Shipping and Marine Issue 102 Final Edition

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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[email protected]

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

[email protected]

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

[email protected]

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

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FEATURES

2 - www.shippingandmarine.co.uk

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.”

News


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. [email protected]

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


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


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


T

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.


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.


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


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


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.


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


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


C

EXECUTIVE COACHING

Senior managers in the maritime sector can benefit from using intuitive intelligence in leadership. Brian Bacon explains the principles

mindAll in the


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

16 - www.shippingandmarine.co.uk -

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

124 - www.shippingandmarine.co.uk18 - www.shippingandmarine.co.uk

The gateway toEurope

W


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

http://www.kalmarglobal.com


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

http://www.colombier.com

http://www.whstevens.be

Profile: PSA Zeebrugge


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

http://www.vanwellen.be


T


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

“


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

http://www.northlincstyreslimited.co.uk


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

http://www.graham.co.uk

Profile: Associated British Ports Grimsby and Immingham


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

http://www.accessoffshoremarine.com


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


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

http://www.gyllenlind.se


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


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


Profile: schottel

SCHOTTEL Rim Thruster SRT

http://www.fundvisa-propellers.es


http://www.damenmc.com

http://www.klingelnberg.com

Profile: Schottel


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


Profile: Port of Liverpool (Peel Ports Mersey Division)

http://www.liebherr.com

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


T

Port of Liverpool

Ambitious plans


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.


http://www.terbergdts.co.uk

http://www.royalhaskoningdhv.com

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


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


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.



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

http://www.cofely.co.uk

http://www.boskalis.co.uk

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


W

Profile: Roll Group

A newapproach


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

http://www.wfscorp.com

http://www.smeerprobleem.nl

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


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

http://www.konutherm.com


http://www.eastlight.fi

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


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.”


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

http://www.alfonshakans.fi

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.


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

http://www.finngas.fi

http://www.km.kongsberg.com

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


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.


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

http://www.boat.it

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


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


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

http://www.amiad.com

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


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

http://www.ghibsonvalves.com


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


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


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.

http://www.diabgroup.com

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.

http://www.sigmatex.com

Profile: Ozata Shipyard


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

http://www.dyo.com.tr

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


A


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


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.

http://www.kjaer-data.com


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


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


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


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

http://www.norcem.no

http://www.chtboe.com

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


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


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

http://www.ambtmanmarine.com


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


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


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

http://www.rietschoten.de


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


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


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

http://www.anopanel.nl


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

http://www.seamore.net

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



Profile: The Rickmers Group


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

http://www.hellmann.net


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


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


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

http://www.forwardengineering.nl

http://www.bepasteeltrade.nl


http://www.spiroide.com

http://www.clearcom.com

“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.


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

http://www.hidrodinamik.com

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.


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


http://www.ptmar.com

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



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

http://www.navitec.be

-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


A

The A-Rosa Aqua on the Rhine

Profile: A-Rosa Flussschiff

Cruising inluxury


http://www.globus-group.de

http://www.stinova.de


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


W


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


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

http://www.cramm.nl


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


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


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

http://www.hempaguard.hempel.com


The beauty of the OceanSaver BWTS is that it can be installed on any vessel, regardless of size, trade or type


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-

Leadingthe way

E


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


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

http://www.aegps.com/en/thyrobox_bwt

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


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


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


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

http://www.borken.de

http://www.nyrosten.de


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


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


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


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


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.”


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

http://www.spectec.net


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,


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,


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

http://www.springstarter.com


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


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


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


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

http://www.grimaldisweden.se

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


R

Profile: Reederei Heino Winter

Flying theflag


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


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

http://www.lydiamar.gr


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


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


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.

http://www.onepetersen.com

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


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


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


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

http://www.tonygee.com


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


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.

http://www.helmacab.nl

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

Schofield Publishing

Editor: Libbie [email protected]

Sales manager: Rob [email protected]

Shipping and Marine Issue 102 Final Edition

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Transcript of Shipping and Marine Issue 102 Final Edition