together on special projects worldwide. As partners in BigRoll and having the innovative MC class available, we can make a difference and add value.” Wout van der Zwan, CEO at RollDock added: “As a modern company we understand the importance of being ahead of the developments
in the market. Our philosophy of not believing in limitations is highlighted in the decision to join forces with BigLift in this new venture to offer clients the ultimate in heavy lift and transportation solutions worldwide.” v
RollDock www.rolldock.com • Non-traditional approach • Renowned for solving heavy lift shipping problems • New joint company launched in 2013
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he Port of Frederikshavn, known as Frederikshavn Havn, is the leading commercial port in Denmark that primarily functions as a service centre for trade and industry in Frederikshavn and Northern Jutland. Frederikshavn Havn has a modern and efficient infrastructure and logistically it is ideally placed to give port users and customers easy access to the European motorway and railway networks. Frederikshavn Havn represents a multifunctional port with operations that include tourism and ferry traffic, bulk cargo handling, oil and gas, cruise, environmental and recycling, and ship repair. The port is the most important and largest ferry port connecting continental Europe with the Scandinavian Penninsula, and is the starting point for ferry traffic to Sweden (Gothenburg) and Norway (Oslo) – and to the
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Danish islands of Laesoe and Hirsholmene. Accordingly, Frederikshavn Havn maintains a very high frequency of ferry traffic – up to 15 daily departures to Sweden and Norway, with an annual volume of more than 2.5 million passengers, 0.5 million passenger cars, and approximately three million tonnes of goods. For Ro-Ro traffic Frederikshavn Havn currently has three dedicated Ro-Ro berths, one railway berth with Ro-Ro facilities and five ferry berths, one of which is equipped with link-span. Each of these berths features the latest technology and to ensure the highest levels of efficiency each has a dedicated marshalling area with direct connection to the berths. Of course, the location of Frederikshavn Havn means that it is not only ideal for heavier ferry and Ro-Ro traffic, but is also popular for cruise and day trip operators. Using the port as a starting point, cruise companies can operate vessels up to 220
metres length to provide excursions around the local area. Whilst ferry services have historically been the core business of Frederikshavn Havn, over the last few years the port has increasingly looked to diversify its activities. Among the many alternative operations it has commenced, bulk cargo activity has been a key growth area. In this particular field the port’s activities include the handling and discharge of a wide range of building and road construction materials such as crushed stone, gravel and sand, and the export of recycling materials. The port has been active in this field since 2000, with cargo activities increasing by 75 per cent since that time. Alongside bulk, Frederikshavn Havn also handles general cargo and has the equipment and capabilities for receive all types of ships in this sector. As well as a number of warehouses for goods storage, the port can also provide
Profile: Frederikshavn Havn
is dedicated to carrying on this reputation. In order to ensure that this background, and the accompanying network of local businesses and suppliers, remains strong, the Maritime Network Frederikshavn was formed in 2005. This is an organisation for the large majority of maritime service companies that work in or near the port and functions as an umbrella for these businesses to promote quality, flexibility, efficiency and safety in the local maritime industry. Of course, housing such a large network of companies means that Frederikshavn Havn follows an active development and expansion programme in order to ensure that the port can handle the continued business that is being generated. As part of this, in 2013 Frederikshavn Havn is implementing a large expansion programme at the port, which will be overseen by Danish engineering specialist Cowi. Costing around half a billion Danish Kroner, the programme is designed to accommodate a wider range of business opportunities for the
port and the local business community. The expansion itself will include an extension of the port entry from the current width of 93 metres to 150 metres and an increase if the water depth from the present eight metres to minimum of 12 metres. After the expansion Frederikshavn Havn will have the capacity to handle larger ships and increased levels of traffic, giving it excellent potential for future growth. With business in all of its key areas continuing to look strong there is little doubt that the port will continue to play a vital role in the Danish maritime sector for may years to come. v
Frederikshavn Havn www.fhhavn.dk â€˘ Leading commercial port in Denmark â€˘ Service centre for trade and industry â€˘ Current expansion programme
all of the required equipment needed to handle such goods. Being situated near to the North Sea means that Frederikshavn Havn also has an active role in the oil and gas sector, where the port houses a range of storage facilities for petrochemical products. At the site, Samtank AS operates a tank farm that handles the storage and distribution of oil for its shareholders, Uno-X and OK. In relation to these activities Frederikshavn Havn provides project cargo handling services, whereby it has the facilities to handle complex project cargo with heavy lift or special requirements. Frederikshavn Havn is able to offer such a full spectrum of services largely due to its experience and knowledge of the maritime industry. The city of Frederikshavn has a long tradition within the shipbuilding industry, meaning that Frederikshavn Havn
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ith its roots starting just before the new Millennium, the Palmali Group of Companies has evolved in a relatively short time to become the owner of a fleet of 130 young vessels. Today, the company has been rated as a competitor to the most powerful companies in transportation within the Russian inner ports; Black, Mediterranean, Caspian and Baltic Seas and its corporate ambitions are targeted on the worldwide transportation market. With a variety of services on offer, Palmali can assist clients with ship management, chartering, ship agency, technical management and ship construction.
