Shipping and Marine Issue 103 Early Edition

act now!the shipping industry needs to take

decisive action to prepare for upcoming emissions requirements

ISS

UE

103

Ea

rly

Shipping&MARinEThE magazInE for marITImE managEmEnT

GettinG approvalwhen it comes to aIS equipment,

it’s recommended to design-in certification compliance

reachinG new heiGhtsLifting is a key part of offshore and marine applications – and the right

equipment maintenance is key

Portmiami is making significant investments and learning from global best practice in order to become a one-stop shop for both the american markets and Caribbean and latin trade

MiamiWelcome to

http://www.telemargroup.com

Schofield Publishing Cringleford Business Centre,10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K.Tel: +44 (0)1603 274130Fax: +44 (0)1603 274131

www.shippingandmarine.co.uk.

© 2013 Schofield Publishing Ltd

Please note: The opinions expressed by contributors and advertisers within this publication do not necessarily coincide with those of the editor and publisher. Every reasonable effort is made to ensure that the information published is accurate, but no legal responsibility for loss occasioned by the use of such information can be accepted by the publisher. All rights reserved. The contents of the magazine are strictly copyright, the property of Schofield Publishing, and may not be copied, stored in a retrieval system, or reproduced without the prior written permission of the publisher.

[email protected]

Chairman Andrew Schofield

Group manaGinG DireCtorMike Tulloch

SaleS DireCtorDavid Garner eDitor Libbie Hammond

StaFF WriterS Matthew HighJo Cooper Drew Dann Steve Nash

eDitorial aDminiStratorEmma Harris

lthough I always enjoy putting together articles for

Shipping and Marine, researching and writing about the

Port of Miami for this issue was particularly rewarding.

From start to finish, the process was smooth and easy - the company

and my contacts couldn’t have been more helpful.

Of course the work I was doing was very simple compared to the

incredibly complex logistics and organisation the Port of Miami does

on a daily basis, but from working with them, I am convinced that the

mindset of efficiency and customer satisfaction extended across all

departments. And this got me thinking – is this the impression your

staff would give to customers from boardroom down to the front line?

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

I am convinced that the

mindset of efficiency and customer satisfaction extended across all departments

act now!the shipping industry needs to take

decisive action to prepare for upcoming emissions requirements

ISS

UE

103

Ea

rly

Shipping&MARinEThE magazInE for marITImE managEmEnT

GettinG approvalwhen it comes to aIS equipment,

it’s recommended to design-in certification compliance

reachinG new heiGhtsLifting is a key part of offshore and marine applications – and the right

equipment maintenance is key

Portmiami is making significant investments and learning from global best practice in order to become a one-stop shop for both the american markets and Caribbean and latin trade

MiamiWelcome to

A

Miaminice

19thechinanavigationcompany

23stolt-nielsen

27konecraneslifttrucks

30dekeizermarineengineering

33almamaritime/empirenavigation

36nemport

39nordhavn

42loadlinemarine

45portofliverpool (peelportsmerseydivision)

48cleanmarine

50hakvoort

53scorpiogroup

55portofpori

58chevalierfloatels

60baltictransshipmentcenter

62anangelmaritimeservices

64alnmaritec

66bargeterminalborn

68portofmilfordhaven

70amoeshipmanagement

72zfmarinekrimpen

74 portofdenhelder

76nimbusboats

78factoriasvulcano

FEATURES

2 - www.shippingandmarine.co.uk

PROFILES

Contents

3newsUpdates and announcements from the shipping and maritime arena

6actnow!Upcoming Tier III legislation sees the introduction of designated Emission Control Areas with particularly stringent requirements for NOx emissions

8welcometomiamiEric Olafson, manager, intergovernmental affairs/cargo development, talks to Libbie Hammond about the current expansion at PortMiami

11sectorupdateThe 2013 conference season has been a strange time for the maritime sector as John Stevenson reports

12reachingnewheightsHaving the right equipment, in the right place, at just the right time is absolutely paramount and asset-tracking systems give operators comfort

14poweringthefutureSubsea environment systems are being deployed that require reliable power and communications connections in more demanding environments

16gettingapprovalAs Jean-Louis Evans highlights, the test and certification process of AIS equipment is highly involved

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Wärtsilä, the marine industry’s leading solutions and services provider, has introduced a new series of both steerable and transverse thrusters that will further develop the current portfolio. The new Wärtsilä Steerable Thruster series (WST) is being introduced to replace the company’s Modular Thruster and Compact Thruster series, while the new Wärtsilä Transverse Thruster series (WTT) is replacing the current range of transverse thrusters. The new products have been developed in response to changing market demands, requiring competitive thruster products, which are more efficient and cover a wider power range.“The marine sector is undergoing a period of significant change and technological advancement, and this next generation Wärtsilä thruster portfolio has been developed in line with these trends by utilising the latest calculation tools and model testing to secure the hydrodynamic leadership of the products. The new products are even more efficient and reliable than earlier, as well as being lighter and easier to install,” says Arto Lehtinen, vice president propulsion, Wärtsilä Ship Power.

A leader in global maritime security solutions, the AdvanFort Company, has announced it has opened an office in Hamburg, Germany, as part of its growing and far-reaching customer service network, particularly for clients in Europe.“AdvanFort has made a substantial investment in the future of our clients in Germany and the rest of Northern Europe by inaugurating our office in Hamburg, the maritime crossroad in that region, thus ensuring that we are closer to our customers,” said company president William H. Watson. “Our move into Hamburg comes as we have named Axel Tuetken, former Maersk Line country president in Japan, as our vice president for sales and business development.” Watson pointed out that one big benefit offered by the Hamburg office is an improved service level for AdvanFort’s growing customer base, ensuring that there is no major time difference for customers in Europe, as well as the fact that real-time face-to-face meetings are now possible to discuss critical issues.For his part, Tuetken underlined the fact that the opening of the Hamburg office comes hand in hand with AdvanFort’s creation of a robust sales team in the Asia market, at a time when – as the International Maritime Bureau (IMB) recently revealed - Southeast Asia is the region reporting the highest number of pirate attacks. The company is also stepping up efforts to deliver a wide range of maritime security services to ports and vessels in the increasingly troubled Gulf of Guinea, he added.

News


Software chosen for collegeQinetiQ Maritime’s Paramarine ship and submersible design software has been selected by the Australian Maritime College (AMC) to use as part of its maritime engineering training programme. Through AMC’s National Centre for Maritime Engineering and Hydrodynamics, the software will assist students on a four-year Bachelor of Engineering degree that is accredited by Engineers Australia and recognised worldwide.“We selected Paramarine not only because of its extensive range of capabilities and functionality but also because it is so widely used by ship and submarine builders and designers around the world. We also wanted to ensure our students had exposure to and experience in using the design software used and recommended by many of our industry partners including the Australian DOD,” observed Dave Harte, associate lecturer, Maritime Engineering and Hydrodynamics, Australian Maritime College.“We are very pleased to have been selected by the Australian Maritime College who along with the many other academic institutions around the world are using Paramarine to train many hundreds of naval architects. With the recent introduction of our latest version of the software, we believe we have the most functionally rich and modern ship and submersible design software available today,” said Vittorio Vagliani, managing director, QinetiQ GRC.

A new three year European Research Project, partly funded by the EU has been launched to help increase efficiencies in regulation compliance and enforcement for the maritime sector. e-Compliance will facilitate tighter integration and co-operation in the fragmented field of regulatory compliance. It will closely align with the EU e-Maritime initiative of which a key priority is supporting authorities and shipping operators to collaborate electronically in regulatory information management. Philipp Lohrmann, project manager for e-Compliance comments: “Presently, there are numerous disparate initiatives and projects that address specific aspects of the regulatory domain. The e-Compliance project will bring these different approaches together, using their most promising aspects in order to increase coherence and efficiency in the world of maritime regulations.”e-Compliance consists of ten partners, all of which bring their own areas of knowledge and experience of working in the maritime space. They include: BMT Group Ltd, Det Norske Veritas (DNV), Danaos Shipping Co Ltd, INLECOM Systems, The Netherlands Organisation for Applied Scientific Research (TNO), TEMIS, Acciona Infraestructuras, PORTIC Barcelona, Norsk Marinteknisk Forskningsinstitutt AS (MARINTEK) and the Maritime Administration of Latvia.

Regulation improvement project

Next generation thruster portfolio

Move into Germany

Russian Maritime Register of Shipping (RS), an IACS-member classification society and NAPA, a leading software house for ship design and operation have announced that RS will take NAPA software into use to be able to serve their customers even better.Further expansion of RS presence on new and traditional markets demands first-class software tools to enhance client’s satisfaction. Shipyards, design offices and engineering companies require their drawings and calculations being reviewed and assessed by Class in shorter time with no compromise on quality and safety. NAPA software facilitates achievement of these goals. During design review of a newbuilding project or during existing ship modernisation RS will use NAPA to assess and approve various calculations, such as stability calculations and statutory compliance. Wider use of NAPA in RS will make data transfer between design bureau and classification society easier, and review of the calculations less time- and labour-consuming processes.

Raymarine was proud to announce that the Evolution autopilot received the IBEX Innovation Award for electronics at the International Boatbuilders Exhibition and Conference held in Louisville KY, USA. The Evolution autopilot, which was launched earlier this year, combines advanced aerospace guidance technology with Raymarine’s marine autopilot expertise to deliver a new level of accurate autopilot control.The Raymarine R and D teams were tasked to produce an autopilot with superior performance to anything available on the market, with no need of a set-up compass swing, minimal or no calibration, and without the need to be specifically adjusted for each boat. The result is a breakthrough in autopilot intelligence, performance and installation, which has attracted the attention of boat manufacturers everywhere.

Evolution innovation


Strengthening co-operation

Tidal development consent

Independent, international energy consultancy Xodus Group was delighted to hear the announcement of consent for Europe’s largest tidal energy project in the Pentland Firth at the Scottish Renewables Marine Energy Conference.As lead consultant in the Environmental Impact Assessment (EIA) for the 86MW Phase 1 MeyGen tidal energy project, Xodus played a pivotal role in the creation of the Environmental Statement (ES). The EIA considered the possible positive or negative impacts of the project on the local environment as well as potential social and economic aspects. The ES represented the culmination of four years’ of consultation, surveys and assessment, with the offshore and onshore applications submitted to the Scottish Government and The Highland Council in July 2012.Phase 1 of the MeyGen project will see the construction of up to 61 tidal turbines in the Inner Sound of the Pentland Firth between

the Island of Stroma and the north east coast of the Scottish mainland. It will encompass almost 1.1 km2 of fast flowing water and electricity generated will be exported onshore for transmission to the national grid.Liz Foubister, marine renewables specialist based in the Orkney office, said: “We are delighted that this significant project has gained development consent. Working closely with MeyGen throughout the EIA has resulted in a smooth approval process with minor clarifications required for the regulators and their advisors during the determination period. This clearly demonstrates the quality of work undertaken by Xodus and the EIA partners. We are continuing to support the MeyGen project and also look forward to fully utilising our broad range of capabilities in the offshore renewables sector on other similar innovative projects.”

Ports of Normandy Authority (PNA) is forging ahead with the extension of the Quai des Flamands in Cherbourg, with the next phase due to start in October 2013 - part of a redevelopment project whose funding exceeds €100 million. The announcement of a call for expression of interest in a tidal-farm pilot project in the area, together with the agreements concluded by DCNS and Alstom with PNA, confirms the importance of Cherbourg in the MRE sector. This was further enhanced by President François Hollande’s visit of Cherbourg on 30 September.For Ports of Normandy Authority, regarding the work at Cherbourg, the stakes are twofold, sums up Laurent Beauvais, president of PNA (which is the port authority that runs and owns the ports of Cherbourg, Caen and Ouistreham, in North-Western France): “It is a matter of adhering to the commitments made to our partners Alstom and EMF [i.e. Eolien Maritime France] with regard to [offshore] wind energy and, from now on, providing a credible response to new requests that emerge.” A major ambition of PNA, as well as that of businesses based across the region, is to secure the future of marine renewable energies (MRE) in the area. PNA is positioning itself as a key player for all new industrial and logistical developments in the field of wind-and-tidal energy, with

current projects that include the extension of the port of Cherbourg and the redevelopment of the outer-harbour in Ouistreham. The €40 million extension of the Flamands quay (or Quai des Flamands) in Cherbourg will be a new tool for the effective handling of MRE-related operations. Cherbourg was chosen by EMF and Alstom as an MRE development site thanks to its privileged position at the heart of the French offshore-wind-energy market and its proximity to the wind farms being built off the South Coast of England.

News


Strengthening co-operation

Expansion progresses

Very first concept luxury trimaran In 2013 Sunreef Yachts’ in-house design office took another step forward in luxury multihull design with the completion of a superb concept for a 210ft mega power trimaran. The project has been prepared upon the request of a potential client who was looking for an extraordinary multihull and appreciates Sunreef’s strong position as a world leader in custom catamaran-yachts and superyachts design and construction. With the length of 210 feet and interior space

used to the fullest within all three hulls, it has reached a remarkable living space equalling 950m², which makes the TRIMARAN 210 the biggest yacht of this type on the market. Operated by 18 crewmembers, the yacht will comfortably accommodate up to 14 guests in comfort and privacy.The top deck comprises a 125m² dining area for 14, the captain’s private cabin, internal helm station and a guest day head. There is also a private king terrace on the aft intended for relaxation after a long day in the sun. This deck can be accessed via a lift connecting all floors on the yacht.The main deck was arranged in a way to maximise available space without losing roominess. The 220m² saloon can be arranged in many different ways, taking into consideration the privacy of the guests staying on board. There are four separate areas from which guests can admire unforgettable views through the window wall without being disturbed. It has also six spacious guest cabins with queen beds, which are positioned transversely to the axis of the boat. They are located in front of foldable private balconies, which enhance the luminosity of the cabins and allow guests to admire sunrises and sunsets from their cabins. Each one of them possesses a private bathroom and extended storage.Apart from a smart and comfortable interior space the TRIMARAN 210 is a true exterior design masterpiece. Her sleek flawless lines incorporating streamlined window walls prove again that Sunreef is the world’s leader in its niche sector.

Acquisition advisor International law firm McDermott Will & Emery advised Actuant Corporation, a diversified industrial company in the acquisition of Viking SeaTech from HSBC Private Equity for £150 million. Viking SeaTech is a specialist support company based in Scotland that provides services and equipment to the oil and gas industry principally in the North Sea (UK and Norway) and Australia.Actuant Corporation, headquartered in Menomonee Falls, Wisconsin, is a $1.5bn diversified industrial company with operations in more than 30 countries. Commenting on the transaction, Robert C. Arzbaecher, Chairman and CEO of Actuant stated: “Viking represents a great addition to Actuant’s energy platform and will be included within the Energy segment. Its leadership position in the largest offshore regions, strong technical competency and solid management team have allowed Viking to generate above average growth and margins.”

pcoming Tier III legislation sees the introduction of designated Emission Control Areas with particularly stringent requirements for NOx emissions, and marine manufacturers will face

some challenge when considering the available options to tackle these.

The need to reduce pollution from shipping is of course nothing new. In fact, marine vessels have been subject to various emissions regulations since 2000. However, the implementation of Tier III for vessels entering designated Emission Control Areas (ECAs) adds

a significant deal more complexity for marine manufacturers who must quickly get to grips with the new technology needed to meet the stricter requirements. This is also exacerbated by uncertainty over exactly when the legislation will come into force, which is unfortunately out of their hands.

Tier III, currently scheduled to come into force in 2016 sees the introduction of (ECAs) covering the Baltic Sea, the North Sea, most of the US and Canadian coast and the US Carribean, including Puerto Rico and the US Virgin Islands. Once introduced, any new or remanufactured marine engine wishing to enter an ECA

CFD modelling of combined SCR & DPF system


U

emissions control areas

Decisive action is needed on emissions regulations, according

to Dr. Phil Bush

now!Act

will require an approved exhaust after-treatment system that can be proven to cut the emissions of oxides of nitrogen (NOx) by a further 70 per cent over and above the Tier II requirements.

An SCR (Selective Catalytic Reduction) system is perhaps the most straightforward and best understood means of meeting the challenge. In fact a report by the International Maritime Organization into the available technologies cites hundreds of vessels and land-based power plants that have been using SCR technology for over 20 years. The technology has many supporters and has already been used by ship owners to

CFD modelling of combined SCR & DPF system


meet national NOx limits in Norway and Sweden.In spite of this Russia has tabled a proposal to the IMO, which

will be voted on in early 2014 to delay the introduction of Tier III until 2021. Meanwhile, the USA has pressed ahead with introducing its own regulations even if the international rules are pushed back by five years. This lack of clarity causes unnecessary headaches for owners, for shipbuilders and suppliers. Yet acting now and working to the original deadline appears the best option. After all, it is the only way to protect the global freedom of any vessel built from 2016 by guaranteeing its ability to enter US waters.

Regardless of the timeline for the implementation of Tier III, there is a pressing need to identify the right engineering partners now to develop the best solutions for different vessels. SCR systems are highly sophisticated pieces of technology and cannot therefore simply be purchased ‘off the shelf’. Extensive calibration and design engineering must take place in order to optimise the performance of the unit and fit it into the available space on the vessel while maintaining fuel efficiency and other emission reductions. Experienced emissions engineers will be required to optimise the performance of the SCR unit and ensure its continued ability to perform in this new environment.

As this is the first time marine manufacturers have been required to evaluate exhaust after-treatment systems there has been some concern over where to find the external partners with the relevant expertise. However, the heavy duty on-road vehicle market for SCR is already very mature and those involved in this field hold a great deal of knowledge that can be directly transferred. For example, Eminox worked closely with Transport for London on a pilot project designed to significantly reduce NOx emissions from London buses. This required new catalyst formulations and extensive system calibration incorporating CAD design, computational fluid dynamics, harshness analysis and finite element analysis to deliver innovative concepts that were right first time. This intelligence is now being applied to the next generation of marine engines.

