shipping and marine issue 102 final edition
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GOING GREENShip managers based on the Isle
of Man are keeping up-to-date with new environmental regulations
ISS
UE
102
FIN
AL Shipping
&MARinEThE mAgAzINE For mArITImE mANAgEmENT
MOVING ON FROM PAPERModern navigation systems
use electronics and satellites to help mariners find their way
FREEDOM TO MOVEThe development of comprehensive eMaritime tools offers clear benefits
to the European shipping market
The intuitive mind can become a great weapon in the maritime industry, if you
learn how to use it confidently
mindAll in
the
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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.
libbie@schofieldpublishing.co.uk
Chairman Andrew Schofield
Group manaGinG DireCtorMike Tulloch
SaleS DireCtorDavid Garner eDitor Libbie Hammond
StaFF WriterS Matthew HighKirsty Birkett-StubbsJo Cooper Drew Dann
eDitorial aDminiStratorEmma Harris
he story on page 14 of this issue struck a chord with me.
I am definitely guilty of getting a ‘bad feeling’ about
something I’m working on but not paying attention to it,
thinking I am begin paranoid or worrying over nothing…only for it to
come back later as a bigger problem. As Brian Bacon highlights in his
piece: “There is increasing evidence that intuition is more than merely
a feeling. Many scientists now believe that it is, in fact, the result of
our brains piecing together information and experiences to come to
different, and less obvious solutions and conclusions.”
So the next time I get one of my ‘feelings’ I really need to trust my
instincts and also practice some of Brian’s brain training techniques!
proDuCtion manaGerFleur Conway
art eDitorDavid Howard
DeSiGnJenni Newman Jamie Elvin
proDuCtionstudio@schofieldpublishing.co.uk
oFFiCe manaGerTracy Chynoweth
heaD oF reSearChPhilip Monument
BuSineSS DeVelopment manaGerMark Cawston
eDitorial reSearCherSLaura ThompsonNatalie MartinGavin WatsonMark CowlesJoe Wright
aDVertiSinG SaleSJoe WoolsgroveDave King Darren JolliffeFinlay Johnson Nick DaviesTim Eakins
SuBSCriptionSikidd@schofieldpublishing.co.uk
www.shippingandmarine.co.uk
editor
www.shippingandmarine.co.uk - 1
There is increasing
evidence that intuition is more than merely a feeling
GOING GREENShip managers based on the Isle
of Man are keeping up-to-date with new environmental regulations
ISS
UE
102
Ea
rly Shipping
&MARinEThE magazInE for marITImE managEmEnT
MOVING ON FROM PAPERModern navigation systems
use electronics and satellites to help mariners find their way
FREEDOM TO MOVEThe development of comprehensive eMaritime tools offers clear benefits
to the European shipping market
The intuitive mind can become a great weapon in the maritime industry, if you
learn how to use it confidently
mindAll in
the
T
Thinkingbig
18 psa zeebrugge
22 abp grIMsbY aND IMMINgHaM
26 IMperIaL sHIp MaNageMeNT
28 sCHOTTeL
33 pOrT OF LIVerpOOL (peeL pOrTs MerseY DIVIsION)
37 rOLL grOup
41 pOrT OF HaMINaKOTKa
45 sCOrpIO grOup
47 HYDe MarINe, INC
50 OzaTa sHIpYarD
54 sWIre bLue OCeaN
57 greNLaND HaVN IKs
60 TOrgeM
62 pIeNINg prOpeLLer
64 praXIs auTOMaTION TeCHNOLOgY
67 THe rICKMers grOup
69 zF MarINe KrIMpeN
73 eMs-FeHN-grOup
77 a-rOsa FLusssCHIFF
80 HaKVOOrT
82 DaMMaM sHIpYarD
84 OCeaNsaVer
87 DraHTseILWerK
90 OsLO buLK sHIppINg
92 DYNaMIC sHIppINg serVICes LTD
94 FrYDeNbø sabb MOTOr
96 berTLINg LOgIsTICs IN sWeDeN (FH berTLINg ab)
99 reeDerI HeINO WINTer
102 pOrT OF DeN HeLDer
105 pOrT OF DOVer
108 De KeIzer MarINe eNgINeerINg
FEATURES
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PROFILES
Contents
3 NeWsUpdates and announcements from the shipping and maritime arena
6 gOINg greeNWith growing commercial and regulatory pressure to reduce fuel costs and emissions, ship managers based on the Isle of Man are looking at green alternatives
8 FreeDOM TO MOVeAt its full potential, the eManifest will take theform of an intra-European harmonised and electronic cargo manifest
10 IT’s eLeCTrICThe rise in popularity of electric boating in the commercial sector is thanks to dramatic improvements in performance and battery technology
12 MOVINg ON FrOM paperModern navigation systems use electronics and satellites to help mariners find their way more safely
14 aLL IN THe MINDSenior managers in the maritime sector can benefit from using intuitive intelligence in leadership. Brian Bacon explains the principles
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A new naval air defence system that can intercept and destroy enemy missiles is to be manufactured in the UK under a £250 million MoD contract that will sustain hundreds of jobs.Sea Ceptor, which will be fitted to the Royal Navy’s Type 23 frigates and in future, the Type 26 Global Combat Ship, is a cutting edge missile designed and built by MBDA. Capable of travelling at speeds of more than 2000 miles an hour, it will be able to intercept multiple targets and protect an area out to a range of 25km.It will complement the longer range Sea Viper system on the Type 45 destroyers, providing the Royal Navy with a full range of missile systems to defeat current and future threats.Defence Secretary, Philip Hammond said: “The production of Sea Ceptor will be a huge boost to the UK’s world-leading missile industry, providing hundreds of jobs and once again proves our commitment to providing battle winning technology to our Armed Forces. Having balanced the defence budget we continue to order new equipment for our forces with confidence.”First Sea Lord Admiral Sir George Zambellas said: “I am delighted by this announcement which marks an important milestone in the Sea Ceptor project. This state-of-the-art missile system is part of an exciting renaissance in our naval equipment programme – and when fitted to Royal Navy frigates it will further enhance our global authority as a leading maritime power.”
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Next stage of outfittingFollowing the arrival of the Royal Netherlands Navy Joint Support Ship Karel Doorman at Vlissingen, Alewijnse Marine Systems is now embarking on the second stage of a four-year project to install the electrical systems on this exceptionally sophisticated vessel. The contract was awarded by Damen Schelde Naval Shipbuilding at the end of 2010 and is for the installation of the ship-wide electrical systems including those for command and control, environmental systems and power distribution and monitoring systems.The first stage of the build of the 205-metre, 28,000 tonne naval vessel took place at the Damen facility at Galati, Romania, with the electrical installation being handled by Alewijnse subsidiary Alewijnse Marine Galati (AMG). As with all projects of this complexity, it was not without its challenges, and cable pulling and cable connecting on such a scale raised a number of issues that required rapid solutions. However, rising to the task, AMG moved to double shifts and completed the entire Galati programme in just 28 weeks. The delivery of the cable routing and dressing is a source of pride for AMG. The medium voltage and degaussing cables in particular, given their length and diameter, presented a challenge when it came to pulling and dressing, but recent investment by AMG in specialist cable pulling equipment contributed to both faster and easier installation.With the Karel Doorman now at Damen Schelde Naval Shipbuilding, Vlissingen, the AMG team is currently working to make the 440V power system operational and activating the lighting systems to ensure that the vessel is safe for personnel to work onboard. After that the focus switches to commissioning and finalising the installations in the individual areas of the vessel in time for the handover to the Royal Netherlands Navy in 2014.
As London International Shipping Week kicked off on 9 September, a new report from TheCityUK revealed that London remains the world’s leading maritime centre. The maritime industry contributes nearly £14bn to the UK economy, including £1.5bn from the support services London provides to the industry including law, insurance and finance. Chris Cummings, chief executive of TheCityUK, commented: “The maritime industry makes a significant contribution to the UK economy. It’s not difficult to see why. London boasts a unique blend of maritime business services including shipbroking, derivatives, insurance, ship finance, ship classification, education and legal services, meaning it remains the number one destination for global shipping activity.“However, there are a number of other maritime centres fighting to take London’s crown, including Hong Kong, Singapore and Dubai. Because of our history and expertise in this industry, not to mention its contribution to the UK economy, it is vital London retains a vibrant and successful maritime sector.”
Leading global maritime centreCatapult Catamarans can now be contacted directly, for an immediate
quotation on 10, 11, 12, or 14 metre South Catamaran workboats with conventional shaft installation, jet drives, v-drives and so forth, with various wheelhouse configurations at customers’ requests. It can deliver from basic kits to full sets of mouldings or finished craft fitted out to individual specifications. It will also be able to provide moulding sets to other boat building companies to fit out to their individual customers’ requirements. Production will commence October 2013 – Catapult is anticipating the demand to be high. Catapult has acquired the adjacent unit to its own work shop facilities to expand its mould shop to cater for the high demand that is anticipated for the South Catamaran. At the moment it is in the process of moulding a nine metre Catapult ‘The Blade.’ This vessel is designed to be a high speed, low draft economical to run vessel. This vessel will be able to be purchased after testing – the company is anticipating going to market with this vessel December 2013. sales@catapultcatamarans.co.uk
New developments
£250m contract
Expanding global reach
Induction-based electric propulsion motor technology from GE’s Power Conversion business will be used to power four new LNG carriers that Korean shipbuilder Hyundai Heavy Industries will build for Maran Gas Maritime, the gas shipping unit of the Angelicoussis Shipping Group. Contracts for the propulsion systems were signed in late May. Hyundai Heavy Industries will deliver the vessels over a 15-month period beginning in July 2015.Paul English, marine business leader at GE Power Conversion says: “It is very satisfying for us that one of the most important shipbuilding companies in the world has recommended GE’s innovative electric power systems for LNG vessels in recent months. Our strength in technology and attention to customer needs has helped us create excellent working relationships with both
Hyundai Heavy Industries and Maran Gas.” Hyundai Heavy Industries is a strong proponent of GE’s power and propulsion technology. Hyundai Heavy Industries was in fact the first shipbuilder in Korea to adopt it, and the new contract with Maran Gas demonstrates the group’s continuing belief in its advantages.
Daewoo Shipbuilding & Marine Engineering (DSME), a South Korean shipbuilder established in 1973 in South Korea, has awarded a $6.7 million+ order to Rockwell Automation. Rockwell Automation will deliver fully integrated safety solutions for Transocean, a leading international provider of offshore contract drilling services for energy companies, and an important DSME customer. Rockwell Automation will employ its large-project delivery management expertise to provide its PlantPAx Integrated Control Power and Safety Solution with the AADvance process safety system.The contract covers deliveries to four new Transocean drill ships, with options for six more ships. It follows a $6 million+ order from DSME to Rockwell Automation for four new offshore drill ships in 2011.“We’re confident that Rockwell Automation will deliver and commission integrated information, control, power and safety systems needed to complete this important project for Transocean, based on their expertise to design, develop and deliver automation systems for the offshore industry,” said a DSME spokesperson.
Fully integrated solutions
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Partner of choice
Family owned shipping and energy services firm Craig Group, has announced the investment of £70 million to build six new vessels at the Balenciaga Shipyard in Northern Spain.Four D class IMT 950 Emergency Response and Rescue Vessels (ERRVs) and two F class IMT 958 ERRVs will be delivered during 2014 and early 2016, replacing existing tonnage in the fleet.Douglas Craig, chairman and managing director of Craig Group, said: “This significant investment is part of our continued drive to operate the largest and most modern wholly British owned fleet engaged in the UK offshore industry.“A new-build programme of this size and scale underlines our commitment to the marine industry and means that we continue to offer our customers an unrivalled service.”The fleet expansion comprises four D Class vessels, complementing the existing four D Class vessels already in service within the fleet. Fifty metres in length, the vessels will be outfitted as a minimum with one Daughter Craft and one Fast Rescue Craft as well as state-of-the-art survival facilities.Two F Class vessels will also be brought into service. Slightly larger at 58 metres long with diesel electric propulsion via twin Azimuth Stern Drives, they will also be equipped with Daughter Craft and Fast Rescue Craft as well as being able to transfer and store limited deck cargo and provide offshore locations with fresh water and fuel if required.
Six new vessels
DFDS Seaways was named ‘Europe’s Leading Ferry Operator’ at the European leg of the 2013 World Travel Awards in Antalya, Turkey. It is the seventh consecutive year that the ferry company has been recognised for its outstanding service at the World Travel Awards.Max Foster, passenger director for DFDS Seaways, comments: “The cruise and passenger ferry market is very competitive and we strive to deliver outstanding customer service on every sailing. We feel very proud to be recognised by the World Travel Awards for the seventh consecutive year, which is a great endorsement of the high standards we adhere to and the enormous effort of our hard working staff.“Passengers’ holidays start as soon as they board a DFDS Seaways ferry and we will continue to invest in our vessels and services to ensure we are providing the very best service.”
Award winner
Harkand, the international subsea inspection, repair, maintenance and light construction group, has confirmed the acquisition of the main assets and business of Veolia Marine Services (VMS).The acquisition adds 150 onshore and offshore staff, three dynamically-positioned multi-purpose vessels (MSV) and six work-class remotely operated vehicles (ROVs) to Harkand’s growing work-force and fleet.With Harkand already active in the North Sea, Asia Pacific and Africa, this acquisition expands the group’s international reach by adding a Houston operation with an established track record in deepwater inspection, repair and maintenance in the Gulf of Mexico.
@Courtesy Maran Gas
Meyer Werft of Papenburg, Germany has selected Metso DNA for the integrated alarm, monitoring & control system (IAMCS) to Royal Caribbean Cruises Ltd’s new generation of cruise ships referred to as ‘Project Sunshine’. The contract is for three vessels of 167,000 GRT with a capacity for 4180 passengers in double occupancy.The vessels will be of the latest innovative design with high focus on energy saving and sustainable environmental solutions, both important subjects for Royal Caribbean. The IAMCS will be sized to handle close to 18,000 I/O’s within machinery, air-condition and emergency shutdown systems. The management of the diesel electric power plant is an integral part of the Metso DNA system. Metso is delighted to be part of RCCL’s innovative project Sunshine at Meyer Werft having supplied automation system components earlier to Royal Caribbean International’s Radiance class and Celebrity Cruises Solstice class ships as well as many other cruise projects at Meyer Werft over the years.
News
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You bring me sunshine
Spill protection coating PPG Industries has announced the launch of a new application of PITT-CHAR XP. PITT-CHAR XP is a flexible epoxy-based intumescent passive fire protective (PFP) coating suitable for environments where exterior durability and corrosion resistance are required. It utilises established technologies to prevent steel structures from heating up rapidly in the event of a fire by providing insulative protection against high temperatures.The product can also be used
as an insulative method of protecting structural steel from exposure to the extremely cold temperatures that can result in the event of a cryogenic liquid spill, a feature that is of particular interest to the LNG market.Paul Greigger, technical manager PITT-CHAR, PPG Industries says: “Because of the performance characteristics of flexible epoxy intumescent PFP coatings in low and high temperatures, the petrochemical industry has expressed interest in these coatings as a means to protect structural steel from the extremely cold temperatures that could result in the event of an LNG release, as well as a potential explosion and subsequent fire.“PITT-CHAR XP offers low-temperature flexibility, cryogenic capability, hydrocarbon fire protection, jet fire resistance and blast resistance. It can be used in environments where hydrocarbon pool and jet fires are a risk, particularly under cryogenic and explosion overpressure conditions. PITT-CHAR XP provides enhanced resistance to cracking on flexing and vibrating structures and delays the loss of load-bearing capacity and integrity, buying time for personnel to evacuate to a safe area.”
Skills ‘perfect storm’ Leading marine and offshore resource and asset management service company C-MAR Group, has highlighted the UK’s escalating skills gap as the most critical issue facing the UK industry today. Speaking as the industry gathered for the Offshore Europe Conference, chief operating officer Peter Aylott described how combination of factors have come together to create a ‘perfect storm’ for the industry.Aylott said: “The fact that there is a marine and engineering skills gap in the North Sea is widely recognised. Less well known is the size of that gap. The figures are startling – 70 per cent of companies operating in the region now report that they are struggling to recruit. The latest estimates are that we will need 12,000 new staff every year for the next decade.”He continued: “The difficulty is that there’s not just one issue which we need to address. An ageing workforce, a lack of students entering the industry, stringent immigration requirements even for skilled workers, and an explosion in demand for specialist crew such as dynamic positioning officers, have all combined to create a perfect storm for the domestic industry. On their own, these issues may be manageable, but together they have created a noose which threatens to throttle the industry’s growth.” Aylott went on to address the impact of the widening skills gap on the UK’s attempts to reinvigorate North Sea oil and gas. He commented: “Through last year’s licensing review, the Government has made a major effort to stimulate the domestic oil and gas industry. Sadly, with the current situation, that is going to be a struggle. We have seen wages rise by more than 10 per cent in the last year leading to spiralling costs and a slow-down in production.”Aylott concluded: “Government has addressed the issue of demand, now the challenge is to tackle the supply side. We need to do more to help top quality people enter the industry. That means more apprenticeships and more efforts to encourage students to study marine and engineering at Further and Higher Educational levels. “More must also be done to encourage promising foreign candidates to come to work in the UK. Offering the best training, providing a flexible working environment, and delivering challenging and fulfilling opportunities are all important in the end picture.”
he Isle of Man is well known as an ideal environment to nurture and develop clean tech businesses and for a relatively small nation it punches well above its weight in terms of
implementing and supporting a wide range of energy efficiency initiatives, particularly in the maritime industry.
With ship efficiency fast becoming the most talked about topic amongst shipping professionals, shipping managers, regulators, charterers, owners, and operators based on the island are increasingly aware of the need to stay abreast of the latest developments to make ships more efficient and more eco-friendly or 'greener'.
With growing commercial and regulatory pressure to reduce fuel costs and emissions as well as a growing awareness of the financial benefits that running more fuel efficient vessels can bring, ship managers based on the Isle of Man are looking to alternatives.
As a leading ship management company Midocean (IoM) Ltd., part of the Peter Döhle Group and based in the Isle of Man, we have always placed a high priority on the safety of our vessels
and the protection on the environment as well as the importance of running a cost-efficient service. Today every vessel has to have a Ship Energy Efficiency Management Plan (SEEMP), the existence of which is certified and filed in the ships’ and the companies’ cupboards, ready to be audited.
Cynics may say this is yet another attempt to take responsibility away from the vessel, reducing further the master’s and or chief engineer’s liberty to take decisions as they see fit, whilst increasing further the dreaded paperwork. A closer look reveals that the main burden of additional tasks lies within the shore based organisation, as particular consideration should be given to minimise any onboard administrative burden.
However, the pressure to reduce costs, or rather, to increase energy efficiency, is not only driven by prudent managers and active legislators, but to a certain extent also by commercial pressures. You may have heard that, and far from wanting to state the obvious, it is a fact of life that ships are primarily operated to supply the world trade with an option for transport – and to make a return on the investment.
In times when ships are less eagerly differentiated by their
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green issues
Joerg Vanselow discusses the need to keep abreast of all new environmental legislation
greenGoing
charter rate but to a larger extent by their daily fuel consumption it came as no surprise that the high speed ‘gas guzzlers’ came under close scrutiny. The consumption curve of a combustion engine runs unfortunately exponentially. Combine that with the ever-increasing costs of fuel and you have a perfect motivator for the development of energy efficient vessels.
The technical and design options are plenty and some classification societies have summed them up very nicely, usually referring to the legislation that requires them. They range from the concept of injecting water into the fuel via the HFO vs LNG discussion to more traditional options like the use of wind power or slow steaming. But they all come at a cost.
Here is the point: You have to constantly keep up with the latest developments, educate yourself and others constantly about the design options and their impact on operations. You have to be familiar with the consequences of the chosen design and the associated costs at the investment phase, the operational phase and the divestment phase of a ship’s life cycle. Will this increase the threshold to become a ship manager or at least differentiate the good from the very good? Hopefully it will.
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Those owners/managers investing in development or new building departments and afford constant training and education, onboard and ashore, deserve undoubtedly to be rewarded with happy customers who know that they are dealing with a best in class. v
Joerg VanselowJoerg Vanselow is a director of the ship management company Midocean (IoM) Ltd., part of the Peter Döhle Group and based in Douglas, Isle of Man. Döhle (IOM) Ltd was founded in the Isle of Man in 1989 under the name of Midocean Maritime Limited as a crewing services provider to Peter Döhle Group and its long-term partners. Its vision is to be the world’s leading provider of international ship management services, ranging from crew and technical to commercial, corporate, large yacht management and marine insurance. For further information visit: www.doehle-iom.com.
he administrative procedures with which maritime transport operators need to comply with are complex, time-consuming and, in many case just numerous. Furthermore, most of these procedures are (still)
paper based and urgently require efficiency upgrades. A case in point for the European shipping industry is the gap between ports that have advanced information systems and those ports that rely on either legacy or paper based systems. This gap entails inefficient administrative procedures, multifaceted ‘single windows’ and bodies that don’t communicate with each other. This gap is large, hindering the competitive edge of certain routes, regions or companies.
In order to reduce the adverse effects, the European Commission started working as early as 2009 on this topic, with the most important documents being the ‘EU Maritime Policy until 2018’ (COM2009:0008/21.1.2009) and the Reporting Formalities Directive (2010/65/EU). One of the most recent accomplishments is the establishment of the Blue Belt Concept. The business objective is to increase quality and efficiency in transportation and particularly in maritime transport, by drastically removing multiple entries of the same information repeatedly and often manually, in each port of call.
Blue Belt is an area where vessels operate freely under EU internal market conditions. The administrative burdens
are minimised, while fully respecting EU safety, security, environmental protection, customs and tax policies. This is implemented through improved maritime transport monitoring and reporting capabilities that additionally improve competitiveness and reduce burden and costs.
Blue Belt was initiated in 2011 by the EC in co-operation with the European Maritime Safety Agency (EMSA) to demonstrate to competent and national authorities, including customs, how SafeSeaNet could support their work. Authorities now receive notification reports before vessel arrival, including information on routes, ports of call and vessel behaviour (e.g. encounters at sea). Furthermore, the Blue Belt demonstrates among other business tools, the use of eManifest, which facilitates voyages of vessels calling both in EU and in third country ports. The eManifest solves the problems of (ir)regular (tramp) shipping services. The systems that are currently implemented are fully interoperable and log the eManifests’ information into repositories that facilitate automatic exchange of information among authorities. eManifest doesn’t create a new system but builds on existing systems, such as the National Single Window(s), developed in the framework of the Reporting Formalities Directive.
The eManifest solves the problem of Union and non-Union status of goods transported. DG MOVE / EC estimated that less than 15 per cent of maritime traffic corresponds to regular shipping
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emaritime technologies
eMaritime capabilities in Europe: beyond the Blue Belt concept. By: Ioannis Koliousis and Panagiotis Koliousis
moveFreedom to
services, thus previous schemes were not entirely fit for European Shipping. The majority of vessels carry both Union and non-Union goods and stop frequently at both Union and non-Union ports (e.g. in Norway, Northern Africa, Russia). The eManifest facilitates data exchange between authorities so as to minimise physical checks when and where appropriate. This tool disseminates the required information (information provided by all relevant actors in the supply chain) to customs on the status of the goods and allows the authorities to determine the procedures to be applied according to the goods’ status of the goods. At its full potential, the eManifest will take the form of an intra-European harmonised and electronic cargo manifest.
The eManifest benefits to the European Shipping market include: l Union goods benefit from the internal market status throughout the chain. This is now extended to goods transiting through voyages with calls in third countries ports. l Non-Union goods are subject to the same full compliance requirements that exist today. l European Customs authorities devote more resources to risk assessment and clearance of non-Union goods while Union goods circulate freely.
Particularly, for the European shipping companies, agents and transport stakeholders:
l The data entry is significantly reduced and l The time it takes for a container to be discharged from a port or terminal is drastically cut.
The eManifest is only one of the different tools that EU has put in place through the ‘Reporting Formalities Directive’. From the Authorities side, the exchange of vessel and voyage related information supports:
l The effective collection of information in support of the PSC inspection regime;l The effective collection of the required security information prior to ship’s entry into a port of a Member State and facilitation of sharing vessel position information for security purposes;l The monitoring of ships and cargoes that pose potential risks to the safety of shipping and the environment, including those involved in incidents, thus allowing for earlier precautionary actions and risk mitigation by coastal states;l The efficient and timely response to incidents or pollution at sea in progress including search and rescue operations;l The management of Flag State responsibilities, including the follow up of ships involved in incidents/accidents;l The efficiency of port logistics;l The gathering and comparison of objective and reliable information on maritime safety and on pollution by ships, thus enabling users to take the necessary steps to improve maritime safety and the prevention of ship-generated pollution, and to evaluate the effectiveness of existing measures.
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Last but not least, the eMARITIME vision goes many steps forward and intends to make all procedures electronic. The applications that are currently being developed are limitless and actually re-engineer all legacy procedures in the domain. Indicatively, eMARITIME upgraded procedures and tools include:
l Cargo declaration for exports by/for shipping companies, shipbrokers freight forwarders to submit exit manifests (ECS obligation); l Cargo declaration for imports to European Customs Authorities;l Customs processes (scans, checks, controls, inspections, sanitation, etc);l Discharge reports including information, status reports, discharge lists, discrepancy lists, etc; l Export Control System (ECS) procedures;l Loading lists;l Full transport cycle barge planning, from pre-announcement of inland barges and cargo to sea terminals to delivery;l Vessel notifications;l Declaration procedures for Food & Consumer products;l Procedures for dangerous goods & HAZMAT;l Waste disposal procedures;l Pre-arrival cargo declaration import (4h) and Entry Summary Declarations for ICS obligations; l Transit declaration;l Pre-arrival cargo declaration import (24h);l Intermodal planning procedures (rail, barge, trucks);l Transport order;l Veterinary and Phytosanitary inspection procedures.