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In the ship management sector, the company has established a recognised reputation for dedication and excellence in sea and river transportation. It prioritises compliance with all the relevant international quality and efficiency standards, and has adopted a variety of the most important principles in the industry to maintain the highest quality and customer satisfaction levels combined with the minimum possible cost. The company operates a huge fleet consisting of dry cargo and tanker vessels with DWT range of 2000 up to 165,000 metric tons in the worldwide market according to customer requirements. Nowadays, Palmali is capable of meeting all sea and river transportation needs with its specialised fleet, which, with its range, is designed to offer the appropriate vessel for almost every target market segment or individual demand. Palmaliâ€™s chartering department provides simultaneous professional chartering and post fixture services to charterers, owners and traders. The company focuses on individual solutions, which are designed to meet the
demands and requirements of each client. That is the main reason how Palmali holds long term tailor made exclusive transportation services contract with many major oil companies for many years. The main activity in the international market is maintaining powerful commercial ship management, and aiming to fix the most competitive terms and conditions for clients. By embracing the latest IT tools, the company is able to keep productivity and costs effectiveness on highest possible level. Specialised ERP software provides the possibility to maintain contact with owners, charterers and brokers and offer updated information gathered from the vessel positions, current market trends and future market movements. The Palmali Ship Agency is playing a significant role in increasing the efficiency of port activities for both owned and chartered ships in the Group. The company delivers professional agency services with a reputation for handling vessels of all types. The agency department, as an independent service division, supplies clients with its cost-effective services through customersâ€™ minimal requirements with its 24 offices around the world managed by the head office, which acts as the centre of the information flow and controls the entire operation. Its
Profile: Palmali Shipping
young and professional team is well trained in handling all types of marine vessel, and works around the clock in order to provide the most efficient services. Crew change, delivery of spare parts, repairs and maintenance, certifications by class societies and surveys are just few of services that can be arranged by the company’s experienced agency officers in ports as well as during passage via the Turkish Straits. Palmali Shipping also accommodates its own repair and maintenance department, acting in association with a shipyard located at the bay of Tuzla. Through the company's mission, based on providing ships and facilities that are safe, environmentally friendly, economical and convenient, Palmali is able to satisfy any and all customer demands for quality. All parts used in construction and maintenance are chosen from internationally certified and reliable dealers. As always the company tries to focus on the efficiency of vessels to bring additional profits to clients. Overall, technical management is the cornerstone of Palmali’s ship management activities. Highly experienced technicians, whose close teamwork provides both the highest level of operational reliability and optimum financial results, staff this department; and at the current time the technical department takes care of all vessels under Palmali management plus other vessels from clients’ companies. The most up-to-date management systems ensure efficient management and control, and in addition the in-house vetting and safety department provides the possibility
of maintaining vessels technically approved by all of the major oil companies. The technical department bases its activities on close teamwork with its clients and partners, as well as holding close professional contact with external authorities and flag states. Moreover, the technical department attaches great importance to environmental and safety issues, with an overall target of zero incidents and zero spills to sea. Realising the necessity of ensuring environmental safety when transporting cargoes including oil and oil products, Palmali is committed to the maintenance of its management system, which complies, as a minimum, to the requirements of ISO 9001:2008, ISO 14001:2004, OHSAS and the ISM Code. While carrying out its activities, Palmali also aims to prevent human
injuries or loss of life and ensure safety of all people involved in the transportation process. Such is the company’s dedication to this area, that the president of the Palmali Group of Companies is stated on its website as having ‘ultimate responsibility for all quality, health, safety and environmental matters.’ With this kind of leadership coming right from the top, it is no surprise to learn that managers and supervisors, by their behavior, demonstrate commitment to safety and environmental excellence. Palmali Shipping constantly aims to apply global best practices to its operations. As a result it has earned a reputation for excellence, and a young fleet renowned for its diversity. v