The current situation regarding exactly when Tier III regulations are set to be introduced isn’t ideal. However, in the absence of clear guidance from the IMO it falls to the industry to take the decisive action on preparing for upcoming emissions requirements. As the deadline to comply gets ever closer the need to reduce levels of NOx won’t go away and the availability of experienced partners will become ever more constrained. The task of developing and optimising the best system is a major engineering challenge and one that will prove very attractive to ship buyers operating within the ECAs. The best advice to marine manufacturers would therefore be to start now on signing up the right development partner to design and manufacture the technology. v

Dr. Phil BushDr. Phil Bush is Technical Manager at Eminox. Eminox designs and manufactures bespoke exhaust and emission control systems for heavy duty diesel vehicles and equipment. For further information, visit www.eminox.com.

ortMiami is numbered among America's busiest ports. It contributes approximately $28 billion annually to the South Florida economy and helps provide direct and indirect employment for more than

207,000 people. As well as acting as the largest seaport in the State of Florida,

it also acts as a very important hub for the entire States, as Eric Olafson, manager, intergovernmental affairs/cargo development explained: “One of our main claims to fame on the cargo side – which is what I do – is that we’re the cargo gateway to the Americas, so 54 per cent of our business is with the ports to the south of us - we have a regular feeder service to the Caribbean,

Central America and Latin America. So because we’re the closest to Latin America, we receive a lot of perishable and manufactured goods coming in from those countries.”

In fact, perishable goods are a key focus area for PortMiami, and as Eric highlighted, the business regards this sector as a huge opportunity: “In the past five to ten years the expansion of fresh, organic, perishable products has been incredibly important to America, and it remains a growth industry. Miami is at a huge advantage because we are the closest port to the growing regions in Central America, Costa Rica, Guatemala, Honduras and South America.

“Right now a lot of those products are grown in South America


P

port expansion

Eric Olafson, manager, intergovernmental affairs/cargo development, talks to Libbie Hammond about the current expansion at PortMiami

MiamiWelcome to

and shipped to ports in the North East and then trucked down to Florida, Georgia and Carolina and this doesn’t make

sense when with perishables, every day is a day of shelf life. If you stopped in Miami, you reach 74 per cent of the population in one to four days and save those days sailing time.”

As part of the extra attention being paid to perishables, PortMiami has, with the vision of its port director Bill Johnston, developed a ‘perishable committee’. “We meet once a month and we bring in the USDA (United States Department of Agriculture), customs and border protection and FDA (Food and Drug Administration) together with our shippers, brokers and port and terminal operators. We’ve been able to develop protocols and policies where perishable goods are prioritised.”

Eric gives an example of one innovation that has come out of the committee: “The Enforcement Link to Mobile Operations, commonly referred to as ELMOcargo, allows U.S. Customs and Border Protection field officers to use a handheld device to release products in real time. In the past, if we had 30 boxes of perishables that needed to be released for inspection at 8am, someone would have to manually inspect all 30 boxes, check them all off, go back to his office and handle the paperwork to issue the releases, which would take up to three hours. Then all the trucks show up and everything gets congested.


“Now if a box is ready to go at 8:01 then the officer can just press a button on Elmo and the truck driver and the broker know that it is released. That means that products can be off port and at the train yard in 20 minutes, and can reach Atlanta in a day and a half. This saves a day and a half of shelf life and any grocer or buyer really appreciates this.”

Eric added: “We have also introduced inbox fumigation technology. Traditionally you used to have to go to a big warehouse, unload the pallets, tent it or put it in a big room to fumigate it. Now we have come up with technology where the refrigerator box can be kept at the same temperature, you put the hoses in, you fumigate, you aerate and then they are off. You don’t have to offload; you don’t have to manipulate. It saves time and it also

saves money, because you don’t have as many people touching the product.”

As a result of its dedication, PortMiami has been designated a port of expertise and excellence for perishable products. “This means that we have more inspectors here at Miami than at any other gateway port in the US,” explained Eric. “Plus if there is a question of a product coming into any part of the nation, for example this product is coming in to Seattle and it’s a new fruit or vegetable and they have never handled it before, they call Miami, because we are regarded as the experts.”

However, PortMiami is aware that it is still in competition with the other ports around the United States and to advance its position in the market it decided to co-operate with the Government of Panama on the Canal initiative. And says Eric, “we are building a relationship with the Port of Rotterdam; Bill Johnston takes the approach that we want to learn from best practice around the world. Rotterdam is the fourth largest port in the world and handles 80 per cent of the perishables from Europe. It has achieved this position through strategy and research. Rotterdam is in a very densely populated country where real estate is not inexpensive, so it isn’t the cheapest option. But it still handles a massive percentage of perishables, and that’s because it has the logistics, it has the expertise and it is able to move forward.

“Miami is similarly densely populated, it has the ocean on one side and the Everglades on the other, so the two areas have a lot in

10 - www.shippingandmarine.co.uk -

common. So we want to learn how Rotterdam, in a built-up area, still maintains its impressive European market share.”

The kind of research the Port of Rotterdam is undertaking is very impressive, as Eric highlighted. “It works with scientists and the educational community, to develop products that last longer post harvest. Research has revealed that if you can keep the product at a certain temperature it can last longer or if you keep it at a certain elevation it helps avoid condensation from the walls.”

PortMiami and Port of Rotterdam are developing a close relationship, and Eric noted that although he considers the Dutch to be the masters at logistics, there is still much Miami brings to the table. “We’ve invited members of the Rotterdam team to attend the TOC Container Supply Chain Americas, a major terminal operating show that we’re hosting here in October, and afterwards the Dutch government has offered to further provide a venue so that the people who are speaking from the Netherlands will talk to our perishables community, discussing how Miami can learn from the best practices, and see what its universities and scientists can do.

“And we can contribute to that dialogue as for example, we have exotic fruits that aren’t grown in Europe so we are keen to explore how we can use technology to get fruit from groves in Chile to the table in France. We feel that we can learn so much from them in perishables and develop expertise from partnering with them to learn the best practices.”

With 34 per cent of its business already being carried out with Europe, the Port of Rotterdam offers access to a huge market for PortMiami, but once the products arrive in the US, getting them to their destination in the most efficient manner possible is a top priority and to this end, within the next two years the port is going to finish $2 billion in projects, with the aim to become one of the most technologically and infrastructural advanced ports in the country. “We’re completing a billion dollar tunnel in May 2014 which will provide direct highway access between the US interstate highway system and PortMiami,” said Eric. “This will mean no stoplights between Miami and Atlanta and Chicago, Memphis, Charlotte, New Jersey or New York - once you’re on the interstate system its all open highway. That’s an incredible advancement.

“Starting October 15th 2013 we also brought in on-dock rail with Florida East Coast Railway, a 351-mile freight rail system that connects to the US Class 1 railroads to bring goods to 70 per cent of the US in four days or less. Rail is huge to us too; we plan to double cargo in the next five to ten years.”

He continued: “We’re currently involved in a dredging

programme, which will deepen the port to 50 feet. That’s 15.5 metres - the same depth as the Panama Canal, and we are set to open PortMiami’s new deep depth in two years time, in tandem with the opening of the Panama Canal expansion. This means there will be three seaports on the Eastern seaboard of the United States that can handle the bigger ships, which will come from the Canal to Miami, Norfolk and New Jersey.

“At the moment, the major population bases are being served by ports on the west coast, way out across the Rocky Mountains, which results in great time delays and expense, so the plan is to create a nexus for East/West cargo coming in from Asia. And of course, ships don’t want to go home empty, so we’re working with the US Department of Commerce to promote the export of US manufactured and grown products out of Miami to Asia and Europe.”

Interestingly, the tunnel and dredging projects are all related to the Panama Canal development, and PortMiami has created a campaign along with the Panama Port Authority to promote the 2015 countdown to opening. “We’ve worked closely with the Dutch on this as well,” noted Eric. “And really, we are working to become an essential logistics hub, working with a member of Congress, the governor of Florida and the attorney general – the entire state is heavily invested in this.”

He concluded: “Because of the geography we are closest to the Panama Canal, and because of our depth we’ll be the first port south of Virginia that can take the big vessels. Asian vessels can stop here and tranship, because of our regular service to the countries in South America, and reach those booming economies through our regular feeder service. Our developments are all targeted to make Port Miami a one-stop shop for both the American markets and Caribbean and Latin trade. We’re embracing the future and really looking forward to 2015.” v

port expansion

For further information visit: www.miamidade.gov/portmiami

Eric Olafson

he 2013 conference season has been a strange time for the maritime sector. The inaugural London International Shipping Week started things off with a bang and then the sector moved on to the political

party conferences circuit.Ports were well represented with a healthy splattering of

corporate affairs directors, but positive announcements or, at the very least, mentions by ministers and their shadow colleagues were limited to a few fleeting references. In his closing speech, the Prime Minister championed the potential for a marine renewable energy base on the Humber, while the Secretary of State's speech touched upon the investment planned and being made by ports across the land.

Various events skated around maritime issues – the Rail Freight Group breakfast meetings examined issues around landside connectivity and intermodal traffic, while live animal exports to the continent was a side issue at the RSPCA's fringe events – but interventions, positive or negative, were muted.

For a sector with such impressive figures on employment, gross domestic product and tax revenue, it is concerning that the rowing and sailing lobby had a more visible presence in both the exhibition area and fringe meetings at the most important set of events in the political calendar.

With a packed list of concerns stretching from the proposal by the EU to ‘re-nationalise’ the UK's ports through the Port Services Regulation, marine planning and the possible designation of swathes of the seas as marine conservation zones, to the impact of the sulphur emission control areas on UK ferry and cruise traffic – the sector has to be more vocal in the political arena. Next year’s

conference season is the most important in the electoral cycle as the parties look to gather ideas and distill their thoughts further ahead of the publication of the manifestoes.

Given the port sector’s symbiotic relationship with the energy sector, Ed Miliband's commitment to freeze energy domestic prices for 20 months after the general election combined with another – yes, another – energy bill to reform energy markets, re-engineer and give the regulator some teeth, has created a hiatus in the market. Ed's energy policy declaration was doubtless a popular move with the public, but in an area where the UK government has consistently failed to grasp the nettle and plough forward with trying to deliver an energy infrastructure investment programme of any meaning, his intervention is unhelpful for many port customers and ports alike.

The officers (MPs and peers) of the All-Party Parliamentary Maritime and Ports Group plan to pick up the baton once again in Parliament in the run up to the general election. The officers of the Group are about to set the agenda for the coming year, with sessions proposed on a range of subjects, including West African maritime security, tidal energy and updates from various ministers. If you would like to suggest a possible session or find out more about the Group, please contact John Stevenson who supplies the secretariat services on [email protected] or 020 7067 1595. v


SPECIAL FEATURE

2013 party conference diary. By John Stevenson

updateSector

T

John StevensonJohn Stevenson is head of public affairs at Freshwater UK, a specialist transport and infrastructure political communications agency.

ith upwards of 570 rigs, hundreds more support vessels and 18,000 offshore workers currently active across the UK Continental Shelf; there are literally billions of moving

pieces and items of equipment helping keep the oil and gas industry going.

Every clamp, hoist, level and hook has to be accounted for and, more importantly when safe operations are at stake, each has to be continually checked and certified as fit for its given purpose.

Lifting and mechanical handling operations can pose a major accident hazard if a suspended load or crane boom falls on to processes piping with recent statistics showing that injuries and dangerous occurrences arising from lifting operations account for about 20 per cent of the total of those occurring offshore.

As the global demand for energy continues to rise and oil and gas operators continue to look for opportunities to maximise safety and reduce downtime, effectively managing the accurate tracking and logging of equipment from large-scale wire rope pulling machines or floor cranes through to the smallest bearing swivel can be a significant influence on slowing operations and reducing production.

“This is particularly relevant in the lifting environment where the typically corrosive conditions of the offshore industry dictate that operators need to demonstrate the integrity of critical lifting equipment,” said Keith Moorhouse, chief executive of ATR Group,

lifting and tooling specialists to the global oil and gas, marine, subsea and renewables industries.

“Lifting is a key part of almost all offshore and subsea operations. It can range from lifting of stores and spares handling through to complicated and heavy lifts so choosing suitable equipment and ensuring it is maintained, tested and certified in an appropriate way is of high importance.”

Broadly speaking, certification is designed to determine whether equipment is fit for the coming period of service. “It is often the most simple and economic items – such as slings and lifting attachments – which play the most safety-critical roles,” added Mr Moorhouse.


W

offshore lifting

Lifting is a key part of offshore and marine applications – it is essential that the equipment used is maintained and used properlyheights

Reaching new

“Any item of equipment will deteriorate with age and usage. In many cases this is a slow process and if properly monitored there is ample warning before it becomes dangerous. However, lifting equipment often has a particularly hard life.

“It is therefore subject to a thorough examination before it is put into service for the first time. Once in service, examinations can take place at maximum fixed intervals or at agreed points based on the frequency and nature of use, the operating environment, and the rate at which a particular piece of equipment will deteriorate.”

Examination of an asset’s integrity is typically carried out through on-site independent monitoring and inspection of equipment but ATR Group is seeing a rising demand in the


industry for inspections to be carried out in a way that allows for the seamless continuation of offshore activities.

“In today’s climate of high day rates for drilling and other support services, a company must have a thorough understanding of how its equipment is working and when it needs to be reworked or replaced,” explained Mr Moorhouse.

“Having the right equipment, in the right place, at just the right time is absolutely paramount and asset tracking systems give operators the comfort of a forward look on certification. This approach allows replacement parts to be dispatched and fitted prior to the recertification date, negating the potential for work to be halted should an issue be found.”

Mr Moorhouse believes for operators and those throughout the supply chain, the benefits to this approach are many.

“Beyond the peace of mind that every item of equipment is regularly replaced, serviced and inspected from the same trusted source, with inspection, testing and recertification times varying depending on equipment type and function, it ensures consistency of operations throughout the year.

“It also eliminates waiting time for parts and therefore reduces the potential for downtime due to maintenance management.

“In the energy industry where the cost implications for having assets shutdown or operating at part-capacity can stretch into the tens of thousands of pounds/dollars, this can have a significant impact on an organisation’s bottom line.” v

ATRATR provides clients in on- and offshore oil and gas, subsea, production and renewables with a range of services and tools for activities including sales and rental of lifting equipment, inspection and certification, and power generation.ATR is the market leader in the delivery of equipment services for the offshore oil and gas industry maintenance market, operating throughout the North Sea and UKCS, the Caspian region and the global energy market. For further information, visit: www.atrgroup.co.uk

n today’s subsea environment, systems being deployed require reliable power and communications connections in more demanding and dynamic environments. The team at Hydro Group are being asked more and more

for increasingly complex composite and physically demanding cable designs - the days have gone when we were simply asked to provide an underwater electrical connection. Today most subsea cables designed and manufactured at Hydro Group’s Aberdeen, Scotland facility incorporate numerous specialist elements such as fibre optics, twisted pairs, triples or quads, Coaxial, VHF and high frequency RF, components.

As subsea equipment is becoming more complex with data management and collection systems transferring significantly higher volumes of information at faster rates, the transmission characteristics, low loss and shielding requirements need to be addressed in the design and composition of the cables.

To ensure the performance of the designs, increasing use of complex software modelling and analysis tools are employed. Hydro Group engineers routinely utilise packages such as Comsol multiphysics software to model designs and provide virtual realisation of the cable characteristics under a variety of simulated conditions. Transmission characteristics and performance are also simulated with the use of Optem software tools.

Hydro Group regularly incorporate stainless steel tubes, rather than PBT tubes, for all of our Subsea Cable designs incorporating

fibre optics. The benefits of utilising optical fibres contained within stainless steel tubes are primarily two fold:l The elimination of increased attenuation (signal loss) seen in the fibre due to the compressive forces on the glass as the crushing action of the water pressure on the cable sheath is transferred through to the fibre itselfl The addition of a hydrogen scavenging/absorbing gel is used within the St/St Tube to prevent the potential darkening of the optical fibres due to the natural ingression of small amounts of hydrogen, which are present in these extreme conditions

Both of these advantages over PBT tubed fibre optics are deemed crucial in the demanding conditions seen by subsea optical cables.

Mechanical factors are extremely significant in the overall performance of subsea cable designs. Often these present a much higher risk in the reliability and durability of the design than all other constraints. The application of FEA design and modelling tools such as Comsol and Orcaflex allow simulation and analysis of the design to ensure construction and incorporation of components that will meet the dynamic application requirements. Understanding the static and dynamic forces that will be applied allow the incorporation of features and components such as Vectran braids and cords for tensile strength in light weight and


I

subsea cables

Mark Hendry discusses the rapidly changing subsea cable market

futurePowering the

more flexible applications and Contra Helical steel wire armouring packages where significantly higher mechanical forces will be experienced.

Hydro Group service a global client base, with ocean environments varying significantly in different regions and therefore different risks to consider such as salinity, water temperatures and seabed conditions. As industry explores deeper sea depths, this affects the design and material selection of cables, with challenges such as UV stability, marine growth, microbial attack and even the burrowing Teredo Navalis Shipworm to be addressed.

With a full appreciation of all the electrical, optical, mechanical and environmental requirements imposed on the application of the cable a robust and reliable cabling solution can be realised.

The combination of the above design factors and the fact that equipment demands are increasing rapidly are driving more customised solutions. In addition to the design approach employed, Hydro Group have invested heavily in new machinery, significantly increasing and improving in-house cable manufacturing capabilities, to compliment this rapidly evolving market.

