shipping and marine issue 11 2013
DESCRIPTION
The latest edition of Shipping and MarineTRANSCRIPT
floating excellencenew industry sectors are
seeing the benefits of innovative hovercraft technology
ISS
UE
El
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3 Shipping&MARinEThE magazInE for marITImE managEmEnT
fit for the futurethe re-fit market is helping
owners keep their superyachts in peak condition
safety in numberstoday’s ship managers are under pressure to deliver solutions and
strong performance
effective management of transport services and cargo flows requires a secure supply chain
Explorethe options
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© 2013 Schofield Publishing Ltd
Please note: The opinions expressed by contributors and advertisers within this publication do not necessarily coincide with those of the editor and publisher. Every reasonable effort is made to ensure that the information published is accurate, but no legal responsibility for loss occasioned by the use of such information can be accepted by the publisher. All rights reserved. The contents of the magazine are strictly copyright, the property of Schofield Publishing, and may not be copied, stored in a retrieval system, or reproduced without the prior written permission of the publisher.
Chairman Andrew Schofield
Group manaGinG DireCtorMike Tulloch
SaleS DireCtorDavid Garner eDitor Libbie Hammond
StaFF WriterS Matthew HighKirsty Birkett-StubbsJo Cooper
eDitorial aDminiStratorEmma Harris
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.’
proDuCtion manaGerFleur Conway
art eDitorDavid Howard
DeSiGnJenni Newman Jamie Elvin
oFFiCe manaGerTracy Chynoweth
heaD oF reSearChPhilip Monument
BuSineSS DeVelopment manaGerMark Cawston
eDitorial reSearCherSTim EakinsLaura ThompsonNatalie MartinGavin WatsonMark CowlesJoe Wright
aDVertiSinG SaleSJoe WoolsgroveDave King Darren JolliffeFinlay Johnson Nick Davies
www.shippingandmarine.co.uk
editor
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Working 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
floating excellencenew industry sectors are
seeing the benefits of innovative hovercraft technology
ISS
UE
El
Ev
En
201
3 Shipping&MARinEThE magazInE for marITImE managEmEnT
fit for the futurethe re-fit market is helping
owners keep their superyachts in peak condition
safety in numberstoday’s ship managers are under pressure to deliver solutions and
strong performance
effective management of transport services and cargo flows in a multimodal environment requires collaborative business
Explorethe options
C
24 neptune lines
27 matrix ship management
30 port 2 port maritime security
35 afai southern shipyard
37 tts offshore handling equipment
40 port of tallinn
43 goodwood ship management
46 rolldock
48 frederikshavn havn
50 palmali shipping
52 shin tai ho & co (pte)
54 dunston ship repair
56 hvide sande skibs & baadebyggeri
58 stena bulk
60 bass
FEATURES
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PROFILES
50
Contents
3 newsUpdates and announcements from the shipping and maritime arena
6 explore the optionsCompanies in the maritime domain have already started looking into collaborative ways of working
9 floating excellenceResearch suggests that there is potential for good growth in the hovercraft market over the next five to ten years
12 proven solutionsDuramax Marine has found a new solution from Infor to be very easy to use and very intuitive
14 safety in numbersWhat is essential in these times of difficult trading is that the shipping industry works together in partnership
16 designing the futureFinding the right candidates is a challenge, so recruiting into naval architecture is a priority for the industry
18 fit for the futureAs technology develops, it seems likely the refit market will continue to successfully find ways of making older vessels like new
20 a unified projectThe $6.1 Billion Thames Tideway Tunnel Project has decided on Bentley’s ProjectWise solution
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News
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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.”
Recent acquisition First application of technologyFlexlife, 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 non-invasive, 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.
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.
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
Save the date
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New delivery
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.
I’m a survivor
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.
Float on
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.”
News
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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.”
Going mobile 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.
Expanded offshore fleet
Open for business in 2015Finnish 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.”
Proven savings
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
The development of the industry is thanks in no small part to the support of the UK government, who recognise the potential of the industry to yield a range of socio-economic benefits
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A
SHIP SECURITY
When it comes to container supply chain security, Ioannis Koliousis and Panagiotis Koliousis say:
“Old fashion inspections, you are the weakest link. Goodbye!”
Explorethe options
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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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 partnershipswithsharedresponsibilitiesandbenefits;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
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 States’ 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
ship security
ioannis & panagiotis KoliousisIoannis 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 projectCONTAIN 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.