The development of comprehensive eMaritime tools, such as eManifest, offers clear benefits to the European shipping market, streamlining maritime operations and enabling greater efficiency in maritime operations. v
This article reflects on the work done within the eMAR Project, funded by the European Commission under the FP7 Program. eMAR develops and tests tools under the eMARITIME Initiative of the European Commission / DG MOVE. For the latest updates, more information and relevant documentation, please visit the e-Maritime portal @ http://www.emaritime.eu/
Ioannis Koliousis & Panagiotis KoliousisIoannis Koliousis is project manager, Decision Dynamics and Panagiotis Koliousis is project manager, Decision Dynamics. Decision Dynamics is a management consulting firm which assists organisations across both the private and the public sectors outperform their rivals and create value achieving a sustainable competitive edge. Decision Dynamics focuses primarily on the transportation, logistics and operations domains and supports companies to solve problems across all transport modes, including rail, maritime, road, air, inland waterways or pipelines. For more information visit: www.decisiondyn.com.
s the price of fuel remains at an all time high, commercial boaters continue to look for ways to reduce their vessel’s operating costs. This, combined with the desire of many businesses to
reduce their carbon footprint, has encouraged the development of advanced technologies in marine electric drive systems.
Despite the recent rise in popularity, electric powered boats in a commercial setting aren’t new. The first commercial electric boat was produced in 1839 with a peak in popularity between the 1880s and 1920s. However, pure battery electric drive seems to have eluded mainstream commercial boating. This is likely down to poor battery performance and batteries that were unable to power large electric propulsion systems, such as high performance electric outboard motors, or give the duration required.
However, electric boating has now opened up to the larger power segments, thanks to leaps in technology. We have successfully combined a large outboard engine with an electric motor for the first time to produce a revolutionary 80-horse power equivalent, integrated propulsion system, which offers commercial operators outstanding efficiency with greater power and range.
Our system has been chosen to power Zodiac MILPRO’s SRMN600 professional RIB, which is designed for military and professional customers, the RIB is extremely heavy-duty and needs a tough, durable motor.
As the larger power classes have opened up to electric boating, the weight of battery technology has continued to fall. Now there is not only a significant environmental case, but also a strong economic case, for switching to electric only marine power.
One of the main advantages of electric propulsion is that the more it is used, the more environmentally friendly and economical it becomes. It is the only form of propulsion that can operate entirely on clean energy - we like to call this ‘flat-fee boating’ - once the initial outlay has been made for the motor and batteries there is the potential to go boating with no further costs incurred for powering the boat.
With battery costs independent of the amount of usage, commercial users with petrol costs over £3600 can save money almost immediately by switching from a petrol to an electric motor.
Electric outboard motors are much more efficient than the typical
petrol outboard. This is essential if they are to become the norm in boating, given the finite ‘fuel tank.’ Whilst petrol outboards can have an efficiency of around ten per cent, some electric outboards now boast an efficiency in excess of 50 per cent.
Lithium batteries are now often used, which increase safety and some even come with nine-year capacity guarantees. The high energy density of lithium batteries and the fact they can withstand high current drains are extremely important for marine propulsion systems. These properties reduce the weight and bulk of the on-board battery system, whilst ensuring the power supply does not collapse despite the high currents drawn by electric motors.
Another key advantage is lithium batteries have no memory effect and feature high cycling stability. In contrast to conventional lead-acid batteries, they lose hardly any charge - even during months of storage and in cold weather.
Along with performance, safety is a vital requirement for lithium batteries - as seen in the recent problems Boeing’s Dreamliners have had. There are four core requirements a safe lithium battery should fulfil:
1) Safe battery chemistry2) Safe packaging of individual cells, such as laser welded steel
cylinders to protect against internal short circuits3) Precise and clean production processes at the cell’s
manufacturer - check the cells used are produced by a well-known manufacturer
4) A built-in battery management system (BMS), which protects against over-charge, over-current and over-temperature. Some more sophisticated battery management systems are now constructed in accordance to a redundant safety principle - where any component with a safety critical function is also backed up by a redundant component that duplicates the safety function
It’s also worth considering the different ageing process of individual cells. Some batteries are now equipped with an
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A
electric engines
John Arnold discusses the rise in popularity of electric boating in the commercial sector, thanks to dramatic improvements in performance and battery technology
electricIt’s
individual cell balancing system, ensuring all cells have the same charge status and are therefore ageing at the same rate, this helps to maximise the battery service life.
Similarly, even though submerging a battery should be avoided, many are now designed to withstand being in water for a period of time. Just as important is ‘electric’ waterproofing. This process prevents electrochemical corrosion when the battery is immersed.
Electric outboards are virtually silent in use and are extremely cheap to run. Some systems now feature an onboard computer that uses GPS to calculate remaining range as well as display travel time and direction to individual waypoints. With vastly improved battery technology, the cleanliness, reliability and low maintenance ownership experience of a modern electric engine is now highly appealing to a wide range of commercial boat users. v
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John ArnoldJohn Arnold is UK sales manager for Torqeedo. Founded in 2005 in Starnberg, Germany, Torqeedo is the market leader in the fast growing electric outboard motor industry. With a broad product range of outboards ranging from one to 80 HP, as well as innovative accessories, including solar powered chargers and high-powered lithium batteries, Torqeedo’s products are environmentally-sound and truly pioneering, reflected in the numerous awards the products have won. For further information on the Deep Blue system or any of Torqeedo’s high-tech electric outboard range, please visit www.torqeedo.com.
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he clock is ticking for ship owners and operators to get up to speed with the latest ECDIS requirements… meaning a busy year ahead for companies who supply both the equipment and the
data they run on!The ECDIS, or ‘Electronic Chart Display Information System’
mandate is all about ship safety, and efficiency. That’s why the International Maritime Organization (‘IMO’) recently changed the International Convention for the safety of Life at Sea (SOLAS) to make it a requirement to fit an ECDIS system on a ship’s bridge.
The amendment to SOLAS means that all vessels, including cargo ships, cruise liners and tankers will be required to install an ECDIS according to a staggered timetable that began in July last year.
“ECDIS will make for safer and more efficient voyages,” says the aptly-named Steve Mariner, business development director at Kelvin Hughes, whose subsidiary company ChartCo provides navigational software and products that integrate with ECDIS systems.
“Crews will appreciate the capabilities of this navigation and
ship safety
management tool but shipping companies and vessel owners that haven’t yet installed an ECDIS system need a plan of action to meet their deadline. It isn’t just about equipping your bridge with the right platform. It’s also about ensuring your sailors have the right training to use this tool properly, having the appropriate data and keeping this data up-to-date. It’s also about amending your bridge procedures, particularly around ‘passage planning’, which is becoming a hot topic with Port State Control.”
‘Passage planning’ is a procedure by which a ship’s captain builds a complete description of a voyage from beginning to end. Although it is the captain’s responsibility to do this under international law, the task is usually delegated to the ship’s navigation officer.
Research shows that human error is partly to blame for a significant proportion of all navigational accidents, and that in many circumstances the mistake could have been avoided if the person responsible had properly used information that was made available to them.
“Effective passage planning is crucial,” says Steve. “It helps to ensure safety of life at sea, it makes for efficient navigation, and it
T
Modern navigation systems use electronics and satellites
to help mariners find their way more safely
paperMoving on from
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helps to protect the marine environment. Poor passage planning can result in accidents such as collisions, running aground, spillages or lost cargo.”
Of course an Electronic Chart Display Information System is only as good as the data it displays. Navigators need accurate, up-to-date information. Not only because it is helpful to do so, but also because it is also legally required for vessels to ensure their charts are up to date before they embark on a specific voyage. Wrecks can shift, becoming a hazard on a busy shipping lane; buoys may move; port authorities can alter shipping lanes; sea depths may change following a survey. And whilst such changes were communicated by snail mail in the past, shipping companies now need faster updates.
Products such as ChartCo’s PassageManager system work seamlessly with an ECDIS platform to send such navigational updates to ships at sea by satellite broadcast, internet or email. The software, already installed on almost 6000 vessels worldwide, allows navigators to quickly identify charts, books and navigational data that they need for their journey. Once plotted, the route can be used to optimally select the electronic and paper charts needed for maximum safety and minimum cost. The system then automatically identifies which products are not part of the ship’s holdings or what electronic products do not have a valid license and the data and permits can then be delivered directly to the ship’s bridge. It also provides data on piracy, for example, notifying navigators of recent ship attacks close to a plotted route.
PassageManager can also display comprehensive port data and integrate this information with the Passage Plan. Using the programme, navigators can ask any port for the information required and view/print out photos, port plans, and arrival documentation. It all makes for a safer, more efficient vessel that fully meets the requirements of ‘Port State Control’, the inspection of foreign ships in any national port.
Of course, sailors cannot plan for every eventuality on a voyage - especially the weather, and especially in certain parts of the world at certain times of the year, including the Atlantic hurricane season and
the Pacific typhoon season. A bridge-based system, with frequent, accurate and reliable weather updates, is important for safety of ship and cargo; container losses cost the industry millions of pounds every year. PassageManager, for instance, provides users with fresh weather updates every six hours.
The paper charts and maps that once helped ships to sail the seas are now giving way to electronic tools, and its innovative products such as these that are driving this revolution in modern navigation. v
Kelvin HughesKelvin Hughes is a world leader in the design and supply of navigation and surveillance systems and maritime data. It has been in the forefront for more than 250 years, supplying advanced navigation solutions and services around the globe. Kelvin Hughes has established itself as a technology innovator and reliable partner to the world’s navies, merchant shipping, and pleasure craft operators. For further information, visit: www.kelvinhughes.com
an you think of an occasion where you’ve had a gut feeling that something wasn’t right about a significant business issue but didn’t listen to your intuition and later regretted it? Do you often doubt
your intuition in favour of hard evidence to support your business decision? If so, you may be underutilising one of the most powerful leadership tools, your intuitive intelligence.
Many people may feel that intuition has little or no place in business, that decisions should be based on empirical evidence rather than on trusting your gut feeling. But there is increasing evidence that intuition is more than merely a feeling. Many scientists now believe that it is, in fact, the result of our brains piecing together information and experiences to come to different,
and less obvious solutions and conclusions. Publications, such as ‘Intelligent Memory: Improve the Memory That Makes
You Smarter,’ by neuroscientist Barry Gordon, show that decision-making and intuition are inextricably linked.
Leadership experts and those working in organisational development give a lot of credence to IQ and EQ (emotional intelligence) but in fact
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EXECUTIVE COACHING
Senior managers in the maritime sector can benefit from using intuitive intelligence in leadership. Brian Bacon explains the principles
mindAll in the
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mind
‘intuitive intelligence’ is perhaps the greatest weapon for business decision-making.
I’ve spent much of my career working with some of the world’s largest corporations, and some of the best managers and strategists used their intuition first before looking to back it up with facts; almost as if the intuitive approach was the starting point and the measurement came afterwards. Intuition needs to be trained. It's a learned skill, and the more you use it, the more reliable it becomes.
Those who are training to sharpen their cognitive sensors are encouraged to use their intuitive senses when they are making decisions. This is especially beneficial when you are taking some tough decisions, which have far-reaching implications in your work life.
Your intuition can reveal some aspects of your situation, which your ability to reason cannot. In fact, your internal radar works perfectly. It is the operator who is in question. There are things your gut knows long before your intellect catches on. Every day, all day, an intelligent agent is sending you messages. The best leaders have learned not only to just trust their instincts, but also to obey them. Obeying your instincts requires that you listen to your own internal voice, acknowledge your internal reference point, rather than rush to embrace the myriad references and voices of others. Your instincts are readily available 24/7.
Your mind is continually in overdrive. You spend a lot of time in an internal dialogue – in other words, you’re busy having a conversation with yourself. If you were to speak out loud the dialogue that goes on inside your head, you would be labeled, well…a bit crazy. And often the self-talk is negative rather than positive and constructive. You can change that.
Developing the ‘Intuitive intelligence’ of leaders is at the heart of what we do here at Oxford Leadership Academy. The basis for ‘intuition intelligence’ is a powerful new science of the mind known as ‘Intelligent Memory’ – a convergence of insights from behavioural psychology, cognitive psychology, neuroscience, and molecular biology.
As Barry Gordon states in his book (Intelligent Memory: Improve the Memory That Makes You Smarter): ‘Since birth our brains compartmentalize experiences and information akin to an elaborate closet organization system. The brain warehouses existing knowledge into separate files and, when new data is received, it searches the stored files looking for similar information. Upon finding a match, the new information is combined with the existing knowledge to create a fresh thought. This process, called intelligent memory, is the basis for producing creative, breakthrough ideas.”
Looking at this further…the breaking down and storing process is analysis. The searching and combining is intuition. Both are necessary for all kinds of thought. Even a mathematical calculation requires the intuition part, to recall the symbols and formula previously learned in order to apply them to the problem.
When the pieces come off the shelf smoothly, in familiar patterns ... you don't even realise it has happened. When lots of different pieces combine into a new pattern, you feel it as a flash of insight, the famous ‘aha!’ moment.
The situations in which leaders most consistently rely on their intuitive intelligence in business include:
l In a crisis: When rapid response is required and there is no time to go through a complete rational process of analysis
l In high-speed change: When the factors upon which decisions are made change rapidly, without warning
l In a messy situation: When a problem or challenge is poorly constructed
l In an ambiguous situation: When the factors to be considered are hard to articulate without sounding contradictory
In helping leaders expand their intuitive intelligence and develop greater trust in their ‘flashes of insight’ we train them in the following: Be Present: Become mentally quiet and develop an ‘eye of the storm’ mental posture. As you may have seen a martial arts master do – centre yourself mentally, disconnect from the emotions of the situation. Detach from all noise and voices, just be still and observe. Be inside. Listen. Look. Suspend judgment. Don’t analyse or try to understand. Just quietly observe. In a crisis, this can be done in just a matter of seconds. It’s the starting point to engagement of the whole brain. See The Whole Picture: Interrogate the context. Become a detached observer of the situation and embrace the big picture. Get off the dance floor, stand of the balcony and look at the situation from a different, elevated perspective. See what has gone on before. Recall lessons from history. Things you’ve read and may have forgotten. Actually it’s all stored there in your intelligent memory. Engage other players involved. Talk with them. Not at them. Be curious. Take in all different perspectives and data points. This engages your intelligent memory and theirs as well. Such conversations stimulate creative collaboration. One person’s observation, sparks off another and chain reaction of insights emerge. Now, the whole brain is engaged. Clarify Your Intention: Be clear on your purpose. Bring this into the front of your mind. Your intention becomes the filter through which you observe a situation. This provides focus and helps you zoom in on the few things that are most important. The clearer and more resolute your intention, the faster and more reliable will be the ‘flash of insight’ that follows. In leadership training we place a lot of intention on developing clarity of purpose. This requires deep reflection on your own truth about yourself, where you’re headed and why. Engage your Values: Either consciously or unconsciously, all choices and decisions are driven by what you value most. The clearer you are about the values and principles, which guide you, the faster and more reliable will be your decision making and choice selection. Where you will end up in any situation in
‘‘ I’ve spent much of my career working with some of the world’s largest corporations, and some of the best managers and strategists used their intuition first before looking to back it up with facts
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life will ultimately be determined by the choices you make, so close examination of values is about the most important work a leader can do to prepare for making good choices. When observing and examining any situation your purpose and values engage together to provoke a flash of insight that ‘feels right’. This is when your intuition can be trusted. Fierce Resolve: Total and absolute commitment follows when there is a feeling of certainty about the things you ‘feel are right’. The power of discrimination and judgment lies at the heart of leadership wisdom and character. Your ability to trust and execute your choices, based on that ‘flash of insight’ requires consistent alignment of intention, words and actions. A decision is worthless unless it is brought into action and followed through without second-guessing or procrastination. In great leaders, this is seen as their fierce resolve to stay the course and do what needs to be done.
This five-step process to develop intuitive intelligence takes place at a sub-conscious level, even if you use your conscious mind to formulate or rationalise the final results. Information is processed in parallel, not sequentially. Instead of going through the logical sequence one by one, the leader sees the situation more as a whole, with different fragments emerging simultaneously in parallel. Your brain can be trained to work as an advanced pattern recognition device. Your subconscious mind finds links between your new situation and various patterns of your past experiences. In a team setting this becomes even more powerful, as you replicate what happens in the brain in a group setting. This is how high performing teams develop creative solutions and collaborative action, based on collective insights and wisdom.
Intuition intelligence helps you navigate faster through vast amounts of unstructured data and can work around gaps and conflicts in the information. Yet, even the most highly developed intuition can be misled if too many of the facts are wrong or missing, so don’t neglect the rational mind or need for diligence in fact gathering and analysis. Just get the balance right. The intuitive mind can become your greatest weapon in business, if you learn how to use it confidently and accurately. v
executive coaching
Brian BaconBrian Bacon is chairman and founder of the Oxford Leadership Academy, a UK based international leadership consultancy with 200,000 alumni, 215 people and offices throughout Europe, USA, Asia, Latin America and the Middle East. He is an advisor to several Heads of State and leadership consultant to the Boards and top management of numerous multinational corporations including Telefonica, BASF, Metro AG, Akzo Nobel, Sandvik, Unilever, BP, HSBC, Ericsson, Coca-Cola, McDonald’s, GE, ING, NXP Semiconductors and Volvo. For more information visit: www.oxfordleadership.com.
Profiles
There are thousands of ships sailing the oceans today, transporting every kind of cargo. The global fleet is manned by over a million seafarers of virtually every nationality and the companies involved in this sector are among the most technologically sophisticated of any in the world.
The prominent and successful companies that are highlighted in the next pages of Shipping & Marine provide real world examples of how state-of-the-art technology, best practices and modern innovations are put into practice in the maritime sector.
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ith a mission to be the port operator of choice in gateway hubs across the globe that is renowned for the best possible services and successful partnerships, PSA International has a rich heritage dating as far back as
1819. From its humble beginnings at the mouth of the Singapore River PSA has
grown into the world’s largest container terminal operator, handling approximately
60 million TEU a year. Today the firm operates a port in Singapore and has a further
29 ports located in areas ranging from Argentina to Thailand.
“As a group we employ around 28,000 staff at our 30 ports; we have been active in
Zeebrugge since the 1980s where we operate two large container terminals,” states
Enno Koll, managing director of PSA Zeebrugge. “Container Handling Zeebrugge
(CHZ) was the first container terminal in Zeebrugge, the facility has capacity for one
million TEU and we handle around 750,000 TEU; our main customers at CHZ are
CMA-CGM, MSC, China Shipping and UASC. Our second container terminal, PSA
Zeebrugge International Port (ZIP), opened on the 19th July 2013; in addition to the
container berth, it also has a multipurpose facility that handles around one million
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The gateway toEurope
W
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KALMARKalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move.
Profile: PSA Zeebrugge
Europetonnes of paper and half a million tonnes of pulp.
Approximately 80 million euros were invested
in the terminal in 2011/2012 and it’s now fully
operational; the biggest container customers at
the moment are Evergreen, the largest paper
customers are Stora Enso and Norske Skog.”
Built for the future, ZIP has been designed
as a deep sea and transhipment hub for mega
vessels of up to 22,000 TEU. The first phase
of investment includes four gantry cranes, the
largest in Europe, one rail handling crane, 24
straddle carriers and 172 reefer connections.
The quay length is 800 metres with a maximum
depth of 16.5 metres, an area of 25 hectares, five
rail tracks of 750 metres and an annual capacity
of 750,000 TEU. The final phase will boast a quay
length of 1500 metres, a maximum depth of 17
metres, an area of 90 hectares and an annual
capacity of three million TEU. Furthermore, it will
boast 15 gantry cranes, 90 straddle carriers,
three RMG rail handling cranes and 645 reefer
connections.
“Our CHZ terminal opened in 1971 and was
beginning to reach full capacity so we saw an
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opportunity to start from scratch. We designed
the terminal to have 17 metres of draft with
cranes that can reach 24 rows across, thus
making PSA Zeebrugge fully prepared for the
mega vessels of the future,” says Enno. Built
in record time of only 12 months, the terminal
is highly automated and has an emphasis on
efficiency, speed and innovation, giving PSA a
highly competitive edge in container handling.
“We have constructed infrastructure to enable
us to handle any type of vessel at any point in
the future while also retaining the flexibility of a
small port. We can take in vessels and deploy
labour at any even hour (6am, 8am, 10am….)
compared to other ports who start work only at
three fixed times in the day. In the centre of ZIP’s
100 hectares is a warehouse and logistics centre,
our logistics services are of superior quality, which
is due to our productive, dedicated and flexible
staff,” adds Enno.
Proud of its flexibility and forward thinking
approach, PSA Zebrugge is open to mutually
beneficial partnerships that deliver the best
possible solution for customers. “We primarily
Profile: PSA Zeebrugge
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PSA Zeebrugge www.psa-zeebrugge.be• PSA International is the world’s largest container terminal operator• Operates two large container terminals at the port of Zeebrugge• Newest terminal is a hub for vessels up to 22,000 TEU
work with the port authority, which is a supplier
of ours but we view the relationship more as
a partnership where we work together to find
the best results for the shipping lines who
call Zeebrugge. We have also linked the PSA
terminals in Zeebrugge with the PSA terminals in
Antwerp with a new extended gateway concept
that combines the strong transhipment services
at Zeebrugge with the location and import/export
services of Antwerp,” highlights Enno. The new
service will improve efficiency for shipping lines
through a direct connection from Zeebrugge’s
deepwater port to Antwerp’s port facilities.
Vessels discharging in Zeebrugge instead of
Antwerp will save 12 hours sailing time, lower
emissions and offer improved flexibility to
supply chains.
Benefitting from a central location in Northern
Europe, ease of access to key European markets,
a positive customs regime for imports, a positive
investment climate and excellent infrastructure,
all ingredients are there for PSA Zeebrugge to
grow, as Enno concludes: “Zeebrugge currently
has six Asia-Europe services a week and we are
seen as the gateway to Europe for Asian exports,
however we would like to attract more business
and grow our portfolio of destinations to areas
such as North America, South America, India
or Pakistan. This would give more choice our
customers who want to import or export from
our terminals; we also aim to triple our direct rail
and barge connections to the hinterland in the
next few years. The port of Zeebrugge is a port to
be discovered and a port for the future, we want
potential customers to come and see what PSA
has to offer here.” v
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Investing in thefuturehere has been a
transformational change in
Grimsby in recent years
with the introduction of the
automotive and offshore wind industries,”
said John Fitzgerald, port director of ABP
Grimsby and Immingham. “Offshore wind
operations and maintenance support has seen
massive growth over the last 48 months in terms
of development and we as port operators plan to
invest huge amounts into the infrastructure and
to support this. We have also spent £26 million
on the new Grimsby River Terminal, which is
predominantly for the automotive business but
will serve the offshore wind industry too. Grimsby
has been in Immingham’s shadow for a long time
so I’m very proud of the massive regeneration
taking place and the recognition Grimsby is
getting as the UK’s centre for the developing
offshore wind industry.”
Combining to form the UK’s largest port by
tonnage, Grimsby and Immingham handle up to
Above: Port of Grimsby and right, renewable fuels terminal Port of Immingham
55 million tonnes of cargo each year. Traditionally
connected to the fishing and food industry, the
port of Grimsby today focuses on the handling
imports and exports of trade cars, with more
than 600,000 vehicles handled through the port
each year. This number is set to grow massively
over the coming years following ABP’s £26 million
investment in developing the Grimsby River
Terminal, which will enable the port to handle
the largest operating car carriers. Until recently
car-carrying ships have solely used Grimsby’s
Alexandra’s Dock, which is accessed through the
port’s original Royal Lock. The new terminal not
only cements Grimsby’s role in the automotive
market, but will also ensure increased efficiency
and speed of service during the production build
up for the two registration peaks each year.
“The Grimsby River Terminal (GRT) is now
operational and officially opened on 20th
September,” said John. Speaking at the official
opening he noted that this investment represents
a vote of confidence in the town and the start
“
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ABP’s £26 million investment in developing the Grimsby River Terminal... will enable the port to handle the largest operating car carriers
Profile: Associated British Ports Grimsby and Immingham
futureof what he believes will be a long-awaited
renaissance for Grimsby. John is confident that
the facility will secure the port’s position as one
of the UK’s major automotive terminals, boosting
the region’s economy and creating jobs.
He explained the reasoning behind ABP
making this significant investment: “We decided
to future proof the port as new ships are getting
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bigger whilst older and smaller ships are being
scrapped. The inner port can take ships that can
carry up to 800 or a 1000 cars, depending on
the type of car, but with the river terminal we can
take ships that can carry up to 3000 cars and we
have already seen double the previous maximum
volume on a single ship,” he said. Volkswagen,
Audi, Skoda, Toyota, Peugeot, Citroen and, most
recently, Suzuki are the manufacturers currently
serviced at Grimsby, however John anticipates
more contracts in the future: “We have already
seen new business come into the port since the
terminal was announced with Suzuki arriving
as a new customer and Volkswagen increasing
volume; I am absolutely certain our decision to
move forward helped these customers in their
decisions.”
ABP chief executive, James Cooper, added:
“The opening of the Grimsby River Terminal
marks another important milestone in ABP’s
wider programme of investment across the
Humber, which we expect will total at least
£350 million over the coming years. This brand
ABP Port Drector Grimsby and Immingham John Fitzgerald and Robin Woolcock
new terminal is further testimony to ABP’s
ongoing commitment to the Humber region, to
serving our customers and to delivering growth.”
Indeed, ABP is investing £100 million in the
Humber ports in connection with a 15-year
contract with Drax Power Limited to handle
biomass shipments for the company’s power
station in Selby. This investment in the ports of
Immingham, Hull and Goole will support Drax
Power’s conversion to a low carbon electricity
producer through replacing coal with sustainable
biomass. The Drax power station at Selby is the
UK’s largest single producer of electricity and
meets approximately seven per cent of the UK’s
electricity needs; new plans at the power station
include converting three of its existing coal-fired
generating units to burn sustainable biomass,
resulting in its output being predominantly from
renewable resources over the next few years.
This new major investment is certain to
secure the region’s position as a hub for the
development of the low carbon energy future.
As part of the development ABP will invest
Profile: Associated British Ports Grimsby and Immingham
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in new discharge and storage facilities at the
three ports, while the Port of Immingham’s
Humber International Terminal (HIT) will boast a
new dedicated import facility, the Immingham
Renewable Fuels Terminal, to handle up to
three million tonnes of wood pellets each year
in Panamax sized vessels. Furthermore, the
investment will require a new quayside discharge
plant and associated equipment to move the
biomass from ships to new silos, which will
have the capability to store 100,000 tonnes.