With regards to future innovations, as part of Hydro Group’s research and development program, the R&D team is working on a number of cable design projects for specialised applications in energy, defence and renewables. Amongst these we are currently trialling various low smoke flame retardant materials to address single cable designs capable of operating between separate boundaries from topside to subsea. v


Mark HendryMark Hendry is technical director of Hydro Group plc, an energy-service firm made up of Hydro Bond Engineering and HydroCable Systems Ltd. It is a major global supplier of harsh environment engineered products to the offshore oil and gas, defence, oceanographic, renewable energies, diving and ROV/AUV markets. For further information, visit: www.hydrogroupplc.com.

utomatic Identification System (AIS) is an automatic tracking system that is used on ships, leisure boats and by vessel traffic services for identifying and locating vessels by automatically

exchanging electronic data with other nearby ships and base stations. The system integrates standardised VHF transceiver systems and Global Positioning System receivers, with other electronic navigation sensors, such as a gyrocompass or rate of turn indicator.

To ensure greater safety at sea, many countries are now insisting that AIS equipment is installed on all vessels above a certain tonnage. This means that tests must be completed to prove compliance with each of these countries’ regulations and ships inspected in port, which are shown not to be using correctly certified AIS equipment will be fined.

AIS shipborne mobile devices are split in to two different classes. Class A devices are for ships over 300 tonnes and in Europe are required to meet the guidelines set out in the Marine Equipment

Illustration courtesy of SRT Marine Technology


A

it - ais

As Jean-Louis Evans highlights, the test and certification process of AIS equipment is highly involved

approvalGetting

Directive (96/98/EC). This includes vessels that fall within the International Convention for the Safety of Life at Sea (SOLAS).

The Marine Equipment Directive (MED) also covers a wide range of other equipment relating to SOLAS, from lifejackets to pyrotechnics and radio beacons. Under the regulation, manufacturers of such equipment must gain independent certification from an EU Notified Body, which is appointed by national flag administrations (organisations that control shipping in each country), before their devices can display the mark of conformity - known as the Ships Wheelmark.

Class B AIS devices are for non-SOLAS vessels, which do not come under the MED, but do require testing and certification under the R&TTE Directive for the European Union and FCC and Industry Canada certification for North America.

As AIS Class B devices fall within the scope of the R&TTE Directive (1999/5/EC) and there are no European harmonised standards available, Annex III of the Directive requires that manufacturers consult a Notified Body to identify a suitable test schedule. Once a Notified Body has identified the test schedule, the manufacturer has the testing performed and then seeks the Notified Body expert opinion on the device’s compliance by presenting a Technical Construction File. The CE marking should then be affixed to the product and the device can be marketed throughout the EU subject to national licensing considerations.

Other AIS equipment that falls within the scope of the R&TTE Directive includes Aid to Navigation (AtoN). This is a shore-based or mobile station providing location and status of an aid to navigation. These stations may also be programmed to provide other navigation safety information, for example, meteorological and hydrological data.

The R&TTE Directive also covers AIS base stations, a shore-based transceiver which operates using self-organised time-division multiple-access (SOTDMA), a radio channel access method which divides a channel into frames so that individual AIS systems can transmit in rapid succession, one after the other, each using their own time slot. These have a complex set of functions to control the AIS system and all the devices operating therein.

To ensure that an AIS system can communicate with any other AIS equipment in use, and that the system integrates with marine products such as the communications and navigation systems, type testing of this equipment must be completed. This includes testing to standards such as IEC61993-2 (Class A), IEC62287-1 (Class B CS), IEC62320-2 (A to N) and IEC 60945, which covers a range of EMC, Environmental, Safety, RF and Protocol testing.

MED approvalTo gain the Ships Wheelmark on a piece of Class A AIS equipment, compliance with the MED involves ‘Type Certification’, shown as Module B within the MED document. This is where the product is tested against the MED’s required standards, after which the manufacturer provides a Technical File, detailing the test process, to a Notified Body for assessment. The Notified Body then carries out the assessment and issues a ‘Module B Type Examination Certificate’ on completion.

This is then followed by a suitable ‘production module’. In most


cases the production module chosen by the manufacturer will be ‘Module D’, which proves production quality assurance and involves a Notified Body auditing the manufacturer’s production facility to ensure that devices are being manufactured in accordance with recognised quality procedures (e.g. ISO9000) and being tested as they come off the production line. A Module D certificate is then issued on an annual basis, which lists all of the MED products that the manufacturer produces in that particular production facility.

As the Ships Wheelmark shows the mark of compliance for MED products, it can only be applied once the manufacturer has both Module B and Module D certification in place for that particular product. The Wheelmark is only applicable in the EU, but other flag administrations outside the EU do recognise it, while other regions such as the USA have their own requirements.

Reducing complexity The test and certification process of AIS equipment is highly involved as it follows a complex set of requirements and standards and can take a minimum of four weeks. This time of course extends if a manufacturer works with separate test houses to complete the many environmental, radio frequency, EMC and safety tests required by the MED, rather than one provider that can offer all of these services under one roof, such as TUV SUD Product Service.

The time to final certification is also extended if problems, relating to non-compliance, arise during testing as the manufacturer must then go back and fix them before testing can recommence. In such a situation, testing could take two to three months to complete and severely impact time to market for new products. Best practice advice would therefore be to design-in compliance from product concept through to final production, ensuring at regular stages that the design of the product complies with the required standards to ensure that it is fit for its purpose of safety at sea. v

Jean-Louis EvansJean-Louis Evans is managing director at TÜV SÜD Product Service, a global product testing and certification organisation, and at its sister company, TÜV SÜD BABT, a Notified Body under the Marine Equipment Directive 96/98/EC.TÜV SÜD Product Service is one of the world’s leading experts in product testing and certification, with 150,000 product certificates in circulation globally. TÜV SÜD Product Service analyses over 20,000 products each year in Europe, Asia-Pacific and the Americas, ensuring that products are safe and minimising liability risks for manufacturers, importers and retailers. For further information, visit: www.tuvps.co.uk.

Jean-Louis Evans

Profiles

There are thousands of ships sailing the oceans today, transporting every kind of cargo. The global fleet is manned by over a million seafarers of virtually every nationality and the companies involved in this sector are among the most technologically sophisticated of any in the world.

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

l the china navigation companyl stolt-nielsenl konecranes lift trucksl de keizer marine engineering l alma maritime/empire navigationl nemportl nordhavnl load line marinel port of liverpool (peel ports mersey division)l clean marinel hakvoortl scorpio group

l port of pori l chevalier floatelsl baltic transshipment centerl anangel maritime servicesl alnmaritecl barge terminal bornl port of milford havenl amoe ship managementl zf marine krimpenl port of den helderl nimbus boatsl factorias vulcano

has since evolved to become a leading provider

of Handysize and multipurpose liner shipping

services. It is specifically focused on the Pacific

region, servicing routes up and down China’s

coast, as well as to Australia, New Zealand,

North America, Papua New Guinea and the

Pacific Islands. During the 1960s and 1970s

the company diversified in two very different

directions. During the 1960s CNCo developed a

passenger cruising business, effectively creating

a niche market-operating seminar cruises out

of Japan, which was a market it was able to

dominate for close to 20 years. Starting in the

1970s, CNCo began to invest heavily into the dry

bulk carrier market, representing the company’s

first move away from a traditional operator role

to that of a shipowner and tonnage provider with

a succession of vessels ranging from Handymax

wned by its parent company

John Swire & Sons Limited,

the China Navigation

Company finds itself part

of an incredibly diverse global group. The

Swire Group maintains a reputation for integrity,

professionalism and innovation and setting

operational standards of excellence wherever

it does business. The group is proud of its

reputation and strives to be original and forward-

looking, which are qualities that have guided it

for close to 200 years. The group is highly active

within the Asian Pacific region, where traditionally

its operations have centered on Hong Kong and

Mainland China.

The China Navigation Company (CNCo) was

formed in 1872 to operate a modest fleet of

paddle steamers on China’s Yangtze River and


O

Profile: The China Navigation Company

Shippinghorizons


to Capesize chartered into some of the world’s

leading bulk pools. During the mid-1980s the

company saw another new departure from

its normal operations and the beginning of a

decade long relationship with the VLCC market,

which served to further expand the company’s

experience.

Today CNCo represents the deep-sea

shipping arm of the Swire Group with its

headquarters located in Singapore where its

operating divisions, Swire Shipping, Swire

Bulk and Swire Bulk Logistics are managed. It

remains most active in the Asia-Pacific region

and provides dry bulk, liner shipping and bulk

logistics services to customers globally.

Recently the company’s actions have been in

response to challenging market conditions and

innovations in vessel design. During the fourth

quarter of 2011, Swire Bulk was established

to focus on the Handysize sector to take

advantage of market cycles and incorporate

progressive vessel design to own and operate

the most efficient fleet of modern bulk carriers.

The Handysize class of vessel represents the

CHENGXI SHIPYARDChengxi Shipyard Co.,Ltd aims at sustaining growth with its ship building and ship repair improved at the same time and steadily moving forward. It has established deep co-operation relationships with CNCo, obtaining new building orders of 16 39,500DWT bulk carriers. And many famous worldwide owners have been attracted to Chengxi Shipyard for new building orders of Dolphin 64 which amounts to 36 ships. With regards to ship repair, Chengxi Shipyard Co., Ltd mainly focuses on high-value and hi-tech repair and conversion projects and recently successfully completed several LPG vessel repairs from Japan NYK and other notable companies.

http://www.chengxi.com

most numerically common class of bulk carrier

owing to their flexibility and ability to enter

smaller ports. Although lacking the size of their

Handymax counterparts, Handysize vessels

offer their owners greater accessibility and reach

and can also be fitted with cranes to enable

efficient unloading at port. In addition to eight S

Class (31k dwt) and four Chief Class (22k dwt)

multi-purpose vessels, CNCo has ordered 20

Deltamarin designed BDelta (40k dwt) Handysize

vessels for delivery between 2013-2015. Of

these, the first vessel expected for delivery is the

Wuchang, which was delivered on 18th October

2013. Additionally, CNCo maintains options for

further vessels should they be required.

All of the new builds will be fitted with Wartsila

engines, a decision which has been made due

to the efficient performance of these engines at

low power. CNCo believes that slow steaming,

or eco-steaming, will remain an important

feature in dry bulk and liner markets in coming

years and is keen to best position its fleet to

embrace market trends and take advantage of

the new environment. As well as its main base

in Singapore, Swire Bulk operates offices in

Australia and New Zealand to allow it to focus on

activities in the Pacific and a third regional office

in London will be established in November 2013

to focus on customers in the Atlantic market.

Complementing its fleet expansion and

Handysize development, the company recently

increased its minority shareholding in Polynesia

Line to become to sole owner of the company.

Commenting on the acquisition, CNCo managing

director Tim Blackburn says: “Polynesia Line is

a logical fit within Swire Shipping’s expanding

liner network in the Pacific Islands and provides

market leading services between North America,

Tahiti and the Samoas.

“We are delighted to have Polynesia Line

on board within the Swire Shipping network

to provide our customers with the most

comprehensive network of liner services in the

South Pacific.”

Operating under its motto ‘Esse Quam

Videri’, meaning to be, rather than seem to be,

CNCo is determined to move forward while

maintaining the values of its parent, the Swire

Group. Continuity, endeavour, excellence,

humility, integrity and teamwork all represent

cornerstones in how the business operates

and conducts it activities. Throughout the

remainder of 2013 the company is committed

to completing the delivery of its yearly business


Profile: The China Navigation Company

The China Navigation Company www.chinanav.com• Sustainable shipping solutions• Specific focus on Asia-Pacific region• Significant fleet investment

plan, which is designed to support the long-

term vision of the company outlined in its Vision

2020 project. This can be specifically broken

down into five strategic objectives; operational

excellence, winning customer relationships,

financial success, enduring partnerships and

happy team. CNCo is focused on meeting

operational milestones that it set out to reach at

the beginning of the year and is progressing well

to meet its targets.

Commenting on the company’s transition to

be fit for the future, Tim says: “Our vision is to

be the leading provider of sustainable shipping

solutions and our customers’ partner of choice.

“There is no doubt that we are operating

in difficult times, but we are fortunate to

be operating in the world’s most exciting

economies. We remain committed to growth but,

above all, to sustainable growth.” v

Wuchow - CNCo newbuilding supervision team at Chengxi Shipyard


http://www.mercurius-group.nl

http://www.inox-ferro.nl

“Because we always want to improve our

safety record and ensure there are no incidents

or accidents, we have a high focus on safety. It

really is the most important thing to us, so a lot

of emphasis goes on that. Our second focus is

on energy management; fuel is expensive and

we consume a lot, so we are making every effort

through speed and consumption, planning and

maintenance for short-term goals in reducing fuel.

However, our longer-term focus is on the design

of more energy efficient ships that will deliver

significantly lower consumption. Finally, our ships

are spending too much time in port, so we are

working with our customers to improve this,”

highlights Hans.

Aside from the mutual commitment to health,

safety and quality within the SNL divisions, there

is an element of complementary integration

to ensure ongoing operational improvements;

particularly between Stolt Tankers and Stolthaven

Terminals, which have joined forces to combine

the latter’s global network of high efficiency bulk-

liquid terminals and Stolt Tanker’s sophisticated

tolt Tankers recently had its third quarter earnings statement, which showed the third quarter was up

again compared to the second quarter; we are making steady progress and results are getting better. For the first time in three years

we recorded a profitable month in August, which

is positive, and our contracts are all progressing

well. The market is improving, albeit slowly,”

says Hans Feringa, president of Stolt Tankers.

Previously in Shipping & Marine magazine in April

2013, the shipping arm of Oslo-listed Stolt-

Nielsen Limited (SNL) has continued to enjoy a

steady flow of work through its contracts with

major global chemical and petrochemical firms

such as Shell, Exxon, Chevron and BP during

the economic downturn. By focusing on its

three core areas of safety, energy management

and port time management, the company

can meet the most stringent demands of its

global customer base as well as all local and

international regulatory requirements.


S

Profile: Stolt-Nielsen

Tankedup

“

INOX Surface TreaTmeNTFor more than 20 years, INOX has been ‘The Specialist’ in surface treatment of stainless steel and carbon steel. It is located in Rotterdam and Shanghai, in order to offer worldwide services for new building ships, ships in service and ships in dock.It is your partner to directly solve corrosion problems by in-house specialists with equipment and chemicals, or to supervise ship’s crew using ship’s equipment.INOX’s annual inspection of cargo tanks should be in the scope of every chemical tanker owner.

mercurIuS ShIpbuIldINgAfter a careful tender process, Stolt-Nielsen ordered two newbuilding inland waterway chemical tankers in 2010 from Mercurius. These ships were designed and build, tailor-made based on the specific requests from Stolt-Nielsen. At that time, Stolt-Nielsen and Mercurius already had a long-term partnership with each other, as Mercurius operates various chemical tankers in the fleet of Stolt-Nielsen, both with coated tanks and with stainless steel tanks.

http://www.thekooimangroup.com

fleet of 150 vessels. Reducing port time and

increasing efficiency is a core strategic focus for

Stolt Tankers, especially since deep-sea parcel

tankers spend one-third of each voyage loading

and unloading in ports. Through this unity, Stolt

Tankers has more control over the tanker/terminal

interface and thus has a significant competitive

advantage in meeting customer requirements.

The operation of sophisticated deep-sea,

regional, coastal and inland parcel tankers by

Stolt Tankers is one of the firm’s three largest

subsidiaries alongside Stolthaven Terminals and

Stolt Tank Containers (STC). Stolt Sea Farm

(SSF), Stolt Bitumen Resources (SBS) and Stolt-

Nielsen Gas make up the rest of the portfolio.

Responsible for the regional European Inland

Tanker fleet, Stolt-Nielsen Inland Tanker Service

(SNITS) is the leading inland shipping firm in the

chemical market. “With a fleet of 26 stainless

steel and ten coated chemical inland vessels,

SNITS operates in the ARA area, the Rhine

River and adjacent canals, thus covering the

entire north-west European waterway network,”

explains Frank Maerckaert, general manager

at SNITS. “Our main focus is on the chemical

market with products that require special handling

expertise and knowledge. Some vessels are

operated on dedicated trades whilst the majority

of the fleet handles more than 200 different

products, with an average of 100 voyages per

year per vessel. Our priority is on offering our

customers a quality performance, whereby safety

has top priority.”

Headquartered in Switzerland, SNITS was

established in the early 1990s when SNL decided

to construct five stainless steel inland vessels to

offer its customers an additional service to pick-

up or deliver overseas cargo from and to inland

destinations as well as optimising the rotation

of the deep-sea fleet when calling at the port of

Antwerp and Rotterdam. To expand the inland

shipping business, SNL strategically acquired a

number of firms throughout the 1990s, of which

the purchase of Swiss based inland shipping

company Hamburger Lloyd in 1997 was the most

significant.

Dedicated to operational excellence, SNL as

a whole believes in continuous improvement in

operations through teamwork and education,

a commitment that is at the core of all staff

that work in the firm’s divisions. “As part of

the Stolt-Nielsen organisation, we focus a lot

on the training of our crew and harbour the

same attitude and principles in our shipping

operations. It is a competitive market, so you


THE Kooiman GRoUPThe Kooiman Group is a modern all-round group of companies in the marine sector, capable of developing complete designs, build and outfit any kind of sea and river going vessel. Its products range from sea going dredgers and multipurpose workboats to river going dry cargo ships and duplex tankers, but its main focus is on custom build projects. With its well-equipped facilities and pipe manufacturing, electrical and carpentry workshops, it can offer solutions to a variety of challenges. The group’s main dry docking facilities are with Scheepswerf Kooiman and Shipyard Hoebee, where last year a complete new slipway was installed, which is capable of dry docking the biggest inland waterway vessels for maintenance and repairs.

really have to focus on safety and quality through

professionalism,” highlights Frank. “We invest a

significant amount of money and manpower to

train our crew, with safety awareness, knowledge

and expertise just a few of our trademarks.