Palmali Shipping www.palmali.com.tr • Established in Turkey in 1998 • Continuously investing in new vessels • New tanker delivered
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ounded in 1954 Shin Tai Ho & Co (Pte) Ltd is a well-established ship chandler supplying provisions, ship stores and spares, hotel amenities, and consumables to cruise, commercial, naval, and offshore support vessels, and caterers. The company also offers container transhipment handling, temporary and long-term storage, inventory, and agency services.
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“We aim to provide a one-stop-shop service,” notes Eddie Tang, group director of sales & marketing. “We are very customer-orientated and therefore we understand them well and always work towards their needs. We’re not just a pure supplier in that sense – we work in partnership with our customers. We recognise that pricing is important to them so we will find a solution that saves them money. “We have to work closely with our suppliers
because a lot of produce is fresh or seasonal, which means price can fluctuate depending upon shortage of supply. As such vertical integration by key partners is an important initiative,” he continues. The company is headquartered in Singapore at a 57,000 sq ft facility and 30,000 sq ft supporting premises, both of which are fully equipped with frozen, chilled, dry and licensed bonded facilities. “By 2014 we will be moving into a new office
Profile: Shin Tai Ho & Co (Pte) Ltd
extension and will see our current capacity doubled,” notes Eddie. “Being present over two locations is not very conducive to our efficiency so we want to create space for all our subsidiaries under one roof, which will enable us to be more competitive. As well as its foothold in Singapore, Shin Tai Ho also has a presence in Dubai, Hong Kong and a buying office in USA. In particular the Hong Kong entity, Shin Tai Ho (HK) is a major food and beverage distributor with customers in supermarkets, restaurants, hotels, and other institutions. In 2006, the HK branch also moved into ship supply, where it leverages the strong global network of the Singapore office, to support major international cruise lines and commercial cargo vessels. Vessel supply is the primary role of Dubai subsidiary Shin Tai Ho (Middle East), handling provisions, technical stores and spares, hotel amenities and consumables to tankers and gas carrier fleets, commercial cargo vessels, cruise lines, and offshore caterers. “Our motto is ‘we know food’, and therefore we try to live up to that as a specialist supplier,” describes Eddie. “We know what is important to the customer and whilst we cannot guarantee the lowest price, we strive to provide value by being price-competitive, offering the best possible service and delivering quality produce. “The shipping market continues to grow for us, partly due to cruise vessels and partly because Singapore is one of the busiest areas for shipbuilding in the world. In addition, we have another element to the business, which deals with the provision of food for offshore catering. This was established a few years ago, and continues to grow as a result of our stringent standards which are very important to the oil and gas industry,” he adds. As a business that tries to keep pace with its customers, Shin Tai Ho (Singapore) is paying close attention towards the increasing numbers of cruise ships operating in Asia. In order to support and fuel this activity, the company is
keen to establish a hub operation in Singapore, similar to those in Miami or Europe, from which supply, catering and other services can be provided to the vessels.” “Of course we’re looking at all sectors as we see that growth can’t only be in one area,” concludes Eddie. “We want to be a leading player in our niche and being recommended because of our services in what is a massively competitive industry. We know our customers well and we exceed expectations by going beyond being just a supplier. Even at times when
the industry is facing a downturn as today, we assist our clients in finding ways to get through that, so that customers can trust us as a one-stop-shop for everything to do with food supply.” v
Shin Tai Ho & Co (Pte) Ltd www.shintaiho.com • Ship supplier • Customer focused organisation • Expanding office facilities
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panning over 100 years the Dunston (Ship Repairs) name has a long tradition of providing excellence. Positioned on the Humber, UK, the company is the first port of call for many local, national, and international companies seeking expert ship repair and modification services. Its strategic position on the UK’s eastern seaboard places it close to the North Sea oil and gas installations, with Hull also acknowledged as one of the world’s most progressive shipping centres. Over the years Dunston has successfully carried out all sorts of vessel modifications including lengthening, conversions, repairs, and extensive refurbishment. In the process the company has worked on a wealth of different vessel types such as offshore supply and standby, anchor handling, fishing vessels, passenger boats, patrol and high speed vessels, tugs and workboats, car and vehicle carriers, container vessels, coasters, dredgers, barges, and ferries.