From the silos, cargo will be conveyed to a new
train loading facility that will service specialised
rail wagons which Drax are currently having
manufactured and which will transport the
biomass to the Drax power station in Selby.
ABP’s Humber ports are already at the
forefront of the renewables industry thanks
to continued investments by leading offshore
wind operators such as EON, Siemens, RES,
Centrica and Dong developing operations and
maintenance bases at the port of Grimsby
“Our sister port in Hull is involved in assembly
and manufacture of offshore wind turbines, while
Grimsby is already established as a centre for
the operations and maintenance services to the
offshore wind industry. We have already seen
major investments from EON, Siemens, Dong
and Centrica, so the big players are already
establishing themselves at the port of Grimsby
and we are in discussions with a number of
others,” explains John. “Centrica recently opened
a £3 million operations base/control centre in
Grimsby, EON are constructing at the moment
and Dong are setting up a 950 square metre
construction base for its Westermost Rough
project. All of these companies are investing a
lot of money and that is bringing new jobs to
Grimsby and improving the town as a whole; it
has a domino effect and it is all very positive.”
As investments continue over the coming
months, ABP has secured the future of Grimsby
and Immingham by ensuring they move forward
with customer demands in the burgeoning
offshore wind industry, while also enhancing
infrastructure and access as a whole. “We
have a lot of plans in the pipeline in terms of
infrastructure upgrade, for example we are
looking at how to improve access at the Royal
Dock. We will also be upgrading the marine
Associated British PortsGrimsby and Imminghamwww.abports.co.uk• Grimsby is the UK’s centre for the developing offshore wind industry• More than £100 million investment in the port of Grimsby and Immingham over the next 18 months• New Grimsby river terminal now operating
management of the port in preparation for
increased activities, thus ensuring the port is
operating most effectively.
“The Grimsby River Terminal project is the
biggest investment in Grimsby since the port
was built and we are immensely proud of it. It
was a well thought out decision and gave us
the opportunity to consolidate and develop
our position in the automotive trade while
also enhancing our position as the centre of
operations and maintenance for the offshore wind
industry,” concludes John. v
Viking Constanza on the Grimsby River Terminal
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it is able to run efficiently
and can communicate
effectively,” says Lars.
Together with SOL, the
company’s vessels transport
cargoes from Northern
Europe to Southern Europe
and Africa and also deliver
a wide range of project and
contract cargoes around the world.
A number of Imperial Ship Management’s vessels transport forestry
cargo from the Baltic Sea to the Eastern Mediterranean, while another
two vessels are chartered to Stora Enso, for the transshipment of goods
between the Baltic Sea and Europe. This assignment includes fleet
management, positioning of empty equipment, SECU’s (Stora Enso Cargo
Units), budgeting and an operational follow-up of the system, the repair
ased in Gothenburg, Imperial Ship Management was
established in 2007 as part of parent company Imperial
Shipping’s strategic plan to expand from an internal
ship management firm for its own ships to offering
services externally. “Our parent company was established in 1997 as
a ship building firm, which originally turned to third parties for shipping
management solutions. However, in 2006 the board decided to move into
providing ship management for both themselves and third party operators;
thus, Imperial Ship Management was formed in 2007,” explains Lars-Arne
Inberg, managing director of Imperial Ship Management.
With core activities in the dry cargo market, Imperial Ship Management is
responsible for operating and maintaining the shipping line’s own fleet of six
general cargo vessels and seven RoRo ships, which mainly range in sizes
from 6000 – 35,000 dwt. “As a company we provide full ship management
services including crew, technical, ISM qualifications, security safety and
IT,” says Lars. “Our main strengths are that we have full DOC documents
for many flags, including the UK, Sweden, Bahamas and Gibraltar. This is
a big advantage for any operators looking to enter our group; the fact we
can offer a comprehensive package of ship management solutions is also
beneficial.” Offering complete in-house ship management, the company has
worked in close co-operation with the OSM Group for many years on crew
planning, working with crews primarily from Sweden, the Philippines, Poland
and Russia.
In 1999 Imperial Shipping became the sole owner of the Swedish Orient
Line (SOL), which resulted in services between Northern Europe and the
Mediterranean beginning again. SOL has been operating in European
shipping for a century and has developed a strong customer base within the
forest industry; in addition to freighting forest products between ports, SOL
also offers management. “Imperial Ship Management is based in the same
building as the SOL, which operates as a separate company and has some
of its own ships. We supply shipping management to SOL; this means that
B
Completesolutions
forest products logistics requirements. Built in 1991, the vessel has a length
of 169 metres and weighs in at 22193 tonnes. Following this contract, the
company was awarded a new management contract with SCA Transforest
for the crewing and technical operations of its three ships, MV Ostrand, MV
Ortviken and MV Obbola.
The contract, which began in December 2011, includes the purchasing
of materials and also maintaining compliance with international safety
regulations. “We have staff at our offices in Sweden who oversee the
management of these operations,” says Lars. Imperial Ship Management
manages the technical operation of these vessels, while the crew is
the responsibility of OSM/Transforest AB. Despite the vessels being 17
years old, the equipment has been replaced over the years to ensure its
technology remains new and modern.
The three RoRo vessels are all under the same classification, Ice Class
1A, and have an overall length of 170 metres, a beam of 23.5 metres,
speeds of 16 knots and a cargo capacity of 8200 tonnes, with a double
loading deck design. They are the first in the world to be specifically
designed for cassette handling and each has a longitudal bulkhead that
separates the decks into two 10.5 metre wide areas that have room for
four cassettes athwartships, which minimises the danger of cargo damage
and load movement during transportation. These vessels continue to offer
a successful service from London to Rotterdam via Helsinborg to northern
Sweden. “We have strong, long-term relationships with SCA and NOCC; we
value these relationships and aim to maintain ongoing business relationships
with all of our customers,” highlights Lars.
Looking ahead, Lars
anticipates growth
and the possibility of
acquiring new ships,
but is keen for Imperial
Shipping Management
to retain its own niche
market. “We have no
plans to compete with
major ship management
firms; we have our niche
and aim to continue
operating within that
by providing the
best, comprehensive
service possible to our
customers. This is our core value, to continue to deliver the most complete
and high quality management solutions,” he concludes. v
www.shippingandmarine.co.uk - 27
Profile: Imperial Ship Management
Imperial Ship Management www.imperialshipping.com• Operates out of offices in London and Gothenburg• Wholly owns the Swedish Orient Line shipping firm• Currently manages 13 RoRo and General Cargo ships
124 - www.shippingandmarine.co.uk
SWe have a large number of customers for tugs and offshore vessels that have been our partners for many years. But our systems have been adapted continuously to various applications so that we have a great stake in the areas of ferries, passenger vessels and river cruise vessels
28 - www.shippingandmarine.co.uk
The value of
CHOTTEL was founded more than 90 years ago, at first operating as a yard for smaller barges and passenger vessels.
In 1950 the SCHOTTEL Rudderpropeller (SRP)
was developed and launched, and with this
invention SCHOTTEL started to concentrate on
the design, development and manufacturing
of propulsion systems. The SCHOTTEL
Rudderpropeller continuously conquered the
shipping world and is now the first choice
propulsion system when utmost manoeuvrability
is required.
As the company continued to evolve, further
propulsion systems were added to the product
range, and SCHOTTEL now offers an entire
product range necessary for moving a vessel. As
Gerhard Jensen, CEO, explains, there remains
a focus on manoeuvrability applications: “We
have a large number of customers for tugs and
offshore vessels that have been our partners
Cerro Itamut - one out of 14 tractor tugs for the Panama Canal propelled by SCHOTTEL© Astilleros Armon
for many years,” he began. “But our systems
have been adapted continuously to various
applications so that we have a great stake in
the areas of ferries, passenger vessels and river
cruise vessels. We also have other interesting
applications in research vessels, river bulk
vessels, river tankers and yachts.”
It is clear that SCHOTTEL places a lot of
focus on the development of products and at
the end of 2013 the company has a new launch
planned – the NAV. Gerhard gave some more
details about this important development: “The
new SCHOTTEL Navigator is a very interesting
product that has no comparison on the market.
It is a complete outboard unit consisting of an
engine and the SCHOTTEL Rudderpropeller as
well as the SCHOTTEL steering system. The
yard just has to prepare the basement of the
vessel and the complete propulsion system can
easily be mounted with this unit called NAV. You
could call it ‘plug and play’. It is interesting for
smaller work vessels and small ferries but also
big offshore barges. You can add as many of the
NAV as you need, e.g. two at the stern for a ferry
or a work vessel or maybe four for big barges
(two NAV at each side of the vessel). It has
definitely never been easier to motorise a vessel.”
The NAV 200 will be exhibited at Europort in
November.
The new SCHOTTEL NAV Generationpartnerships
This is not the only important new release from SCHOTTEL
though. Gerhard was also keen to highlight the new
SCHOTTEL Rim Thruster (SRT), which he described as: “The
ideal side thruster for OSVs, superyachts and inland water
vessels when reduced noise and vibration, high efficiency,
savings in space and weight as well as eco-friendliness are
key requirements.”
He added: “Furthermore we have expanded and upgraded
our SRP series and the series of our electric Combi Drive
(SCD) as well as the Transverse Thrusters (STT), the
SCHOTTEL Pump Jet (SPJ) and the retractable systems.”
The strength of these products is one of the key foundation
stones of the company, but as Gerhard noted, they have
to be supported by a reliable team and excellent customer
service in order to create an all round package: “We know
that the best product is not worth its price if a manufacturer
cannot ensure best quality service,” he said. “So we have
done a lot to give our customers the best support when
service is needed. We place great value on having the best
engineers and technicians in the SCHOTTEL Group, plus
we make sure that experts in our propulsion systems staff
our service stations all over the world. Moreover, we have a
state-of-the-art training centre in Germany, the SCHOTTTEL
www.shippingandmarine.co.uk - 29
Profile: schottel
SCHOTTEL Rim Thruster SRT
Profile: Schottel
www.shippingandmarine.co.uk - 31
Academy, which means the employees at our
service stations undergo in-depth training on
how to operate our systems, and we can train
customers as well.
“We also attach great importance to keeping
a large part of our manufacturing in-house,” he
added. “This not only saves time and simplifies
business processes, but also safeguards our
know-how and ensures consistent high quality.”
The manufacturing facility mentioned by
Gerhard is under scrutiny at the moment – after
nearly a century of production and growth,
the company has outgrown its location: “Our
manufacturing sites are no longer what you
would call ‘state-of-the-art’, said Gerhard. “The
machines are new, of course, but the logistics
do not cope with modern standards anymore
and are inefficient. The plant is situated in a small
village, which doesn’t offer any more space.
We are planning to move to a place with a lot of
space and the optimum logistics for the complete
supply chain. We are creating this new site close
to the present one, so we can keep our skilled
employees and offer them the most modern
working environment in the industry.”
Considering the new product launches and the
new facility to develop, it is clear that the growth
at SCHOTTEL is not slowing down. Gerhard
also pointed out that more exciting ideas are
already on the agenda, this time in its tidal energy
business: “We have noticed a strong interest in
our very economic approach of harvesting energy
from the sea,” he said. “The first prototypes were
sold to customers and we are convinced that in
three to five years many of our systems will be
working worldwide.” SCHOTTEL is also looking
to expand the gears and drives activities of its
subsidiary PW.
Nearly 100 years of innovation have resulted
in SCHOTTEL holding a leading market position,
but as Gerhard concluded, the company never
takes its position for granted. “I would like to
thank all our customers for the trust in us and our
systems,” he said. “We really value the long-term
partnerships we have with many customers,
and always work to ensure that we keep their
satisfaction at the heart of what we do.” v
Schottelwww.schottel.de• Close customer relationships• In-house experience and technology• New site under development
World Diamond – one out of six new state-of-the-art PSV propelled by SCHOTTEL © Damen
Cross-view of the SCHOTTEL Combi Drive
Prof. Dr. Gerhard Jensen
122 - www.shippingandmarine.co.uk
Profile: Port of Liverpool (Peel Ports Mersey Division)
he Peel Ports Group is strategically located to serve the whole of the United Kingdom. Five major gateways
from Clydeport to Medway handle a broad
spectrum of international trade amounting to
more than 65 million tonnes of cargo a year.
At the centre of the country and the heart
of the Group are the Port of Liverpool and the
Manchester Ship Canal, a continuous water
highway forming a single facility of major
strategic and economic significance. The Port of
Liverpool is one of the busiest and most diverse
ports in the UK handling over 30 million tonnes
of cargo every year. Operations in Liverpool
account for two thirds of the group’s total trade,
and diversity is a key strength. The main sectors
for Liverpool include containers, bulk liquids,
biomass, petrochemicals, grains, animal feed
and steel along with lo-lo- and ro-ro.
Already a significant asset to the UK in
general and Peel Ports in particular, the Port
of Liverpool is set to become even more
www.shippingandmarine.co.uk - 33
T
Port of Liverpool
Ambitious plans
Profile: Port of Liverpool (Peel Ports Mersey Division)
important, when Liverpool2, Peel Ports’
£300 million landmark deep-water terminal,
becomes operational in 2015.
Gary Hodgson, chief operating officer of
Peel Ports, explained that Liverpool2 will allow
much larger vessels to call directly at the Port of
Liverpool, meaning shipping lines will be able to
operate some of the world’s largest vessels in
close proximity to the UK’s central logistics hub
and a population of 35 million consumers within
a radius of 150 miles.
“This is the region’s most important
infrastructure project for a generation,” he said.
“Work has already started on the container
terminal, which will enable some much bigger
ships, with capacity of up to 13,500 TEU, to call
directly at the Port of Liverpool.
“So far in excess of 136,000m3 of material
has been dredged from the bed of the Mersey
to create the necessary approach channel and
16.5 m berthing pocket, and approximately
three million cubic metres of infill will be needed
to create the planned new container area,
Terberg DTS (UK)Terberg has developed a strong relationship with Peel Ports as proud suppliers to this leading port operator in the UK and Ireland seaport sector. With its tractors used for both RoRo and container applications, Terberg believes this endorses Peel Ports’ commitment to deliver the best possible customer service. Terberg has also supplied a number of trailer solutions for terminal applications. Alongside Peel’s approach to innovative forward thinking, Terberg welcomes a long and exciting future relationship with them.
alongside 15,000m of steel piles (329 circular
steel tube piles in total) weighing in at around
20,000 tonnes, 230,000 square metres of new
surfacing, 6100m of new crane rails and 3500m
of new roads. Steel piling operations are just
underway, and are likely to last for 12 months.
“The construction programme for Liverpool2
will also feature an 854 metre-long quay wall
with some 30,000 cubic metres of concrete
required for the capping beam. The project will
require eight ship to shore cranes and 27 rail
mounted gantry cranes, and around 2500m of
new fencing.”
Gary continued: “Liverpool2 will enable
companies once again to use vessels that call
directly into the northern half of the UK (capacity
at the Port of Liverpool is currently limited by
the size of its Victorian locks). It is anticipated
somewhere in the region of 100 million –
150 million miles of land based transport
could be saved as a result of the development
of Liverpool2.”
One company that has already transferred
much of its cargo to Liverpool is Typhoo. By
shipping through Liverpool, Typhoo will save
in excess of a quarter of a million kilometres of
road transport and around 200t of CO2 over the
next year or so.
Another major benefit for clients working
with the Port of Liverpool is its strategic alliance
with the Manchester Ship Canal (which was
actually originally constructed by the merchants
of Manchester expressly to bypass Liverpool).
This relationship has created an innovative and
sustainable Green Highway Network, which
seamlessly links Liverpool’s deep sea offering
with a string of hubs along the Manchester
Ship Canal, with 12 terminals handling over
Profile: Port of Liverpool (Peel Ports Mersey Division)
seven million tonnes of cargo.
In 2013 the Manchester Ship Canal container
shuttle service will move in excess of 20,000
containers across a distance of 44 miles
between the ports of Liverpool and Manchester.
That’s 20,000 fewer trucks making the journey
to Manchester on the region’s road network.
As an illustration, trainers manufactured in the
Far East can hit the shelves of the Trafford
Centre with only a handful UK road miles in their
supply chain. The carbon and cost benefits for
customers are clear.
Gary added: “In 2013, 2500 TEU of
containerised Kellogg cereal products will be
transported on the Manchester Ship Canal
between the company’s manufacturing plant in
Manchester and their international markets in
Ireland and Iberia. The containerised product is
transhipped at the Port of Liverpool onto short-
sea services that operate to Dublin, Belfast and
Bilbao.
“Their use of the shuttle service will equate
to an 85 per cent reduction in road miles for
the Liverpool to Manchester supply chain: a
reduction of 40,000 road miles and 61 tonnes
of CO2 in the coming year as they get products
like Cornflakes and Rice Krispies into shopping
baskets and onto breakfast tables.”
Such is the confidence that Peel Ports has in
www.shippingandmarine.co.uk - 35
Port of Liverpool
Royal HaskoningDHV With extensive maritime and water’s edge experience, Royal HaskoningDHV has an unrivalled reputation in maritime infrastructure, assessment and design. Its strong relationship with Peel Ports dates back over ten years, during which it has provided innovative and sustainable solutions to a number of upgrade and maintenance projects in Peel Ports’ extensive dock estate.Royal HaskoningDHV was involved in Liverpool 2 since 2008 and is proud to be associated with this landmark project for Peel Ports.
TeRbeRg DTs (Uk)Terberg has developed a strong relationship with Peel Ports as proud suppliers to this leading port operator in the UK and Ireland seaport sector. With its tractors used for both RoRo and container applications, Terberg believes this endorses Peel Ports’ commitment to deliver the best possible customer service. Terberg has also supplied a number of trailer solutions for terminal applications. Alongside Peel’s approach to innovative forward thinking, Terberg welcomes a long and exciting future relationship with them.
Profile: Port of Liverpool (Peel Ports Mersey Division)
36 - www.shippingandmarine.co.uk
this Alliance that it is investing another
£200 million in the development of a series of
logistics hubs that will incorporate inland water,
rail, major roads and warehousing solutions
along the canal at Ports Bridgewater, Warrington
and Salford which will add further capacity and
benefits to the service.
“With ten motorways within ten miles of the
water as well as on-site branch line connections
to the West Coast Mainline, the Port of Liverpool
and Manchester Ship Canal have unrivalled
multimodal connectivity, and our assets in terms
Port of Liverpool (Peel Ports Mersey Division) http://peelports.co.uk• Work commenced on new £300m container terminal• Alliance with Manchester Ship Canal• Invested £3m in steel terminal upgrade at Gladstone Dock
of the integration of the
Manchester Ship Canal and
the Port of Liverpool is one
of our main strengths,” said
Gary. “We can also provide a
real diversity of commodities
and capabilities, and
added value services
(whether provided by us
or by partnering with third
parties) enable us to provide
differentiated offers to our
customers, such as multi
user/flexible warehousing, for
example.”
Going forward, Gary and his team are not
resting on their laurels and have more ambitious
plans for the Port of Liverpool. In the short
term, these include entering into a partnership
with Liverpool John Moores University and the
City of Liverpool College to create the UK’s
only low carbon SuperPort University Technical
College (UTC). “Peel Ports wants its investment
in Liverpool2 and the wider port estate to be
sustainable,” explained Gary. “The UTC will
operate with an employer-led curriculum and will
specialise in maritime, low carbon and superport
qualifications for 14-19 years olds alongside a
mainstream curriculum.
“Our priorities include investing in people,
as well as processes and technology. We’re
confident that we can continue to grow our
market share in a number of our traditional
sectors, and we also have some exciting plans
in the automotive and renewables sectors,
and we need to bring these to a point of being
investable projects during the rest of 2013.”
He concluded: “With the investments we
are making and planning over the next few
years the Port of Liverpool will be transformed
into a modern logistics hub for a number of
key commodities, therefore the focus for us is
really on delivering our very ambitious business
plans.” v
hen it comes to best facilitating heavy lifting solutions in the maritime environment, the Roll Group knows how. In contrast to other shipping
companies that focus on limitations, the group is
committed to relying on its can-do attitude and world-class expertise to provide
bespoke solutions to its customers’ heavy lifting needs. Based in Holland, the
group was established in 2006 and has quickly earned a reputation for offering
a unique approach in a sector where more often than not, original thinking
is required. As such it has found appreciative clients with the petrochemical,
power and renewable energy, engineering, dredging and naval sectors.
The Roll Group is comprised of RollDock, Roll-Lift, 50 per cent Barge
Master and 50 per cent MCRoll Salvage. RollDock also operates a joint venture
with fellow heavy lifting company BigLift Shipping, named BigRoll. Responding
to the increasing number of projects in GTL and LNG markets and an apparent
synergy between RollDock and BigLift Shipping, BigRoll represents the coming
www.shippingandmarine.co.uk - 37
W
Profile: Roll Group
A newapproach
38 - www.shippingandmarine.co.uk
together of two leading heavy lifting experts to
better accommodate a growing market. As Roll
Group managing director Wout van der Zwan
explains: “Although on paper BigLift Shipping
are our competitors, because of the fact we
operate dock vessels and they operate lifting
vessels we are actually more complementary
than competitive. We share a philosophy
about how we approach projects and both
see a lot of projects coming up in LNG and
GTL. They needed vessels to help deal with
some of the very big modules so we decided
we could work on this together.” BigRoll has
contracted COSCO Dalian Shipyard Co, Ltd to
construct two MC Class Module Carriers for the
transportation of ultra large and heavy modular
cargos. The vessels are designed with a focus
on reliability of operations, short loading and
discharging time, high-speed service and low
accelerations. They will be built with Finnish
Swedish 1A ice class notation. The vessels
will be DP2 prepared with an overall length of
173m, with a beam of 42m. This will provide the
ships with a deck space of 42 by 125m with the
added advantage that the deck will be free of
manholes, air heads and so on. They will have
a depth of 12m and a maximum deadweight
of 21,000mt. The design of the vessels makes
them suitable for travel to remote areas such as
the Arctic as well as for direct offshore supply.
Within the Roll Group, the core of RollDock’s
service are ROLLDOCK SUN and ROLLDOCK
SEA, two 142 metre 7000 DWT ‘S’ class
multifunctional heavy lift transport sister
vessels that were delivered in 2010 and
2011 respectively. Both are newbuild ships,
constructed by Indian contractor Larsen
& Toubro to RollDock’s own specification,
complete with dual 350 tonne deck-mounted
heavy lift cranes (700 tonnes total) and a ro-ro
ramp adjustable in height with a maximum load
of 4000 tonnes. Both vessels offer roll-on/roll-off,
float-in/float-out, and lift-on/lift-off trifunctionality
as well as a top speed of 18 knots. Additional
features include unrestricted open top
sailing and ice class E2. This fleet is also set
to expand with two new vessels currently
under construction in Germany at FSG: the
ROLLDOCK STAR and ROLLDOCK STORM.
The ROLLDOCK STAR was launched in August
this year and delivery is expected no later than
November, while the ROLLDOCK STORM is
expected to be ready by March 2014. The
ships are similar to the ROLLDOCK SUN &
ROLLDOCK SEA albeit slightly bigger in size
and DWT.
Despite being a relatively young company,
Roll Group has proven to be both resilient and
dynamic enough to weather a competitive
market place and tough economic conditions.
The economic crisis struck around the time that
RollDock began sailing its fleet in 2010, however,
despite launching into such troubled waters
the company has continued to grow and earn
a steadily growing list of satisfied customers.
The group has operated all over the world
and facilitated heavy lift projects from Brazil to
www.shippingandmarine.co.uk - 39
Profile: Roll Group
Roll Groupwww.rolldock.com• Heavy lifting experts• Bespoke solutions• Spirited co-operation
Lithuania, Denmark to the UK, New Caledonia to
Australia and many others. The company’s ability
to consistently obtain contracts is based on a
combination of its impressively versatile fleet and
its can-do approach to challenging projects.
The engineering capabilities form the lifting arm
of the group’s operation and are able to provide
a wide range of solutions for every aspect of
the transportation of heavy cargos. Supporting
this strength is a clear vision to provide total
solutions from factory to foundation, with Roll
Group actively encouraging clients to approach
it with challenging projects. The company is
committed to tailoring its services to its clients
needs rather than expecting customers to
‘shoe-horn’ their requirements to fit transport
limitations.
As the Roll Group moves into the future it is
poised to take advantage of what it perceives as
an increasingly buoyant market. The company
has brought a 50 per cent stake of Barge
Master into the group, which has contracts with
Boskalis in the Philippines ready to commence
in 2014. Between its own operations, the BigRoll
joint venture and brand new opportunities with
Barge Master the Roll Group is steaming ahead
and is set to make huge waves in the heavy
lifting market. v
channel between Finland, Russia and the rest of
Europe. In general the Port of HaminaKotka offers
excellent connections in the Baltic Sea region
with a full service centre for logistics and other
port related industries.
Speaking previously to Shipping & Marine,
managing director and CEO of Port of
HaminaKotka Ltd Dr. Kimmo Naski explained
the benefits delivered by the merger: “Our total
container handling capacity was increased to
above 1.5 million TEU by the merger. Despite
market conditions, we managed to increase
our container volume by 18.9 per cent in 2011
and by three per cent in 2012. In 2012 a total
amount of 631,000 TEU was handled in the Port
of HaminaKotka, which made our port by far the
biggest container port in Finland.
“The merger also brought other benefits.
For example, during the past decades many
overlapping investments were made in the two
ports, and the merger gave us the opportunity
to optimise and co-ordinate our traffic functions,
which has saved us a lot of money already
and will continue to save us even more over
the coming years. We have also found many
synergies in operational work. Both the ports of
Hamina and Kotka had considerable investment
plans in place and due to the port merger we
he Port of HaminaKotka
Ltd is the biggest universal,
export and transhipment
port in Finland as a result of
the successful merger between the Port
of Hamina and the Port of Kotka in 2011.
At this time a new limited company, Port of
HaminaKotka Ltd, was established to administer
the port activities.