However, our customers, such as BASF, Shell,

and BP, also choose SNITS for its flexibility. With

a variety of stainless steel and coated vessels,

at a capacity between 800 tonnes and 6000

tonnes, all contract requirements are executed

to the charterers’ full satisfaction. On top of this,

we can meet last minute changes and special

requests.”

To further maintain a quality service to its

customers, SNITS added two fully owned

stainless steel new-builds to its fleet in 2012, with


http://www.heatmaster.nnl


Stolt-Nielsenwww.stolt-nielsen.com• Global leader in the transport of bulk-liquid • Sophisticated tanker fleet• Expanding fleet in 2014-2015


both vessels wholly built in Serbia by Mercurius

Scheepvart. First agreed in 2010, the SNITS

expansion plan was completed with the arrival

of the time charter tanker Justina, which began

operating in May, and the second owned new

building Stolt Merwede, which was delivered in

mid 2012. Continuously looking to adapt its fleet

to market requirements, this strategic move has

positioned SNITS as one of the leading owner/

operators of stainless steel vessels.

Looking ahead, the forward thinking company

is preparing for changes in legislation regarding

all liquid products being shipped in double

Maas Marine & industrial equipMentMaas Marine & Industrial Equipment provides a wide range of high quality marine equipment. The company can draw on a long experience in the marine industry. For many years it has been the key supplier of tank cleaning systems onboard Stolt vessels. The Scanjet installations are tailor made to meet Stolt’s specific needs backed up by 24/7 service. Being a member of the Scanjet group, Maas supplies directly from manufacturer to customer. This way it can assure the highest quality at low cost.

hulled vessels as well as regulations coming into

place for sulphur emissions and ballast water

over the coming years. “We have a number of

single hulls in our deep-sea fleet that are being

phased out in the next year or two, so we are

ahead of the game in that respect. However,

there are other regulations that are challenging to

everyone; for example the US is looking to deal

with ballast water in a different way to the rest

of the world, which is very confusing. There are

also regulations regarding sulphur, which should

be taken out of the refinery so lower sulphur fuel

is provided; it would cost a fortune if all ships

had to have a scrubber or a similar product on

them,” explains Hans. Despite these upcoming

challenges, SNL and its divisions have the fleet,

expertise and reputation to maintain its leading

position in the chemical market. v

http://www.maasmarine.nl

http://www.reinplus.com

t the heart of many companies’ lifting set-up is Konecranes Lift Trucks AB – a fitting accolade for a business which itself has been dedicated to lift trucks ever since its first delivery in 1959. Originally operating under the name Silverdalens

Mekaniska Verkstad (SMV), the company became part of Konecranes in 2004 and

subsequently saw its name change to Konecranes Lift Trucks. In the years before, production has

been moved from the east coast of Sweden to Markaryd in the south, with a second facility opened in

Lingang, China in 2007.

After almost a decade as part of Konecranes, sales and marketing manager Patrik Lundbäck

describes how this has benefited the business: “Konecranes is a Finnish crane company so there is no

conflict between our offerings. Instead we complete the portfolio so it’s been a very good match for the

company. Most of our production is going on export, with sales to over 100 countries around the world

so we are a truly global company.”

Equally widespread is the number of industries that Konecranes Lift Trucks’ equipment is found in. In


A

Profile: Konecranes Lift Trucks

Liftingbusinesses


essence, the company

can supply to any

sector with a heavy

lift requirement such

as the paper and pulp

market, sawmills, steel

industry, and intermodal

segment. Perhaps its

biggest market though

is the port and maritime

industry.

The range of

products offered by

Konecranes Lift Trucks

is focused on three main lines; forklift trucks, container handlers, and reach

stackers. The company’s aim is to build the hardest-working, longest-lasting

heavy-duty lift trucks in the world. To this end because everything is designed and

built in-house there are very few limits on the size and capacity of the equipment,

and Konecranes Lift Trucks continuously refines its designs based on feedback.

To date Konecranes Lift Trucks has delivered forklift trucks from ten tonnes lifting

capability up to 65 tonnes.

Smart technology and excellent craftsmanship mean that not only are the

company’s lift trucks known for their strength, reliability, and performance, but that

they also offer a lower total cost of ownership. “We put a lot of effort and budget

into research and development,” notes Patrik. “As such there’s been a lot of

innovation within the business such as the world’s largest

barge handler, and the first hybrid reach stacker. All of

our customers heavily use our equipment, sometimes

literally 24/7, which means high uptime is a critical focus

in this development.

“Other drivers are safety, and fuel efficiency, which in

turn helps reduce costs. Also related to fuel is the issue

of emission levels, which is another area our customers

are focused on due to environmental regulations. The

other major change is that in the past a customer may

lift one paper roll or a 25-tonne coil, now they are lifting

four rolls and 30-tonnes. There’s a move towards needing

equipment with a much higher payload to increase productivity,”

he continues.

It’s some of these developments that have made Konecranes Lift Trucks

unique within the lift truck sector. The recent launch of the SMV 4531 TB5

HLT hybrid reach stacker for container handling is one key example.

Built around a diesel/electric driveline, hydraulic lifting system and

super capacitor system for electrical energy storage, this lift

truck reduces diesel consumption and emissions by up to

30 per cent. In turn it can lift up to 45 tonnes, and has

improved acceleration and lifting response.

The cost and environmental benefits are achieved

by electrifying all flows of energy through the hybrid

technology. Propulsion and lifting are powered by

electric motors, whilst the energy generated by braking and load

lowering is recovered and stored for re-use later. This is made possible through

the super capacitor system, which is in turn connected to the truck’s electrics.

It also helps to boost the diesel-powered electrical generator at times of peak

power demand.

“Another development we have launched in recent months is the

TRUCONNECT remote monitoring and reporting for lift trucks system,” highlights

Patrik. “This enables the fleet manager to track the real usage of their fleet through

a remote connection, including safety alerts, general performance and fuel

Although we’re very much a global company, we place a great deal of importance on the individual local markets as well - being close to the customer and having a strong network for support and aftersales

consumption. It also highlights maintenance and

servicing intervals, and identifies where operator

training could improve safety and productivity.”

With products in many different markets,

Konecranes Lift Trucks is perhaps further

removed from the individual ebbs and flows of

these industries than some. Such changes are

still of keen interest to the business though in

allowing it to put some focus onto those markets

showing signs of growth. This is particularly

important given the high degree of uncertainty

that still remains for many following the financial

crisis.

“We’re preparing for the future by continuing

our focus on R&D,” concludes Patrik. “Although

we’re very much a

global company,

we place a great

deal of importance on the individual local

markets as well - being close to the customer

and having a strong network for support and

aftersales. This is something that we continue to

pursue for the coming years.” v


Parker Hannifin With annual sales of $13 billion in fiscal year 2013, Parker Hannifin is the world’s leading diversified manufacturer of motion and control technologies and systems, providing precision-engineered solutions for a wide variety of mobile, industrial and aerospace markets. The company employs approximately 58,000 people in 49 countries around the world. Parker has increased its annual dividends paid to shareholders for 57 consecutive fiscal years, among the top five longest-running dividend-increase records in the S&P 500 index.

Konecranes Lift Trucks www.kcllifttrucks.com• Heavy lift experts• Innovative product development• Close to customer

Profile: Konecranes Lift Trucks

http://www.parker.com/se

124 - www.shippingandmarine.co.uk30 - www.shippingandmarine.co.uk

Stolt Sneland at Oiltanking Stolthaven Antwerp

ased in the Netherlands, De Keizer has specialised in the installation of custom electrotechnical systems

in superyachts and ships since 1965. The company designs, builds and installs

sophisticated computerised security systems

and complex monitoring and control systems

in the maritime sector, and also possesses

extensive knowledge and experience in the field

of entertainment and control systems.

A prime example of this is the work the

company is doing on the MY Golden Age, a

vessel that is due for completion in April 2015.

De Keizer is one of Hakvoort’s prime co-makers

on this contract, and is responsible for the

complete overall electrical installation onboard.

AMCS DekaSis will be, as system integrator, a

key element of this prestigious Hakvoort new

built.

The MY Golden Age is a 61-metre

superyacht, which will feature a carefully

considered balance of indoor and outdoor

spaces. One of the most striking features will be

the positioning of the four guest suites and VIP

stateroom on the main deck, ensuring that all

guests have superb views. The main deck will

also be home to a large dining room and lounge,

with the owners’ accommodation housed on a

dedicated private deck above. This extra deck

will comprise the master stateroom forward

with two bathrooms, a master study and a bar

with sky lounge. Above will be the bridge deck

with wheelhouse and a range of facilities for the

captain, with the rest of the crew also being very

well catered for on the lower deck. In addition

to four crew cabins 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

opportunitiesTechnical

B


Profile: De Keizer Marine Engineering

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.

http://www.vacon.com


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

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

Profile: De Keizer Marine Engineering

De Keizer Marine Engineering

www.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

Santon CirCuit Breaker ServiCeS Santon Circuit Breaker Services B.V. is specialist in the field of supplying, maintaining and replacing of circuit breakers in existing installations. Santon offers a Sidunn conversion set for almost any type of circuit breaker, which makes it possible to replace old circuit breakers for new ones in just a few hours. Santon Circuit Breaker Services is the partner for all your circuit breakers.

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

http://www.santonswitchgear.com

Empire Navigation Inc. in 2009; comprised of

an efficient, professional and highly experienced

team of shipping specialists. Empire currently

manages a fleet of modern vessels that includes

five Capesize bulk carriers, four double hull

Suezmax tankers, six handysize vessels and an

impressive eight product tankers; seven of which

were acquired following Singapore-based firm

FR8 exiting the ship owning sector in September

2012.

The vessels included FR8 Venture, a

2006 model at 74,065 dwt, FR8 Endurace

(2007/50,655 dwt), FR8 Pride (2006/74,035

dwt), FR8 Reginamar (2004/70,312 dwt), FR8

Endeavour (2006/50,546 dwt), Stena FR8

1 (2007/46,846 dwt) and the FR8 Fortitude,

(2007/46,763 dwt). With a previous fleet capacity

of more than 1.5 million, Empire operates a

fleet of two and a half million mark. The new

vessels were smoothly integrated into Empire

Navigation’s existing fleet and have enabled

the firm’s continued growth, progression and

increased performance.

Mr Molaris discusses the company’s

developments since it last appeared in Shipping

and Marine magazine in December 2012:

“Empire Navigation’s fleet has expanded over the

last 12 months. In view of its growth and in order

to be able to keep providing specialised services

the dry bulk carriers of the company’s fleet were

lma Maritime was founded in 2008 by chief executive officer and chairman Stamatis Molaris with the goal of

providing exceptional services to the crude oil, clean product and dry bulk carrier sectors. From 2005 until April 2008, Mr Molaris

served as chief executive officer, president and

a member of the board of directors at Quintana

Maritime Limited, before serving as CEO and

director of NYSE-listed dry bulk firm Excel

Maritime Carriers in April 2008 following the sale

of Quintana Maritime Limited to Excel. Mr Molaris

retained the position of CEO and director of Excel

Maritime Limited until the merger of the two firms

was successfully completed. Boasting a rich level

of expertise in the shipping industry, Mr Molaris

previously served as chief financial officer and

director of Stelmar Shipping Limited from August

1993 until January 2005.

With a comprehensive knowledge of the

shipping industry behind it, the international firm

was established to provide reliable, efficient and

responsible transportation services in a manner

that will result in long-term, returning customers.

Keen to focus on ownership, Alma Maritime

established a subsidiary for fleet management,


A

A newempire

Profile: Alma Maritime/Empire Navigation

transferred to a newly established company –

Empire Bulkers Ltd. This expansion has resulted

in both companies’ increasing office personnel

and more dedicated professionals joining the

team in order to keep up with the standards we

have introduced since Empire Navigation started

its operations three years ago.”

Located in Gylfada, Athens, Empire

Navigation’s objective is to manage modern ships

that operate in wet and dry cargo markets, and

as a manager of such ships, it is committed to

maintaining a high standard of safety and quality

in all operations. When first established, the

organisation designed a Safety Management

system in order to meet all relevant requirements

of ISO 9001-2000 (Quality), ISO 14001-2004

(Environment) and TMSA; it was certified by

ABS in August 2009. Empire Navigation retains

a policy to promote and enhance health and

safety at sea, in order to prevent human injury

or loss of life and avoid any adverse impact

on the environment. In order to implement its

health, safety management and environmental

protection policy effectively, the company

follows a number of rules, such as frequently

inspecting and auditing its vessels, carrying

out necessary maintenance and repairs and

http://www.globalseaways.com

appointing dedicated personnel to be responsible

for maintaining health, safety and environmental

matters. A member of major marine associations

including Intertanko, Bimco, OCIMF and

Helmepa, the company is headed by Mr Nikolaos

Arkadis, who boasts a plethora of shipping

knowledge and more than 30 years experience in

the industry.

Focused on safety, environmental protection

and high quality services to charterers and third

parties since its inception, Empire Navigation’s

dedication to excellence has led to long-term

business relationships with agents, suppliers,

yards and other parties. Keen to optimise

performance through fleet expansion, this

development has also inevitably changed the

company’s market place and grown its customer

base. “The different types and sizes of vessels

in Empire Navigation and Empire Bulkers are

now part of different segments of the tramp

market,” says Mr Molaris. “New charterers have

employed our newly acquired vessels while we

have reinforced the commercial bonds with our

existing charterers. All of our charters for both the

wet and the dry fleet are with first class, reputable

charterers.”

Profile: Alma Maritime/Empire Navigation

Despite the market remaining challenging

within the shipping industry, the company has

already benefited from the largest ‘distressed’

deal in the tanker market, therefore viewing

periods of crisis as a time of opportunity. “There

are encouraging signs of improvement in

certain sectors, but it remains to be seen if this

improvement has legs. As always, the periods

of crisis are also periods of opportunity, as

distressed deals can be pursued by those who

had acted prudently before the crisis and are in

the position to take advantage of the low part of

the shipping circle,” explains Mr Molaris. “We are

always interested in further expanding our fleet

and business when the right opportunity arises

for a potential profitable product.”

Moving forward, the main focus for Empire

Navigation is to optimise its charter mix and

manage its sector exposure by retaining a

balanced range of crude oil and product product

tankers as well as dry bulk carriers for commodity

producers and consumers in the shipping

industry. Furthermore, it will expand on the

management’s successful chartering relationships

with leading customers in the dry bulk and

tanker markets, an area in which the company

hopes to become the first choice for quality

services in the coming years. “Our aim is to not

only maintain the high quality of services that we

have offered since our inception, but to improve

as well. Looking ahead at the next few years, it is

our goal to keep improving in every aspect of our

business and to further expand,” concludes

Mr. Molaris. v


Alma Maritime/Empire Navigationwww.almamaritime.com• Young, high quality fleet• Focus on long-term charters• Fleet managed by subsidiary ‘Empire Navigation’

Global SeawaySGlobal Seaways is a leading crew management & maritime training group of companies with strategically established offices worldwide. It is maintaining more than 100 vessels and employing more than 3000 seafarers under its management. All of its company members have obtained ISO 9001:2008 as well as MLC 2006 certification. Global is proud to contribute to Alma Maritime’s continuous success.


n relation to other ports around the globe, Nemport is a newcomer compared to its contemporaries. However, far from being a hindrance, the

port’s youth has enabled it to make a dynamic

and forward thinking entry into the market. The

development of the Nemport Project began in

1999 after the Heris family, owners of Akdeniz

Chemistry, began to look into the possibility of

importing liquid raw material via their own port.

As captain Oguz Tumis, managing director

elaborates: “Akdeniz Chemistry began to

look for a suitable area in which to construct

a terminal and found a promising location in

Nemrut Bay in Aliaga-Izmir. While the company

struggled with the authorities to get the

necessary permissions for operations, they

assessed the feasibility of introducing the liquid

import business to the port. However, it found

that the location was not satisfactory for liquid

import but was instead very promising for the

container business.

“As a sector leader within Turkey, Akdeniz

Chemistry had large amounts of container

shipment in both import and export. Because

of the unbearable congestion in Izmir Port, the

company decided to construct a container

terminal instead of a bulk liquid terminal in which

it could handle its own containers without any

problems. Additionally it could also serve other

customers suffering from the similar problems in

Izmir Port.”

After a lengthy period of construction and

consultation with local authorities the first cargo

vessel called into Nemport Container Terminal

in October 2009. Since that time the port has

displayed a flexible, forward thinking approach

that has made it an important service provider

for the main container liners calling into Izmir.

The port is the first private container terminal in

thinkingNew

I


Terex PorT SoluTionSNemport is a leading terminal operator and operates five Terex® Gottwald harbour cranes in its Aliaga terminal. The Terex® Gottwald harbour cranes for Nemport offer greater handling advantages when servicing large container vessels thanks to its specially adapted geometry of boom length, boom pivot point and viewing height of the operator cab. These cranes, including more than 70 other Terex® Gottwald cranes in Turkey that are serviced ‘around the clock’ by Terex Port Solutions’ long-standing representative Eksen Makina, enjoy excellent availability and productivity with competitive operational costs. Also, more than 85 per cent of the Generation 5 Terex® Gottwald cranes delivered to Turkey since 2006 feature an integrated external power feeding system to help save costs.