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This work is executed at Dunston’s well established dry dock and repair facility based at William Wright Dock in Hull. Surrounding the site is a machinery workshop, plumbers workshop, engine cleaning bay, shipwright and joinery workshop, fabrication and welding hall, sheet metal workshop, carnage facilities, and various specialist equipment and machinery to support the company’s workforce. In addition Dunston has access to other local specialist marine services and materials. All of this means that Dunston is able to guarantee a speedy turnaround with all work executed by a qualified and experienced workforce. The company offers a 24-hour service to ensure projects are completed on time and within budget. Last year contracts completed by Dunston included the docking of Fisheries Protection Vessels Jura, Minna and Hirta owned by Marine Scotland. Over the last 15 years the company has completed over 20 refits for Marine Scotland, each time meeting the high standards of
Profile: Dunston (Ship Repairs)
As the first three boats for Rix near completion, Dunston has since secured its first refit work for the renewables sector for a vessel which has been working off the Swedish coast. With the renewables industry presenting a major opportunity for the business, the company is now waiting for the announcements that will spark this boom. This includes the east coast wind farm, which was given the go-ahead earlier this year, and will feature 35 turbines from Siemens. It is hoped that the acceleration of the renewables industry will see huge volumes coming in and out of the Humber region, and as such transfer into business for local operators such as Dunston. This may present the company with the opportunity to invest further in its facilities, particularly the new Paull set-up which it plans to expand to allow it to make more boats at a time. Whilst it may be strange that in order to move forwards a company has to return to its past, but in the case of Dunston reinstigating its ship building services this seems to be a sensible step in capitalising on the market. Most crucially though, the company has never strayed from its base shipping roots, which www.dunstons.co.uk gives it the experience and • Long heritage market insight to stay the • New ship building division course. v • Ongoing workboat contract
Dunston (Ship Repairs)
workmanship and service required. After three years work Dunston completed the conversion of a roll-on roll-off ferry into a state-of-the-art survey vessel for Gardline. Known as the Ocean Reliance, the scope of work carried out on the vessel included the addition of accommodation for 48 people, a new auxiliary engine room, new wiring, renewed pipework, and a full overhaul of the main engine room. It is not only ship repair that Dunston lends its name and skills to though. The Group also includes Dunston (Electrical Services), which specialises in marine electrical services, and the latest third arm – Dunston (Ship Building). Launched last year in partnership with Rix Shipping, this new division is based at the Paull shipyard, and it marks a return to Dunston’s ship building past with the firm having stopped in 1994 to concentrate on ship repairs. The new business was incorporated in response to a £5.1 million order for three state-of-the-art aluminium workboats from Rix Shipping for use in the renewable energy market. Built under licence from Alicat Workboats in Great Yarmouth, this contract has since increased to five vessels. Not only does Dunston have unrivalled facilities with which to build new ships, but these activities also neatly fit in with existing ship repair services giving it the opportunity to offer an end-to-end package.