Based only 35 kilometres from the Russian
border means that the port is also the most
eastern in Finland, and the largest import/export
www.shippingandmarine.co.uk - 41
T
Profile: Port of HaminaKotka
Doublystrong
EAST LIGHTEAST LIGHT OY is a Finnish company specialised in handling, storage and forwarding of transit goods. Founded in 1990 company has over 20 years of experience in logistics and trade with Russia. The company has two ‘A’ class customs terminals, one, which is located in the Port of HaminaKotka and another at Finnish-Russian border offering the best storage and production facilities with a video surveillance system.Long-term co-operation and enduring partnerships with European and Russian companies allows East Light Oy to develop and provide its customers with a full range of logistics services in transportation, cargo consolidation, handling and forwarding of full containers and LCL shipments. Co-operation in all these areas is a very important aspect of close interaction between the company and its customers and is the main key to provide fluent logistic services all the way to Russia.
now can postpone these investments. There is
plenty of capacity in our port for the future traffic
growth in all areas. As a result we are currently
trying to focus on the usage of existing port
capacity.”
42 - www.shippingandmarine.co.uk
The port’s 1100 hectares of land is not
only home to ten port operators, but also 170
other businesses, which in terms of logistics,
stevedoring and other port services makes it a
unique set-up by the Baltic Sea. As a universal
port, HaminaKotka serves all types of cargo
including container, RORO, liquid bulk, dry bulk,
LOLO, project cargo and passengers. The
port also maintains a subsidiary called Kotkan
Satamatalot Ltd, which rents out offices, storage
space and field areas within the port.
Following the merger the Port of HaminaKotka
has also worked to unify standards so that its
managing system consists of both the ISO 14001
environmental standard and the ISO 9001 quality
management standard. These help to improve
and develop the level of operations, quality and
environmental protection to better serve the port’s
customers and ensure the competitiveness of its
business.
This environmental focus has seen the Port
of HaminaKotka play a role in the co-operation
project ‘Ecologically Friendly Port’, launched in
December 2012 together with parties such as the
Russian State Hydrometerological University, Ust-
Luga Company JSC, and Kymenlaakso University
of Applied Services. The aim of this two-year
project is to reduce the environmental impact of
two ports in the Gulf of Finland – HaminaKotka
and Ust-Luga. This focuses on four main areas;
the present state of environmental impact
management, development of replacement
procedures, environmental legislation, and
monitoring of environmental impact.
Over the years a number of expansion projects
have been implemented at the various harbours
that make up the Port of HaminaKotka. Delivered
prior to the merger, the deepening of the fairway
in the Port of Hamina to 12 metres is one of
particular importance as it now allows the port
to handle ships from seven to ten metres wider
and 20 to 30 metres longer. This was especially
important for the oil harbour as the liquid cargo
trade develops and the trend of moving towards
larger commercial cargoes.
Mussalo in Kotka has also seen two new
terminals built as a result of investment from RP
Logistics Oy, totalling 10,000 square metres of
new storage capacity. These began operating in
April this year, and once again demonstrate the
attractiveness of the port’s position having come
about as a result of repeat requests for additional
storage facilities at Mussalo. Furthermore, the
deep water at the Mussalo (Kotka) terminal
allows vessels of 15.3 metres depth (all vessels
being able to pass the Danish straits) to call at
the port.
Many of the products handled in these new
facilities come from the wood-processing
industries, which is a key business area for the
Port of HaminaKotka. The sawn products are
generally exported to North-East Asia, the UK,
Mediterranean and Japan, whilst unfinished
sawn timber is mainly carried to China and
North Africa. The port is used for the unloading,
warehousing and loading of the products
coming from the Finnish sawmills, which then
go onto be exported. Often this is done through
containers, which is proving to be a growing
market share with the container transport volume
of sawn goods is already higher than those of
conventional transport.
www.shippingandmarine.co.uk - 43
Profile: Port of HaminaKotka
Port of HaminaKotka www.haminakotka.fi• Finland’s largest general port• Links Europe and Russia• Investment synergies
The economic challenges of Europe have
however impacted on figures in recent years
as Finnish exports to Europe failed to develop
favourably, which in turn effects the Port of
HaminaKotka as the largest export port in that
market. Despite this, 2013 has started positively
for the company as although total port traffic is
down by 0.9 per cent over the year 2012-2013,
imports are up by 3.7 per cent and container
traffic is up by 2.5 per cent.
Part of this is down to the close co-operation
between the Port of HaminaKotka and its
customers as a result of the difficult operating
environment, and this puts the port in an even
stronger position for when the upward turn
arrives. v
first and second quarters of 2014 and are similar
to the company's newbuildings that are also
under construction at the same shipyard.
The purchase price of the four vessels, in
aggregate, is approximately $151 million. In the
region of 30 per cent of the consideration for
the vessels will consist of newly issued common
shares of the company having a valuation based
on the fair market value of the shares at the
time of issuance. The new common shares
will be issued to Ceres, Valero and a group of
institutional investors advised by J.P. Morgan
Asset Management; the remainder of the
purchase price will be paid to the shipyard from
cash-on-hand and bank debt.
The transaction also includes a time charter-
out agreement for each of the four vessels for
a fixed daily revenue amount at current market
levels plus a profit sharing scheme whereby
earnings in excess of the base time charter rate
he history of the Scorpio Group shows a company that has moved with the tides. Established in 1971 as Scorpio
Ship Management, for three decades the
company owned and operated dry bulk, tanker,
and OBO (oil/bulk/ore) vessels within the market
cycles – buying low and selling high.
Then in 2003 new activities were added to
the Group in the form of Scorpio Commercial
Management, which offers third party commercial
and technical management, pooling, bulk
logistics, and private equity investments. A
change in the market though brought Scorpio
Group back to its early activities when in 2010 it
established an independent subsidiary, Scorpio
Tankers Inc. This publically-held tanker company
owns and operates its own fleet, with commercial
and technical management remaining with the
Group.
Scorpio Tankers Inc. currently owns 18
tankers (one LR2 tanker, four LR1 tankers, one
Handymax tanker, 11 MR tankers, and one
post-Panamax tanker) with an average age of
3.9 years, time charters in 27 product tankers
(eight LR2, four LR1, eight MR and seven
Handymax tankers), and has contracted for 60
newbuilding vessels (25 MR, 12 LR2, and 14
Handymax ice class-1A product tankers, and
nine VLGC), one of which is expected to be
delivered to the company by September 2013,
40 within 2014 and the remaining 19 by the end
of 2015.
In September 2013 Scorpio Tankers
announced that it has agreed with certain
unaffiliated third parties to issue shares in
exchange for the transfer of ownership to the
company of four MR product tankers currently
under construction in South Korea. The
newbuildings are expected to be delivered in the
T
Strategically
minded
www.shippingandmarine.co.uk - 45
Profile: Scorpio Group
KONGSBERG KONGSBERG is an international technology corporation that delivers advanced and reliable solutions that improve safety, security and performance in complex operations and during extreme conditions. The Group is a customer-focused organisation with a worldwide performance culture. KONGSBERG works with demanding customers in the global defence, maritime, oil and gas and aerospace industries.KONGSBERG MARITIME deliver systems for marine automation, engine control, propulsion control, dynamic positioning, navigation, safety management, cargo handling, subsea survey and construction, maritime simulation and training, and satellite positioning. KONGSBERG MARITIME’s solutions enhance efficiency and safety throughout the whole maritime technology spectrum and offer additional competence in providing turnkey engineering services within the shipbuilding and floating production sectors.For maritime transportation KONGSBERG MARITIME supply The Full Picture concept with fully integrated navigation, automation, cargo and propulsion control solutions. KONGSBERG MARITIME has 55 offices in 18 countries.
46 - www.shippingandmarine.co.uk
will be split between the company and charterer,
Valero. The first vessel delivered will be time
chartered-out for a 24-month period, and the
remaining three will each be time chartered-out
for 12-month periods.
The transactions will be completed by way of
novation of the existing shipbuilding agreements
and remain subject to final documentation.
Another very significant development for the
Scorpio Group has been the formation of a new
independent company, Scorpio Bulkers Inc,
which is a dry bulk company completely separate
to the tanker operations.
Although a freestanding corporation in its own
right, with separate financing and shareholders,
the commercial and technical management of
Scorpio Bulkers will also be delivered through the
Scorpio Group. This is due to the benefits offered
in terms of economies of scale and synergies
in post fixture administration, IT, technical
management and planned maintenance that
come from managing those vessels alongside
the tankers.
In July 2013 Scorpio Bulkers announced that
it had reached agreements with three yards in
China to construct newbuilding vessels for its
fleet. The company has reached agreements with
ChengXi Shipyard CO. Ltd, Dalian COSCO KHI
Ship Engineering Co. Ltd, and
Nantong COSCO KHI Ship
Engineering Co. Ltd for the
construction of a minimum
of 11 and up to 14 dry bulk
vessels for approximately
$27 million each. The vessels
are from 61,000 to 64,000
DWT (Ultramax vessels) and
designed for the carriage of
dry bulk commodities.
Of the first 11 vessels, two
will be delivered in the first
quarter of 2015, one in the
second quarter of 2015, five in
the third quarter of 2015, two in the fourth quarter
of 2015, and one in the first quarter of 2016.
The additional vessels, if confirmed, would be
delivered two in the second quarter of 2016 and
one in the third quarter of 2016.
The addition of Scorpio Bulk to the Scorpio
Group may have grown the organisation to four
divisions, but Scorpio Ship Management is still
a very important part of the overall business. It
is still actively involved in advancing the agenda
of sustainable and quality practices in the
shipping industry, and to this effect the company
has adopted and implemented policies and
procedures to the latest ISO 9001, ISO 14001,
OHSAS 18001 and ISO 50001 standards which
have been audited by ABS and found to meet
the requirements of the ABS Guide for Marine
Health Safety Quality Environmental and Energy
Management (April 2012 Ed).
In the four decades that Scorpio Ship
Management has been in business, it has
learned important lessons and accrued years
of knowledge and experience. It has also put
together a mission statement, designed to
highlight the values it holds dear, and the targets
it has for the future.
Safety is a top priority - providing safe and
reliable services to clients; continuously improving
through the creativity and commitment of its
professionals and partners; and advancing the
agenda of sustainable and quality practices in the
industry are all foundations of the company.
Its stated goals feature both health and safety
and the environment – they include maintaining
‘Safe Ships’ with ‘No Incidents’ and ‘Clean
Seas’ with ‘Zero Spills’ - all within a performance
atmosphere that strives for commercial success.
The company strives for continual improvement,
which is verified by periodical measurement and
analysis of the company’s performance against
various key performance indicators.
In 2010 when the chairman and CEO of the
Scorpio Group Emanuele Lauro spun Scorpio
Tankers out of the Group as an independent
owner of product tankers, he took a brave
decision. But from that point to the present day,
Scorpio Tankers and the Scorpio Group have
continued to pursue a leadership position in their
fields, investing in modern tonnage and managing
them to best advantage in a challenging market
environment. v
Profile: Scorpio Group
Scorpio Groupwww.scorpiotankers.com/www.scorpiogroup.net• Strong group structure• Ordered new build vessels• Over 40 years in business
water in vessels was carrying thousands of
invasive aquatic animal and plant species that
were destroying the marine environment in and
around the Great Lakes area. These organisms
were also a risk to human health and threatened
the economies that rely on healthy aquatic
ecosystems. “Hyde Marine was one of the first
companies involved in ballast water treatment
when it learned that mussels from the Black Sea
were creating significant problems in a number of
areas in the US. We partnered with the University
of Michigan and regulatory institutions to find a
solution; this led to our direct involvement in the
Great Lakes Ballast Technology Demonstration
Project (GLBTDP) and to the development of our
equipment in the early 2000s,” says Chris Todd,
sales director at Hyde Marine.
The Hyde Guardian BWTS relies on a simple
two-step treatment method: physical solid-
liquid separation through surface filtration
with backwashing disc filters and physical
disinfection via ultraviolet (UV) technology. The
world leader in ballast water treatment systems, Hyde Marine, Inc. designs and manufactures technology
to control the spread of non-indigenous aquatic organisms. Offering an International
Maritime Organization (IMO) type approved
solution to owners and operators dedicated to
the responsible, economical and sustainable
operation of their vessels, the company’s
Hyde Guardian Ballast Water Treatment
System (BWTS) is suitable for a wide range
of treatment requirements, thus maximising a
ship’s environmental compliance. As a pioneer
in early ballast water research, Hyde Marine has
retained its position as a leader in technological
developments and insights.
With the inception of Hyde Windlass in
1865, the company promotes its long history
in the supply of equipment and services to the
marine market. However, it was in 1995 that
Hyde Marine became aware that the ballast
www.shippingandmarine.co.uk - 47
A
UV Lamp 2
Profile: Hyde Marine, Inc.
system confirmed its compliance with IMO
resolution MEPC/174 guidelines upon receipt
of type approval in 2009 by Lloyd’s Register
on behalf of the UK Maritime and Coast Guard
agency (MCA). Following this milestone, Calgon
Carbon Corporation (NYSE: CCC) acquired the
Cleveland based company in 2010. “Calgon
Carbon Corporation is a global leader in the
activated carbon industry and has over 25
years experience in the use of UV technology
for disinfection of drinking water, wastewater
and the remediation of contaminated water. The
acquisition of Hyde Marine is integral to the UV
Technology division’s growth strategy, and at the
same time is beneficial to Hyde Marine’s product
improvement efforts,” explains John Platz,
president of Hyde Marine and vice president of
CCC, UV Technology division.
“Prior to the acquisition Hyde Marine was
involved in several marine equipment and
supply activities, but since the acquisition our
sole focus has been on ballast water treatment.
Combinedexpertise
Hyde Marine factory
48 - www.shippingandmarine.co.uk
The company is now located in Pittsburgh,
Pennsylvania, where we do everything from
manufacturing of our UV reactors to integration,
assembly, and factory testing of the Hyde
Guardian ballast water treatment system. Our
current facility is 60,000 square feet and is
dedicated to UV technology products, including
Hyde Marine systems. Cognizant of the
anticipated, large market potential, Hyde Marine
has positioned itself as a market leader and is
confident in its ability to support the upcoming
rapid growth in demand through its expertise,
reliability, and service capabilities.
“Prior to 2010 there was very little ballast
water treatment equipment purchased, but with
anticipation of IMO ratification over the last couple
of years, the number of orders has significantly
increased.” says John. “Hyde Marine has sold
260 units out of the approximately 2000 to
2300 ballast water treatment systems ordered
to date. Today it is predominantly new builds
acquiring this equipment, mainly because it is
easier to install during the construction of the
ship and because they will require operation
upon ratification. Meanwhile, other ship owners
or operators with older vessels are hesitant to
make a large financial investment until it is an
absolute requirement.”
First adopted in 2004 by the IMO,
the International Convention for the
Control and Management
of Ships’ Ballast Water
and Sediments (BMWC)
addresses the transportation
of potentially damaging
organisms passing through
ballast water. The convention
requires vessels to conduct
ballast water exchange to meet
the concentration based ballast
water discharge standards
at ports that have ballast
tanks 99
per cent
free of
pathogens
and living organisms.
Furthermore, these vessels
must comply with the implementation schedule
linked to the build date of the ship and the
amount of ballast carried aboard. Regulations
will be enforced 12 months after the IMO BWM
Convention is ratified. This needs to be done
by at least 30 states, and at minimum 35 per
Hyde Guardian ballast water treatment system
cent of world merchant shipping gross tonnage
must be represented.
With a large corporate parent offering financial
backing, Hyde Marine is able to strengthen
its market position and further enhance its
technology as it continues to be a leading expert
and educator on the challenges facing the ballast
water sector. “The regulatory landscape has
two faces at this point: IMO and the US Coast
Guard,” states John. “Our equipment is already
certified for the IMO regulation, which has not yet
been ratified but is expected to be in late 2013 or
2014. However, the US Coast Guard regulation
has been promulgated and requires vessels with
ballast capacities between 1500 and 5000 m3,
at the time of their first dry docking after January
2014, to comply and implement a solution.
Additionally, new vessels built after December
1st 2013 with plans to call on the US must
comply with the regulations upon arrival. With
dynamic requirements and enforcement dates,
we are working continuously and expeditiously
to ensure we achieve full US Coast Guard
approval and that our equipment is acceptable
to both regulatory bodies. In the meantime,
our Hyde Guardian system has already achieved
Alternative Management System (AMS) approval
in the US as an interim choice for shipowners to
install and comply with upcoming US deadlines.”
With an estimated 30,000 – 60,000 ships
requiring ballast water treatment equipment, Hyde
Marine anticipates a major increase in orders over
the next few years in order to maintain or grow
its market share. In line with these estimations,
Hyde Marine aims to constantly improve its
manufacturing and distribution capabilities
along with its service offerings and product
dependability. As Chris concludes: “Our strategic
www.shippingandmarine.co.uk - 49
Profile: Hyde Marine, Inc.
Hyde Marine, Inc.www.hydemarine.com• Specialises in the manufacture of ballast water treatment systems• Long history and experience in the maritime market• Expects order rate to increase when IMO convention is ratified
goal is to increase our install base and educate
the market with additional testing data and insight
in order to become a technical leader in ballast
water treatment. These efforts combined with
continuous product enhancements will allow
Hyde Marine to achieve its goals.” v
124 - www.shippingandmarine.co.uk
Founded in 1990 to carry out steel and piping works in both new builds and ship repairs, Ozata Shipbuilding continued working
in a range of shipyards at the Tuzla shipyards zone until 2003. Following this, founder Mr
Ozdemir Ataseven began discussions with
government authorities for investment in a 46,000
square metre site in the Altinova area, Yalova.
The authorisation period for Ozata Shipyard
was completed in 2005 while operations were
simultaneously ongoing in the construction
of parts for a wide range of ships in the Tuzla
area, with the shipyard delivering fully equipped,
furnished yachts, mega yachts, passenger boats
and aluminium boats throughout this period.
Today Ozata Shipyard boasts a large facility,
with 7500 square metres of state-of-the-art
indoor facilities for the controlled production of
composite vessels as well as a 20,000 tonne
annual steel processing capability. Committed
to quality, the shipyard works in compliance
with international standards and classification
Today Ozata Shipyard boasts a large facility, with 7500 square metres of state-of-the-art indoor facilities for the controlled production of composite vessels as well as a 20,000 tonne annual steel processing capability
50 - www.shippingandmarine.co.uk
Yardsahead
regulations and is regulated by ISO standards
9001-14001-18001. Proud to be operating
with the best possible facilities and working on
groundbreaking projects in composite aluminium
steel and reinforced plastics, Ozata Shipyard is
focused on offering product quality, continuous
technological innovation and ongoing investment
in its facilities.
In June 2012 , this dedication to offering high
quality resulted in Ozata Shipbuilding Corporation
winning the tender for Izmir Metropolitan
Municipality’s 15 cruise ferries, with a bid of
117 million euros. Called ‘Ships of the Future’ the
project will ease transport congestion into the city
centre and strengthen Turkish citizen relationships
with the sea through the use of pioneering
technology and construction material chosen by
Izmir Metropolitan Municipality. Anticipated to
start a new age in Turkish shipbuilding, the ferries
will use carbon composite material instead of
steel, which will make the ships lighter and ensure
low fuel costs at high speeds.
Not allowing for any corrosion that is found
www.shippingandmarine.co.uk - 51
DIABDIAB is a world-leading supplier of sandwich composite solutions that make products stronger, lighter and more competitive. DIAB’s solutions include a wide range of core materials, cost effective core kits, a wide range of finishing options and a comprehensive set of composite know-how. DIAB also provides a series of consulting services within composite technology through the Composites Consulting Group. DIAB is a global company providing local service within wind energy, marine, transportation, aerospace and industry.
Profile: Ozata Shipyard
in metal structures, carbon composite material
provides more isolation in both sound and heat,
ensuring high quality noise isolation and more
quiet operations in comparison to current ferries.
Other benefits include the local availability of the
raw material of carbon fibre, which is produced in
Turkey. It is more robust than other options, thus
lowering maintenance budgets and increasing the
expected lifetime of the vessels.
Using today’s most advanced technology,
the environmentally friendly, disability friendly,
catamaran type hull ferries will be constructed
to provide stability, high maneuverability and
large, comfortable rooms for passengers to
enjoy spaciousness, comfort and ease of landing
and boarding. As standard, ships will also offer
internet access and a TV broadcast. In line with
tender specifications 550 days after the first ship
the other ships will be delivered every 90 days,
with all 15 ships delivered by 2017.
52- www.shippingandmarine.co.uk
Ozata Shipyard holds a clear vision of
continually improving production and engineering
experience to become a reputable global name,
known for providing high quality products and
customer satisfaction. To do this, the shipyard
invests regularly in its cutting edge facilities;
these include a 2600 Kva power supply, a 150 x
42 metre slipway, a 120 x 16 metre slipway for
repairs, a 120 metre pier for repairs, a 2000 metre
squared air conditioned closed area for carbon
fibre prefabrication, which includes a carpentry
workshop, fibre cutting shop and carbon fibre
warehouse. On top of this, the shipyard has a
closed prefabrication area of 400 square metres,
which has a six metre x 30,000 metre double
heads CNC cutting machine, 600 tonne bending
press; a 8000 square metre section building
area, steel stock area of 1000 square metres
and a 500 square metre warehouse. Capable of
building a range of vessels to 45 metres in length
and 30,000 dwt, the shipyard also has a number
of cranes at its facilities such as three 15 tonne
cranes, three ten tonne cranes as well as two
forklifts at five tonnes and ten tonnes.
SIGMATEXSigmatex is one of the world’s leading converters of carbon fibre. Sigmatex develops and manufactures from carbon fibre textiles for composite material applications. From global locations, Sigmatex supplies spread tow, 2D woven, unidirectional, multiaxial (non-crimp), 3D and recycled textiles with high levels of quality and reliability to a broad range of industries.Sigmatex’s partnership approach, combined with over 265 years combined technical textile experience has helped facilitate the cutting edge composite solutions that Ozata shipyard are now delivering to the market.Sigmatex looks forward to being a partner of Ozata Shipyard, as it continues its impressive growth in the composite marine market.
Profile: Ozata Shipyard
www.shippingandmarine.co.uk - 53
Ozata Shipyardwww.ozatashipyard.com• Specialise in shipbuilding passenger vessels• Won a major £117 million contract for 15 passenger vessels in 2013• All ships will be delivered by 2017
Offering a wide range of workshops to support
the shipyard’s repair, conversion and construction
projects, its fully equipped mechanical workshop
enables experienced personnel to dismantle,
inspect and repair the complex components
of vessels. The electrical workshop’s facilities
enable staff to perform all electrical works for
repairs, such as checking and testing equipment,
and the maintenance workshop ascertains the
availability and use of reliable, safe equipment.
Included in the yard’s impressive facilities is a
3000 square metre steel shop that prepares and
constructs steel using ultra-modern steel cutting
and shaping equipment. To fabricate all structural
sections needed for repair and conversion
work as well as new building the yard utilises its
overhead and portal cranes capacity and has
additional capacity available when needed.
With a quality policy designed to ensure
services equal or exceed the customer’s
quality standard for the refitting, repair and
new building of maritime vessels of all classes,
Ozata Shipyard’s quality manual and its related
procedures are in compliance with ISO-9001-
2008 requirements. Equally imperative to the
ongoing success of the yard is its commitment
to an effective management and continual
improvement policy in relation to health, safety,
welfare and environment. Developed to promote
teamwork, training, planning and discipline, the
shipyard carries out activities in accordance with
procedures to avoid risks to both employees and
any other persons.
Following the tender win, Ozata Shipyard is
currently in the process of constructing three
of the 15 contracted vessels. Anticipating an
increase in demand in carbon composite material
based vessels in the future, the experienced
shipyard is prepared for the expected influx of
orders following the successful delivery of the
state-of-the-art vessels in 2017. v
lthough a relatively young name in the shipping industry, Denmark’s Swire Blue Ocean A/S has
nonetheless made an early impact. The
company began life in 2008 as Blue Ocean
Ships, before becoming part of the Swire Group
in February 2010. “Shortly after the takeover,
the Swire Group took the decision to order the
first vessel for us on speculation. At the time we
saw that it would be very unlikely that we could
secure contracts without having a vessel at least
on order, so it was nice as a start-up company
to have a parent with the financial strength to do
that,” describes Lars Blicker, general manager
and director.
Clearly this was a shrewd move as shortly
124 - www.shippingandmarine.co.uk
A
54 - www.shippingandmarine.co.uk
Oceans ofopportunityafter Swire Blue Ocean secured its first offshore
windfarm project. “Not long after we signed a
contract with DONG Energy for a number of
projects, including foundation installation for the
West of Duddon Sands wind farm where we are
currently working,” continues Lars. “This triggered
the ordering of a second vessel, which is the
exact sister of our original ship Pacific Orca.”
Together these ships represent the world’s
largest windfarm installation vessels (WIV), with
capacity to carry and install up to 12 units of a
3.6 MW design. The jack-up design means that
the vessels can fix their six legs to the seabed
and lift themselves up to heights of 17 metres
above the surface of the ocean. This enables
installation to be carried out in a manner least
affected by wind and waves, and with maximum
accuracy.
“The vessels were designed for the future so
there is no size turbine that we can’t install, and
if you look at the waters around Europe where
Pacific Orca as seen from above
www.shippingandmarine.co.uk - 55
Profile: Swire Blue Ocean
opportunitywindfarms may be developed we can operate
in all those locations, even the deepest waters,”
highlights Lars. “They are predominately intended
for foundation and turbine installation, but can
also be used for repair and maintenance if
required. This may be a beneficial approach for
clients as we have all the equipment onboard
for a full campaign to be completed without
having to go into port. Furthermore the fleet have
also delivered works in the oil and gas industry
through the decommissioning of an old gas
platform, with a second contract in place for
2015.”
Pacific Orca, and its sister Pacific Osprey,
are both built to an advanced specification that
Pacific Orca
KJAER DATAKJAER DATA is an innovative and vibrant IT company situated in Denmark. KJAER DATA has had the privilege of providing Swire Blue Ocean with flexible and reliable IT solutions at their office in Copenhagen and two of their vessels, Pacific Orca- and Osprey. Swire Blue Ocean chose KJAER DATA’s One Box solution to secure communication and IT-operations on board. Today they run a stable and cost-effective solution with a minimum of maintenance requirements. The collaboration is great and Swire Blue Ocean expresses that KJAER DATA understands the unique challenges associated with establishing best-practice solutions in a highly specialised industry sector.