Profile: Nemport

the Aegean Region, operating with an annual

capacity of 450,000 twenty-foot equivalent units

(TEU’s). It also boasts a number of features

that make it an attractive destination compared

to state-run ports in the area. Nemport

Logistics also runs an off-dock railway within

close proximity to the port, which supports its

operations. This allows Nemport to provide an

excellent, cost-effective transport solution for

customers using the railway. Complimenting

its logistics service, the port is able to provide

unrivaled storage options to its customers

through the use of its A Grade General bonded

warehouse, as Oguz explains: “Situated within

the terminal itself the warehouse provides lots

of advantages to both importers and exporters

as it is not common for the container terminals

in Turkey to have this kind of warehouse. When

thinking

http://www.terexportsolutions.com


the customers wish to store goods inside the

warehouse and strip the containers, they inform

the terminal before the vessel arrives. We

discharge the containers from the vessel and

carry them directly in front of the warehouse,

because the warehouse is not outside of the port

customers pay no extra transportation cost and

terminal handling fees.

“Besides that, the goods can be stored in

the warehouse without a time limitation until

the customs clearance is settled. According to

the Turkish customs rules the goods can stay

in the terminal for a maximum of 45 days. If the

customs procedures are not over within that

time, the goods are confiscated. Ultimately, the

warehouse allows the port to offer extended

storage solutions in a cost-effective manner.”

Another differentiating factor for Nemport is that its services and

equipment portfolio are undertaken in an environmentally friendly way. All

of its quayside cranes are run by electric power and the port operated the

first electrically powered rubber-tired gantry cranes (E-RTGs) in Turkey.

Similarly electric forklifts are used in all of the port’s container freight

station (CFS) and warehouse operations. Commenting on the port’s

environmental commitments Oguz says: “Nemport is very environmentally

friendly. Electricity has lower carbon emissions than diesel oil and terminal

equipment has minimum noise level when they run by electricity, which is

why it is always the preferred option in the port’s operations. There is also

a waste treatment facility inside the terminal, where waste like sludge, bilge

water, wastewater and other solid wastes are collected from the vessels

and treated safely. The terminal has been certificated with ISO 14001, as

well as ISO 9001 and OHSAS 18001. In the very near future the intention

is to apply to Turkish Ministry of Transportation, Maritime Affairs and

Communication to be a ‘Green Port.’”

Nemport is also heavily focused on developing its internal systems as

well as reaching out and engaging with its customers. It has developed

its own terminal operation software, which has been developed to

be flexible and highly configurable to allow the system to be used to

quickly and effectively address clients’ needs. To further ensure that the

port is able to effectively service its customers, its marketing team visits

operators regularly to gain feedback and explore any problems, needs

or requirements.

Moving into the future, Nemport is committed to further developing

its use of environmentally friendly energy by taking advantage of the

regions steady wind and year round sunshine and moving in renewable energy. A wind power

station is planned within the terminal as well as a series of solar panels and walls. Concluding on

the port’s energy commitments and future Oguz says: “Although the terminal is almost four years

old, in terms of service quality Nemport is pretty ahead of many terminals in Turkey. However, we

intend to continue to invest to satisfy our customers’ needs, develop new technologies, to reduce

energy consumption and energy related costs and to increase the productivity of the terminal by

having and operating a highly reliable and available equipment park.” v

Profile: Nemport

Nemportwww.nemport.com.tr• New port facility• Advanced port facilities• Environmental focus

Although the terminal is almost four years old, in terms of service quality Nemport is pretty ahead of many terminals in Turkey


W ith more than 60 years

of experience in the

specialised supply of

diesel engines such

as gensets, diesel generators, emergency

power and emergency gensets, Nordhavn

AS has grown a wide customer base in the

marine, industrial and offshore sectors. “We

were originally known for competitive sets for

propulsion, gensets and emergency gensets for

marine vessels of all sizes, from fishing boats

to super tankers,” explains Soren Rasmussen,

service director at Nordhavn AS. “Today, we have

brought these accumulated qualities ashore,

where diesel engines and competencies are

translated into modern gensets, emergency

gensets and industrial diesel engine applications.

The move into new industries was a natural

development that benefits from the support,

Profile: Nordhavn

expertise and innovation that we have obtained

through 60 years of working with customers and

partners at sea.”

As a strong supplier of propulsion units

and complete marine installations, Nordhavn

AS co-operates with staff at all levels inside a

shipyard, from ship owners, consulting naval

architects and harbour workshops to ensure

projects result in complete satisfaction; on top

of this, its sales department is fully prepared to

offer further information in relation to products.

Through offering products, concepts and support

that covers the complete process of diesel

installations from beginning to end, Nordhavn AS

delivers total solutions, as Soren highlights: “We

are at your service with the entire pallet, from

projecting to the installation of large, complex

applications. Our technicians and specialists

are responsible for the design, installation and

implementation of our products, while our service

team ensures everything runs optimally once the

installation is in place.”

Delivering solutions to major firms such as

Maersk, Tidewater, the Danish Navy, A2SEA

and Northern Offshore Service over the past

60 years, the ISO 9001 certified Nordhavn AS

has the expertise, flexibility and commitment to

compliance to work within the stringent naval and

offshore industries. “We are able to customise

our products to suit customer requirements

from design and installation to the efficient

delivery of one single spare part. Each time a

customised solution is required, the project is

demanding because we have to understand

what the customer is asking for and from that

work out what the best solution is. The challenge

is for all products to integrate with each other

to ensure a successful complete package is the

Customisedsolutions


http://www.meccalite.com

http://www.ptech.dk

http://www.technoflex.dk

Iceland, Greenland and the Faroe Islands.

Committed to developing long-term, open

working relationships with its partners, Nordhavn

AS began distribution for Scania in 1959, more

than 50 years on this relationship is still going

strong. Furthermore, its relationship with Valmet,

now Sisu, has been developing positively since

1970, while its workshop for JCB was finalised

in 2008.

Having earned a proven track record in

establishing positive partnerships, Nordhavn

AS’s service department, Nordhavn Marine

Service, recently became the official distributor

for Twin Disc in Denmark, Greenland and The

Faroe Islands. “In the past we have had a very

good relationship with Twin Disc when offering

the complete propulsion package,” says Soren.

“However, now that we have the distribution deal

in house, we will be more flexible and efficient in

satisfying customer demand.”

With a vast amount of attention on the

offshore European market over recent years,

the organisation’s strategic plans for the future

involve expansion within this booming industry,

as Soren concludes: “Our focus has been on

the European offshore market over the past few

years; however, as the offshore industry has

developed increasingly we have begun to look at

opportunities to expand our reach in this industry

on a global scale.” v

Profile: Nordhavn


end result,” says Soren. “In relation to emission

regulations within the marine industry, all of our

engine brands are already focused on this, and

are therefore ahead of the game. Nordhavn

AS is very up-to-date in what happens when

regulations join together with the demands of

classification societies; each regulation with each

different classification is a challenge, as there

are different demands based on the customers

requirement and the rules of classification.”

A notable project for the company involved

the delivery of diesel engines for the Navy in

Denmark’s new vessel Miljo 103, which is now

the only ship in the Navy that is able to collect

oil on extremely shallow water as low as under

one metre, thus fulfilling an important need in oil

pollution readiness. In addition, Nordhavn AS, in

co-operation with Hvide Sande Skibs, delivered

a special designed propulsion unit, which meets

all of the requirements for the vessel, including

minimal long-term costs through Scanias’s low

fuel consumption engines.

Viewing the diesel engine as the beating heart

of Nordhavn AS, the 100 per cent Danish owned

company has entered into partnerships with a

number of global leading motor manufacturers

and has the sole agency rights of Scania, Agco

Sisu Power (Sisu), Diesel and JCB in Denmark,

Nordhavn ASwww.nordhavn.dk/en• More than 60 years of experience in diesel engines• Partner of world leading motor manufacturers• Offers a complete solution

TECHNOFLEXTechnoflex was founded on April 24th 2006. Within the shortest time, Technoflex developed into a successful supplier for quality components for the marine and offshore market. The company aims to be your partner in business.


ounded in 2009 Load Line Marine SA is a relatively young company, however in only a few short years it has proven itself to

be an expansive and dynamic player within the dry bulk sector. Under the guidance of its

founders, George Souravlas and Costis Calfoglou

the company has continued to grow and operate

in a market dominated by the effects of the

economic downturn. Managing director George

Souravlas and his team are able to offer extensive

experience in ship and project management

enabling the business to deliver world-class ship

management services.

The company began managing its first vessel

during January 2010; the M/V ‘Alpha’ was a

reliable 28,000 DWT bulk carrier built by Hitachi

in 1984. Following the success of this vessel,

Load Line was encouraged to expand its fleet.

The company invested in the construction of

two 34,000 DWT bulk carriers, which were

constructed by the Korean Dae Sun Shipbuilding

and Engineering shipyard. During June 2011

it took delivery of the M/V ‘Charlie’, which is

equipped with four 36 tonne cranes.

During July 2012 the M/V ‘Delta’ arrived,

further expanding Load Line Marine’s fleet and

capability as George elaborates: “The M/V ‘Delta’

is a 34,000 DWT bulk carrier with electric cranes

based on the innovative technology of frequency

converters by ‘Cargotec.’ It also features a

shallow draft compared to many other vessels

of similar capacity that enables her to operate

in restricted draft ports, which are often found

in emerging economies therefore expanding

the vessel’s employment potential. Another

advantage of the M/V ‘Delta’ is that she is

equipped with propeller boss cap fins (PBCF) that

have shown remarkable results in relation to fuel

efficiency. The result is that she has commercial

preference with many first class charterers

worldwide and has already been chartered by

Bunge Latinamerica LLC in the US, Ameropa AG

in Switzerland and D/S Norden A/S in Denmark.”

Handysize dry bulk carriers are most often

used in transporting commodities to and from

some of the world’s less developed markets

where port infrastructure makes loading and

discharge a far slower process meaning that the

vessels spend less time at sea. The decision to

choose Dae Sun Shipbuilding and Engineering to

construct the M/V ‘Charlie’ and M/V ‘Delta’ sister

ships was taken due to the yard’s experience in

designs featuring exceptionally low drafts.

Another recent addition to the Load Line

Marine fleet was in September 2013 when the

M/V Foxtrot was delivered, a 35,000 DWT geared

dry bulk carrier vessel, built in October 2012 by

SPP Shipbuilding Co Ltd of South Korea.

Furthermore, by the end of October 2013,

Load Line Marine is expecting the delivery of a

significantly larger Supramax (Ultramax) dry bulk

carrier, the M/V ‘Copenship Eco’ with a DWT of

64,000 by China’s Jiangsu Hantong Ship Heavy

Industry shipyard. Expanding on the vessel’s

capabilities George says: “One of the most

remarkable features of this new vessel is that

her optimised hull form and propulsion system

offers a 17 per cent larger carrying capacity,

while at the same time offering a 15 per cent

lower fuel consumption rate than its 56,000

DWT competitors. This means that a combined

advantage of over 25 per cent reduction of fuel

costs is gained per tonne during transportation.

partnerA handy

F


Doric ShipbrokerSLoad Line Marine is a valued client of Doric Shipbrokers. The high standards of quality, professionalism and integrity found in Load Line Marine have been the catalyst of this association. Doric Shipbrokers, an established dry cargo broker offering chartering and consultation services, is proud to be part of Load Line’s continued success.By positioning itself with leading ship owners and cargo charterers, Doric Shipbrokers is able to offer discerning advice, as well as the efficient execution of ship and cargo transport brokering.

Profile: Load Line Marine

It is also believed that the vessel will demonstrate

the highest technological standards for economy,

reliability and durability as a result of choosing

the best possible equipment makers available at

the time.” Presently the company manages three

modern bulk carrier vessels and is scanning the

market for new opportunities.

The company’s commitment to modern, fuel

efficient and technologically advanced vessels

means that it is able to boast a competitive

advantage that makes Load Line Marine

the preferred ship management solution for

charterers compared to vessels of similar carrying

capacity. The M/V Copenship Eco for example,

has already generated a lot of interest with

Copenship A/S of Denmark offering the vessel a

long-term charter with superior terms compared

to current market rates.

Load Line Marine’s ships transport a diverse

range of dry bulk cargos including grain, coal,

fertilizers, minerals, steel products, sugar and

cement. However, despite operating in a broad

range of markets, 2012 proved to be a slow

year for the dry bulk sector in general. This was

due to droughts across the US, Russia and

Ukraine resulting in crop failure and substantially

lower volumes of cargo than usual during a time

of record new building deliveries. This placed

incredible pressure on the dry bulk market

during 2012 and early 2013. However, Load

Line has remained buoyant and dynamic and

is well placed to service the market as it begins

to show signs of recovery during the latter part

of 2013 and into 2014. Commenting on the

current market and on the company’s strategy

moving into 2014 George states: “During these

challenging times, Load Line has managed to find

ways to be more efficient and dynamic and has

developed by forming long-term relationships.

http://www.doric.gr


It has also invested in innovation, skillful human

resource management and advanced technology.

“The poor shipping market and the near

absence of shipping finance for new building

projects has reduced the number of orders

for new vessels, as a result many shipbuilders

have closed down. Furthermore, the strong

price of steel in combination to the poor charter

market has pushed many ship owners to

consider demolition of older tonnage, especially

those vessels that are less competitive due to

high fuel consumption. Finally, the commodity

transportation requirements are expected to

rise as the American and European economies

are recovering from the crisis. We therefore

anticipate that the dry bulk shipping market will

recover in 2014 to levels similar to those seen

in 2010.”

As Load Line Marine continues to grow it is

committed to expanding and building a fleet

of modern, eco efficient and technologically

advanced dry bulk carrier vessels of various size

classes to provide a high level of quality services

to charterers worldwide. Commenting on the

vision that drives the company forward, George

concludes: “Opportunities always arise if you

keep your eyes wide open and they materialise

with hard work and strong focus, despite

adversities that may appear along the way.” v

Profile: Load Line Marine

Load Line Marinewww.loadline.com• Dry bulk specialists • New handymax vessels• Growing, modern fleet

http://www.bmsbunkers.com

http://www.technodive-hellas.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

Significant asset

Profile: Port of Liverpool (Peel Ports Mersey Division)

important, when Liverpool2, Peel Ports’

£300 million landmark deep-water terminal,

becomes operational in 2015.

Gary Hodgson, chief operating officer of

Peel Ports, explained that Liverpool2 will allow

much larger vessels to call directly at the Port of

Liverpool, meaning shipping lines will be able to

operate some of the world’s largest vessels in

close proximity to the UK’s central logistics hub

and a population of 35 million consumers within

a radius of 150 miles.

“This is the region’s most important

infrastructure project for a generation,” he said.

“Work has already started on the container

terminal, which will enable some much bigger

ships, with capacity of up to 13,500 TEU, to call

directly at the Port of Liverpool.

“So far in excess of 136,000m3 of material

has been dredged from the bed of the Mersey

to create the necessary approach channel and

16.5 m berthing pocket, and approximately

three million cubic metres of infill will be needed

to create the planned new container area,

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

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

Port of Liverpool


Profile: Port of Liverpool (Peel Ports Mersey Division)


CareGoImproving warehouse optimisation by as much as 40 per cent, creating a safer workplace and having complete control over inventory are among the benefits of CareGo’s patent-pending technology. The innovative Canadian company installed its optimisation/automation technology at the Liverpool Steel Terminal in April 2013 and is now fielding interest from steel, aluminum and paper industry players world-wide.CareGo operates warehouses in Canada, including the nation’s largest steel transload facility, and tests its products at home first before offering them to the marketplace. With knowledge grounded in experience, CareGo can identify ways to make a facility or warehouse work harder, making better use of the space available and reducing operating costs. The proprietary technology was created for steel coils but is equally effective for pipe and tube, or aluminum and paper rolls.In Liverpool, CareGo automation systems and optimisation technology have increased the throughput of the Steel Terminal.

multimodal connectivity, and our assets in terms

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

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

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.carego.com


As one of the shipping industry’s leading partners for emission reduction, we are well positioned to grow considerably


Nils Høy-Petersen, CEO, Clean Marine

lean Marine is dedicated

solely to emission cleaning

and offers a proven, unique

Exhaust Gas Cleaning

System (EGCS), which has been designed

for the maritime industry. The company was

founded in 2006 and has had more than

$25 million invested into development and

extensive testing of the EGCS,” says Nils Høy-

Petersen, CEO of Clean Marine, introducing the

innovative marine scrubber that can be fitted

on both existing and new ships. “Our EGCS

is the only system currently on the market

with true multi-stream exhaust gas handling.

This means that all exhaust sources onboard,

including boilers, are served by one common

EGC unit without encountering an increase in

backpressure.”

The multi-stream exhaust gas handling is

achieved by integrating two fans and a gas

recirculation mechanism into the EGC unit,

ensuring that pressure at the common gas

meeting point remains at an ambient level

regardless of the amount of exhaust going into

the system. The EGC unit’s Advanced Vortex

Chamber (AVC) further offers outstanding

separation efficiency and achieves high

particulate matter (PM) and sulphur trapping.

“Clean Marine offers a proven, hybrid system

that can operate in both open and closed loop

mode,” enthuses Nils. “It differs from other

systems in that it uses caustic soda in both

modes, so the vessel can operate in all types

of water, including low alkaline and saline

water, in either mode without loss of efficiency.

Furthermore, the use of caustic soda enables

the Clean Marine EGCS to meet the current

pH limit for washwater discharges with good

margin.”

With regulations to reduce sulphur oxides

(SOx) inside the established Emission Control

Areas (ECAs) - the Baltic Sea, the North

Sea, North American waters and parts of the

Caribbean sea - coming into effect in January

2015, Clean Marine has noted an increase

in demand that looks set to continue, as Nils

highlights: “Naturally, owners who operate their

vessels inside the ECA are more likely to install a

SOx scrubbing system during this year and the

next as the limit of 0.1 per cent SOx is effective

less than 15 months from now. These owners to

a large degree are based in the US and Europe,

while the major yards are found in China, Korea

and Japan.”

