special november 2017 - industrias pesqueras · special issuenovember 2017 introduction p.01...
TRANSCRIPT
Industrias PesquerasRevista Marítima
Since 1927
S P E C I A L I S S U ENOVEMBER
2017
Introduction p.01 Interview: Raymond Siliakus, Europort exhibition manager p.03 Kitack Lim, general secretary of the International Maritime Organization - IMO p.32 Companies Nodosa Shipyard p.04 Vulkan Couplings p.06 F. Carceller p.07 Cardama Shipyard p.09 Zamakona Yards p.10 Asime p.11 Gondán Shipbuilders p.12 Manquinavalsa p.13 Schottel p.14 Metalships & Docks p.16
Balenciaga Shipyard p.17 Svitzer p.18 Ibercisa Deck Machinery p.24 Robert Allan Ltd p.27 Next Ocean p.30 Hempel p.30
November 2017 - Industrias Pesqueras 1
NOVEMBER 2017 · YEAR XC
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EDITORAlfonso Paz-Andrade
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Cover photo: GONDÁN Shipbuilders
THIS IS
EUROPORT 2017
Industrias PesquerasRevista Marítima
Since 1927YEARS
1,100 exhibitors from 40 countries will
present their innovative technologies against
the backdrop of one of the most versatile
maritime clusters in the world: Rotterdam. From
7 - 10 November 2017, Europort, organised
in the world port city of the Dutch city, will
again be the meeting place for the international
maritime industry. Europort 2017 is expected
to attract around 30,000 professional visitors.
The exhibition has a strong focus on innovative
technology and complex shipbuilding covering
sea shipping, offshore, dredging, navies, fisheries,
construction vessels, workboats, inland navigation
vessels and super yachts.
The key themes to be explored during Europort
in 2017 are aligned with those areas of most
importance and interest to the international
maritime community at present, especially with
regard to addressing the challenges posed
for the future and in identifying areas offering
opportunities for success. They are “Big Data”,
“The New Environmental Age”; and “The Human
Factor”.
BIG DATA
Big Data is, “without doubt, a game changer”,
according to the organization. Smart ships,
offering scope for enhanced analysis of captured
data, will provide insights that will minimise
costs and optimise vessel performance. Europort
will provide a showcase for new generation IT
and system integration tools, ultra-sensitive
monitoring, condition-based maintenance, fleet
performance management and the other types
of data analysis needed to help owners and
operators achieve better cost efficiency and lower
the overall total cost of ownership.
THE NEW ENVIRONMENTAL AGE
The development of environment-friendly
technology is often driven by international
regulations. However, market leaders turn the
quest for sustainability into a strategic competitive
advantage, rather than a necessary evil. Europort
will present a range of new green technology
solutions, from ultra-efficient propeller designs
and ballast water technology, to high-tech
coatings and fuel-efficient solar cell systems.
The underlying message will be clear: clean
and efficient shipping technology is central to a
profitable and sustainable business model.
THE HUMAN FACTOR
In shipping, success and competitiveness rely
on having a highly skilled workforce that is
enabled to innovate and operate in increasingly
tough market conditions, charting a path to new
business. Europort will lead a timely discussion
on the importance of human capital, stressing
the need to engage with young talent and invest
in staff expertise to strengthen operational skills
and boost existing productivity levels, as well as
prepare to meet demands in the future.
In this new special issue of Industrias Pesqueras
you will find some of the companies participating
in this edition of Europort. We also interviewed the
OMI´s Secretary-General,Kitack Lim.
Discover inside what you will find at Rotterdam maritime sector meeting point!
SPEUROPORT 2017
Interview
What can we expect for this edition of the
exhibition?
Its going to be a vibrant days, thats for sure.
Europort is one of the top 3 largest maritime
exhibitions in the world, so we expect over
to have over 1,100 exhibiting companies joi-
ning us. They will present a complete over-
view of all the technology that is there for the
maritime sector.
The fair takes place in Rotterdam, one of
the main ports of the world, and first in
Europe. How does this element influence
the event?
The good thing is that Rotterdam is seen more
and more as an exciting place to go to. But I
think for the exhibition its more important that
the big maritime cluster within the Netherlands
is largely situated in the wider city than the
port area and also in the North Sea area. If
you were to draw a line for 200 kms around
Europort you will find Europe’s largest port with
shipbuilding companies, dredging companies,
shipyards and ship owners. So its quite a big
maritime cluster in this area and I think this
has also contributed to the growth of Europort.
How would you describe the current
situation of the maritime sector?
Everybody realizes that global shipbuilding and
the ship repair sector has faced a major cri-
sis since 2015, with a dramatic drop in order
intake also in 2016. Europe is no exception.
From that point of view so many companies in
our industry are facing challenges but it is also
our job to explore new opportunities. There are
always opportunities in the maritime industry.