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2 Canadian Coastguard BHT AP188 craft on patrol
hovercraft
he first practical hovercraft designs were developed in the 1950s – 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: “Sir 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
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
excellenceFloating
T
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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.”
hovercraft
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 8100TD craft which is in operation with the Swedish Amphibious Battalion
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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
Griffon HoverworkFor further information, visit: www.GriffonHoverwork.com
Telephone: 02380 686 666Email: [email protected]
The 2000TD craft in operation by the Peruvian Navy
The BHT 180 craft ‘Solent Express’
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
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 resultsDebi 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
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D
CASE STUDY
Duramax streamlines business processes with Infor SyteLine
solutionsProven
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
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solutionstells 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.
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‘‘
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SHIP MANAGEMENT
Simon Barham gives an overview of the challenges facing
ship management companies Safety in 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
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
I
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numbersto 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 self-sufficiency 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 BarhamSimon 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.
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
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
The development of the industry is thanks in no small part to the support of the UK government, who recognise the potential of the industry to yield a range of socio-economic benefits
16 - www.shippingandmarine.co.uk
T
naval architects
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
futureDesigning the
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 million-plus answers which Google might give are accurate and credible? I believe that accuracy and credibility are the hallmarks of the Institution.”
www.shippingandmarine.co.uk - 17
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 BlakeleyTrevor 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.
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
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
The development of the industry is thanks in no small part to the support of the UK government, who recognise the potential of the industry to yield a range of socio-economic benefits
18 - www.shippingandmarine.co.uk
A
superyachts
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
futureFit for the
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
www.shippingandmarine.co.uk - 19
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
www.globalyachtinggroup.com
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 pre-planning phase. The project team needed a scalable solution to facilitate collaboration with multiple subcontractors and allow
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 1192The 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
The development of the industry is thanks in no small part to the support of the UK government, who recognise the potential of the industry to yield a range of socio-economic benefits
20 - www.shippingandmarine.co.uk
B
technology
The $6.1 Billion Thames Tideway Tunnel Project has decided on Bentley’s ProjectWise solution
projectA unified
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 fixed-cost 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 projectThe 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
www.shippingandmarine.co.uk - 21
project
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 alignmentsThe 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 peopleTo 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.
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.
Profilesl 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
124 - www.shippingandmarine.co.uk
N 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.”
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A tailored
solution
www.shippingandmarine.co.uk - 25
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.
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
26- www.shippingandmarine.co.uk
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
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
Profile: Neptune Lines
Neptune Lines www.neptunelines.com• Carried 750,000 units in 2012• Vessels can hold between 430 – 3200 medium sized cars• Company based on confidence, flexibility and trust
Fortune technologiesFortune 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.
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 high-
achieving 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
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
www.shippingandmarine.co.uk - 27
W
Profile: Matrix Ship Management
Forwardthinkingmanagement 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.
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
www.shippingandmarine.co.uk - 29
Profile: Matrix Ship Management
Matrix Ship Managementwww.matrixshipmanagement.com• Founded in 2011• 94 per cent staff/crew retention rate• Service costs are completely transparent
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
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
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
30 - www.shippingandmarine.co.uk
G
Securingsafety
Profile: Port 2 Port Maritime Security
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
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
Profile: Port 2 Port Maritime Security
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 non-
compliant 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
www.shippingandmarine.co.uk - 33
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
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
government’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 Southern’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
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 millimetre-
thick 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.
FperformanceHigh
www.shippingandmarine.co.uk - 35
Profile: 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
36- www.shippingandmarine.co.uk
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
Profile: Afai Southern Shipyard
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
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
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 co-
operation 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 semi-
submersible 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.
www.shippingandmarine.co.uk - 37
A
Semi submersible accommodation vessel.Picture courtesy of Axis
Profile: TTS Offshore Handling Equipment
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.
Strategicstep
Offshore load handling packagesThe 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 trouble-
free 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 conceptsRunning alongside the manufacture of cranes and other ships
equipment, TTS also provides a comprehensive service concept,
38 - www.shippingandmarine.co.uk
Umoe AdvAnced compositesUmoe 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.