56 - www.shippingandmarine.co.uk
focuses on safety, efficiency and reliability. The
ability to operate in water of up to 75 metres
deep, DP2 capabilities, a 1200 tonne crane, and
over 4000 square metres of usable deck area
makes the vessels incredibly flexible in terms of
their operation.
At present the Pacific Orca is working on the
aforementioned West of Duddon Sands project in
the Irish Sea for DONG Energy, whilst the Pacific
Osprey is active in the same area but on a repair
and maintenance contract for Siemens. Once this
has been completed the vessel will then go on to
install turbines on the DanTysk windfarm project
in the German sector.
With Swire Blue Ocean now the offshore
windfarm arm of the Swire Group, the acquisition
has certainly proved fruitful in bringing together
the companies wind energy expertise with Swire’s
extensive capabilities and reputation. “We are a
very experienced organisation,” notes Lars. “All
of our people have been involved in the marine
industry for many years, and several of them have
been in the offshore wind industry since it started
so there’s a lot of expertise in the company.
“On top of that we have 35 years experience in
running vessels, with our parent company’s fleet
numbering 100 vessels in oil and gas by 2015.
We also have access to a pool of more than 2000
sailors with many different experiences that are
used to working in harsh environments. We hope
that we can bring some of the health and safety
culture of the oil and gas industry into offshore
wind as this is incredibly stringent.”
The greatest challenge though remains
having the right political framework in place to
enable offshore wind as an energy source to
keep moving in the right direction. Confidence
in the industry is high, boosted by the growing
presence of large players in the energy business
and news of their commitment to the sector. “It
will be interesting to see if these clients opt for
full EPCI contracts or keep the multi-contractor
models many use now,” describes Lars.
“The focus is very much on the political
framework so we can push the industry forward
and get more farms up, which in turn will enable
it to develop more efficient turbines and cheaper
foundations. By using bigger vessels like ours
to industrialise offshore wind you also help to
reduce costs. We are hopeful that the intentions
that were had with Round 3 in the UK of making
the consent process smoother will spill over into
the next round as they haven’t had the start
that everyone hoped. There’s a lot happening at
present as even though the industry has been
there a while, it’s not fully mature yet,”
he continues.
It is also the wider state of the industry
which will inform the direction of Swire Blue
Ocean’s strategy. If the frameworks and political
aspirations are moving in the right direction the
company may look at investment into other
new vessels. In particular, with the current WIVs
capable of working in oil and gas, it may look to
supplement these with oil and gas vessels that
can also work in wind thereby creating more
contingency with a foot in each energy market. v
Profile: Swire Blue Ocean
Swire Blue Oceanwww.swireblueocean.com• Focused on offshore wind• Largest installation vessels• Part of Swire Group
Pacific Orca - maintenance
www.shippingandmarine.co.uk - 57
Profile: Grenland Havn IKS
Harbouringaspirations
ased in the county of Telemark, Norway, Grenland Havn IKS is an inter-community port, owned by the three
municipalities of Skien, Porsgrunn and Bamble. Equipped to handle almost any type
of cargo, this multi-tasking port is strongly linked
with the industrial cluster of the region, which
sees it dealing with dry bulk, liquefied gas,
petroleum products, petrochemicals, cement,
shipping yards, and process industries. In total
Grenland Havn handles around ten million tonnes
of cargo each year and receives vessels of up to
150,000 dwt.
It is down to the harbour authority to manage
maintenance and order in the harbour district,
ensure all rules and regulations are adhered to,
and assist clients with the information to achieve
the best possible traffic flow. It also makes the
provisions necessary for local industry to use sea
transport.
“We are also the only ro-ro terminal in the Oslo
fjord, offering a weekly ro-ro and lo-lo connection
to Immingham, Ghent, Rotterdam, Gothenburg
and Hamburg,” begins harbour director Finn
Flogstad. “We focus on intermodal connections
as we have integrated rail and road directly into
the port. We’ve also increased the water depth
B
58 - www.shippingandmarine.co.uk
in bottleneck areas of the ports such as bridges,
to enables vessels of up to 70,000 dwt to pass
under these.
“The area we operate in is very industrial, and
not very mobile when it comes to its production,
which gives us a comparative advantage as
cargo is being generated nearby. Compared to
other ports which deal more with imports and
consumables, we are operating with a much
more long-term perspective and are eager to
offer the best possible services to the region.”
This is being helped through the significant
improvements being made to the infrastructure
of the region, both on Grenland Havn’s part
and the municipalities. The main road between
Oslo and Stavanger which passes near the port
is undergoing work, and a new rail connection
is being constructed by Norway’s national rail
company, which will shorten the existing route
and reduce time between neighbouring cities by
up to a third.
It is the wider intention that Grenland Havn
becomes one of Norway’s most important
harbours, contributing to the region’s industrial
development and improving competiveness for
users. Commenting on current proposals that fall
under that aspiration Finn says: “We have a very
good co-operation with our three municipality
owners, as well as the wider business
environment. At present we are looking for areas
located close to the sea where we can establish
new terminals for demanding industry. The region
is also working to improve its services for the
offshore industry even further as at present this is
the area of most investment within Norway.”
One element that is expected to have
significant impact is the new directive that states
that as of January 2015 shipping lines can only
use fuels with 0.1 per cent sulphur content.
This will see investment in equipment such as
scrubbers or conversion of vessels to LNG, or
even movement on non-compliant tonnage out
of the market and the arrival of new ships in the
area. The environment is an area that Grenland
Havn already works to address through various
measures such as rebate for vessels using LNG
or environmentally friendly fuels, ISO 14001
certification, noise reduction, and sediment
monitoring.
Earlier in the year Grenland Havn launched
a new ferry line with Fjord Line between its
Langesund terminal and Hirtshals in Denmark,
which is then connected onto Stavanger and
Bergen. “We have invested more than
100 million NOK in the ferry terminal and so are
keen to utilise that capacity even further through
the addition of new lines,” elaborates Finn. “At
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Chr.Th.Boe & Son Chr.Th.Boe & Son AS has used the terminals in Grenland on several of its project cargoes and shipments. Grenland Havn possesses excellent facilities and very good terminal equipment. Chr.Th.Boe & Son has always been pleasantly received, and all operations have been very well organised in a very professional manner.
Grenland Havn IKS www.grenland-havn.no• Inter-community port• Handles all cargo types• Growing ferry and cruise business
present there is a decision being made regarding
operation of one line which could see a ferry
between Langesund and Strömstad in Sweden,
so we are very interested in the outcome of that.
“Another new area as of last year has been
cruise vessels, as the region we operate in is
very attractive to tourists due to its beautiful
coastlines. Coupled with this is a high level of
activity in the private market for leisure boats, as
many people in the area have sailing or speed
boats and want to enjoy the beautiful landscapes
as well,” he continues.
These newer markets are a core element of
Grenland Havn’s future plans, as Finn outlines
in his forward projections: “We are now putting
together the new strategy for the port, which
is very focused on creating a strong offering to
attract those who are looking for a new location in
the region. We’re also keen to utilise the capacity
norCeMNorcem Brevik ships one and a half million tons of cement every year from its harbor in the Grenland Havn area. A majority is shipped to Norcem’s terminals in Norway, but cement and clinker is also shipped internationally. The plant also imports raw materials and coal through its harbor. The sea is the link to the markets!
Profile: Grenland Havn IKS
of the ferry terminal and increase our presence in
the cruise market.
“As a net exporter in the region we do have
some imbalance in terms of import and export
volumes so we are looking at ways to improve
import activity as well. We recognise that parts
of the industry are undergoing a transformation
and we want to play a part in that by facilitating
new business opportunities and offering attractive
propositions for new and existing clients,” he
concludes. v
wned and operated by the Torlak family since 1880, the TOR Group has grown with each successive generation of
the family. Having first started out manufacturing
wooden boats in the Rize Provence, the family
business evolved into an international shipbuilding
and maintenance group that continues to
develop new areas of expertise. This illustrious
past includes delivery of the first steel vessel
in Turkey in the year 1968, which at the time
put the TOR Group at the forefront of modern
ship construction. Eventually the family would
go on to establish Torgem Shipyard in the Halic
shipbuilding region of Istanbul, Turkey.
Torgem Shipyard grew in size and was
relocated to its current location in Tuzla, Istanbul,
Turkey in 1983 since which time the shipyard
has developed into part of the TOR Group of
Companies.
The Shipyard covers an area of 19,000 square
60 - www.shippingandmarine.co.uk
metres including 4202 square metres of marine
fills with pier and coastal borders, 2000 square
metres of workshop space, a 12,000 square
metre construction area with two slipways, and
an outfitting and repair quay. The company’s
strategic location is protected by a water-break
against potentially disruptive weather conditions.
To date, Torgem Shipyard has served as the
construction site for 100 new build projects,
giving the company a wealth of experience, and
the opportunity to constantly upgrade its facilities
and technology, meaning that the shipyard
is equipped to handle the building, repair,
maintenance and conversion of a wide range
of vessels.
Having taken over operation of the shipyard
as the fifth generation in early 2012, chairman
Mustafa Kemal Torlak previously told Shipping
and Marine magazine about some of the changes
to the business that were to be implemented
which would involve the restructuring of the TOR
Group and a new focus on niche markets such
as tug and workboats, as well as other specialist
areas like AHTS and offshore support vessels.
Since that statement, the TOR Group has
been restructured and comprises of a number
of separate companies beginning with Torgem
Shipyard that owns and operates shipyards,
workshops and group offices. These assets are
used by affiliate ‘Tor Marine’ who is responsible
for shipbuilding projects and ‘Lemmar’ who is
the affiliate that carries out conversions and ship
maintenance and repairs. Completing the TOR
Group is ‘Tor Construction’, who is responsible
for onshore projects. This new structure is partly
the result of the global financial crisis of 2008,
when the TOR Group felt it could better position
itself through the formation of specialist affiliate
companies focused on niche sectors.
Furthermore, importance was given
to investing in people; as such long-term
employment, quality assurance and professional
OShip-shape
competence became a high priority. The TOR
Group has implemented its quality management
systems in accordance with ISO 9001.
Furthermore, all personnel benefit from in-house
training programmes as well as Total Quality
Management (TQM) and Employee Health and
Safety Procedures (ISG) training. The company
has built its reputation around being a trustworthy
partner that consistently drives for excellence
throughout all of its operations.
The results of these changes are beginning
to show; this year the TOR Group has launched
six new built boats, and has a number more
contracts ongoing. One of these is for a fleet of
ten port service boats, including three tugs, three
fast patrol boats, one garbage collection vessel,
one service vessel and one diving boat, which are
to be delivered for the Saudi Ports.
Likewise the Group is doing well in the repair
and maintenance segment and with a successful
track record of converted single hull vessels
to double hulls, the refitting of Ropax vessels,
resizing of vessels in both length and height, and
conversion of general cargo ships to container
vessels, this side of the business remains well
placed to grow.
Perhaps more strongly than some, the
shipbuilding industry has felt the pressing hand
of the global economic crisis. However, the
long history of the TOR Group means that the
company has seen and overcome several crises
of the past and with that experience it has risen to
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Profile: Torgem
Torgem www.torgem.com• Long family-owned heritage• Shipbuilding and repair services• Established new niche markets
the challenge, which has enabled the TOR Group
to structure its business in the best possible way.
Likewise, the leadership of the new
management team has seen the Group secure
new business and some significant success
even in these depressed circumstances. With an
aspiration to add even more new products and
niches to its activities, the TOR Group looks to be
in ship-shape condition for the future. v
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That Piening Propeller has earned a reputation as a leading designer and manufacturer of ship
propulsion systems is hardly surprising when you consider the company’s rich history. Dating back 85 years to 1928, Otto
Piening founded the company as a machine
locksmith workshop for motorbikes, but its
first propeller repair was carried out for a local
fisherman soon after. Prior to this, Piening
had not decided to make a dedicated move
into the area, however following the success
of the work the company made the decision
to work with ship propulsion in the following
years. This serendipitous event would go on to
reflect a dedicated can-do approach to meeting
customers’ needs that continues to characterise
the company today.
Since its inception Piening Propeller has
grown considerably and is now able to offer
comprehensive ship propulsion solutions
including a full package of systems, propellers
and steering gears with shaft brackets. The
company’s power package is a full propulsion
system, which can be integrated into a vessel’s
structure, providing an excellent solution for
new ships. Catering also to existing vessels and
systems, Piening Propeller is able to offer an
62 - www.shippingandmarine.co.uk
Propellingsuccess
expansive range of repair services and supply
spare parts. Many of these repair contracts come
from the busy shipping industry whereas new
builds tend to be from niche markets like mega
yachts, naval vessels, coast guard boats and
research ships where the high level of quality that
Piening Propeller can guarantee is required.
Powering the company forward is a winning
blend of flexibility, experience and expertise.
Having entered the commercial shipping market
in 1929 the company boasts over 80 years of
experience and is dedicated to making sure
that the competence and knowledge that come
with these years is retained within the business.
Managing director and share holder Mathias
Pein, who represents the third generation of
this families company, elaborates: “We train all
of our workers ourselves and we do not rent
any contractors. All of our workers are fully
in-house and in some cases have been working
with the company for 20-30 years. This allows
us to deliver the high quality expected by our
customers in more demanding markets like mega
yachts and defense.”
Having grown steadily over the years the
company now employs over 65 dedicated and
highly skilled staff. This allows it to offer flexible
service options to its customers, which has
proven vital in establishing real relationships
with clients and retaining long-term business.
“This is our target,” Mathias begins. “We are
not looking for customers who will approach us
looking for a single cheap price. We are focused
on long-term relationships. Equally, coming from
the other direction we hear from customers that
they are happier to work with us rather than
larger companies, as the larger companies tend
to move or change their people. This means that
the level of quality cannot be guaranteed. With us
they know that they are always dealing with the
same people and can really feel confident.”
Every propeller supplied by Piening is custom
designed to meet the requirements of its intended
vessel. “If you are looking for efficiency, to run
as smoothly and silently or for non-cavitating
propellers these are requirements we address at
the design stage,” Mathias explains.
“For example, if you have a high speed boat
or a yacht that shall sail as silently as possible,
we have seven bladed propellers and similarly
for other vessel types we are able to look at the
sailing profile of the ship, how much the ship is
running and in what conditions. These are all
important areas that we consider in designing our
propellers,” he observes.
Supporting its design applications, Piening
Propeller is proud to incorporate ZF gearboxes
into its propulsion systems. “It is quite important
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Profile: Piening Propeller
for us to select the right gearbox ratio from the
beginning, because we can design or even
pre-calibrate propellers for the RPM which works
best, then see how it fits with other gearbox
ratios to get a range of performance data to
provide fully optimised propulsion systems,”
Mathias explains.
Complementing its design and production
services, Piening Propeller operates a dedicated
repair and maintenance department. All of the
company’s workshops are run in accordance
to the necessary class of certification, which
apply to production, repair work and welding as
well as other areas. Of equal importance is its
commitment to developing new products and
considering new areas of business. Recently,
the company has developed a range of thrust
bearings, to be part of the stern gear. The goal
is optimal performance and efficiency, which is
something that has been achieved with prototype
models of new systems running already.
At present the company is servicing a number
of contracts for rescue vessels and actively
seeking further contracts for vessels belonging
to Germany’s authorities. It is a competitive
market, however, with its proven track record
of uncompromising quality and impressive
portfolio of previous custom Piening Propeller is
well placed to win new business in the coming
months. As it looks to the future,
the company is keen to grow
its workforce from around 65
to 70-75 workers and to further
develop its pristine reputation
as a world-class provider of ship
propulsion systems. v
Piening Propellerwww.piening-propeller.de• Custom designed propellers• Ship propulsion systems• Dedicated repair solutions
124 - www.shippingandmarine.co.uk
Operating within the highly competitive market of ship automation solutions, Praxis Automation Technology
BV has earned a reputation as a leading provider of automation and navigation solutions and maintains an image as a synonym for customer satisfaction.
Based in Leiderdorp, Holland the company
has been active for close to 50 years and has
developed innovative ship automation solutions
and in-house expertise including consultancy,
development, hardware and software design,
system integration, engineering, manufacturing
and product certification. Supporting its modern
facility base in Holland, the company enjoys
an extensive global presence meaning that
its customers can expect the same level of
dedicated support no matter where their vessels
are around the globe. Florina Van Ruiten-
David, sales and marketing, Praxis Automation
elaborates: “Our global network has a total
strength of around 600 highly skilled people, who
are on call at 40 strategic locations on major
shipping routes worldwide, including South
Korea, Singapore, China, Romania and India.
And we ensure the quality and consistency of
our service worldwide through a rigorous and
continuous training programme.”
The company understands that its customers
want a complete and dependable service and
as such, is committed to supporting their needs
around the clock. Furthermore, owing to the size,
global structure and quality of the organisation,
Praxis Automation has the critical ability to
deliver its services on time and while keeping
its promises on quality and price. In a highly
64 - www.shippingandmarine.co.uk
Leading the way
competitive and often turbulent market this is
something of which operators are increasingly
appreciative.
A corner stone of the company’s success has
been its globally renowned Mega-Guard series
of solutions, which provides an extensive range
of vessel automation applications. The Mega-
Guard series has found customers in impressively
diverse markets including tugs and workboats
and mega yachts, through to passenger ferries
and tankers to very large container ships, bulk
and crude carriers. The Mega-Guard Ship
Automation system includes a host of features
including: alarm monitoring and control, valve
control and monitoring, power management,
propulsion control, Integrated navigation,
navigation-light control, dynamic positioning,
position reference as well as BNWAS watch
alarm, fire alarm, alarm and monitoring and wiper
control. “To date, there are at least 3600 vessels
of every description fitted with Mega-Guard and
this product has proven to be a huge market
success for several reasons,” Florina begins.
“For instance, its user friendliness and ease of
maintenance for a ship’s crew is very important.
It has full, built-in automatic systems redundancy
and can be used either as a stand-alone system,
or part of a total integrated automation and
navigation solution. And there are cost-saving
and efficiency aspects too. For example, less on-
board wiring is needed and by reusing the same
hardware and software, fewer spare parts are
required. On top of this, by keeping the number
of makers on board a vessel to a minimum, the
number of interfaces and also the service
co-ordination requirement is also reduced.”
Not content to rest on its laurels, Praxis
Automation is dedicated to continuously
developing and delivering new technology to
the market place. This allows the company
to remain competitive in an ever changing,
fiercely competitive market and to incorporate
state-of-the-art technology into its products as
Florina explains: “New processor generations,
new memory technologies and new ideas of
Glass console
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Profile: Praxis Automation Technology
transmitting the information from one place to
another have been introduced within a few years
interval. This rapid development in a most critical
area of a ship’s operation is a major challenge
for all parties involved in such a conservative
business as seagoing.
“The new automation systems must be
maintained and operated in a safe way, even
under abnormal conditions. These tasks require
good knowledge about the operation and about
the structure of the systems. The user is still the
same human being, who must be able to operate
and to maintain these systems correctly. And our
company is part of this process, we offer training
to our customers in order to provide complete
understanding and detailed knowledge of the
modern systems.”
To ensure that its customers are best placed to
utilise its products Praxis Automation maintains
training facilities globally and to support its
new Mega-Guard Dynamic Positioning (DP)
System it has opened DP training centres in
Rio de Janeiro, Mumbai, Shanghai, Singapore,
Busan and Leiden. Representing part of the
company’s growing portfolio of new products
the new DP system was created to address the
demand for increasingly accurate positioning
technology as operators expand their offshore
fleets and move into deeper waters. The system
automatically controls a vessel’s heading and can
be maintained to an accuracy of 0.5m. The DP
system is highly suited for supply vessels, tug
boats, dredger, cable and pipe laying vessels,
FPSOs heavy lift vessels and mega-yachts
and is implemented in full accordance with the
applicable classification and IMO rules.
While its products are designed to meet the
needs of an incredibly wide range of industry
sectors, Praxis Automation is still able to release
targeted products and tailored solutions to meet
Praxis Automation Technology www.praxis-automation.com• Dynamic positing system• Modern training facilities• Dedicated customer focus
the requirements of individual markets. The
Crystal Bridge integrated bridge system (IBS) is
designed to provide a full and comprehensive
package of navigation and control systems
while meeting the mega yacht industry’s
need for innovative style. “In terms of
aesthetics, Crystal Bridge is the first IBS
to feature curved, plated glass as an
integral part of the main bridge
console. At the time of
going to press, this
feature is
unique in the
mega yacht
industry,” Florina
explains.
With its uncompromising
approach to quality and service and an ever
expanding and dynamic product portfolio
Praxis Automation Technology offers its clients
world-class navigation and automation solutions.
Coupled with its comprehensive training and
support network the company is well placed to
guide the maritime industry well into the future. v
AMCS workstation
DP console
66 - www.shippingandmarine.co.uk
Telemar is a leading group serving maritime ship owners, mega yachting and land satellite communications. It operates in all shipping ports and is directly present through 30 workshops
and 12 subsidiaries in ten markets worldwide.Telemar’s integrated model covers end-to-end design, purchase,
airtime, communication and navigation equipment installation, maintenance and repairs. Telemar manages 10,000+ service interventions worldwide per year with 7000 maintenance/TLC ships clients.
Telemar has been appointed as Inmarsat Value Added Reseller for Global Xpress, the system expected to revolutionise maritime communications by providing global, high-speed connectivity with ka-band satellites backed by the reliability of FleetBroadband. Telemar has already signed a GX pre-order with an important shipping company in Europe, so as to upgrade an existing contract to GX once it will be available in 2014.
Telemar is also setting the pace in crew welfare projects with SeaMore, its own solution designed in partnership with Astrium Service. This partnership combines the technological leadership of Astrium in network & communications control and solutions development, with Telemar capacity to ideate, develop, commission and support maritime driven applications.
“SeaMore is a full service communication solution allowing seafarers to use their smartphone, laptop and tablets in total privacy as if on shore, through Wi-Fi connection,” states Gennaro Faella, Telemar corporate business development director. He adds: “They can enjoy cost-efficient GSM voice and data via satellite
without GSM connection costs. Furthermore, SeaMore opens up to applications enabling business efficiency. SeaMore is being adopted successfully for crew welfare innovative programme in one of the top three shipping companies worldwide, another top ship management company is going to start a pilot.”
“Trials are also being planned with several top customers in Germany,” adds Achim Bomm, Telemar Germany CEO, “Rickmers is a valued longstanding partner of Telemar, we are proud of supporting this leading shipping company and hope to consolidate further our partnership in integrated and future-proof projects.”
SeaMore allows ship managers to easily optimise their business communication, with 24/7 access to business critical applications like remote IT control, planned maintenance, real time maintenance tracking and ‘Store and Push’ library with business content, training documents, manuals, news accessible offline on personal device, not using bandwidth. Shipping companies can set usage policy and seafarers benefit from personal cost monitoring.
Practice shows excellent aptitude by seafarers to use SeaMore applications through both PC and smartphones, thanks to the most intuitive user interface in the market, with 20+ steadily active users per ship monthly.
SeaMore is the perfect solution for improving crew productivity and morale, as it also provides news and sport, as well as optimising and getting tangible savings for business communication – in addition to opening up applications such as remote training, remote office automation, IT virtualisation and other applications should come in the field of engine remote monitoring and telemedicine.
The right solutions
Over the course of its 179-year history The Rickmers Group has evolved into an established international
provider of services for the shipping industry, through its three business segments Maritime Assets, Maritime Services and Rickmers-Linie.
These three divisions maintain responsibility for
different sections of the business, so for example,
Maritime Assets plans, finances, acquires, and
manages the Group’s assets as well as ships held
in trust which are chartered out to liner operators,
while Maritime Services provides professional
ship management for Rickmers’ ships and other
leading companies in the shipping industry.
Its services include technical and operational
management, crewing and management of
newbuilds. Finally, Rickmers-Linie offers liner
services for breakbulk, heavy lift and project
cargoes, operating a fleet of multi-purpose
carriers with heavy lift cranes. It also manages
Rickmers’ investment in a heavy lift/breakbulk
terminal in Hamburg.
It is clear from the information discussed
above, that the Rickmers fleet includes a wide
variety of ships, operating around the world.
Preparing for the
future
They range from container ships (small feeders to
13,100 TEU, multi-purpose carriers that transport
breakbulk, heavy lift, and project cargoes) to
conbulkers, bulk carriers and car carriers.
The fleet was expanded as recently as June
2013 when Rickmers Group signed a contract for
the purchase of five 2200 TEU container vessels.
The value of the investment amounted to more
than $30 million and with this transaction, the
fleet of vessels owned or managed by Rickmers
Group increased to a total of 97.
This wide assortment of vessels are in
operation for both a loyal client base and new
client groups – in fact, The Rickmers Group has
an impressive international customer database,
with client relationships cultivated over many
years. It is the preferred shipping partner for many
well-known global players, and in addition to
this it supports institutional investors and banks
in their efforts to exploit the opportunities in
shipping.
These clients are serviced around the world
through more than 20 offices and over 50 sales
agencies. This network and a strong global
management team secure the success of the
company, which remains true to its core values of
leadership, passion and responsibility.
Having been around for nearly 180 years,
Rickmers Group is no stranger to ups and
downs in the market, and despite the ongoing
challenging market environment for the shipping
industry, which negatively affected Rickmers
Group as well, the company achieved stable
operating performance in the first half of the
financial year 2013.
“Overall challenging market conditions
across the entire shipping industry affected the
Rickmers Group …however, we have made good
progress on executing our strategic initiatives;
creating optionality for new investments that will
enable the Group to take advantage of growth
opportunities in the market place and building our
Profile: The Rickmers Group
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Profile: The Rickmers Group
68 - www.shippingandmarine.co.uk
capabilities to better position Rickmers diversified
business model for success in the future,” says
Ronald D. Widdows, CEO of Rickmers Group
and Rickmers-Linie.