If we look to the proposition of Europort, our
show is mostly focusing on special purpose
ships, those ships that require a lot of techno-
logical innovation. We see opportunity in niche
markets like in the naval industry, superyacht
industry, also the fishing industry is doing
much better this year.
Innovation is one of the trends in the
sector. What we will see in the fair?
Europort covers the whole supply industry,
so you will see from propulsion from the
maneuvering propulsion, navigation, com-
munication, etc. If you look at the trends and
innovations it will be about the innovative
things, blockchain about autonomy in ship-
ping, green printing, new technology with old
method reality, drones, etc. These are inter-
esting topics that are also presented by the
exhibitors taking part in the show.
Europort is complemented by an
extensive parallel program of events and
conferences. Tell me about it. What would
you remark?
For the last two years we have been
organizing Master classes which are
short intensive sessions which will
bring the attendees up to date
with specific topics within the
industry. We are organizing
4 different Master classes,
one each day. There
will be Master classes completely dedicated to
the internet and blockchain technology. Other
Master classes are also related to digitalization
and green solutions. We have one dedicated
to how energy management can save costs
and support MRV compliance and a third is
how big data can improve operational perfor-
mance. In the end it is all about maximizing
vessel performance being more efficient, clea-
ner, safer, environmentally friendly and we are
trying to focus on these dedicated subjects.
And we are running a special conference on
the power compulsion alternatives for ships.
“
Raymond Siliakus, Europort exhibition manager
RAYMOND SILIAKUS IS THE EXHIBITION MANAGER OF AHOY’ ROTTERDAM,
THE COMPANY BEHIND EUROPORT. SALIAKUS EXPLAINS FOR IP SOME OF THE
KEYS AND TRENDS OF THIS EDITION OF THE DUTCH EXHIBITION.
MANY COMPANIES IN OUR INDUSTRY ARE FACING CHALLENGES, BUT IT IS OUR JOB TO EXPLORE NEW OPPORTUNITIES”
November 2017 - Industrias Pesqueras 3
4 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Nodosa Shipyard, located in the
Northwest of Spain, is currently immersed
in a very remarkable moment of activity,
both of construction and repair of ships. As
far as new construction is concerned, there
have been recently delivered 6 vessels:
CFL HUNTER
DEEP WATER LONGLINER
The CFL HUNTER, a 59,90 mts length
deep water longliner, has been designed
and built for fishing toothfish mainly. Her
owners are from The Falkland Islands, and
she has a series of notable characteristics:
Diesel-electrical propulsion, CO2 refrigeration,
very low acoustic signature and the
environmental protection measures.
HENK SENIOR
TWINRIG TRAWLER & FLYSHOOTER
Ordered by the Dutch company OSPREY
GROUP FISH, has British flag so it has been
built under the requirements of the MCA. She
will work in the North Sea and the Channel.
She is a twinrig trawler and flyshooter with
28.60 m length overall vessel and 10 m
moulded breadth. She can reach the speed
of 11.50 knots and 25 Tn bollard pull.
JAK UNO & JAK DOS
MARPOL SERVICES
27 & 18 meters double hull harbor
workboats to collect liquid and oily wastes
and also transport solid wastes on containers
on deck according to very strict MARPOL
rules. Destined to the port of Barcelona.
A ALONSO
AZIMUTHAL TUGBOAT
With more than 75 Tn BP, for spanish
owners, she is a multiservice unit equipped
for different tasks: deep sea towage services ;
assistance in harbour manoeuvres for docking
and undocking, deck free of obstacles for her
duties as supply vessel . She is equipped with
FiFi I system and classified by RINA.
MONTEFERRO
STERN FREEZER TRAWLER
Modern freezer stern trawler equipped with
latest technology and efficiency solutions for
fishing squids on the Falkland Islands fishing
grounds. She has a LOA of 63.70 meters, a
beam of 12 meters and 1499 GT. This freezer
stern trawler has equipment and elements
that achieve the optimization of capacities
and systems, providing her with the best
features in energy matters, fishing maneuver,
trawling capacity, volume of catches, freezing
capacity, cruising and trawling speed,
communications and navigation, crew
comfort, and environmental respect.
Currently, the following vessels are being
built in Nodosa:
CN287: 36x12.50m ecological dredging
pontoon. Spanish owners.
CN288: stern freezer fishing trawler,
74.00 mts in length, for Britain-Spanish
(mix society) owners. For Falkland Islands
fishing grounds, specialized on squid.
CN289: stern freezer trawler, 49,90 mts
in length, for NAFO fishing grounds.
CN290 & CN291: 35 mts in length, for
German owners, twinrig trawlers.
CN292: 28.70 mts in length, for Holland
owners, twinrig trawler and flyshooter.
CN293: 36.04 mts in length, for Holland
owners, twinrig trawler.
Another important area of activity
of Nodosa Shipyard is repairing,
maintenance and conversions of vessels.