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entrally located in the Hvide Sande harbour on the Danish west coast is Hvide Sande Skibs & Baadebyggeri (HSSB).. Since 1950, the company has worked with a large variety of different types of vessels from fishing cutters to modern service vessels for offshore wind farms. Today the shipyard is divided into two main departments – new builds, and service and repair. “On the new build side we have been constructing vessels for the offshore wind farm industry, which includes delivery of three boats to a new offshore development in Denmark, as well as ferries, and small tug and supply vessels,” describes Carl Erik Kristensen, joint owner of HSSB and manager of the new build division. “In the service and repair division we have introduced a new concept called the PitStop Service, which is obviously taken from the race car industry,” he continues. “This is particularly aimed at the offshore wind farm service vessels, especially the crew boats,
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which often have a high day rate and only a few days a year for service and repair work to take place. Under this service we will go out and meet a boat where it is operating and spend a day with the vessel superintendent in order to compile a dock list and take any necessary measurements. This then enables us to prepare all the necessary materials and labour at the yard so that we can complete the work in a short turnaround of as little as 24 or 48 hours from when the vessel comes in.” This level of service has enabled HSSB to attract vessels from the Netherlands, UK, Norway, Sweden, and Germany looking to benefit from the short downtime and extensive works capability afforded by the pit-stop concept. With two legs to the business though, Carl highlights how the approach to work differs: “A new build project is typically a longterm contract of anything from ten months if it is a standard vessel type to up to two years if it is a completely new design. Therefore we maintain specialist staff to carry out these projects, and then on the other side we have
a different team carrying out the repair and service work, which is often carried out under short deadlines.” Regardless of which department they are dealing with though HSSB always has the customer at the centre of its thinking. “We are trying to sell solutions so it is about listening to what the client needs, whether it is a new vessel for a special purpose or some repairs, and try to deliver a service that meets those demands. Last year we had a client approach us because their passengers were getting seasick on the transfer journey from shore to the offshore wind farm, and they wondered if there were any solutions that could help them. Together with an American supplier called Seakeeper we installed a gyro stabilising concept, which was originally developed for super yachts, into these commercial vessels to minimise the rolling motion,” describes Carl. With the establishment of its subsidiary business Seasight Offshore Fender Systems, HSSB is today also a specialist in fender systems utilised in the transfer of crew and
Profile: Hvide Sande Skibs & Baadebyggeri
goods to offshore wind farms. “We developed this particular concept together with another Danish company,” explains Carl. “I think we now have a very good grip on that market with a well known name, and even more importantly the performance of the system is widely recognised. I believe we have the only product on the market that incorporates a measuring system to record the force created by the boat when it docks. This helps calculate the level of friction generated and therefore enables the client to optimise this for the safest possible transfer of personnel.” Although the downturn in the shipping sector is undoubtedly of concern, as an operator across different markets HSSB has fared well, with particular growth in offshore wind vessels. “When looking at northern Europe we are very much focused on the offshore wind market, which we are trying to follow the growth in through the development of a complete programme dedicated to the sector. We are also working to maintain some of the other business areas we are present in such as
ferries and general workboats,” confirms Carl. “There are new offshore wind farms planned right outside the breakwater to our home port so we are going to follow that development, which will hopefully bring business to the area. If you also look at our location with regards to the planned parks and activities going on in the German bay we definitely have an interesting position. This is also why we can attract some of the crew vessels from the area to our yard for service and repairs. Furthermore we have established a satellite office at the German island of Heligoland to be able to offer service and repairs locally as we see mobility being important for the future,” he concludes. v
Hvide Sande Skibs & Baadebyggeri www.hssb.dk • Experienced shipyard • New pit-stop service • Subsidiary fender business
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s part of shipping giant Stena Group, Stena Bulk is one of the world’s leading tanker shipping companies. In this role it provides safe and cost-efficient transport of crude oil and refined petroleum at sea, which encompasses everything from developing and building tankers, to manning and chartering them out. The company’s business concept is based on equal parts innovation and performance. The latter comes from delivering a highly developed logistics network, whilst innovation stems from analysing the customer’s business situation and finding new ways to increase competitiveness through cutting-edge vessel design and development. This can be seen in Stena’s Max concept. These in-house designed wide-body tankers can carry 30 per cent more cargo than traditional vessels with the same draft. At present Stena Bulk’s fleet numbers 100 owned, charters, and commercially managed vessels including panamax, aframax, shuttle, suezmax, and medium range (MR) sizes. The company continues to maintain its traditional headquarters in Gothenburg, but has over the years added five additional offices in Houston, Beijing, Singapore, Rio de Janeiro, and Copenhagen to support its international growth. Describing what the last year has been like for the business, Erik Hanell begins with his recent promotion to CEO: “I have moved back to Gothenburg from Houston to head up the