“We continued to restructure our vessel
portfolio, enhanced Rickmers Maritime Services
third party activities and made anti-cyclical
investments like the initiation of Rickmers-Linie’s
new Westbound Round-the-World service,
connecting Asia with South and North America,”
adds Ignace Van Meenen, deputy CEO and CFO.
In addition, Rickmers Group managed to
raise its equity ratio and recorded a stable cash
flow from operating activities in the first half of
the financial year 2013. “As part of Rickmers’
strategy to exploit new sources of financing,
the company successfully issued a 175 million
euros bond in June 2013. Considering the overall
difficult market environment we are pleased
to report a solid development with regards to
consolidated equity ratio and net debt as well as
Asset Segment driven sustainable EBITDA and
cash flows,” explains Mark-Ken Erdmann, Deputy
CFO.
The success of the company during this period
is a testament to The Rickmers Group’s forward
thinking management team and the approach
they adopted to handle the crisis in the shipping
markets – in fact, Bertram R C Rickmers, in his
Chairman’s statement for the 2012 financial
report, described it as an ‘opportunity.’
‘Our preparations for the new environment
started at an early stage - remaining true to our
ability to adapt,’ he stated. ‘This is why we are
not currently under pressure of having a huge
pipeline of ships ordered at peak asset prices; our
fleet is fully financed and our business is broadly
diversified. We have begun addressing the energy
efficiency of our ships, laying the foundation
for increased earnings and strengthening our
competitive position.
‘We remain on course, even through turbulent
seas. This is largely down to our adaptability - a
distinction that is closely associated with our
family shipping tradition, celebrating 180 years
in 2014. A demanding financial environment,
high operating costs and low freight rates – all
these present the greatest challenges facing our
industry. Nonetheless we remain optimistic.
‘I am proud that we have created the
essential requirements needed to make our
company better prepared for the future... We
have developed the potential to actively shape
the market in a demanding environment and to
exploit the opportunities offered: a talent that sets
us apart from the competition and places us in
the position of continuing Rickmers’ history by
starting another successful chapter.’ v
The Rickmers Groupwww.rickmers.com• Reputation for reliability, quality and efficiency• Impressive international client base• Excellent relationships along the shipping supply chain
www.shippingandmarine.co.uk - 69
F Marine Krimpen B.V. is part of its larger parent company ZF and was initially formed in 1973 as Holland
Roer Propeller (HRP) before the company was purchased by ZF in 2009. By 2010 the
company had been fully integrated with its
parent and was renamed ZF Marine Krimpen
B.V.
ZF was founded in 1915 for the development
and production of transmissions for airships
and vehicles. At present ZF has 121 production
locations in 26 countries and employs over
75,000 people with its headquarters located in
Friedrichshafen, Germany.
Based in The Netherlands, ZF Marine Krimpen
is primarily responsible for the production and
development of marine thrusters and thruster
control systems. Thrusters are designed
to increase the ship maneuverability in all
conditions. The product range of ZF Marine
Krimpen includes azimuth thrusters and
transverse tunnel thrusters up to more than
two MW.
Profile: ZF Marine Krimpen
Forwardthrust
Within the azimuth thruster range ZF Marine
Krimpen produces various types like well-
mounted, retractable, deck-mounted and
shallow draught thrusters. Thrusters can also
be produced with twin propellers, rotating
in counter directions, which can provide an
increase of thrust in all operational ranges.
Tunnel thrusters can also be supplied with
controllable pitch propeller.
The units can be provided with electric, diesel
or hydraulic drive systems and steering controls
are advanced and can be interfaced with global
positioning systems and dynamic positioning
systems. ZF Marine’s range of thrusters can be
applied to almost any craft including pleasure
vessels, defense craft and commercial vessels,
however at present ZF Marine Krimpen’s
customers are traditionally located in the
commercial sector.
Complementing its strong product range,
ZF Marine is able to offer an extensive supply
network and dedicated aftersales service. “We
have a good service network and we are able
to send engineers to locations where they are
needed,” explains Reiner Viebahn, managing
director at ZF Marine Krimpen. “We have service
engineers here in The Netherlands, the US, Asia
and all over the world. We are proud of this
Z
70 - www.shippingandmarine.co.uk
itself. It’s a different approach to be focused on
the process and the quality to bring in business
rather than just focusing on the money. It is a
kind of philosophy, which has proven itself in
other markets as well.”
Since HRP became ZF Marine Krimpen in
2010 it has been focused on applying this vision
to every part of its business and has continued
to grow in strength and reputation. One of the
first changes was the implementation of the
ZF production system, which brought with it a
higher level of standardisation and efficiency.
In keeping with its commitment to supporting
its staff as well as its expanding client base,
the introduction of the new system also meant
an improved working environment. Inclusion
in the ZF Group means that the Krimpen
operation is able to draw on the synergies of
a larger business while being able to operate
independently enough to focus on developing its
dedicated product range.
“We develop the products by ourselves here
in Krimpen and we also use the synergies that
ZF group is able to offer,” Reiner says. “After all,
strength in our company that means we can
provide services worldwide.”
Underpinning the company’s operation is its
long-term vision and commitment to providing
the highest standards in quality and service.
“To be a major player in the thrusters solutions,”
begins Reiner, “you have to take care of your
customers, to be flexible and able to address
your customers’ needs. Therefore this is also
reflected in our mission statement, as well as
looking after our employees and providing a safe
and motivational workplace. We make sure we
are on track with the exceptional standards of
our parent company and continue to provide
quality products and services,” he elaborates.
In perusing the company’s mission Reiner
takes what he sees as a less traditional
approach in operating the business. “It’s not
just about making money. Naturally being
profitable is important, but for me this is a side
effect which comes automatically,” Reiner says.
“What I mean is that if you provide a high quality
product, good service and meet the customers’
expectations, then the business comes in by
Profile: ZF Marine Krimpen
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ZF is a large company with more than 75,000
employees. In Friedrichshafen there is a huge
development centre which has services we
can benefit from. If there is a need for further
knowledge or we need to carry out e.g. stress
testing we always have possibilities to make use
of the expertise of the development centre in
Friedrichshafen.”
ZF Marine Krimpen shares its parent
company’s reputation for providing high quality
products and excellent aftersales service.
In only a few short years it has proven more
than capable of meeting and exceeding the
expectations of its wider partner and is set to
make further waves as it thrusts forward into
the future. v
ZF Marine Krimpen www.zf.com• Steerable azimuth thrusters• Global supply network• In-house design
“While we do not have one ‘main market’ our
clients are both big international businesses as
well as small, specialised companies. Our big
strength lies in our extremely flexible operation,
as we are constantly gathering know-how and
are thus able adapt to any demand. For example,
EMS-Fehn-Group knows how to ship subsea
cables, wind turbines, steel coils and grain; we
can transport mega-yachts as easily as we can
beer tanks; and we are capable of organising
the dismantling of a factory, the transportation of
components by trucks, barges and sea vessels,
and the complete the eventual reconstruction.”
As Ingo explains, through its various
companies EMS-Fehn-Group has a true multi-
operational capability. The various businesses
allow the Group to easily take on any operation
requested by a client, as he confirms. “EMS
Chartering, for example, with its chartering,
operations and project departments is a very
versatile company that moves pretty much
MS-Fehn-Group is a leading business that specialises in logistics and ship management services, providing both
international and small independent companies with a flexible and highly specialised service. The Group, which owns 24
vessels, comprises of specialised companies in
Germany, Albania, Italy and the Baltic region.
“EMS-Fehn-Group today consists of 12
companies in five countries: five logistics
companies, two shipping companies, two
crewing companies, one agency for yacht
transports, one terminal operator, and one
stevedoring company,” says Ingo Hesse,
managing director of a number of companies
within the EMS-Fehn-Group. Together with co-
CEO and co-owner Manfred Müller, Ingo directs
the daily business of EMS-Fehn-Group.
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E
A stronggroup
Profile: EMS-Fehn-Group
everything that can be moved. Fehnship is a
shipping company that is specialised in short sea
shipping, and NTO Shipping is a relatively young
business that is in the process of building up a
fleet that complements that of Fehnship.
“Within the Group we also have Northwest
Crewing, which is tasked with recruiting seafarers
worldwide for Fehnship, NTO and other shipping
companies, and in a similar role we have BTSC,
which is specialised in recruiting seafarers from
the Baltic States,” Ingo continues. “When it
comes to transporting, GBS is responsible for
transporting motor and sailing yachts worldwide
and ISLA is a logistics company covering the
fields of brokerage, transport, forwarding and
shipping agency in Italy. ASC is a stevedoring
business based in Durres, which is the major
port in Albania and is where our company
EMS-APO operates the bulk terminal. EMS-GBL
is situated in Skopje, which is a place that we
find very compelling due to its location at the
junction of the main north-south and west-east
trading routes of the Balkans. Here, the business
provides transport, forwarding, transhipment and
all forms of warehousing. Lastly, we have EMS
Shipping, which is the company that started
the EMS business and has today evolved into a
logistics provider for road and rail transports
including warehousing.”
Clearly, EMS-Fehn-Group’s business
is extensive and covers a wide
Hidrodinamik SHipyardHidrodinamik Shipyard is a family owned business, which has been operating since 1975 from well-equipped facilities in Tuzla Bay, Turkey, just 20 miles from the Bosphorus Strait. The yard has built a strong reputation for quality, on time, cost effective work in the smaller vessel market undertaking repairs, conversions and newbuildings. Such is its standing that clients are now approaching the yard for repairs to their larger vessels, which it manages through agreements to utilise the facilities of another shipyard in the area.Hidrodinamik has invested heavily in its facilities and technology in recent years and has opened mechanical, electrical, insulation and piping workshops inside its premises, thus increasing quality control and efficiency and reducing reliance on the extensive contractor network in the area.
Profile: EMS-Fehn-Group
range of industry sectors. Despite this vast
network Ingo is keen to highlight that the Group
operates very closely: “Under the EMS-Fehn-
Group roof we actually have exceptionally short
lines of communication, which I consider to be
one of our key strengths and a factor that sets
us apart from many of our competitors,” he
says. “A major asset of our operations is that
all stakeholders are acting managing directors
and are therefore involved in the daily business
– we know what we’re talking about. Our close
communication means that if we discuss a
project, for example, it is a matter of minutes to
call together all the relevant people and reach
a very quick and suitable decision. From the
managing directors down this extends to our
staff, which are the main asset of EMS-Fehn-
Group. They are a group of highly motivated,
highly skilled and truly multi-cultural individuals
dedicated to their work.”
This level of dedication means that EMS-
Fehn-Group’s companies are involved in many
important industry projects. One example of
this is a current major project in Albania at the
Port of Durres, where EMS-APO is operator of
www.shippingandmarine.co.uk - 75
the East Terminal which under the supervision
of Manfred Müller. “This is a key project,” says
Ingo. “EMS has been granted the concession for
the East Terminal at the beginning of this year,
in May the contract was inked, and in mid-July
EMS APO started as operator. From the first day
the terminal was operational we received regular
ship visits, and have recently discharged a large
cargo of pitcoke. Parallel to this we have also
established new office buildings and are currently
Profile: EMS-Fehn-Group
76 - www.shippingandmarine.co.uk
in the process of enhancing the existing infra- and
superstructure step by step. We have a detailed
concept of what we want to achieve over the
coming months and years, with the ultimate
goal of doubling throughput to two million tonnes
per year.”
While this is just one example, EMS-Fehn-
Group remains positive about future growth in all
areas of its operations. The business currently
has a fleet of 24 vessels, which, under the
operation of Fehnship consists of ships designed
for short sea shipping that are able to utilise a
wide scope of ports, including smaller, hard to
access ports that other companies are unable
to visit. In terms of future growth, Ingo points out
this fleet as an important area: “We are actively
working to enlarge our fleet,” he confirms. “We
are looking at vessels that fit into the existing
fleet and that match our requirements both
technically and financially, and while we have
some projects in the pipeline it is a little early to
confirm specific details.
“Overall though we believe that the market
looks good and we remain positive, I’m certain
that there are more opportunities than there are
challenges. However, at EMS-Fehn-Group, we
tend to not think to specifically about this type
of thing – we are used to continuous market
fluctuations, as they are an inevitable part of our
business. Ultimately, markets change and we
must change with them. Maintaining this outlook
EMS-Fehn-Group has grown rapidly over the
last few years resulting in a move to larger office
premises, which are planned to accommodate
the further expansion that we have planned for
2013 and beyond. We will remain on the strategy
that we have adopted in achieving this by
growing organically and expanding our fleet to at
least 40 vessels,” he concludes. v
EMS-Fehn-Groupwww.ems-fehn-group.de• Specialises in logistics and ship management• Flexible, highly specialised service• Aiming to expand fleet
-Rosa Flussschiff GmbH is a German shipping company, providing luxury river cruises along the Rhine, Danube, Rhône and Saône. The firm can trace
its roots back to 2000 when it was first established by
Seetours, a joint venture between DSR and the British shipping company
P&O. Originally the company possessed two river cruise ships before an
ocean going vessel was added in 2002. By 2003 the company began to
change and the company was acquired by the Carnival group who sold the
A-Rosa brand and river cruise fleet to DSR. From 2004 onwards, the ocean
cousinship remained in operation with the Carnival group under the AIDA
brand.
DSR retained and continued to develop the A-Rosa brand by introducing
new tonnage and new destinations while laying the foundations for further
fleet development. In Spring 2009, the management of A-Rosa acquired
100 per cent of the company’s shares and the rights to retain the A-Rosa
brand. The management buyout was lead by current chief operating
officer, Markus Zoepke, Lars Clasen and Waterland Private Equity and the
group continues to own and operate the firm. The company is based in
Rostock, Germany and as of 2012 employs around 560 members of staff.
The company has continued to grow despite challenges faced across the
market due to inclement weather conditions and high water and achieved
sales of 70 million euros in 2011.
At present A-Rosa operates ten vessels with an eleventh under
construction and set to go into operation in April 2014. Each of the vessels
was purchased new and construction of the ships was undertaken at the
Neptun Shipyard in Rostock-Warnemünde. For A-Rosa the acquisition
of vessels represents more than simply fleet expansion, it represents a
carefully considered extension to the company’s brand as chief operating
officer Markus Zoepke explains: “We are a fully integrated company where
we have the tour operator and the river operation in one location, so we do
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A
The A-Rosa Aqua on the Rhine
Profile: A-Rosa Flussschiff
Cruising inluxury
www.shippingandmarine.co.uk - 79
stinova Germanystinova Germany, a long term business partner of a-Rosa, is specialised in the new build, and in the maintenance of the entire interior on board. From evaluating the interiors condition as well as upcoming repairs and replacements, to working out priorities and preparing cost analysis - stinova has been a reliable partner for over ten years. By working proactively and responding quickly to new requests stinova is supporting a-Rosa in all matters, including procurement and supply chain management.
Profile: A-Rosa Flussschiff
everything from A-Z. We design our own ships and we develop our
own concepts. We do everything from marketing and sales, hotel
operation, product management, and nautical staff. Everything has
one identity and that identity is A-Rosa.”
The company has long established routes operating throughout
the continent and is known for offering high quality and modern
river cruises in the heart of Europe. It is able to offer customers
trips on the Rhine, Danube, Rhône and Saône along with stops in
Germany, Switzerland, France, Holland, Hungary and Austria. More
recently the company has made inroads into the United States as
Markus Zoepke elaborates: “This is proving challenging however,
we have had the first year in the US and have found success in the
area. Now we will be focusing on increasing the number of cruises
for next year from 13 to 16.
“We have a representative in the States called David Morris
International, who is organising and managing our sales in the
States and the projections for the cruises are looking quite good at
the moment,” he adds.
Crucial in differentiating the company is its dedication to
quality and the uniqueness of its product. A-Rosa has currently
transitioned through a complete brand re-launch extending from the
look and feel of its brochure through to the services that it provides.
One of the key changes in the company has been its move to
encourage family bookings where it had previously focused on the
twilight market. To accommodate these bookings its two newest
ships, the A-Rosa Silva (2012) and the A-Rosa Flora (due 2014), are
fitted with suite and junior suite cabins, which have so far received
a positive response. So much so in fact that the company has
decided to increase the number of these suites as it further focuses
on family markets. Complimenting this, A-Rosa has developed a
programme of special shows aimed at children as well as a number
of fun activities like spaghetti cooking and lessons in making a
delicious apple strudel. However, the company’s traditional market
as well as breaks for younger couples remain highly catered for. In
contrast to its family orientated cruises, the group can offer relaxing
gourmet cruises complete with gourmet chefs and sommeliers.
The christening of the A-Rosa Silva on the Danube, launched in 2012 and below showing the passenger lounge and one of the many suites
It is also able to offer specialist cruises centered on the music of
Howard Carpendale and classical music inspired journeys, which
include visits to Vienna’s opera hall and the Bazilika in Esztergom.
The past few years may have proved challenging for the sector in
general, with high water conditions causing a dip of between eight
and ten per cent in the market for A-Rosa, however in contrast to
its competitors this represents a significantly lesser blow for the
company and a drop that it fully expects to recover from in coming
seasons. Part of the reason A-Rosa has proven so resilient is its
flexibility as Markus explains: “We are able to make decisions very
quickly, which has proven very important as high water has made
this year incredibly tricky. However, as we are so flexible we are able
to change our itineraries quickly if necessary. As we do everything
ourselves we do not need to go through several operators to reach
a decision.
“We have had strong capacity growth at A-Rosa over the past
few years so the next few years will be spent consolidating,” he
continues. “Except for this year, since 2009 we have had one
new vessel coming into operation each year. We are going to
concentrate on this new premium image for our premium brand and
expect our sales to continue to grow over the next few years.” v
A-Rosa Flussschiff www.a-rosa.de • River cruises throughout Europe • Expanding in American markets• Themed cruise options • Now focusing on family bookings
GLOBUS GrOUPGlobus Group, long-time business partner of A-ROSA, is a flexible and experienced partner in all areas of the river cruise business in Europe, with the main focus on handling embarkation and disembarkation, transfer and parking logistics and organisation of excursions.
ith a rich ship building history dating back close to a hundred years, it is perhaps unsurprising to
learn that Hakvoort has earned a prestigious reputation for building luxurious yachts ranging from between 25-30 metres to vessels of up to a stunning 63 metres. What
may be surprising to learn though is that the
company began with the construction of wooden
fishing boats then moving into the construction
of steel fishing vessels before finally beginning
the construction of yachts during the 1980s.
However unlikely its beginnings may seem,
Hakvoort was founded on a solid keel and has
intrepidly advanced ever since.
The company’s history in Monnickendam,
North Holland began in 1919 when entrepreneur
Albert Klzn Hakvoort purchased a local shipyard
that had launched its first vessel in 1780 and
the company has remained in the family’s hands
ever since. Over the years the company has
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80 - www.shippingandmarine.co.uk
A visibledifference
constantly invested in its production facilities,
gradually increasing the size of vessel that it is
able to produce. Today the shipyard maintains a
main workshop that is able to produce vessels of
45 metres and over and a smaller workshop that
caters for yachts of up to 40 metres.
Despite a challenging market since the
financial crisis following 2008, Hakvoort has
manage to maintain a steady stream of orders
and is now in a position where is able to look
to the future and further expand its business.
To get into this position it has remained true
to its promise of offering the finest levels of
quality even while competing with tough market
conditions and pressure to keep prices low. This
dedication to the high standard of its output
and the gradual investment in its facilities over
the years have been important contributing
factors in the company winning several highly
important contracts that have helped it to meet
the challenges of the recession. At present the
company is working on a 61 metre super-yacht
(YN248) for which the hull arrived in August
of this year and in January Hakvoort won a
contract for the largest super-yacht it will have
ever built, which is currently called Zeus. These
contracts alone mean that the shipyard’s main
workshop will be full for the next four years, which
represents a significant income that will carry the
company while the market continues to improve.
Hakvoort has a number of strengths that have
enabled it to win these prestigious contracts.
At the heart of the business is its dedication
to quality, which it maintains in a number of
ways. Firstly the company has a long history of
vessel construction and has been able to refine
this process so that shipbuilding is of both a
high standard and efficient. All of its production
facilities are fully moisture and temperature
controlled to protect the vessel’s paint and also,
crucially to avoid any warping of the yacht’s
wooden interior caused by expansion due to
moisture. This is made all the more important by
the fact that interiors are produced while the hull
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Profile: Hakvoort
is delivered and the vessel’s pipe work is installed.
For YN248 for example, work is progressing
quickly and in the next four to five weeks the
first wooden floors will be laid at which point the
pre-constructed interior will be broken down
into sections and installed. While this process
is incredibly effective in lowering build times it
leaves no room for error, potentially warping of
wooden interiors could cause serious problems
compromising the vessel’s quality, build time and
the company’s reputation.
That Hakvoort maintains
such a highly regarded
reputation is testament to how
hard the company has worked
to ensure its yachts are
second to none. Although the
shipyard is in robust strength it
has had to weather the same
storm as its competitors as
Albert Hakvoort Jr, mananging
director explains: “What
we are finding is that a lot
of clients are looking at the
moment but the pressure is
always prices. We do not make a huge amount
of money at the end of a project but that is OK as
long as you survive at the moment.
“We see a lot of shipyards still struggling; it’s
probably about 50 per cent of them who are
getting out of the crisis. Since the recession
started in 2008 we have not taken on any new
people so with the crisis taking around four years
my staff are now all four years older. Every year
three or four employees retire in the shipyard so
Hakvoortwww.hakvoort.com• Luxury yacht construction• Almost a century of experience • Uncompromising quality
you need to hire and train young guys to take
their place. One thing that we will be focusing on
over the next few years is hiring new guys and
training them ready for the future. With the large
Zeus order we are able to do that.”
As 2014 approaches, Hakvoort is strongly
placed to be able to engage with a resurgent
market in luxury vessels. As financial conditions
improve the company fully expects orders for
smaller vessels as well as for larger 60 plus metre
vessels to increase. Adding a final comment
on Hakvoort’s commitment to quality Albert
concludes: “A lot of shipyards will compromise
quality to keep their prices lower but we do not.
You can notice the difference in the final product
and customers cannot be fooled, which is why
they choose Hakvoort.” v
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Established more than 30 years ago in King FahedAbd Al Aziz Port, Dammam, Saudi Arabia, Dammam Shipyard has
witnessed growth in facilities and demand in line with the increasing popularity of Dammam as the major port in Saudi Arabia. Listed as one of the largest in the world, the
port’s geographic prominence for shipping lines
and efficient range of facilities and infrastructure
support Dammam’s integral importance as a
marine hub. Benefiting from the success of
the port, Dammam Shipyard boasts generous
proportions with a mix of covered and open
space, which can be utilised for scale fabrication
and vessel construction. Furthermore, the
shipyard has two large Floating Docks as well
as a number of sheltered berths to offer routine
dockings and any type of scheduled/unplanned
maintenance or repair.
At a length along blocks of 215 metres and
length over keel blocks of 200 metres, Dock
82 - www.shippingandmarine.co.uk
one, with a lifting capacity of 22,000 dwt, is
situated to the west of Dammam Shipyard
and has all necessary connections from shore
infrastructure. It is provided with good pumping
systems, which will result in a net pumping of
90 minutes for the lifting of a 22,000 tonne ship.
Dock two, with a length of 165 metres along
blocks and 150 metres over keel blocks, has a
lifting capacity of 11,000 dwt and is also located
on the west side of the shipyard. Its pumping
systems will result in a net pumping time of 95
minutes for the hoisting of a11,000 dwt ship.
Other facilities include 400 metre by 15 metre
jetties, equipped with Type a 60 & 15 tonne
slewing cranes. Keen to offer the safe securing
of vessels, Dammam Shipyard is equipped with
five 50 tonne bollards; it also protects ships
from damage with rubber fenders fitted on the
jetties’ sides. There is also a crane department
available, which is divided into rigging and crane
sections; it offers full support for all production
activities such as the movement of heavy loads
on and off vessels as well as within the shipyard.
Dammam Shipyard is managed by Al-Blagha
Holding Group, which was established in
1991 for the purpose of investing in a range of
business activities such as shipbuilding, ship
repair, freight forwarding, port handling and
marine consultancy services. More recently
the group has expanded its dynamic profile to
include construction, infrastructure development
and general investments.
With ship repair at the core of Dammam
Shipyard’s activity, the group develops close
relationships with its customers to ensure
continued satisfaction from the initial planning
phase through to the satisfactory completion
of the project. Customers receive a responsive
approach to all requirements due to prompt,
accurate and transparent communication
at all times. Having gained a name that is
synonymous with first class workmanship over
the last three decades, Dammam Shipyard
has complete respect for client deadlines and
yardsThe whole nine
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Profile: Dammam Shipyard
experienced staff of every discipline.
As expected, the facilities at the yard are at
a level of excellence to ensure qualified and
knowledgeable staff can deal with tasks of any
complexity. From steelwork fabrication and
ship conversion to routine/unplanned electrical,
mechanical, electronic maintenance and
damage repair services, the group measures
successful ship repair on the quality of work,
the punctual completion, competitive costs and
safety. By combining these factors the group
is successful in delivering a positive result to its
growing list of customers.
Representing a mix of local and passing
trades, the Arabian Sea brings a vast range
of vessel types to Dammam Shipyard, which
has the expertise and facilities to deal with
any task. Carrying out annual refits for many
vessels, often when a timely delivery is critical,
the company offers a wholly positive solution
to its customers by completing on time and on
budget. As a natural extension of Dammam
Shipyard’s capabilities, the company specialises
in challenging conversion and upgrade projects;
an example of some of the varied projects it has
worked on include the conversion of a ferry to a
restaurant, an ex naval vessel into a luxury super
yacht and a cargo vessel to a livestock carrier.
Benefiting from experienced and dedicated
management, a motivated work force and a
comprehensive range of facilities, the dynamic,
forward-thinking shipyard offers a versatile and
flexible service to its customers. With a team
of fully qualified and driven technicians that are
available 24/7 and a completely qualified and
committed engineering department, Dammam
Shipyard is prepared to offer other services that
include mechanical engineering, fabrication and
piping. Proud to be a recognised competent
service provider in the repair and maintenance
of most four and two stroke diesel engines, the
organisation’s service engineers and technicians
are all factory trained, making them the most
reliable and able diesel engine technicians in
the area.