Easy to operate and monitor, the Clean

Marine EGCS is a cost-effective option,

particularly for vessels with many exhaust

sources, as the EGCS unit can serve several

combustion units simultaneously. With an

assumed USD300 per metric tonne price

difference between marine gas oil and high

sulphur fuel oil, a vessel operating 100 per cent

inside an ECA would have a payback time of

shapeShip

C“


Profile: Clean Marine

approximately one year. “We are specifically

targeting the merchant fleet of bulk carriers,

tankers, container vessels and ro-ro vessels.

Further, medium and large vessels with high fuel

consumption will naturally see a better payback

time of their EGCS investment than smaller

vessels,” says Nils.

As an independent company Clean

Marine can offer flexibility and close working

relationships with its customers to tailor-make

the best solution for their unique requirements.

Furthermore, the company benefits from three

well-reputed investors; Klaveness Invest AS,

Nanga Limited (advised by Smedvig Capital),

and AS Atlantic Vest (controlled by the Rieber

family), who together control 87 per cent of

the firm. With a long-term commitment to

Clean Marine and focused aims to contribute

to a sustainable maritime industry, the three

shareholders have recently shown their

confidence in Clean Marine’s position to

capitalise on the market by injecting further

investment into the firm.

A Clean Marine EGCS is fully operational and

certified on the Torvald Klaveness owned bulk

carrier MV Balder. Balder was recently the first

vessel in the world to successfully operate this

type of system inside the US ECA.

Clean Marine will also shortly be supplying

EGCS for two shuttle tanker newbuildings being

constructed at Samsung Heavy Industries for

global owner and operator of modern petroleum

tankers American Eagle Tankers (AET). “AET has

entered into a long-term contract with Statoil

to operate two specialised DP2-type shuttle

tankers; the two vessels will serve oilfields in

the Norwegian sector of the North/Barents Sea,

which is inside the ECA,” says Nils. “The Clean

Marine system supplied to AET will

clean both SOx and PM emissions from

two main engines, five auxiliary engines and

three boilers. In total, a single Clean Marine unit

will manage ten exhaust sources.”

Noting that cruise and ferry operators/owners

have been the first to change their exhausts

and emission levels in time for 2015 legislation,

Nils anticipates an increase in demand from

all vessel segments in 2014. “Market analysts

estimate that some 8000 existing vessels will

be affected by tightened regulations from 2015,

seeing as they spend a large portion of their

time inside the ECA. Many owners would need

to install EGCS during vessels’ special survey/

dry dock next year, however for new buildings

being delivered in 2014 and 2015 the decision

must be made now for design with EGCS or

alternative design with LNG/dual fuel engine.

“As one of the shipping industry’s leading

partners for emission reduction, we are well

positioned to grow considerably over the next

few years and are preparing for supply of a large

number of EGCS to both ship owners and yards

globally,” Nils concludes. v

Clean Marinewww.cleanmarine.no• Provides a competitive, hybrid Exhaust Gas Cleaning System (EGCS)• First system in world to operate in US Emission Control Area• Offers true multi-stream exhaust gas handling

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


Trueluxury

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


Van der Velden Marine SySteMSRecognised as being state-of-the-art, our manoeuvring systems are dedicated to the specific needs of the yachting industry. Our activities include the engineering, construction and installation of manoeuvring systems. Van der Velden is specialised in customised solutions with regard to steering gear, rudders and propulsion optimisation. Both customers and yards benefit from an easy to install and integrated solution, a unified overall design and one project co-ordinator for the manoeuvring system. We offer half a century of smart maritime solutions.

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

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

Hakvoortwww.hakvoort.com• Luxury yacht construction• Almost a century of experience • Uncompromising quality

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.vdvelden.com

http://www.teamtec.no

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

Movingforward


Profile: Scorpio Group

TEAM TEC The new ad-on feature for TeamTec’s Marine Incinerator has become a great success worldwide. The new technology enables the ship to handle the bilge water onboard rather than deposit in ports at a high cost. By injecting the water while incinerating the sludge oil, the capacity of the incinerator increases by 20 per cent, the NOx emission is lowered and some 1-2 m3 of water can be destructed. The injection of the atomized water is fully automatic, controlled by the incinerator’s advanced PLC. Retrofitting is possible for existing TeamTec incinerators to integrate the Bilge Water Injection system. Scorpio Tankers has chosen to include the Bilge Water Injection system in all of the new builds, like many other ship owners worldwide. The system is IMO approved and comes with certificates from all the major class societies.


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

deepest fairway in the country at 15.3 metres

and benefits from an excellent location for port

operations. In Mäntyluoto harbour the fairway has

been recently deepened to 12-metres. Port of

Pori has the best crane capacity in Finland. The

Masa crane in Mäntyluoto is the most powerful

harbour crane in Finland with a maximum lifting

capacity of 200 tonnes. It has been crucial to the

harbour’s core general bulk activities. In addition

to this, the potential for increasingly larger ships

has been supported by the LHM550, a Liebherr

mobile crane with a maximum lifting capacity of

144 tonnes; as the most powerful new crane in

Mäntyluoto, the LHM550 complements Masa

and helps cement the Port of Pori as one of the

most flexible ports in the country.

Based overlooking the Gulf of Bothnia, at

the northernmost region of the Baltic Sea, the

port’s proximity to countries such as Russia

and Sweden ensures that the Port of Pori will

be one of the most active ports in Finland in

the future as well. These logistical advantages

are certain to benefit the port over the coming

years, particularly when the 0.1 per cent sulphur

ince the beginning of 2013 up to the end of September, the total volume has gone up

around 12 per cent in comparison to 2012, which was of course a challenging year for us and difficult for the shipping industry worldwide,” says Pekka Sundberg, port development manager at the Port of Pori. “However, in 2013 we have seen volumes are

going up; coal has gone up by 71 per cent over

the course of the year when compared to 2012.

We have had some 700,000 tonnes coming

to the port this year and we also had the MS

Nordic Orion, the first bulk carrier to traverse

the Northwest Passage through Canada’s

Arctic waters, arrive at the port on October 7th;

this is another indicator of the north gaining

importance.”

Carrying coal for Ruukki Metals, a Finnish

steel producer, the 75,000 dwt MS Nordic

Orion was no challenge for the Port of Pori,

which is popular with larger vessels due to the

deep fairways. Tahkoluoto harbour offers the


S

Mäntyluoto. Photo courtesy of Port of Pori

No minor

developments

Profile: Port of Pori

in fuel directive is introduced in 2013, as Jaakko

Nirhamo, port director at Port of Pori, highlights:

“There are only 14 months until the Sulphur

Emission Control Area (SECA) regulations will

come into force; this is the biggest challenge

the shipping industry has ever had to face and

is a challenge for all ports. Nevertheless, we are

positive about the future because SECA will result

in less small vessels and more large, newbuilds.

With our deeep fairway and excellent facilities, we

have the space, capacity and ability to serve all

types of vessels.”

In the process of a major 2011-2014

investment project to upgrade, expand and

extend port facilities, it has already built an entire

new quay, a new port entrance and installed

improved fairways. “We made our big investment

in 2011 when we dredged our fairway to 12

metres, so that was a major investment of around

30 million euros. The next thing we plan to do,

starting this year, is to update our chemical

harbour and renew our fire fighting system. We

have other plans in the pipeline, but it is too early

to discuss these,” says Jaakko.

“


http://www.norilsnickel.fi

http://www.visy.fi

http://www.sal-heavylift.com

SAL HeAvy LiftSAL Heavy Lift owns and operates a modern fleet of 16 vessels with a combined crane capacity of up to 2000 mtons SWL. SAL assists, amongst other areas, in offshore subsea installations and in the transportation of heavy and unconventional cargo. It works together with multiple international ports and has a great outreach across the globe.Port of Pori, in the Gulf of Bothnia, is one of its trusted ports, which it has worked with for many years. It always strives for excellent and innovative solutions in terms of heavy lift shipping and offshore installations for its clients around the world.

Committed to continuous improvement and

customer satisfaction through enhanced logistical

networks, the port has been integrated with

the Bothnian Green Logistic Corridor and its

extensions. Running along the coast of the Gulf

of Bothnia in Finland and Sweden, the Logistics

Corridor combines the northernmost parts of

the EU to its central parts to create connections

to Russia and Northern Scandinavia; it also

offers the port the opportunity to improve both

sea and land connections, as well as enhance

co-operation between connection points on

the corridor in different countries. “The BGLC

project is part of the EU Baltic Sea Region

Programme; the target of the project is to find

and develop new traffic solutions such as new

routes to facilitate and speed up transport

and passenger traffic in the Bothnian corridor.

We are contributing to the project through

developing a study on re-opening the Pori-

Parkano-Haapamaki railroad line and using that

line for Finland’s mining sector. Furthermore, the

new track could open a new route for cargo to

Russia,” explains Pekka.

Having served the metals industry successfully

for several years, the port is now benchmarking

itself as the best ‘mining port’ for the Finnish

mining industry. With experience in undertaking

domestic transit duties that see it taking in large

shipments of raw materials, transferring them

onto several smaller feeder barges and sending

those to the industry, the port has the capabilities

and expertise to expand its service offering. In

the previous article of Shipping & Marine, Jaakko

discussed the opportunity further: “We have the

strongest harbour crane in Finland and have

extensive experience in project cargo, all of which

are good preparation for the mining industry.

We could take in raw materials by barge then

send them out, much like with metals. It means

that more investments will be needed in our rail

connections, but I believe the Government will

be reasonable and make the right decisions to

improve our capability.”

According to the initial estimate, the required

investment for the re-opening of the Pori-

Parkano-Haapamaki track is approximately

250 million euros; therefore, the re-opening of the

track depends on finding transport flows strong

enough in quality and volume to market the track,

alongside its extension connections, as a solution

that replaces the huge investments going into the

main railroad network. The future role of the port

as the transporter of minerals and chemicals from

Profile: Port of Pori

the new and existing mines is an integral factor

in the re-opening of the track, as is the benefits

of increased function of railroad traffic within the

country as a whole.

Boasting a 200-hectare site around the port,

in the immediate vicinity of both the Mantyluoto

and Tahkoluoto harbours, the Port of Pori’s

current focus is on the development of this land

through attracting major commercial partners

to adopt/lease parts of the site. Aiding in this

strategic aim is the port’s promotional website,

www.m20.fi, which advertises the benefits of

setting up shop in the M20 Industrial Park, these

include efficient and uncongested roads that

connect companies with the rest of Finland and

Russia. With these exciting long-term prospects

in development, it is certain that the Port of Pori’s

position as an integral location for industry will

continue to grow. v


Port of Poriwww.portofpori.fi/en• Second largest dry bulk port in Finland• General port handling all kind of cargo• Development opportunities• Has excellent facilities for mining industry

Tahkoluoto

All photos courtesy of Port of Pori


F loating hotels, or ‘floatels’

are used as accommodation

for maritime workers, and

are especially popular in the

offshore oil and gas industry. They offer

several benefits, not least because they allow

employees to remain on or very near to site,

lessening travel time and increasing efficiency.

However, Chevalier Floatels believes

that a floatel is in fact much more than

just accommodation. Ultimately Chevalier

appreciates it is the personnel working on site

who determine the success of any project.

Preventing seasickness and fatigue and keeping

them comfortable and happy is a way to

increase productivity and to bind engineers to

their organisation. As a result of this mindset,


Floatonthe company’s new five star floatels have

been specially designed to offer exemplary

accommodation for those working on installation

and maintenance projects in the offshore wind, oil

and gas industry.

Several other crucial areas have also been

considered in the new vessel design. This type

of work is being done on or near expensive

installations, and keeping these safe and

undamaged is critical. In addition, the projects

undertaken are expensive and budgets are

significant. Keeping within budgets depends for

a large part on having the equipment working

reliably during the project.

Fuel costs form a large part of any offshore

budget, so fuel-efficient vessels significantly

reduce overall costs. In addition, environmental

criteria and social responsibility require

organisations to think about the impact of their

activities on the area of the installations. Low

exhaust emissions are therefore key in these

modern times.

With all of these views in mind Chevalier

Floatels has, with its vessels DP Galyna and

Gezina, developed a new concept for the

offshore wind and offshore oil and gas industry

that is much more than just floating rooms.

Chevalier believes this concept sets a whole

new standard in terms of reliability, efficiency and

comfort.

The vessels feature a large number of

innovations. For example, top spec navigation

and bridge equipment from Sam Electronics with

planned maintenance, integrated automation and


Profile: Chevalier Floatels

monitoring systems warrant a safe and reliable

voyage. Rolls Royce stabilisers make the voyage

as smooth as can be, while Schottel azimuthing

thrusters ensure the high manoeuvrability of the

vessels.

Ureum cleans all the exhaust gasses from

the vessels, which ensures a clean and healthy

environment for the staff on board and gives the

vessels a low carbon footprint. Fit for purpose

design and Volvo Penta diesel electric engines

keep the fuel consumption as low as possible.

On the DP Galyna an Ampelmann heave

compensated gangway with a reliable DP2

system transfers the engineers to the windmills

or platforms, making sure both crew and the

windmills or platforms remain safe under all

circumstances. For milder circumstances boat

landings for windcats and support vessels

increase the versatility of these ships.

And last but not least, Chevalier’s experienced

and well-trained crew understands that it is not

only their job to make the stay on board safe,

but also realise that there is more – they need to

make this floatel a real home away from home.

Such is the attention to detail that Chevalier

has put into the Galnya and Gezina, they are

already prizewinners - their design has been

recognised with an award (the Exterior ShipPax

Design Award 2008).

Chevalier is not limited to five star options

though, as alongside the Galnya and

Gezina, Chevalier’s fleet also includes worker

accommodation barges and floating prisons for

governments. For example, in its most recent

project Chevalier Floatels provided a fleet of

five floatels for the oil industry in Kazakhstan.

These vessels accommodated about 300 guests

each and were employed in the demanding

circumstances of the Caspian Sea. Outside air

temperatures were ranging from -40 degrees

Celsius in wintertime up to plus 40 degrees

Celsius in

summertime,

which meant

ice in the

winter and

extreme heat in

summer. Apart

from this, there

were strict

environmental

and hygienic

regulations

to deal with;

the Kazakh

Statutory

hygienic

regulations

are among the strictest of the world. The Kazakh

oil fields are located in a protected area and the

vessels of Chevalier Floatels were completely zero

discharge.

Despite these strict regulations and harsh

conditions Chevalier Floatels was able to

Chevalier Floatelswww.cfbv.com• State-of-the-art floatels in the fleet• Wants to expand in the barge sector• Ten years of experience

convert vessels to meet client specifications

in three months and build completely new

accommodation barges in just four months. Tight

management and innovative building techniques

kept the projects on the right track in order to aid

its customer in achieving their tight schedule.

This project perfectly illustrates the dedication

Chevalier Floatels delivers when dealing with

clients and their needs. The company believes in

focusing on doing what it does best: developing

and owning floatels. By outsourcing the vessel

management, catering and maintenance with

reputable companies, it can ensure that the

satisfaction of its customers remains a top priority

at all times. v

http://www.cornetgroep.nl

altic Transshipment Center Ltd (BTC) is a subsidiary of a large Swedish agriculture co-operative (Lantmannen)

and Danish agriculture co-operative (Dansk Landbrugs Grovvareselskab). It offers a full

range of services for ships’ handling and the

loading/discharging of vessels directly from/into

wagons or via warehouse (storage).

Furthermore, as Morten Hoel, managing

director of BTC explains, with support from

its experienced cargo forwarding agents the

company can provide transportation of goods to

or from all destinations inside the Baltic States –

Latvia, Estonia and Lithuania, EU countries and

the former Soviet Union countries. “BTC takes

care of all the necessary paperwork, including

customs formalities,” he added. “It is able to

handle various products including oil cakes,

oilseeds, grain, fertilizers, other goods in bulk, as

well as wood by-products, wood logs, palletised

goods and goods in big bags, but it is not limited

to this list – BTC is always open for negotiations


B


Taking care ofbusiness

related to all kind of goods handling.”

In co-operation with local ships agents,

forwarding agents, railway authorities and

approved GAFTA/FOSFA superintendant and

surveyor companies, BTC also offers a full service

package for any transportation from place of

commodity origin to final consumer.

All of the aforementioned activities take place

from BTC’s facilities at the Port of Liepaja in

Latvia. Morten explains that the terminal itself is

relatively new - built in 1999 according to best

Scandinavian standards, it is equipped with a

comprehensive range of loading/discharging

equipment and machinery, including a crane,

and loading and unloading facilities for ships,

railway wagons and trucks. “BTC has rented an

area of 84,500 m2 and constructed a warehouse

complex of 11,000 m2 for the storage of about

36,000 mt of goods in bulk as well as a covered

storing area of 2500 m2 for bags, pallets and

big bags,” he said. “BTC has also created an

area with asphalt for the storage and handling

of goods that do not require to be under cover,

which measures approximately 8000-10,000 mt.”

BTC also has its own quay of about 130 m

in length with a draft up to seven metres. This

allows the company to perform cargo-handling

operations in a ‘direct way’ – from/to ship into/

from wagons.

“Our location has many benefits,” Morten

emphasises. “Liepaja’s town and port

infrastructure is perfectly located and developed

for receiving or sending goods by rail or road

from or to Russia, Belarus, Ukraine, Uzbekistan,

Azerbaidjan, Kazakhstan and all other CIS

countries as well as EU countries. In addition

BTC has its own direct railway line onto site and

has both a combined railway wagon and truck

weighbridge as well as a weighbridge only for

trucks. All of this added together means that

the transshipment of transit goods from or into

vessels is daily practice at BTC. All kinds of

goods can be imported into/exported from the

EU via this port, and BTC is already working in

close co-operation with local clients as well as

Russian and EU customers.”