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company, which is a big step for me personally. In terms of the business itself we have continued to develop all of our niche areas such as the Stena Sonangol Suezmax Pool. At the beginning of 2013 we received the seventh and final vessel in our latest newbuild programme, the ‘Stena Sunrise’, into that fleet. “When we ordered those vessels in 2010 we put a lot of effort into making them as fuel efficient as possible, which today is one of the big issues everyone is talking about, but I think we were one of the first to really adopt that eco approach. This has proven to be a success in that respect as we can offer a better result in today’s tough market than someone with older tonnage,” he continues. The other dominant side of the business is the
Erik Hanell, CEO, Stena Bulk
joint venture company Stena Weco. Established in 2011 with 50/50 ownership between Stena and edible oils carrier Weco, this agreement saw the two companies pool parts of their fleet – 15 oil and petroleum MRs from Stena, and 15 medium-term chartered edible and palm oils and caustic soda carriers. As such, each parent has been able to establish a presence within a new marketplace. “Today we are running around 45 MRs under that arrangement,” describes Erik. “Based on this, last year we ordered ten new eco-MRs from GSI shipyard in China. Once again we have put a lot of effort into making sure they are as fuel efficient as possible, and have more cargo flexibility than the average MR which will benefit us in future development and trading.” Another niche where Stena Bulk has put down its roots is the LNG market. This was through the formation of new sister company Stena LNG, which maintains a fleet of three LNG vessels at present. Sharing his outlook on this area of the industry Erik says: “We saw a very strong market for 2011 and the start of 2012, but this has now weakened a little as many projects around the world have been delayed. We also know there will be quite a lot of new build LNG vessels coming out in the next year or two, which may have an impact. However once these projects start to come on stream we are sure to see this pick up again. There is no question that LNG will be the future and take over a lot of the growth in energy requirements that we see in the world today.”
For now Stena Bulk is focusing on ensuring that it utilises its modern fuel-efficient vessels to their maximum potential in order to come out of the current market conditions in a stronger position even than it has today. “The tanker division of Stena Bulk is not the biggest but we want to be the greatest in terms of safety and operations, and to see a good profit on the investments we are making,” highlights Erik. “We will continue to develop ships for specific trades and with customers that have higher requirements on safety, quality, and limitation. We want to continue to be at the high end of this, but at the same time ensure we still have the right return on our investment so that we can keep developing. At the moment our Suezmax Pool has around 25 ships, which looks to be quite a healthy number, whereas Stena Weko is still under development so could see something between 50 and 70 ships depending on market conditions. In other segments we are always looking at new opportunities, and will utilise the low market to undertake acquisitions and developments to create new business products,” he concludes. v
Stena Bulk www.stenabulk.com • Quality tanker operator • Delivery of new eco-Suezmax • New MR vessels ordered
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ormed from the amalgamation of the British Ship Stores Associations and the National Federation of Shipping Butchers Associations in 1906, the British Association of Ship Suppliers (BASS), as part of the International Ship Suppliers & Services Association (ISSA), ensures the representation and promotion of its members to the ship supply industry. Standing as the voice of its UK members, BASS is also an active part of OCEAN (Organisation de la Communaute Europeene des Avitailleurs des Navires), which
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primarily monitors legislation in the process of development at the European Commission in Brussels. Praising its members as one of the reasons behind its strong presence in the International Ship Supply Industry, BASS offers each member the opportunity to become a member of ISSA, which means the company is listed on the ISSA register and website. The register is distributed to approximately 4500 outlets in the shipping industry, including ship owners, ship management as well as organisations with a shipping involvement. â€œBASS represents 47 members, all of
Profile: British Association of Ship Suppliers
which are ship suppliers based in various ports all over the UK. One of our main roles is to circulate information that either comes out of ISSA or OCEAN to all of our members to ensure they are consistently updated with the latest legislation and activities within both associations,” explains Bob Blake, managing director of Admiral Harding and chairman of BASS. “ISSA represents over 2000 ship suppliers through 43 national associations with associate members in 53 other countries. The association held its annual convention in London this year, which allowed members to network and share essential information.