Aware that companies in the shipping
industry have a wide range of needs, Dammam
Shipyard has developed over the last three
decades to become a key location for firms
requiring any service from propeller or hull
repairs, new pipework, an annual refit or engine
rebuild. Through flexibility and listening to its
customers, the shipyard has gained a strong
reputation for quality that is certain to continue in
the future. v
Dammam Shipyard www.dammamshipyard.com• Located in King FahedAbd Aziz Port in Dammam• Managed by Al-Blagha Holding Group• A skilled workforce of 400
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The beauty of the OceanSaver BWTS is that it can be installed on any vessel, regardless of size, trade or type
84 - www.shippingandmarine.co.uk
stablished in early 2003, OceanSaver AS has always operated with the sole purpose of developing an efficient and
unique solution for ballast water treatment (BWT). This is a niche area that is undergoing
significant growth in line with new IMO legislation
for environmental pollution. With the new
regulations put into force in 2004, OceanSaver
underwent several years of research and
development before introducing its ballast water
treatment system (BWTS) in 2009.
Ballast has been used for thousands of years
onboard ships, with water being favoured in
more recent years due to it being easier to load
on and off a ship. A vessel without any cargo
will fill its ballast tanks with water, which is then
discharged as cargo is loaded. However, this
process can lead to the transference of aquatic
organisms into areas where they do not naturally
belong, causing potentially irreversible changes
to human health, industry, and the ecological
balance of the sea.
It is this concern that the IMO legislation, and
in turn OceanSaver’s BWTS aims to address.
Ballast water treatment typically falls into two
categories using either disinfectant or UV to
sterilise the water, with OceanSaver favouring
the former approach. Since first launching the
system, OceanSaver has introduced a second-
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Profile: OceanSaver
generation edition. Speaking
previously with Shipping &
Marine, senior vice president
of sales and marketing Tor Artle Eiken explained
what had changed: “In December 2011 we
received the type approval for our second
generation BWTS.
“The Mark I comprised four distinct
processes: filtration, cavitation, disinfectant
and super saturation by nitrogen. The Mark
II, however, only makes use of filtration and
disinfectant, thereby transforming a complex
system into a rather more simple and efficient
one. It has a smaller physical footprint, requires
less energy, and is more flexible when it comes
to installation. The Mark I was intended for
use on larger vessels, but with the Mark II we
shifted focus towards medium sized vessels as
well, meaning we have increased our potential
market.”
The beauty of the OceanSaver BWTS is that
it can be installed on any vessel, regardless
of size, trade or type. As such to date the
system can be found on product, chemical
and oil tankers, as well as bulk carrier vessels.
It is also flexible enough that as well as being
implemented on new buildings, it can be
retrofitted onto existing ships, enabling their
Leading
86 - www.shippingandmarine.co.uk
owners to meet the new restrictions.
The company’s gaining of market share in
the medium range tonnage segment can be
clearly seen in the contracts it has secured.
This includes an agreement to supply two
Mark II BWTS to CMM, a Greek-owned tanker
company, which is also OceanSaver’s first
contract in the chemical tanker segment.
Furthermore, OceanSaver has supplied the Mark
II system to four open hatch bulk carriers being
built by Japan’s Oshima Shipbuilding Ltd for
Gearbulk.
Other notable contracts include delivery of a
BWTS for two 162,000 cbm LNG carriers being
built by BW Gas, and selection of the system by
Almi Tanker S.A. for its two new build VLCCs,
which are being delivered from Korea’s Daewoo
Shipbuilding & Marine Engineering Co. Ltd.
Another project being delivered out of Korea
is two Suezmax lightning tankers for Chevron
Shipping Company, which will also incorporate
OceanSaver’s BWTS.
In light of the company’s ongoing success
within South Korea, at the end of 2012
OceanSaver took the strategic decision to
establish a base of operation in the local area.
This strengthens Asia as a key growth market
for the company, which opened its first office on
the continent in China in 2011. This is in addition
to its headquarters in Drammen, Norway.
Early this year OceanSaver announced
another pioneering development in the field
of ballast water treatment. For just ten per
cent of the cost of its BWTS, the company will
configure new ships for the easy installation of
such a unit at a later date. This means fitting
base components that allow the BWTS to be
‘plugged in’ when required. This is the first time
such an offering has been made in the industry.
It is OceanSaver’s answer to the confusion
that surrounds the IMO’s ballast water treatment
mandates, which require all tonnage to be
compliant by 2016. Some areas are yet to
ratify these requirements though, which creates
uncertainty and sees many ship owners delaying
planning for compliance. The early configuration
scheme delivers peace of mind by installing
essential piping and power supply connections,
as well as other key base parts, without the
need for substantial financial outlay. This then
means that the full system can be installed when
required and at a much faster pace.
Although the fact that the IMO conventions
have not yet been ratified presents some
challenges, OceanSaver is seeing an increased
number of requests for quotations, as well
as contracts approaching the final stages.
Furthermore, the company’s new ten per cent
proposition should see a higher rate of early
uptake as the industry gets closer to matching
the pace of the technology. v
Profile: OceanSaver
OceanSaverwww.oceansaver.com• Ballast water treatment expert• Specially designed technology• New early configuration proposition
largest fishing port. Today, this has all changed
and Drahtseilwerk has diversified into operating
primarily in shipping, across a variety of sectors
and the container handling market. Paramount
to the company’s ability to do this has been its
dedication to developing new products that
have spearheaded its move into new areas.
For example, its TRIFLEX rope has enabled the
company to provide a reliable solution for heavy
lifting cranes, as managing director Joachim
Pahl elaborates: “Within shipping and cargo
we are adapting to the industry’s needs for
example, formerly ships would normally have
a lot of low capacity cranes and crane gear on
board with standard ropes employed. But now
we are seeing more specialised cranes so we
have developed a special crane rope called
TRIFLEX to better serve the industry.”
Historically, Drahtseilwerk could produce
rotation resistant ropes of up to 42mm, but
rahtseilwerk GmbH has earned a steadfast reputation for providing first-class ropes for a variety of market
applications for close to 80 years. Since
it was last featured in Shipping and Marine
magazine during 2012 it has shown no signs
of slowing down, making further developments
and investments in the interim period. Indeed,
over the past 12 months Drahtseilwerk has
weathered the challenges faced by the wider
shipping sector and consolidated its position
within the shipping, container handling and other
specialist markets.
Based in Bremerhaven and in operation since
1934, the company has worked in a number of
markets and accrued a wealth of experience.
Its first operations centered on the production
of fishing ropes at a time when its Bremerhaven
location was home to continental Europe’s
www.shippingandmarine.co.uk - 87
D
Profile: Drahtseilwerk
A strong
heritageWithin shipping and cargo we are adapting to the industry’s needs for example, formerly ships would normally have a lot of low capacity cranes and crane gear on board with standard ropes employed. But now we are seeing more specialised cranes so we have developed a special crane rope called TRIFLEX to better serve the industry
the investment into a new machine means that
it can now create ropes of up to 58mm max,
which have a minimum breaking load of 340
metric tons and a length of up to 1000m.
“This has become a very important addition
to our portfolio and represents a relatively recent
development, with installation of the equipment
finishing earlier this year and operation beginning
at the end of July,” said Joachim. “We still have
another machine for six or eight strand ropes of
up to 84mm and 26 tonnes weight capability of
one rope.”
In addition to TRIFLEX Drahtseilwerk has
enjoyed great success with its DURA-Winchline,
DURA-Float and its long time stalwart ATLAS
ropes. “We have been producing the ATLAS
Mooring rope for many, many years, which still
sets a standard within the shipping industry for
mooring ropes, and we see that despite the
88 - www.shippingandmarine.co.uk
crisis in some parts of the shipping industry we
have been lucky to see customers go on with
our product, because they know what they are
getting,” Joachim explains. “Customers see that
the price may initially be relatively a little more
expensive but given the product’s long lifetime it
becomes a cheaper product in the end and this
is something that they recognise. So within the
shipping sector this product is still going strong.”
The ATLAS rope was first developed during
the 1960’s in conjunction with Bayer AG. Its
construction is made up of Perlon wires and
yarn that give it its incredibly strong body while
maintaining a level of flexibility that makes the
rope an ideal choice for mooring solutions.
These targeted properties are what have earned
the ATLAS range its reputation as an industry
standard in maritime applications.
Drahtseilwerk’s DURA range is constructed
to follow the same principles and has helped
propel the company into new markets in recent
years. The German cruise company AIDA has
recently adopted DURA-Float ropes, which are
designed to float on the surface of the water
rather than sink, for all of its new builds. Older
vessels will be outfitted with the new ropes
when their current ropes are renewed. This
represents a significant order for Drahtseilwerk
and a source of strong future business. Between
its ATLAS, DURA and other lines the company
has provided high quality ropes for deck
cranes, lifeboat falls, RO-RO hanging decks
and other vessel applications. It has also found
applications with the container handling market
in both land based and seaborne operations.
While the company’s selection of ropes have
found a solid range of applications and a host
of appreciative customers, it can sometimes be
difficult to convince buyers in some markets of
the benefits of paying a little more for a quality
product. As Joachim highlights: “It is not always
so easy within the shipping market to gauge the
work hours of ropes, in contrast for land uses
such a container handling it is easier because
obviously operators can keep track of how many
containers they have moved, so it is possible to
get an idea of the product’s working life. But of
course, over time shipping operators do start to
see problems with things like mooring lines and
at that point they decide that these problems
were encountered with other ropes and that is
why they opt to go back to using ATLAS ropes.”
As Drahtseilwerk moves into the future it is
committed to continuing to develop its products
and maintaining its uncompromisingly high
levels of quality. The company ensures that all
of its raw materials are sourced from trusted
European wire mills so that its ropes are of a
high quality at every stage. One of its most
recent developments comes in the form of a
coating for steel wires called BEZINAL3000. At
present the company has completed a number
of tests on the coating and found that it has
great potential for the shipping market in that it
offers significant resistance against corrosion.
Drahtseilwerk is set to implement this, alongside
a range of future developments in conjunction
with its strong product portfolio, to power the
company long into the future. v
www.shippingandmarine.co.uk - 89
We have been producing the ATLAS Mooring rope for many, many years, which still sets a standard within the shipping industry for mooring ropes and we see that despite the crisis in some parts of the shipping industry we have been lucky to see customers go on with our product
Profile: Drahtseilwerk
Drahtseilwerk GmbH www.drahtseilwerk.de• High strength, rotation-resistant ropes• Versatile market application• Dedicated development programme
124 - www.shippingandmarine.co.uk
In an industry increasingly dominated by ever larger panamax and capesize vessels, one company is creating a global niche in smaller mini-bulk ships
operating with vessels not larger then 20,000 tonnes deadweight (dwt). Oslo Bulk
is a privately owned shipping company, which
currently has offices in Singapore, Norway,
Denmark, USA and Russia. The business is
owned by a group of investors with years of
experience in shipping, providing Oslo Bulk with
the necessary expertise to forge a unique path in
the multi-purpose (MPP) bulk market.
Oslo Bulk is a fully integrated shipping
90 - www.shippingandmarine.co.uk
Proud to bedifferent
company with comprehensive in-house technical,
commercial and financial knowledge and
competence. As well as operating its own fleet
of ships Oslo Bulk is able to offer a full range of
ship management services through its subsidiary
Bulkship Management AS. Bulkship was
established in 1999 and has since worked from
its Kaliningrad office to co-ordinate its technical
management services. The ships managed by
the firm have full Russian crew and officers. This
fully complies with the international management
code for safe operation of ships and for pollution
prevention (ISM Code) for MPP shipping and
other cargos.
At present Oslo Bulk collectively operates 20
vessels globally. It owns a robust fleet of dry bulk
carriers, which are ten modern bulk sister vessels
of 8000 dwt. It oversaw the construction of the
ships, which were built at the Yangzijang shipyard
in China and has recently acquired a further
four 9300 dwt MPP vessels from Bockstiegel
Reederei in Germany. These vessels were built
during 2010 and 2011 in China and are ice
classed with 60 ton cranes, The group is currently
involved in the commercial management of a
further four MPP ships. “Oslo Bulk continues its
growth strategy in our niche market and focus on
strong long-term relationships with the industry
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Profile: Oslo Bulk Shipping
clients,” says Alf Andersen, director of Oslo
Bulk. “An aging fleet and a favorable order book
with a diverse cargo base characterise the mini
bulk market. In addition to this, the scrapping
activity for smaller vessels is high with about ten
per cent of the fleet being phased out in 2012.
The company is focused on forging ahead with
modern fuel efficient tonnage and in-house
commercial operations world-wide.”
As other operators turn to larger vessels and
diversify their fleets into other areas, Oslo Bulk
is poised to develop its niche market of smaller
vessels. In comparison to competitors who
have either moved away from mini-bulk ships
entirely or neglected to modernise their fleets,
the company offers a relatively young fleet of
modern MPP vessels. This has allowed Oslo
Bulk to develop a global market with a number
of benefits over arguably more fashionable larger
shipping markets as Alf explains: “The smaller
bulk project market is less volatile than the bigger
ships and has been fairly strong for us for the
past couple of years. We operate a mix of time
charter and project stock market contracts. I
would say that 40 per cent of our fleet is under
contract in time charter and the rest are in the
spot market. Our strength is based on our global
coverage, it we were local
we would be less strong than
we are presently, because as
one market is weakens other markets remains
stronger. So this has meant our business has
remained at acceptable levels.”
The high scrap rate of smaller vessels is
something that has proven to be a bane and a
boon for Oslo Bulk. High scrapping rates and
a decrease in construction of vessels under
20,000 dwt has created negative growth in the
number of mini-bulk ships operating within the
market place. This represents an opportunity
for Oslo Bulk to increase its own profile within
the sector with its modern and robust fleet and
comprehensive support systems, however it also
recognises that it is becoming difficult to obtain
vessels in its niche weight-class. This has guided
the company’s mission following the completion
of its recent acquisitions as Alf elaborates: “We
have to keep in mind that there are very few new
builds coming into the market under 20,000 dwt
and the scrapping is high. It is still a competitive
market but with negative growth meaning there
will be less ships in the long term, which is
promising for us.
“Of course, on the other hand it is not easy to
find shipyards to build ships of this size, so rather
than try to further grow the fleet we will be looking
Oslo Bulk Shipping www.oslobulk.com• Multi-purpose shipping• Global reach• Fully integrated shipping management
to consolidate over
the next few years
and use the current
fleet to drive the
business.”
Within this
strategy the upkeep
of its vessels takes
on paramount
importance. The
company is committed to ensuring that its ships
run as efficiently and in as environmentally friendly
way as possible. “It can be difficult to find fuel-
efficient ships in our size but there are two ways
you can go about this,” Alf begins. “One is to buy
a new hull design ships, however for our existing
fleet we implement continuous scrubbing of
the hull and propeller to ensure that our vessels
are as efficient as possible. As we are a fully
integrated shipping company maintenance of our
fleet is something we are able to execute very
effectively.”
Oslo Bulk Shipping is a company that
is unafraid to be different. On the contrary
by investing in a market neglected by other
operators it has found decent returns and
established a clear reputation and identity. Its
mission remains to be the leading name globally
in MPP bulk shipping for vessels under 20,000
dwt and with its robust fleet and expert industry
knowledge it is well on its way the reaching
its goal. v
124 - www.shippingandmarine.co.uk
Constantly growing in scope and expertise since its inception in 1994, Israel based Dynamic Shipping
Services (DSS) Ltd has gained an excellent reputation as a highly reputable first class shipping firm, providing ship management services, agency services, sale and purchase, chartering, brokerage and consultancy services. Specialising in special
project cargoes, general cargo vessels, container
vessels, Ro-Ro-Ro vessels, bulk carriers and
tankers of all types, the forward thinking firm’s
strategic goal is to provide the best possible
personal service to all charterers and owners
calling at all Israeli ports.
As a progressive, high quality and reputable
company, the success of DSS lies in its wide
spectrum of services and the efficiency of its
personnel. The company is also a member of
the Israeli Chamber of Shipping, a non-profit
organisation that promotes the interests of its
members on a national and international level,
as well as the Israeli Chamber of Commerce.
“The experience we have in agency services and
ship management allows us to give excellent
service to our customers,” highlights Zimi Cohen,
general manager and chairman of DSS. “In the
last year we have provided agency services
to over 300 vessels, servicing owners and
operators worldwide, and charterers in Israel.
The agency department is run by professional
92 - www.shippingandmarine.co.uk
Naturalprogression
people who have many years of experience in
the ports, are available 24/7, and are able to
give immediate solutions to any occurrences.
Their long-term good relationships with the port’s
officials also enable quick, efficient and excellent
performances, which mean that the vessel is
kept in the port for as little time as possible, thus
saving money for the owners and operators.
The ship management department
provides full management services to its
close ship owners, including everything from
documentation, certificates, insurance, crewing
and dry docking, spare parts, as well as
commercial management. Sales and purchasing
of vessels are also is available to clients.
DSS also offers forwarding services in Israel,
for imports and exports, by sea and by air, of all
types of cargoes, such as loading/discharge of
goods, haulage from/to the site, hire of heavy
cranes, surveys, customs clearance, purchase
and/or hire of containers, lashing services,
and tally services. Furthermore, it provides
logistic services to its importers, monitoring
and managing their stock of raw materials, and
co-ordinating next supply by ship, whenever
necessary, in order to assure fluent production.
The chartering department fixes ships for
import and export for customers, either bulk
cargoes, general cargoes, project cargoes, or
dangerous goods. It also provides employment
to the ships that are under management
of the company. Furthermore, long-term
contracts of affreightment (COA) have been
fixed, allowing long-term employment for the
ships, and providing long-term regular work,
notwithstanding the actual market conditions.
Available 24 hours a day, 365 days a year,
DSS has the capabilities and expertise to supply
the best shipping solutions at short notice in a
short time frame, and at competitive prices. It’s
policy is to greet everyone with a big smile, to
give the clients the feeling that they are always
right, to make everyone feel ‘at home’, as well as
provide perfectly clear, transparent and honest
accountancy, without derogating from the skills
and knowledge of the human factor. These
factors have ensured DSS retains its clientele
and stands out against its competitors. Having
gained an excellent reputation, the company has
ties with ship owners and charterers around the
world, who trust its expertise.
Since appearing in Shipping and Marine
magazine in July 2012, Zimi elaborates on recent
developments: “Things have been relatively
steady, with an increase of 20 per cent annually
over the last two years, and the market has
remained quite strong; however there has been
a huge development through the discovery of
Israel’s natural gas reserves, which is changing
the whole perspective of energy in our area. Due
to this development we have been concentrating
more on the offshore oil and gas industry as
there is a lot of equipment going on and off rigs
such as pipes and drilling equipment.”
www.shippingandmarine.co.uk - 93
Profile: Dynamic Shipping Services Ltd
progressionWith an eye for upcoming opportunities,
DSS first became involved in the LNG sector in
2004 due to the activity relating to its previous
experience in shipping coal. A service provider
to various military industries, DSS is familiar with
handling break-bulk, military and hazardous
cargoes.
The Oil & Gas department was established
in 2003 following a vision that this is the field
of the future, and a decision has been taken to
focus and concentrate on developing the LNG
sector in Israel. “In 2004 we began studying and
eventually investing in LNG feeder vessels and in
2006 we began activities in promoting offshore
services, receiving terminals, which led to several
consultancies in LNG projects in several parts of
the world,” says Zimi, “and that was well before
unbelievable huge reserves of natural gas have
been discovered in the East Mediterranean Sea,
between Cyprus and Israel.”
Focused on LNG feeders between 2500
and 30,000 cubic meters, DSS has so far been
involved in a number of small-scale projects,
both upstream and downstream, gaining
valuable experience from these operations.
With this knowledge, the company can also
offer expert advice to different governments and
companies on this burgeoning sector. Proud
to be one of the few organisations in Israel
involved in and calling for the proliferation of
LNG as a feasible fuel source, DSS has spoken
to a vast amount of audiences to explain to the
public, large firms, government, and parliament
members the ability and availability of LNG.
While the LNG supply chain in the Middle East
continued to develop, the company stepped into
other related sectors by growing the full small-
scale supply chain for LNG before moving into
offshore receiving terminals (FSRUs) on behalf of
the nation’s government in 2008. The sector is
gaining steady momentum while the company
awaits government tenders. “We are committed
to LNG and have pushed for the FSRUs to be
seen as the best solution for the country’s needs;
we think this could be the big breakthrough in
the future for Israel, which is why we participate
in conventions that enable us to be in contact
with major players in these fields,” says Zimi.
This dedication has ensured DSS’s position at
the forefront of the LNG market and thus
guaranteed its involvement in future projects in
years to come. v
Dynamic Shipping Services Ltdwww.dynamic-shipping.com• Specialises in cargo solutions• Been involved in the LNG sector since 2004• Constantly grown in expertise since its inception
124 - www.shippingandmarine.co.uk
O ver the course of the last
85 years Frydenbø Sabb
Motor AS has manufactured
and delivered well over
85,000 diesel engines. A cornerstone company
in Bergen since it began in 1925, 10,000 engines
had been delivered by 1958, and 50,000 by
1976. From 1960 onwards Frydenbø Sabb Motor
moved into the development of diesel engines for
the lifeboat industry, where it remains one of the
leading manufacturers in the world today.
“Our lifeboat engines are distributed to every
corner of the world through lifeboat builders in
three continents,” begins Arne Alrek, CEO. “We
also provide professional diesel engines and
generator sets for pleasure boats, fish farming
vessels, professional workboats, and the marine
commercial industry. Our mission is to constantly
provide better for our customers, as well as
working to generally improve the product range
for our respective markets.”
The engine is a vital component of a vessel’s
safety system and lifeboats are no exception.
Frydenbø Sabb Motor demands that its engine
start, and keep running, no matter what. As such
the SABB brand has gained a reputation for its
ability to operate in all sorts of adverse conditions.
This includes the harshest of environments,
94 - www.shippingandmarine.co.uk
Motoringahead
with SABB engines capable of working in
temperatures as low as minus 25°C, endure
360 degree rotations, and perform even when
submerged to mid crankshaft level. Other engine
types are also available from leading brands Lister
Petter and FPT Iveco.
Furthermore, Frydenbø Sabb Motor engineers
and develops its own SABB branded controllable
pitch propeller (CPP) gearboxes for the domestic
and export workboat market. “We have a range
of four models of CPP gearboxes,” elaborates
Arne. “These are used by professional and
commercial customers, and proven to be the
most reliable and durable pitch propeller gearbox
on today’s market. The SABB
CPP gearboxes have been
fully developed, engineered
and produced in our factory
in Bergen, Norway since the
1970s.”
In this way, Frydenbø Sabb
Motor’s long heritage is a clear
differentiator for the business,
with a strong track record and
extensive know-how, but the
company is also recognised for
its innovations. This includes
being the first lifeboat company
to meet the EU E0406 regulations in January
2012.
“We’ve developed the first marine propulsion
engine of its kind that is able to run upside
down,” enthuses Arne. “This is a highly
specialised engine for freefall lifeboat applications
for one of the largest lifeboat builders in the
world. They required an engine that would meet
the strict new regulations for the North Sea,
OS E406, which among other requirements
needed to be able to run upside down due to the
possible capsizing of the lifeboat in an emergency
situation. This engine is based on a six-cylinder
Iveco engine putting out 280 bhp at 2800 rpm,
www.shippingandmarine.co.uk - 95
The aftersales performance is a measurement of the health in a supplying business. We work to ensure quality in every aspect of our products, with highly skilled and dedicated personnel, as well as working with our sub-suppliers
Profile: Frydenbø Sabb Motor
and is placed in what is currently the largest
freefall lifeboat – the FF1200 from Harding of
Norway.”
It’s not just the technology itself though that
makes a product good, Frydenbø Sabb Motor
also believes that an effective support system is
necessary. As such, the company’s aftersales
service is a key focus. “This is vital as our
customers are reliant on our services and spare
parts from the minute we have delivered a new
product to them. Also the aftersales performance
is a measurement of the health in a supplying
business. We work to ensure quality in every
aspect of our products, with highly skilled and
dedicated personnel, as well as working with our
sub-suppliers,” describes Arne.
The result is a reliable and technically advanced
engine that comes with a comprehensive service
offering when the client needs it. This is delivered
through co-ordinated service workshops
dedicated to repair and maintenance, as well as
the company’s central location, which has easy
access to a deepwater harbour, and modern
testing and measuring facilities. For many working
in extreme conditions, Frydenbø Sabb Motor
represents the ultimate in quality.
With thousands of SABB engines used daily
worldwide, Frydenbø Sabb Motor is rightly
proud of its reputation. As to how the company
intends to maintain this, Arne reveals some of
the areas it has been working on: “We have
focused on basically trying to grow sensibly in
our markets through internal knowledge and
training, combined with increasing expertise in
our products together with our key sub-suppliers
and brand manufacturers. This will in our view
help us continue to grow our business in the
years to come. Generally for the future we hold
high hopes. We will continue to further develop
and build our high quality diesel marine engines,
generator sets and CPP gears, and slowly try to
expand to new markets and niches.” v
Frydenbø Sabb Motor www.frydenbosabb.no• Supplies lifeboat engines• World leader• New innovations
124 - www.shippingandmarine.co.uk
We are proud to be celebrating our 150 year anniversary in 2015 as a company that is still privately owned, with shareholders that are incredibly active in the daily business and operations of our organisation
96 - www.shippingandmarine.co.uk
Deliveringknow-how
ounded in 1865 by Friedrich Heinrich Bertling, the Bertling Group has been committed to project freight forwarding for
nearly 150 years, specialising in the safe, efficient and timely delivery of specialist cargo to remote or challenging locations, across seas and harsh terrains. Initially a ship
owning and operating firm, Bertling today offers
a wide range of services on a global scale from
its international network of more than 90 offices;
available as a wholly integrated package, as a
combination of services or as individual client
specific projects, these include: movement of all
cargo sizes, risk and compliance management,
technical and commercial consulting, health,
safety and environmental planning, route surveys,
feasibility planning and road freight, rail freight and
air freight planning and delivery.