Profile: Baltic Transshipment Center

He adds: “BTC has also obtained Liepaja Special

Economic Zone Company status and Customs Free

Zone status, which means we can store transit goods

without any additional State dues and charges. It is also

an ice-free port, which gives it a benefit that we can

always operate in the winter months.”

BTC has also recently completed construction of

a new storage warehousing facility, which features

separate storage areas for bulk cargo, freight bags

and pallets. “These new facilities will be equipped with

additional discharge equipment, transport bands and

they will increase the actual storage capacity by round

2000 mt as well as increase discharge speed of trucks,

and increase the drying capacity for grains,” Morten

highlights. “BTC is also equipped with grain drying

equipment which, in grain season, means it can handle

not only dry grain but also wet.”

Going forward, into 2014 Morten will be focusing on

increasing contracts linking European Union countries,

and he is keen to arrange daily transhipments of transit

goods for import and export from the EU into BTC.

“I believe that BTC’s investment into more drying and

storage capacity gives it opportunities in the future,”

concludes Morten. “But the keyword is flexibility as the

company is able to handle both bulk cargo and goods

on pallets or in bags. BTC also has the facility to bag for

clients, and this offers them added value compared to

just having a berth. The company also has a biological

grain storage licence, as well as a flexible approach,

dedication to high quality standards and the back

up and support of both its parent company’s know-

how and experience. These are what differentiate the

organisation from the competition.” v

Baltic TransshipmentCenter www.btc.lv• Developing major transport hub• New storage facility completed• Part of Special Economic Zone

http://www.ariteh.lv


Since it was last featured in Shipping and Marine magazine during May 2012, Anangel Maritime Services has

powered ahead at full steam to complete its aggressive fleet expansion programme and ensure that it is on target to meet the requirements of 2015’s upcoming environmental regulation targets. Operating

as part of the Angelicoussis Shipping Group

(ASGL), its fleet stands at 46 ships including

one vessel that is expected for final delivery by

January 2014 at the latest. ASGL has a track

record in shipping that dates back to 1947 and

is headed by John Angelicoussis. The group

maintains a fleet of over 100 vessels, making

it the largest in Greece, and the company is

currently regarded as one of the largest privately

owned businesses in the world. Anagel services

the dry bulk arm of the group’s activities and

exemplifies its parent’s commitment to world-

class quality and customer service.

The strong portfolio of services that Anangel

provides includes technical management,


Meeting thetargets

newbuild supervision, financial

services, crewing, risk analysis

and overseeing safety protocols.

Its tonnage is made up largely

of capesize vessels but also

incorporates several minicapes. Of these,

the majority were constructed at Korean and

Chinese shipyards under the mindful supervision

of Anangel supervisors, who ensure that

they have been constructed to the exacting

specifications that are required. Its latest round

of fleet expansion has been serviced by a variety

of shipyards including DSME Korea, STX Korea,

Shanghai Shipyard and Shanghai Waigaoqiao

Shipyard China, who have each worked hard to

ensure that the delivery of the new vessels has

been achieved in a timely fashion to the highest

quality standards. The Group’s philosophy

is that money is best spent during a vessel’s

construction.

All of Anangel’s ships fly the Greek flag and are

operated by Greek officers.

Coinciding with the company’s fleet expansion

is a dedicated programme of development and

preventative maintenance. With new

emissions regulations on the horizon for 2015

the company is redoubling what has always

been its vision of operating an environmentally

responsible and efficient fleet. “We continuously

strive to improve the efficiency of our operations

and improve on our fuel consumption. For many

years we have proactively implemented a large

number of measures to achieve that goal,”

explains technical director Leonidas Zissimatos.

“We are also looking at a new water ballast

treatment system, which is something that will

be increasingly important in the future. We have

already installed the system in three of our new

cape constructions as a trial and we are currently

testing and monitoring them to give us a good

insight on whether we have made the right

decision on the system, or whether we need to


Profile: Anangel Maritime Services

Riding the

make changes to ensure that each and all vessels

of our fleet are equipped with the most suitably

optimised system in the near future.”

Other areas that the company focuses on to

improve on the performance of its vessels include

the implementation of derated engines, slide type

fuel valves, Alfa lubricators, exhaust gas by pass

and other mechanical and electric-electronic

systems. “We are presently testing a system for

on line ‘real time’ data transmission from vessel

to office so that the ‘total’ performance of the

vessel can be maintained in detail at any time.

On top of the above we have very carefully and

selectively adopted in a number of our vessels,

devices to improve the hydrodynamic efficiency

of our vessels. Furthermore specialised propeller

coatings have been applied to some vessels and

hull - propeller condition of all vessels is being

continuously monitored and properly maintained.”

This philosophy of preventative maintenance

and responsible operation is permeated

throughout the company so that it extends to

the officers and crew on board its vessels. “Our

belief is that you can get more out of your ships

through how you run them as compared to solely

through technical application,” Leonidas says.

“So this is not necessarily through technical

application but by the mentality of the crew.”

All of its vessels are in the process of being fully

certified to ISO 50001 standards and registered

with the Energy Efficiency Index. In addition to

this the company ensures that a rigorous ship

energy efficiency management plan (SEEMP) is

in place for all of its ships. Its fleet also benefits

from being part of ASGL, which includes fellow

Athens-based Maran Tankers Management and

Maran Gas Maritime, London-based Agents

Maran UK, Seaways Maritime Services, a

representative/support office in Houston, an office

in Singapore with chartering activities as well as

technical operations and representative offices in

Shanghai and Tokyo. Furthering its commitment

to training its crews for optimum efficiency, the

Athens-based Delphic Maritime Training Centre

is a DNV approved in-house training centre

equipped with full-scale bridge cargo handling

and engine room simulators exclusively serving

the Group companies. Beyond training, emphasis

of the Group to the human element is extended

to recreation, entertainment and amusement

of officers and crews serving on board.

Telemedicine and quick internet are among the

relative facilities available onboard.

Despite the challenges faced by shipping

markets in the wake of the global recession,

Anangel has managed to pass through the

stormy waters relatively unscathed. Commenting

on this successful navigation Leonidas says: “Yes,

it was challenging, during the past three years it

has been very bad. Especially for companies who

have ordered very expensive vessels, are relatively

new to the market and are not necessarily the

right size and/or equipped with the necessary

‘qualities’ to meet these challenges. We are a

very big group and we are sometimes a little

more conservative in our attitudes, but we have

managed to get through these challenging years

without too many problems because we’ve had a

number of vessels on long-term charters with well

known operators.

“Normally, when markets are challenging,

it is wise to avoid at taking on new long-term

charters. This is because when the market is

looking low, like the cape market for example

which had recently reached four or five thousand

dollars per day, it does not make sense to look

for long-term deals. Anangel had diversified by

this time and was tendering pre-existing longer-

term charters. Of course the vessels that arrived

during that bad period were subsidised so it was

hard to be successful in the market. However, our

company has a very good reputation and I think

we were able to get a better range than many

others.”

As a privately owned company Anangel is

able to operate without the constraints that

often impact businesses operating on the stock

market. This flexibility makes it ideally suited to

Anangel Maritime Services

• Recently expanded fleet• Part of the largest Greek Shipping Group• Environmentally committed • Dedicated to ‘absolute’ quality and efficient operations

face the challenges that are often part and parcel

of the volatile shipping industry, and ensures that

it is well placed to make excellent headway in the

coming years. v

http://www.sinwaglobal.com


It has been a productive and innovative 12 months since Northumberland based boatbuilding firm Alnmaritec last appeared in Shipping & Marine magazine; priding itself on delivering practical, original and cost-effective solutions

for commercial workboat applications, the company has signed a number of strategic agreements to further enhance its designs and products. One such agreement, involving a new,

exciting and exclusive alliance with the Italian design firm Studio

Sculli, was announced in June 2013.

“We have signed a couple of new agreements over the last year,

one of which is an agreement with Studio Sculli to develop a range

of designs for us. The company has previous expertise of working

in the super yacht industry and we have teamed up with the firm

to bring some of its knowledge in that industry into the workboat

industry. This is an exciting development for us,” says Chris Millman,

managing director of Alnmaritec. “Studio Sculli has been working on

some fast patrol boats, our new Horizon range, which is going very

well and has generated a lot of interest. We are currently working on

three or four different designs at the moment.”

The exclusive partnership is an innovative development for the

two companies, as the often widely different worlds of commercial

boats and super yachts have been merged together to create the

new Horizon range of benchmark workboat designs for the marine

market. “I think the two sectors haven’t really been known for their

close ties before but there is a lot of excellent technology that is used

in the super yacht industry that is applicable to commercial work

boats. This is something we are keen to bring into our new range

of boats; the super yacht industry does seem to be more open to

innovation than we do in the commercial boat building market,

which is more conservative. In the future we hope this openness

to new ideas will rub off on the work boat industry a bit more,”

highlights Chris.

Three Horizon boats are currently on the company’s website;

the ALN HZ 003, which boasts a smooth interceptor design that

provides high speed comfort, express response capability and multi-

role functionality and the ALN HZ 002, a distinctively designed wind

farm service vessel that has a low resistance hull to provide a stable

platform and a unique modular system within the lower wheelhouse

that houses fully serviced accommodation pods. Meanwhile, the

ALN HZ 001 fast patrol boat will provide rapid response capability;

she can carry up to six pax and boasts a sleek and striking design.

Viewing itself as a design lead organisation, Alnmaritec has its own

experienced design team working in-house, with naval architects,

marine engineers, electrical engineers and design draftsmen

working with a customer throughout the concept design stage and

production phase; this ensures that the client is completely satisfied

with the end product. To further deliver game-changing capabilities

to its customers in the future, the firm has signed a collaborative


Grand designs


Robush LimitedRobush Limited supplies vibration solutions, and genuine Trelleborg anti vibration mounts to the marine industry. It has been supplying the Cushyfloat to Alnmaritec since 2009. This is a low compact, low profile mounting, which is easy to install, and combines three-way control of suspended equipment with relatively large static deflections where the rubber is loaded in shear and compression. This mount is ideal for marine applications.

Profile: Alnmaritec

agreement with Norwegian company

Effects Ship International (ESI), which gives

Alnmaritec the rights to the manufacture

and sales of vessels utilising air supported

vessel (ASV) technology in the UK, with

the potential to market and sell the vessels

globally. “This agreement enables us to

exploit ESI’s air supported vessel technology,

which increases speed and reduces fuel

consumption,” explains Chris. “It was

principally developed with the yacht industry in

mind, but we see a lot of beneficial applications

for it in the work boat market and are looking

at the technology alongside our other design

developments.”

Proud to deliver tailor made design solutions

for each and every client, the UK’s premier

specialist builder of work boats currently has

more than 150 of its boats operating all over the

world. With a skilled work force that has been

building boats for 25 years, Alnmaritec has a

comprehensive understanding of how workboats

are used and can therefore customise each

vessel to the specific needs of even the most

challenging request.

A recent example of this flexibility was proven

in the successful completion of two hose and

line handling boats one of which was completed

in just 16 weeks in September 2013, the boats

were then delivered to Singapore. “The line

handling boats are one of our standard products

and we have a good reputation in the market

for these; in this situation one of our customers

was converting an existing FPSO and needed a

new line handling boat urgently, so we took on

the project and completed it in half the time we

would normally take. We did this successfully,

even with the added complication of some of the

systems on the boat to be intrinsically safe due to

the potentially hazardous location of the workboat

on the FPSO. However, our personnel pulled out

all of the stops and managed to deliver on time,

which was excellent,” enthuses Chris.

Looking ahead, Alnmaritec will continue to

focus on improving its design portfolio through

bringing in new lines and developing its range of

designs to create a more broad and cutting-edge

spectrum of workboats, as Chris concludes: “We

want to be seen as the most innovative, modern

and forward-thinking boat building company

in the business, both with the designs we can

offer our customers and the techniques we

use to build these designs. Our view is that the

commercial boat building world has for too long

had a very conservative approach to new designs

and new technology; we want to keep pushing

the envelopes in both of these areas to bring a

fresh approach to our sector of the industry.” v

Alnmaritec www.alnmaritec.co.uk

• UK’s premier specialist work boat builder• Huge reputation for innovation• Developing new range of workboat designs

http://www.robush.co.uk

art of the Waalhaven Group, Barge Terminal Born BV (BTB) can be defined as a transport company of containers based

on an intermodal concept. This is a new way

of transporting goods which offers lower costs,

less pollution, and containers closer to load sites

and therefore improve logistic possibilities and

reduces traffic in the seaports.

“Making use of this concept also requires

a mental shift for the customer in terms of

planning their logistics,” notes Jos van Diest,

operations manager. “BTB is located in the heart

of the Euroregion serving the area between

Eindhoven and Liege, and Genk to the west side

of Cologne. We have three long-term chartered

barges that travel between the seaports of

Rotterdam and Antwerp, and the terminal in

Born, with weekly capacity of 2400 TEU. For

the last mile BTB can make use of more than 35

trucks and approximately 80 container chassis.

“Our customers include major global shipping

lines such as Maersk, K-Line, and CMA,

forwarders like DHL and Kühne & Nagel, and


P


Built for

warehousing companies including Mitsubishi,

Sappi, and Sabic. The fact that the cargo or

containers of the customers are so closely

located to the loading and discharge sites

means that a tight schedule is easy to manage.

Our up-to-date IT system gives us the tools

to easily manage bookings, and our low price

transport for large batches of containers is

attractive to companies from local operators to

global players,” he continues.

Operating out of an 18 hectare site, BTB has

390-metres of quay, two gantry shore cranes,

one stack crane, and three reach and empty

stackers at its disposal. Furthermore BTB has

recently signed a contract for the lease of an

extra four hectares of terminal space and 150

metres of quay as Jos explains: “This new port

facility is based on our belief that the transport of

containers to and from Rotterdam and Antwerp

will grow over the coming years, and the

increase in flows through our service areas as a

result. Since terminal space is one of our main

selling points we need to expand now to meet

demand in the future. Likewise if extra barges

are added to the fleet we will automatically need

more quay space.”

Over the years the range of services offered

by BTB have increased beyond the handling

and transportation of cargo. Increasingly major

shipping lines use the terminal as an empty

container depot, which saves them being

unnecessarily transported empty, and ensures

they are available at short notice for export

customers. “On both the import and export

side companies are using BTB as their external

warehouse,” adds Jos.

“Starting with imports, large batches of

containers enter the terminal and are called off

on a just-in-time sequence. Then for export

companies load various batches at the same

time, which are then organised and shipped

to the seaports. More and more shipping lines

are also making use of the opportunity to have

container cleaned or small repairs made here at

the terminal. In this way, containers which are

unloaded can be used for export again without

the need to move empty ones back and forth

to the seaports. We’ve also seen a new custom

growth


Profile: Barge Terminal Born

concept known as extended gateway, which

enables paperless transport of containers till in

transit, increasingly being used from Rotterdam

and Antwerp,” he continues.

BTB has also been focusing heavily on

environmental issues. Since May 2012

the company has worked with Van Tienen

Milieuadvies to offer gas measurement and

container de-gassing services at the terminal.

“Containers may contain toxic gases and to

prevent these from having a negative impact on

the health of personnel, some of our customers

insists on measuring these gases. New EU

regulations have seen the number looking

for this kind of service increasing. This can

happen at the unloading site, but also at our

terminal, which helps to keep the schedules at

warehouses. In the event of a high concentration

of gas, units can stay at a special area of the

terminal to be de-gassed, which saves on costs

and avoids disruption,” explains Jos.

In addition, BTB has been awarded Lean &

Green status for its work to reduce the CO2

emissions of its logistics services by at least

20 per cent. The programme includes various

measurements such as turning off lights, new

equipment, improved planning for barges,

and new lighting. As well as benefiting the

environment, the work has also reduced BTB’s

fuel consumption, and therefore costs.

Describing how BTB’s focus will shift for

the coming years, Jos notes that significant

growth is on the horizon:

“As to the future, various

new developments close

to our terminals such as a

new warehouse for a large

wholesale company and

the start-up of the new Mini

factory, will lead to increased

activity at the terminal.

Furthermore the focus is

on keeping improving the

quality of our service, and

Barge Terminal Born BV www.waalhaven-group.nl• Logistics services• Barge and truck combination• Growing operation

managing new

customs regulations,

technical solutions

and IT systems.

“This all helps us

to reach our goals in

terms of growth, as we

believe the terminal is

now ready to expand by

over 50 per cent. This

can only be achieved

by focusing on the wishes of our customers

and keeping the quality of service high,” he

concludes. v

growth

http://www.pro-log.nl

natural deepwater port based in Pembrokeshire, South West Wales, Milford Haven is the third largest port in the UK,

and the biggest in Wales. Widely recognised

as an energy hub, Milford Haven handles over

29 per cent of Britain’s seaborne trade in oil and

gas, handling large amounts of petroleum and

crude products in association with the refineries,

LNG terminals, and fuel storage depot located at

the port.

Operating as a trust port, Milford Haven is

overseen by the Milford Haven Port Authority

(MHPA), which strives to maintain excellent

service levels, 24 hours a day, seven days a

week. “Although we’re a trust port, and therefore

effectively an independent organisation that

doesn’t distribute its profits outside of the county,

we still have to operate like a business,” notes

Alec Don, CEO of MHPA. “All ports have to

liaise closely with their local communities, but as

a trust port we do that intensively with annual

consultative meetings and regular sessions with

councillors and community leaders to ensure an

open dialogue.

“We see a completely smooth link between

being a successful commercial business, and

doing things which therefore help the community

and strengthen the local economy. There are over

5000 jobs in Wales that are associated with the

port and wouldn’t be there if those businesses

weren’t able to exploit its deep waters. Likewise,

the two refineries located in Milford Haven, alone

account for 25 per cent of Wales’ economic

exports.”