Profile: TTS Offshore Handling Equipment
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
www.shippingandmarine.co.uk - 39
TTS Offshore Handling Equipmentwww.tts-ohe.com
• Specialises in offshore cranes and winches• Global reputation for excellence• 2013 has seen several large contracts signed
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
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
124 - www.shippingandmarine.co.uk
P 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,
40 - www.shippingandmarine.co.uk
to east & westGateway
Old City Harbour - masterplan
www.shippingandmarine.co.uk - 41
Profile: Port of Tallinn
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
Old City Harbour
Muuga Harbour
42- www.shippingandmarine.co.uk
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
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
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
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
Profile: Port of Tallinn
Port of Tallinn www.portoftallinn.com• Upgrading the five harbours• 200 million euro investment package• Biggest port on Baltic Sea
Muuga Harbour
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.
ServicesAt 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 managementIn 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 best-suited 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
www.shippingandmarine.co.uk - 43
G
Profile: Goodwood Ship Management
Dedicated
team
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 managementWith 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
44 - www.shippingandmarine.co.uk
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.
PurchasingWhen 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
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.
InsuranceThrough 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.
AccountingAt 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 servicesTimely 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 statusl Contact listl Crew listl Off hire statement
l Q88 HVPQ-vettingl Quarterly accounting reportsl Quarterly superintendent cost analysis reportl Superintendents vessel inspection reportl Ship’s main drawingsl Vessel particulars
Marine consultancy servicesBesides 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:
l Project management of ship constructionl Ship condition surveysl Ship conversion projectsl Sale & purchase inspectionsl Supervisory services for dry-docking, conversions & repairsl 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
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 approvall Factory acceptance test of equipmentl Site supervisionl Commissioning and sea trials
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
www.shippingandmarine.co.uk - 45
Profile: Goodwood Ship Management
Goodwood Ship Management www.goodwoodship.com• Broad spectrum of services • Awarded ISO 50001 for energy management• Dedication to finding the right staff
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
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
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.
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
46 - www.shippingandmarine.co.uk
approachThe unique
R
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
www.shippingandmarine.co.uk - 47
Profile: RollDock
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
RollDockwww.rolldock.com• Non-traditional approach • Renowned for solving heavy lift shipping problems• New joint company launched in 2013
48 - www.shippingandmarine.co.uk
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
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
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
T
havenA safe
www.shippingandmarine.co.uk - 49
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
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
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 • Leading commercial port in Denmark• Service centre for trade and industry• Current expansion programme
50 - www.shippingandmarine.co.uk
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.
Palmali’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
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.
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
customers’ 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
W
Strength in
diversity
www.shippingandmarine.co.uk - 51
Profile: Palmali Shipping
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 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
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
52 - www.shippingandmarine.co.uk
“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
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.
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
F
goodsDelivering the
www.shippingandmarine.co.uk - 53
Profile: Shin Tai Ho & Co (Pte) Ltd
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
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
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
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.
54 - www.shippingandmarine.co.uk
S 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
Strategicallypositioned
www.shippingandmarine.co.uk - 55
Profile: 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.
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
gives it the experience and
market insight to stay the
course. v
Dunston (Ship Repairs) www.dunstons.co.uk• Long heritage• New ship building division• Ongoing workboat contract
56 - www.shippingandmarine.co.uk
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 Pit-
Stop 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,
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
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 long-
term 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
C
Committed to
clients
www.shippingandmarine.co.uk - 57
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
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
124 - www.shippingandmarine.co.uk
A
58 - www.shippingandmarine.co.uk
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
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.”Erik Hanell, CEO, Stena Bulk
&Innovation performance
www.shippingandmarine.co.uk - 59
Profile: Stena Bulk
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 Bulkwww.stenabulk.com• Quality tanker operator• Delivery of new eco-Suezmax• New MR vessels ordered
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
124 - www.shippingandmarine.co.uk
F 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.
“BASS represents 47 members, all of
60 - www.shippingandmarine.co.uk
Tradingknowledge
www.shippingandmarine.co.uk - 61
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
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
62- www.shippingandmarine.co.uk
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
Profile: British Association of Ship Suppliers
British Association of Ship Suppliers www.bassweb.co.uk• Part of ISSA• Over 100 years old• Plays an active role in OCEAN
Shipping&MARinEThe magazine for mariTime managemenT
www.shippingandmarine.co.uk
Schofield Publishing Limited Unit 10, Cringleford Business Centre, Intwood Road, Cringleford,
Norwich, NR4 6AU, UKTel: +44 (0) 1603 274130 Fax: +44 (0) 1603 274131
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Editor: Libbie [email protected]
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