“We are proud to be celebrating our 150
year anniversary in 2015 as a company that
is still privately owned, with shareholders that
are incredibly active in the daily business and
operations of our organisation. This dedication
to remaining an independent company with
actively involved shareholders is in accordance
with the legacy of our tradition, something we
continue to value today,” says Anders Jarkas,
F
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Profile: Bertling Logistics in Sweden (FH Bertling AB)
know-how
Photos show stowing, lashing and securing cargo – only some of Bertling’s areas of expertise.
director of Bertling Logistics Sweden, part
of the Scandinavian division of the Bertling
Group. Established in 1991, Bertling Logistics
Sweden has more than 20 years experience
in offering tailor-made logistics solutions to its
worldwide clients. Acting as an independent
fourth party logistics service provider, the goal
of Bertling’s offices in Sweden has always been
to provide logistics solutions to meet the needs
and demands of its customers. Through this
approach Bertling has earned a solid reputation
in both the Scandinavian market and beyond.
The latest addition to Bertling’s global network
– the new Oslo office – further strengthens
Bertling’s setup in Scandinavia.
Offering a service range that meets goals
and exceeds expectations, Bertling utilises its
own fleet of modern vessels and its in-house
IT company, BESITEC, to deliver projects in a
reliable, compliant and safe manner. Founded
in 2003, BESITEC acts as an independent IT
company that provides IT services to customers
in the shipping and freight forwarding industry.
BESITEC focuses on its clients’ administrative,
operational and management requirements
and develops solutions to provide high quality
logistics and transport services to all kinds and
sizes of projects. These range from IT and EDI
consultancy, to system specification, software,
project management as well as user training and
support.
“At present our core services are logistics,
shipping and IT which can be for air freight,
container freight, warehousing and shipping,
the last of which is done with the 100 per cent
owned Bertling fleet,” says Anders. “We currently
98 - www.shippingandmarine.co.uk
have 18 ships, 14 of which are open hatch box
shaped general cargo carriers as well as three
bulk carriers; all of these ships are between
35,000 tonnes and 50,000 tonnes. Our offices in
Hamburg, Singapore, Shanghai, Peru and Chile
complete all ship owning and operating, while
other offices offer support to our customers all
over the world, in whatever time zone is required.
This enables us to remain close to our clients
who we view more as partners. By working
Profile: Bertling Logistics in Sweden (FH Bertling AB)
together to set up and achieve common goals
we bring more value to our service and give our
clients complete satisfaction.”
Operating vessels to and from worldwide
locations, Bertling’s expert personnel seek the
most responsible and efficient solution for a
wide variety of cargoes and goods, ranging
from agricultural products, raw materials
and project cargo. The vessels are primarily
deployed in South America, the US Gulf area, the
Mediterranean and Asia and the US east coast.
Despite a challenging few years in chartering and
shipping due to the economic crisis, the Bertling
Group has enjoyed particular success in offering
logistics freight forwarding services to the oil
and gas industry, gaining a number of contracts
with major firms in recent years. “We are market
leaders when it comes to logistics, particularly
within the oil and gas market. We are expanding
this focus into Nigeria, Kenya and Uganda, where
we are also generating a lot of activity,” highlights
Anders.
With plans to move further into the oil and gas
and mining industries, Bertling has increased its
focus on health, safety, security and environment
(HSSE), compliance and social responsibility.
“Compliance and HSSE are extremely important
to us and we are committed to providing
clients with the highest possible level of quality
service available; this has been exemplified by
us maintaining ISO 9001:2008, 14001:2008 as
well as the AEO and IATA Agent certifications,”
explains Anders.
With the health and safety mantra of ‘forward
safely’, Bertling’s HSSE policies have been
developed by qualified and experienced in-
house specialists to ensure clients’ goods are
transported without damage to the environment,
hazard to personnel and without risk to cargo.
“With nearly 150 years of experience in the freight
forwarding industry, we intend to still be operating
in the future by focusing on health and safety
and delivering projects reliably and compliantly,”
concludes Anders. v
Bertling Logistics in Sweden (FH Bertling AB)
www.bertling.com• Bertling established in 1865 • More than 90 offices and 1500 staff• Two offices in Sweden, one in Finland, one in Norway• Has increased its focus on HSSE and Compliance
eederei Heino Winter is the ship management arm of the Heino Winter Group, which also consists of an
engineering office as a worldwide supplier of technical shipping equipment. Although
officially founded in October 1977, Reederei
Heino Winter is the result of several generations
of development.
Its beginnings lie with Jonny Winter who put
in place the basis for a modern coastal shipping
company following World War Two with the
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R
Profile: Reederei Heino Winter
Flying theflag
100 - www.shippingandmarine.co.uk
construction of one of the first German container
vessels. Following in his father’s footsteps,
Heino Winter spent time at sea as a maritime
engineer, before coming ashore to establish his
own fleet. In 1978 the first new build ‘MV Tilia’
was ordered from Howaldtswerke Deutsche
Werft AG (HDW).
This was the last vessel to be launched at
HDW in Hamburg after more than 100 years of
shipbuilding. Following this first delivery, Heino
Winter shared the company duties with Gerlinde
Winter who looked after the commercial
department. This left Heino free to take care
of technical inspection, and the planning and
advancement of the business.
Simultaneously to Reederei Heino Winter,
he also launched the engineering office
Heino Winter GmbH, which took over the
technical management and maintenance
of the company’s own fleet, and third party
customers. The engineering office also acts
as the purchasing division for Reederei Heino
Winter, and supplies a further 250 other vessels
with spare parts and technical equipment. This
includes all consumable goods and working
gear for operating vessels, and initial engine,
deck, office, bridge, galley and crew equipment
for new builds.
For its own part Reederei Heino Winter
undertakes the complete management of its
internal fleet, and third party seagoing vessels.
This incorporates everything from financial
management and accounting to technical
and nautical inspection. The company also
undertakes audits and surveys, offers advice
and implementation of management systems,
and plans and implements repairs, dry docking,
and new build supervision.
For over 20 years, the business primarily
operated out of Altona, but relocated to
Finkenwerder when demand for stock
requirements increased. This new site sees both
the shipping and engineering offices located in a
shared building, with large warehouse capacity,
that is also strategically close to both the
harbour and local airport.
At present Reederei Heino Winter is
responsible for an internal fleet of around
16 partly-owned vessels, all built within the
last decade. These vessels are a mixture of
Reederei Heino Winter strives towards long-term connections with its customers, and clearly the company delivers results that allow for this
container ships and heavy lift dry cargo assets.
The latest two are the ‘MV Pacific Winter’ and
‘MV Tasmanic Winter’, which were delivered last
year from the Quingshan Shipyard.
One external client that Reederei Heino Winter
is closely associated with is the Rickmers Group.
The company manages four chartered vessels
for the Group, including the recently baptised
Rickmers Chennai. This multipurpose heavy
lift vessel has a totally lifting capacity of 800
tonnes, and is the sister ship of the Rickmers
Dubai. Having proven to be a successful asset
to the fleet, the Rickmers Chennai provides
greater flexibility in the Group’s Middle Eastern
and Indian services. As such, Reederei Heino
Winter hopes that this will signify many more
years of collaboration, as its close partnership
with Rickmers enables the Group to offers its
customers an expanded services and wider
choice of ports of call.
Since its arrival the Rickmers Chennai has
already undertaken a major delivery project,
managed by Reederei Heino Winter. This was
the hoisting of a 360-tonne floating crane in
Vlissingen, the Netherlands, for which the
Rickmers Chennai was well suited due to
its tandem 400-tonne cranes and stability
pontoons.
Another vessel which is chartered to Rickmers
is the ‘MV Baltic Winter’. Earlier this year the
vessel undertook a six week long voyage to
deliver a 550-tonne Bangladesh-manufactured
ferry, which now operates the Isefjorden
crossing in Hundested. Seven miles out from
the coast, the Baltic Winter used its two heavy
lift cranes to lower the ferry into the water, which
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Profile: Reederei Heino Winter
Reederei Heino Winter www.reederei-winter.de• Ship management firm• Associated technical services• Close client relationships
then arrived into port under its own steam.
As this relationship demonstrates, Reederei
Heino Winter strives towards long-term
connections with its customers, and clearly
the company delivers results that allow for this.
The associated engineering office allows the
company to offer greater value, with a complete
range of services, that means customers can be
confident that their vessels are being managed
to the highest degree. v
124 - www.shippingandmarine.co.uk102 - www.shippingandmarine.co.uk
Piet-Hein Kolff
013 and beyond represent something of a milestone for the Netherlands Port of Den Helder. In a significant changing of the guard for the port, it has recently changed from public ownership to become a private entity. As a result of this shift the way is now clear for
a host of new opportunities supported by the emergence of new business opportunities
and an empowered spirit of co-operation. Ownership of the port was transferred to the
municipal port authority on 1st January this year and its current CEO, Piet-Hein Kolff was
appointed in July. Since then the port authority has showed no sigh of slowing down as it
moves to revitalise the port as a centre of industry.
Even before it came under private ownership the Port of Den Helder represented
expansionOpportunities for
2
www.shippingandmarine.co.uk - 103
In a significant changing of the guard for the port, it has recently changed from public ownership to become a private entity. As a result of this shift the way is now clear for a host of new opportunities supported by the emergence of new business opportunities and an empowered spirit of co-operation
Profile: Port of Den Helder
a dynamic economic hub with varied and
industrious sectors working within it. Today the
port is focused on four main strands that offer
a unique blend of products and services that
greatly strengthen the port’s reputation as a vital
maritime centre. Den Helder is perfectly located
to service Holland’s offshore oil and gas sector as
it the closest port to the country’s offshore fields,
making it an obvious choice for operators looking
to install or maintain offshore infrastructure. While
representing the first strand in the port authorities
strategy, the offshore market in the region is
a dynamic one and is currently set to change
drastically over the coming years. The sector is
in a state of transition as many of the topside
rigs in the area are approaching their 30-year
lifespan and are soon to be decommissioned.
Rather than representing a fall in business, the
decommissioning process will bring a lot of
activity to the port as operators work to remove
the equipment safely. These recovery operations
will also be complimented by the industries move
into subsea operations, which Den Helder is
ready to facilitate.
Encouraging the move into the subsea sector
are the port’s training and development pool and
supporting facilities, which offer both offshore/
subsea operators and naval contractors the
opportunity to develop how they explore the
surface of the ocean. The ability to offer these
facilities represents a second important area of
focus for the port. The mutual benefit of this for it
and its customers is that it encourages long-term
co-operation between the port and operators and
represents a vital source of future development.
Likewise, these facilities strengthen the
relationship between Den Helder and Holland’s
Navy, which has been based at the port since the
end of the Second World War.
The relationship between Den Helder and
Holland’s Navy has been long and cordial,
but much like other sectors in the port it is a
relationship that is set to change. Changes in
funding have meant that the Dutch Navy has
expansionOpportunities for
104 - www.shippingandmarine.co.uk
had to scale back, resulting in even closer
co-operation between the port authority and
the Navy then ever before. Previously, naval
operations were a vital if almost segregated part
of the port’s business, however with its operation
scaled back the Navy is able to offer shared
use of its cutting edge facilities and berthing
space. Also, as some of the space in and around
the port that was previously used by the Navy
becomes disused it is quickly being adapted for
commercial use. This way the port authority can
ensure that none of its infrastructure is left idle.
This will propel this section of the port to make it
an even more integral part of port life, able to offer
overflow and support services to commercial
shipping, while retaining its traditional naval
presence. Commenting on the facility Piet-Hein
Kolff says: “These facilities are a unique selling
point for the port. We like to think of ourselves as
a ‘greenhouse’ for knowledge and we are trying
to grow the expertise of the offshore and naval
sectors and bring this to the subsea market. We
are able to offer operators the opportunity to test
and operate subsea submarines and we are very
keen to encourage the sharing of experience
between all of these sectors.”
The forth strand in the Den Helder port
authority’s business is found in its small, but
traditional fishing fleet, which has consistently
been a staple player in the port’s activities.
Maintaining its values of tradition and co-
operation, the Port of Den Helder also operates
a Museum Port, which features workshops
for construction and restoration and facilitates
ferry operations to the island of Texel, which are
carried out by the Teso ferry company.
As the port transitions from its public
beginnings into an exciting private enterprise it
brings with it a host of strong industry sectors.
What is more impressive is that while each of
these sectors are likewise in a liminal phase, none
of them are in a state of decline. Where operators
is changing their focus and reorganising to
address changing markets, Den Helder is skillfully
adapting to ensure it remains at the cutting edge
in providing the kind of services its clients require.
With its curious blend of tradition and inspired
forward thinking the waters ahead are clear for
the Port of Den Helder. v
Profile: Port of Den Helder
Port of Den Helderwww.podh.eu• Ideally located offshore base• Diverse industry portfolio• Continued investment
petersonPeterson, formerly known as Peterson SBS, has provided integrated logistics services to the world’s leading players in the oil and gas industry since 1968. Being the lead logistics provider for the North Sea, our key position in Den Helder proves crucial for our operation.Peterson delivers cost-effective and innovative offshore solutions that meet the highest possible standards of safety to people and the environment. Our core values are honesty, integrity, safety, entrepreneurship, respect for people, society and environment.
recently, including the appointment of a new
chief executive, Tim Waggott. Mr. Waggott’s
appointment comes at a time of significant
investment in the port’s infrastructure and
facilities as Tim elaborates: “We are currently
investing a total of £85 million in developing the
port infrastructure over the next five years. That
includes a significant expansion of our freight
capacity within the port. Our traffic management
improvement (TMI) project is going to create
space for about 220 freight vehicles within the
port and that equates to about 2.4 miles of single
lane traffic if it was stacked nose to tail. It brings
that into the port environment and provides a
holding area for particular operators if they are
experiencing increased volumes – the port as a
whole is enjoying double digit growth in freight
volumes so far this year. It is very much part of
improving the vista of the port and provides a
really improved visual impression of the port as a
whole and certainly improves our resilience as a
major international ferry port and gateway.”
ince the Port of Dover was last included in Shipping and Marine in 2012 it has been focused on evolving its
services to keep up with the ever-changing demands of operating a busy port. As one of
the world’s busiest drive-on, drive-off terminals,
the Port of Dover represents one of the United
Kingdom’s most vital transport hubs and its
board of directors is dedicated to ensuring the
port remains one step ahead in anticipating and
meeting its customers needs. The port operates
as a trust port, meaning that its board members
are not shareholders and are largely appointed
by the Department for Transport. This ensures
that the port can count of the best possible
management to guide it as it takes responsibility
for over 13 million passengers travelling through
the port, as well as its other important shipping
activities including general cargo, cruising and
marina.
The port has seen a number of developments
www.shippingandmarine.co.uk - 105
S
Tim Waggott, chief executive at the Port of Dover
Profile: Port of Dover
A portcommunity
The TMI project is due to be completed over
the course of nine phases ending in 2015 to
minimise the level of disruption to customers
in the live environment. Reflecting on the work
Tim notes: “Demolition work is well under way
and there is a real sense of transformation.
The eastern docks has just celebrated its 60th
anniversary as a ferry terminal and by working
hard to ease congestion and provide an ever
better product we are getting it prepared for its
next 60 years.”
The port is also making significant investment
in its berthing infrastructure, renovating four
of its main berths. The work on this project is
progressing well, with refurbishment on berth
number three having already being completed
and work on berth number six set to finish around
October-November this year. Following this, work
will begin on berths two and seven so that the
port will have six fully functional Dover Max ferry
berths by 2015. This will have a significant impact
on the industry as a whole as Dover’s sister port,
Calais, is set to begin work to increase its ferry
berths from four to six to match Dover.
Customer focus and feedback are as key
to the port as its infrastructure. Through the
implementation of modern communication
technology the Port of Dover seeks to offer an
improved, contemporary service and engage with
its customers to maintain a closer relationship
with the port’s users and gain valuable consumer
106 - www.shippingandmarine.co.uk
feedback as Tim explains: “One of the things we
have introduced very recently for the travelling
public and the consumer is free Wi-Fi in the
eastern docks. We are refreshing the product
that we offer and providing customers with what
they should expect, in my opinion, from a major
transport hub. We aim to then be able to engage
with our customers and find out what they think
about our facilities. Be in no doubt, we want to
be the best in the world by virtue of what our
customers tell us!
“What we want to do is find multiple channels
to engage with our customers. We are already
engaging through Twitter and we aim to start to
survey them and will ask them questions about
their experience and over time engage further via
other forms of social media. What this will enable
us to do is have very short, targeted surveys.
People are very busy and do not want to sit and
do a 10-15 minute telephone survey or fill in a
long detailed survey that takes 20-25 minutes.
Our aim is to listen to our customers effectively
because we can’t find out what they think of our
services if we don’t engage directly with them.”
Community is an integral part of how the Port
of Dover operates, whether it is its customers,
employees or the local population around Dover,
the port is committed to building and maintaining
positive long-term relationships. As newly
appointed chief executive, this is true for no one
more then it is for Tim who explains why he is so
passionate about the port and its community:
“I have worked at the Port of Dover initially as
finance director and more recently chief executive
for over six years and I served for five years as the
honorary treasurer at the British Ports Association
of which I am currently a council member. What
I now want to do is really connect the port with
its community and make it an integral part of it at
every stage of development.
“The port supports directly or indirectly about
22,000 jobs over half of which are in Dover.
I really want a meaningful dialogue with the
people of Dover about how the port can make
things better for this community. It’s not our job
to regenerate Dover, but if we are successful as
a port and as a growing business in providing
opportunities working in partnership with the
community, then in my view everyone will
flourish. The port cannot and must not sit and
work independently, for me that is simply not an
option. I can’t come to work and have a dull day;
I want to be passionate about what I do, and I
am fully committed to doing the best I can for our
customers and community.” v
www.shippingandmarine.co.uk - 107
TONY GEE AND PARTNERSFuture proofing of port services includes life extension works to the twin Ro-Ro linkspans at Berths 2, 3 and 7 with design by Tony Gee and Partners, supported by Eadon Consulting and Gleeds. The works will ensure reliable performance, and enhanced safety for operation of the Berths. A technical feature of the works has been the application of ultrasonic impact treatment (UIT) to critical welds to the orthotropic bridge decks, to assure extended life expectancy.
Profile: Port of Dover
Port of Doverwww.doverport.co.uk• Europe’s most successful ferry port• £85 million pounds of investment• Cargo, cruising and marina facilities
124 - www.shippingandmarine.co.uk108 - www.shippingandmarine.co.uk
Stolt Sneland at Oiltanking Stolthaven Antwerp
ased in the Netherlands, De Keizer has specialised in the installation of custom electrotechnical systems
in superyachts and ships since 1965. The company designs, builds and installs
sophisticated computerised security systems
and complex monitoring and control systems
in the maritime sector, and also possesses
extensive knowledge and experience in the field
of entertainment and control systems.
A prime example of this is the work the
company is doing on the MY Golden Age, a
vessel that is due for completion in April 2015. De
Keizer is one of Hakvoort’s prime co-makers on
this contract, and is responsible for the complete
overall electrical installation onboard. AMCS
DekaSis will be, as system integrator, a key
element of this prestigious Hakvoort new built.
The MY Golden Age is a 61-metre superyacht,
which will feature a carefully considered balance
of indoor and outdoor spaces. One of the most
striking features will be the positioning of the
four guest suites and VIP stateroom on the
main deck, ensuring that all guests have superb
views. The main deck will also be home to a
large dining room and lounge, with the owners’
accommodation housed on a dedicated private
deck above. This extra deck will comprise the
master stateroom forward with two bathrooms,
a master study and a bar with sky lounge. Above
will be the bridge deck with wheelhouse and a
range of facilities for the captain, with the rest
of the crew also being very well catered for on
the lower deck. In addition to four crew cabins
excellenceThe pursuit of
B
www.shippingandmarine.co.uk - 109
Profile: De Keizer Marine Engineering
forward, there will be an additional cabin on
the lower deck for a nanny, pilot or masseur.
The latter will undoubtedly be impressed with
the dedicated massage room and the lower
deck will also feature a hammam and a steam
shower in the spacious lazarette. Two large
tenders will be launched from both port and
starboard. Add in the sun deck with a 3x2 metre
swimming pool and this is clearly going to be
a magnificent superyacht in every sense. The
interior and exterior will come from the drawing
boards of Sinot Yacht Design and reflect a
classic contemporary style. Naval architecture,
construction and engineering design for this
project will be by Diana Yacht Design, which
has been given the brief to optimise technical
accessibility and keep maintenance requirements
to a minimum.
The De Keizer DekaSis system, which will
feature on the MY Golden Age, is a decentralised
AMC (alarm, monitoring and control) system.
DekaSis is a custom built, user-friendly interface
for more onboard comfort with an automatic
back-up system that allows clients to operate
their systems from various locations via DVI
Touch Screens.
De Keizer developed the decentralised system
to save cables and thus weight, and increase
flexibility during and after construction. Creating
redundancy was a key issue. The PCs, PLCs
and network are all redundant. This means that
the underlying system automatically takes over in
case of failure in one system. It also reduces fuel
consumption and peak loads, and creates more
space on the bridge.
Thanks to the decentralised layout, clients
can add equipment or functionalities to the
system after it has been delivered. Touchscreens
enable the redesign of control elements without
actually having to add new switches in the
already finished interior or control panels. The
industrially sorted computers use two compact
flash memory cards that, unlike hard discs, are
shockproof. DekaSis components have been
certified by the major maritime classification
societies such as Lloyds, ABS, GL and DNV.
DekaSis was developed in-house by De
Keizer’s R&D department, which is constantly on
the lookout for new solutions and improvements
for existing systems. The result of this approach
has led to the development, alongside DekaSis,
of the DekaSmartGrid and the KVM switch.
The DekaSmartGrid is an intelligent solution
that consists of technology and software to
optimise the use of power onboard. Superyachts
use generators that rarely work to their best
in a conventional setup. The DekaSmartGrid
ensures that they are used
more efficiently and that any
surplus power generated is
stored in batteries for use
later. This results in lower
fuel consumption, while the
generators will not suffer
from the build-up of soot –
enhancing the performance
and lifespan of the generators.
The DekaSmartGrid
therefore ensures that a yacht
generates power efficiently,
which reduces operational
costs and benefits the
environment. Additionally,
the system saves space due
to smaller generators and
an easier installation of the
batteries. The DekaSmartGrid
is also able to support
the share connection and
considerably reduce electricity
costs in port by using the
battery. As a stand-alone
system it also enhances user-
friendliness, reduces smoke
and exhaust emissions, and
increases the options for silent
periods.
De Keizer developed an
optical KVM (Keyboard,
Video, Mouse) Switch in
close co-operation with IHSE. The design of
the KVM switch is a combination of its years of
nautical experience and IHSE’s knowledge of
video switching technologies. It provides access
to computers from multiple locations onboard
a yacht, allowing users to monitor and check
the radar, CCTV and AMCS as well as use the
navigation system. The fibre optical systems
ensure that De Keizer can guarantee perfect
picture quality and high speed. Unlike analogue
signals via copper cables, which are sensitive to
interference, the fibre optical systems allow the
transfer of digital video and USB signals over
distances of up to ten kilometres without loss or
distortion.
It is clear that De Keizer highly values
innovation in its mission to make unlimited
technical opportunities possible for superyachts.
However, the technological side of the company
is supported by a comprehensive service
department, which is also known as ‘the guys
in red’. This team is always ready to support
clients and their crew anywhere in the world. The
performance of a superyacht relies on regular
professional maintenance and the right support
at the right time - De Keizer’s experienced,
international 24/7-operating service team is
always available, whenever and wherever it is
needed. This is why ‘the guys in red’ are known
throughout the superyacht world.
EntertainmentWhen a customer orders a vessel worthy of
the title ‘superyacht’, he wants the perfect
combination of looks, performance, and style.
One of the major components of the impact of a
vessel is the entertainment on board and this is
another area where De Keizer excels.
The company designs an entertainment set-up
by listening to a client’s ideas and developing
a system that exceeds their expectations.
Entertainment, lighting, IT, climate control; all of
these can integrate into one of its control systems
- it understands that onboard entertainment is
a total experience, and that it must meet the
highest personal demands.
As a result, each client request is a new
challenge for the entertainment and control
110- www.shippingandmarine.co.uk
designers. Examples of previous assignments
include complete outdoor cinemas that can
be enjoyed while lying in the pool; the largest
television screens concealed in ceilings or
furniture; or a dance floor that consists entirely of
coloured fields that bring the yacht to life as the
party gets underway.
These and other individual demands can be
integrated within a user-friendly interface such
as an iPad. This allows a client to control all
functions via a single screen from anywhere on
their yacht. If so desired, this feature can also be
developed for other guests onboard.
De Keizer is also skilled in the latest
applications of, for instance, modern 3D
televisions, or the oculus technology; the Google
Earth for yachts which shows the course being
charted by the captain.
When considering the amazing array of
vessels that feature De Keizer technology and
the fascinating market in which it works, it is
no surprise to learn that the Discovery Channel
wanted to make a television series about this
industry. De Keizer was a part of the series
called ‘Superyachts’, which was broadcast on
the Discovery Channel, and took a look at the
Dutch yacht building industry. It gave insight into
some of the world’s largest and most impressive
superyachts, and over six episodes, Discovery
Channel followed the Dutch luxury yachting
industry, its leading characters, and it showed the
innovation, technology and design behind this
exclusive industry.
A century of shipbuilding, traditional values
of craftsmanship, the latest technologies and
the finest equipment are all ingredients for what
turned out to be a spectacular and exclusive
series about the industry and its pursuit of
perfection in luxury ship building. v
Profile: De Keizer Marine Engineering
De Keizer Marine Engineeringwww.dekeizermarine.com• Passion for electrical systems in luxury yacht building• Aims to be leader in leader in maritime electrical engineering• Activities take place in close consultation with owners and yard
Helmacab HollandHelmacab Holland is a wholesaler of ship and industrial cable, focusing on service. By responding quickly to questions from its customers it has been able to expand its stock with different types of cables. Such as: BOQP Marine Multi Flex underwater cable in the sizes 3 x 50mm² and 3 x 95 mm² and LKEM-HF installation cable on packs of 200 and 100 mtr. These cables can be delivered from stock.
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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