As well as offering a range of marine services

such as cargo handling, ferry operations, and

cruise calls, the Port of Milford Haven also owns

and operates Pembroke Port and Milford Dock.

“We’ve concentrated a lot on these assets, and

in association with that about a year ago we

merged our ship repair business with Mustang

Marine, of which we are a shareholder,” explains

Alec. “In further support of that, we have invested

£1 million in the construction of a dedicated high-

bay, covered fabrication hall at Milford Haven for

Mustang, and they are setting out to exploit that

investment and build their business.”

He continues: “They directly employ around

100 people and will be a major driver of the

growth in the engineering and fabrication

business around Milford Haven. This includes

their engagement on the new tidal energy project,

which will see the first trial device installed in the


A


Welcoming investment

MHPA Twin berth

waters of Milford Haven. Overall Pembrokeshire

has the prospect of being a strong resource for

wave and tidal energy, and we have the facilities

and organisations with the skills for Pembroke

Port to be a significant player in that.”

Pembroke Port is also handling growing

volumes of other cargoes, alongside its ferry

terminal, which is particularly attractive for freight

movements to the south of Ireland. In addition,

Milford Haven’s location outside of the sulphur

zone, and closer position to Manchester than

Dover, presents the opportunity to further develop

the ferry trade through the port.

“On the north side of the river at Milford

Dock we are preparing planning applications

for developments to increase its critical mass,

and make it a vibrant centre for fishing, marine

leisure and tourism,” reveals Alec. “There are

over four million visitors a year coming to

Pembrokeshire, and Milford Dock is going to

be one of the stand-out destinations with a mix

of shopping, restaurant, boating, and other

activities.

“In support of that we’ve placed a £6 million

investment into our lock facilities, which means

we can operate these faster and more frequently.

Essentially it offers boat users rapid access in

and out of year-round safe mooring facilities with

good onshore storage 24 hours a day, seven

days a week. This investment was supported by

a European Regional Development Fund grant.

This increased access and our subsequent

planning application, which envisages the

construction of over £60 million of development,

are core elements of Milford Dock emerging as a

vibrant marina and fishing port,” he adds.

The natural traits of the Port of Milford Haven

have been key to it achieving the position that it

holds today. Rapid access to the Atlantic trade

routes without locks, and deepwater that can

accommodate any size of ship, underpin the

economic structure of the businesses operating

in the vicinity. “Our key strategies revolve around

concentrating our management efforts on the

growth and investment in Pembroke Port and

Milford Dock as the trading assets we own,”

states Alec.

“We have to do that at the same time as

maintaining a strong balance sheet, and we

are seeking to work actively with the Welsh

government, the Milford Haven Enterprise Zone

and Pembrokeshire County Council in relation

to some key deepwater sites for the creation


Profile: Port of Milford Haven

Port of Milford Havenwww.mhpa.co.uk• Third largest port in UK• Investment into lock facilities• Marina development plans

of a new part of the port. We also support our

customers when they seek to make investment

in their own activities such as the refineries and

gas terminals, which are trading in challenging

international markets. They need to invest in

projects that enhance their profitability and

improve their business model, and we set out to

play a strong role in facilitating that.

“For example the plans for the construction

of a new 500 MW power station associated

with the South Hook LNG terminal are well

advanced, and this will be another major new

investment for Pembrokeshire that will strengthen

the trading position of the business. So we are

seeing forward investment coming over time,

both from ourselves, and others in those major

driver areas of the economy in Milford Haven,”

he concludes. v

Mustang Marine

http://www.andrewscott.co.uk


ounded in 2009, All Marine and Offshore Enterprise (AMOE) officially consists of two firms: AMOE Ship Management Pte

Ltd. and AMOE Pte Ltd.; both of which share the same infrastructure and comprise of the same 65 employees. Offering one-stop-

shop solutions, the core businesses within

the enterprise are own vessel operations, ship

building, ship management, project management

and consultancy, commissioning and engineering

services for shipbuilding projects, supervision,

crew supply for all vessel types and vessel

mobilisations.

With its inception during the throes of the

economic crisis, a time that was wrought with

difficulties and challenges for the shipping

industry as a whole, AMOE Ship Management

has proven its resilience by developing a

respectable niche for itself in the local market. Its


Bold developmentsongoing success has led to branch offices being

opened in Indonesia and more recently Myanmar,

where the company foresees strong growth over

the coming years.

Delivering comprehensive management

solutions to the marine and offshore industries,

the results driven company strives to develop

excellent relationships with its global client base

by providing reliable, efficient and cost-effective

services. Respecting individual customer needs,

the company’s mission is to remain attentive to all

niche areas in the marine industry and watch for

opportunities to penetrate into new markets, thus

delivering continuous improvement to its wide

range of services.

Fully managing a fleet of seven vessels, two

general cargo ships, one crane barge and four

anchor handling tug supply (AHTS) vessels,

some of which have been contracted to Shell

for projects in Malaysia as well as the supply of

crew for vessels trading both globally and in the

UAE. Meanwhile, its most recent contract with

TCO Marine Nigeria started in October 2013;

managing a crane barge and an (AHTS) in Nigeria

AMOE Ship Management’s services will support

TCO’s contract with Chevron. Having worked on

more than 75 projects in just four years, AMOE

has achieved a solid reputation for itself and

returned profit annually.

Supplying qualified and competent crew to all

vessel types, AMOE Ship Management screens

all candidates to find out their level of expertise

to match vessel specifications and exceed the

owner’s requirements. Seafarers are assessed

continuously and upgrade their skills regularly

through relevant training courses on subjects

such as safety standards and environmental

pollution. Furthermore, the company provides

in-house training to the crew on technical,

operational and safety aspects before each

F


Profile: AMOE Ship Management

Far left: AMOE Victory

Left: ASL Pisces at ASL shipyard, Singapore

departure to ensure a high quality and safe

service.

Boasting more than 150 years of combined

experience in the marine and offshore sector,

AMOE Ship Management’s management

team has long-term expertise in working with

several different owners, charterers, shipyards,

shipbuilders and a wide range of vessel

types. Dedicated to delivering an effective and

safe performance from all vessels under its

management, the company believes competence

and professionalism are key to effective, efficient

and safe operations.

Despite the difficult marketplace AMOE Ship

Management is continuing to enjoy steady growth

and has strategic ambitions to become a regional

hub for a complete range of maritime services.

In line with these plans, the company had its first

owned vessel constructed; the 2500 dwt landing

craft tanker (LCT) has a draft of just three metres,

making it ideal for operations in shallow waters

across the globe. It is suited for the transhipment

of aggregate, sand, cement, logs, bulk cargoes

and project cargoes.

However, the LCT is just one part of AMOE

Ship Management’s grand future plan; currently

in development is a joint venture with a large

shipyard in Burma to create an ‘integrated

yard facility’ in Myanmar. Following changes

in Myanmar politics, which has a long history

of sanctions and embargoes, the country has

opened up to international developments and

enjoyed accelerated growth in the region’s

markets. Seeing an opportunity to set up

a yard that offers a range of services, such

as shipbuilding and repair facilities, storage

warehouses, workshops and offshore equipment,

AMOE Ship Management is keen to continue

strengthening its business by developing the first

offshore supply base in Myanmar.

Having discussed the potential for a yard

to offer shore support, storage facilities, base

supplies and repairs with offshore contractors,

operators and directors, the company is keen to

offer more efficient logistics to new customers

in Myanmar waters who must currently travel to

Thailand for relevant yard facilities. On top of this,

there are also plans to further grow the business

by establishing management services for the

super yacht market.

Until these exciting developments come into

fruition, AMOE Ship Management will continue

strengthening the business while working hard

to generate support from banks and financial

institutions, a challenge the company has faced

since the beginning. Although there have been

difficulties in obtaining financing facilities, the

AMOE Ship Management

www.amoe.com.sg• Global client base• Fully manage a fleet of seven vessels• Deliver one-stop-shop solutions

prospects for the company appear positive as

the Singapore market remains busy and many

sectors of the marine industry witness increased

growth. v

http://www.cathodicme.com


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.

into the futureManoeuvring

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

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,

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

Profile: ZF Marine Krimpen


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

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

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

Manoeuvring

http://www.bmboxmeer.nl


Piet-Hein Kolff

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

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 a dynamic

economic hub with varied and industrious

sectors working within it. Today the port is

maritimeA vital

2centre


Holland Safety Holland Safety BV is a specialist in the inspection and maintenance of fire fighting and life saving equipment for the shipping and offshore industries. It has more than 20 years experience and is proud to be an importer for brands such as Hansen Protection (lifejackets and immersion suits), Desautel (portable and wheeled fire extinguishers), Draeger (personal protection equipment) and Spencer It (emergency stretchers).

Profile: Port of Den Helder

maritime

relationship that is set to change. Changes in

funding have meant that the Dutch Navy has

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

Port of Den Helderwww.podh.eu• Ideally located offshore base• Diverse industry portfolio• Continued investment

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

http://www.holland-safety.nl


Previously in Shipping & Marine magazine in October 2011, leading boat manufacturer Nimbus Boats is enjoying

increased demand and an expanding customer base following a challenging 2012. “Prior to 2012 we were owned by a private

company, however the market was so bad and

the financial set up of the company became so

heavy that Nimbus Boats went bankrupt in June

2012. On a positive note we had no outstanding

debt to our customers, so it was very easy to

start up again with our new owner. The last year

has been fantastic for us, particularly because

the Coupe 335 and 365 models were developed

very late in the old company and helped launch

our successful start as a new business,”

explains Jonas Gothberg, commercial director of

Nimbus Boats. “The Coupe model segment was

launched at the last boat show we participated

in and the interest in Nimbus and our brand has

been very high since. We have been a new firm

for a year now and we are already showing black

figures, which is fantastic for a shipping firm in

this economy.”

Following a triumphant return, Scandinavia’s

leading manufacturer of leisure boats for cruising

and sport has a core focus going forward: to

further develop the market and its relationship

with existing dealers while also enhancing


Riding thewave

the Nimbus group’s

product development

efforts under the brand

names Nimbus Boats

and Paragon Yachts.

“Our existing or previous

customers absolutely

embraced our new

developments and new

series of Coupe boats, which Nimbus has been

famous for throughout its history. However, we

have noticed that our newer boats, particularly

the Nimbus 365 Coupe has generated a new

customer base that is at least 15 years younger

than it was before. It is every designers dream

to create a product that attracts a new and

younger audience and we see these customers

coming back for our new product, the Nimbus

405 Coupe, which has been introduced at the

Hamburg Boat Show,” enthuses Jonas.

Winner of the European Powerboat of the

Year award in January 2012, the Nimbus 365

Coupe has been tried and tested in extreme

conditions and meets all safety standards by

both professionals and private owners. “Our core

values when we design a boat are safety and

aesthetics; if you buy a Nimbus boat it will still

look beautiful in ten years,” says Jonas. “This has

been the Nimbus promise since the 1980s and

we have succeeded in delivering this. We build

Paragon 31

for people who spend a lot of time out at sea so

a lot of time goes into the design and testing of

boats to ensure our products are truly functional,

aesthetically attractive and comfortable.”

Created for customers that use their boats

for long periods of time, the Nimbus 365 boasts

features such as an electrically operated toilet,

shower cabin, fridge/cooler box, cooker with

gas oven and a large galley with two sinks.

Aesthetically, the boat is striking, with a marine

varnished mahogany interior, a leather steering

wheel, Nimbus designed pillows and a skylight

on deck with curtain. More importantly, the

Nimbus 365 Coupe, alongside all other vessels in

Nimbus Boats’ diverse range, are manufactured

using vacuum infusion at the company’s state-of-

the-art shipyard in Mariestad.

A completely closed production method that

ensures the best possible quality end product

with minimum impact on the environment,

vacuum infusion is a composite process that

Nimbus 34 Nova


Profile: Nimbus Boats

Paragon 31

creates superior products out of fiber-reinforced

plastics that are extremely rigid, strong and

low in weight. Both the skeleton and headliner

of Nimbus Boats’ products are built entirely of

glass fibre, which ensures easy maintenance

and smooth surfaces; this policy, alongside the

high quality wood joinery, provides customers

with a boat interior that retains a high standard

year after year. On top of this, to further ensure

the best possible quality of the boats and

efficiency of production, every boat and all of its

components are manufactured by the Swedish

based firm.

Having wholly refit its shipyard in early 2013,

the company has been looking to penetrate

rapidly developing markets, as Jonas highlights:

“A major market for us right now is Turkey, where

the people are very well off and willing to pay for

good quality boats. In Turkey they use their boats

an enormous amount, around 700 to 900 hours

annually, compared to other markets that use

their boats between 50 and 250 hours a year.

The people buying our boats are well above the

capacity to buy 100 feet yachts, but instead they

are acquiring 40 feet Nimbus Coupe and using

them every day. This is the best possible grade

I can get. We have also made progress in China

and are slowly starting to sell boats in Russia,

with two sold in the past few months.”

Despite developing its market presence in

new areas, Nimbus Boats is still mainly focused

on Northern Europe, where its boats operate in

harsh and challenging conditions. “This is a key

strategic area for us because we know that if

our boats can operate in the roughest conditions

they can be used anywhere in the world. Looking

ahead, we have a big focus in our mind that

when we make these types of boats we can’t

compete with price but we can compete with

quality and customer service; we have had a very

good year and we are on track but to continue

our success our plan is simple: less volume, but

a more high end product,” concludes Jonas. v

Nimbus Boatswww.nimbus.se

• One of the most respected boat builders in Europe• Launching its largest ever boat• Completely refit its factory/shipyard in 2013

Paragon Ranger

Nimbus 34 Nova

Nimbus 405 Coupe

http://www.agbaltic.com

rom foundations laid in 1919, Factorias Vulcano began its long tradition in shipbuilding in 1940. Initially working as a shipbuilder and

repair yard, the company continued to expand

and grow its facilities at Vigo, Spain in order to

take on newbuild projects. At the same time over

the years Factorias Vulcano has moved away

from standard vessel types such as cargo and

fishing trawlers to more demanding specialist

ships such as seismic, offshore construction

vessels, oceanographic and research vessels and

chemical vessels.

Explaining the reasons behind this shift,

general manager Jose Luis Mendez says: “There

is a lot more competition in general vessel

construction, such as container and cargo

ships, from shipyards in Korea and China, which

can produce these vessels more cheaply. As a

European shipyard, we have concentrated on

niche buildings such as seismic, chemical, and

offshore construction vessels and oceanographic


F


Traditionally

builtand research vessels, which typically are more

sophisticated and employ much higher levels of

technology.”

Factorias Vulcano uses a block building

technique for vessels, delivering everything from

design through to pre-fabrication, and ultimately

assembly, in-house. State-of-the-art technologies

are applied during the construction including

computer assisted design, numerical control

cutting, automatic welding, and laser controlled

sizing. This means that Factorias Vulcano is able

to build vessels with a high degree of advanced

outfitting and quality.

The total area of the yard is 79,283 m2 and

is divided into key areas, including an external

2300 square metre prefabrication and assembly

support area, a central prefabrication area of

7500 square metres, including 3000 square

metres undercover, and a second similar

sized prefabrication hall to the south. This is

complemented by a 1000 square metre block

painting shop. Rounding off the site is the

170-metre long slipway, and a north and

south quay.

In 1993 Factorias Vulcano became the

first private shipyard to achieve ISO 9001

accreditation. The company had maintained this

quality focus, and as of 2013 has reached the

DNV’s Certification of Integrated Management

System for the design and build of steel vessels

and offshore installations, in compliance with


Profile: Factorias Vulcano

ISO 9001, ISO 14001 and OHSAS 18001.

“The shipbuilding market has always gone up

and down, and with this we have changed the

way we build vessels,” describes Jose. “In the

past we had a lot of on-site workmen, but now

we have a core staff of 110 personnel, who are all

high-level management responsible for delivering

the shipyard’s activities. This includes commercial

managers, engineering managers, purchasing

staff, head of production, human resources,

and financing staff, so all at the top of these

departments.

“We then subcontract in 99 per cent of the

remaining labour that we need to build the

vessels,” he continues. “The advantage here is

that if we have a lack in the volume of work we

are able to manage this better by having a smaller

staff, and likewise the subcontracted staff are

able to take on work elsewhere whilst we secure

new orders.”

Currently Factorias Vulcano is working on

a number of projects for clients throughout

the world. This includes chemical tankers for

customers in Spain, Sweden, Chile, and Italy, as

well as three 30,000 dwt tankers for a client in

Russia. The latest deliveries of Factorias Vulcano

were a seismic vessel for a major Norwegian

entity, and a deep sea offshore construction

vessel for another client in Norway.

“In addition, we are also working on a ferry

boat that had its hull were stopped in Sevilla

Shipyard,” adds Jose. “We sent some of our

team to the yard where the vessel was based,

and finished the hull by installing all the steelwork

in the fore and aft parts, before launching and

towing it to our facilities in Vigo. We’re now

looking to sell the vessel into the market, and

are in contact with several different owners to

discuss the opportunities for it such as using it as

a cruise vessel.”

With the shipping market remaining unstable

and activity levels staying low, Factorias Vulcano

is sticking to its strategy of high technology

developments. This enables it to be much more

competitive against low cost manufacturers that

may not have the skills to deliver these more

complex vessels.

“It’s a very specialist market, but there

is always a niche for these kind of ships,”

agrees Jose. “We have a very long tradition in

shipbuilding, but as a smaller private entity we

need to be able to survive in the market so having

that added value of technical expertise is vital.

Likewise, the company has a very strong spirit at

all levels to ensure that we can keep on delivering

vessels to the sector,” he concludes. v

Factorias Vulcano www.factoriasvulcano.com• Long shipbuilding heritage• Focus on niche sectors• High technology vessels

http://www.novarue.com

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 103 Early Edition

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