OCEAN, meanwhile, is a sub-committee of ISSA and the voice of the ship supply industry on European Affairs. The OCEAN Board is made up of all the chairmen of the national Associations thus ensuring all members of the European Union are represented and is led by the OCEAN chairman Alfredo Tosato from Italy. BASS plays an important role in OCEAN; with its lobbying of regulatory and authority bodies that are affecting ship supply companies helping to influence the industry’s main regulators within the Commission in Brussels. ISSA recognises the global nature of the ship supply industry and OCEAN focuses on achieving optimum business for ship suppliers in Europe. The two work together to solve issues, as Bob highlights: “Our members approach us with problems and on several occasions the proposal of unworkable legislation is overturned before it reaches the statute book. BASS and OCEAN often receive feedback from their members following discussions with local customs officials from all European countries.” A particular issue for the ship supply industry is the recession, which is causing a challenge in terms of receiving payment, as Bob explains: “I told everyone at the last meeting that we need to be vigilant who we supply at present because of the economic crisis, although a lot of the more established and stronger companies are managing to survive, quite a few owners are struggling.” While the tanker trade remains relatively buoyant, the freight rate for bulkers has fallen dramatically mainly due to oversupply of tonnage. “One of the main problems is that the charterers are not paying owners on time, which knocks onto the suppliers and causes all parties to push for payment. There is also the issue of increased fuel prices and new legislations,” adds Bob. As fuel costs remain high and global pressure to reduce emissions increases, ship owners
We need to be vigilant who we supply at present because of the economic crisis, although a lot of the more established and stronger companies are managing to survive, quite a few owners are struggling
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Profile: British Association of Ship Suppliers
are exploring retrofit technologies that will offer existing ships the capabilities to remain economically attractive and efficient in a competitive market. With costs a major issue for an industry that is already being challenged by the recession and upcoming legislations, OCEAN was recently successful in shelving plans to charge VAT on ship stores and services, as Bob elaborates: “It is our job to pick up issues within the shipping industry as they arise, and one major issue in Europe involved VAT charges on ship stores and services, which is nonsense because ship stores and services have always been treated as exports. There is also the issue of different VAT rates throughout Europe, for example it might be 17 per cent in Denmark, 20 per cent in the UK, and 15 per cent somewhere else, which would make it impractical and unworkable to administer.” Amalgamations and bankruptcy within the shipping industry over the last five to eight years have led to a decline in the membership of BASS, yet the association hopes there will be improvements going forward. “As an association our members are trying to keep
afloat in these difficult times. Ship owners are constantly looking to cut costs but require the same standard of quality and service,” said Bob. “The service aspect is incredibly important because the downtime on a vessel results in huge costs to the owner. Our members are geared up to supply a service 24/7 which is essential. Whilst certain ships personnel have taken to going on-line to deal directly with various suppliers to our members the owners need to realise that these on-line companies will not deliver to the port 24/7 as our members do and often send their goods to our members to deliver on-board on their behalf! Our members continue to provide this service because we realise the importance to the owners.” v
British Association of Ship Suppliers www.bassweb.co.uk • Part of ISSA • Over 100 years old • Plays an active role in OCEAN
The magazine for maritime management
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