In fact Nodosa have an average of
more than 150 performances a year,
contemplating extensions, bulb changes,
repowerings, modernizations, etc.
NODOSA SHIPYARD
In a remarkable moment of activity
”CFL Hunter”- Deep water longliner
”Henk Senior” - Twinrig trawler & Flyshooter
6 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Vulkan Couplings the market leader
in design and manufacture of highly
flexible couplings introduces the all
new Vulkardan F, a range of couplings
which brings together Vulkan’s extensive
experience and innovation to the marine
industry. According to the company, “the
new coupling offers considerable benefits
over those currently on the market”. It
has improved torsion characteristics,
is shorter allowing reduced installation
length and up to 40 % lighter due to its
compact design, all this with cost benefits
as well.
Fabian Sommer, Vulkan’s Product
Manager announced said: “For our
customers this will offer not just flexibility
in designing compact drive systems but
also easier handling during installation”.
He added, “We also want to set new
standards and make our contribution
to space-saving in drive systems.” The
new coupling has been designed for
maritime drive lines and stationary
power generation units particularly with
elastically mounted, high speed internal
combustion engines and electric motors.
Fabian Sommer explains that “after a
challenging, in-house, development
phase in which we closely monitored and
optimised the individual coupling parts
on our test rig, the coupling was ready for
field trials. The new Vulkardan F coupling
was successfully field tested at Damen,
one of the world’s largest shipbuilding
companies. Fabian Sommer further added
“following the success of the field trials
we are now happy and excited to offer our
customers this much improved and future-
proof product at an attractive price”.
VULKAN COUPLINGS
Introducing the new Vulkardan F to the market
Vulkandar F 4110
November 2017 - Industrias Pesqueras 7
F. Carceller, a naval architect fi rm
founded in 1988 and based in Vigo,
Spain, is carrying out new projects for
shipbuiliding and conversion of fi shing
vessels and dredgers.
On the one hand, Carceller is delivering
the full package design including detailed
engineering of a 1045 m3 trailing suction
split hopper dredger (LOA 73 m, beam
10,40 m) that is being built at the West
Sea Viana Shipyard, Portugal, for the
owner Dragus Int.
The design of this TSSHD, market
segment in which Carceller is highly
specialized, has been a challenge given
that although vessel will mainly operate in
coastal areas,
her dimensions,
mainly breath and
airdraft, where conditioned
by presence of locks and bridges in rivers
by which vessel will also navigate.
Dredging equipment will be supplied by
Damen and dredging depth will be -40 m.
Vessel will be classifi ed by Bureau Veritas.
FREEZER TRAWLER FOR TUNACOR
On the other hand, Carceller is also
delivering the design of a freezer trawler
for the Namibian fi sheries for the
owner Tunacor, that will be built at the
Spanish shipyard Armón Vigo. Its main
dimensions are 52,75 m
LOA, 11,50 m beam, 52 crew, 1010 GTs,
910 m3 of holds capacity and speed will
be 12 knots.
Carceller staff, highly experienced in
fi shing vessel designs, has worked
closely with the owner from the beginning
to achieve an optimum design since
the operational point of view taking
in account both owner and fi shery´s
requirements.
F. CARCELLER
New dredger and freezer trawler
EUROPORT 2017Companies SP
November 2017 - Industrias Pesqueras 9
EUROPORT 2017Companies SP
Last year 2016 Cardama Shipyard
celebrated its 100 anniversary with the
completion of 2 tugboats for Morocco
as well as the activation of another 2
contracts. Founded in 1916 by marine
carpenter Francisco Cardama Godoy, the
Company has been lead for the last 40
years by his grandson Mario Cardama,
who turned the family business into an
international expert in workboats new
building, among others.
Last August Cardama delivered a
Multipurpose Tugboat for Iraqi oil
company, a high demanded type of
vessel in which they are acquiring a
large experience with already 5 units
delivered
in the last
10 years for
3 different
countries,
as well as another unit currently being
fi nished. This international experience in
countries like Angola, Benin, Venezuela,
Mozambique, Algeria and many others,
has provided different experiences and
expertise that is helping the Company
to sail through a very competitive and
complex market situation, hoping to
continue with shipbuilding and ship
repair for another 100 years.
Last year celebrations included a movie
music
concert inside
Cardama
facilities (which
were carefully
prepared for the
occasion) and many
other events with the aim to show all Vigo
citizens the activity Cardama has been
carrying out behind its walls for the last
Century.
CARDAMA SHIPYARD
Celebrating 100 years with new contracts
10 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Zamakona Yards has
completed a contract for the
modernization of the Killybegs
based pelagic RSW mid-water
trawler “MFV Vigilant”. The
Spanish shipyard has also
recently been awarded the
contract to build the new Adenia
for the Shetland Islands. The
Vigilant is rigged for pelagic
species such as herring and
mackerel. It was delivered to the
owner, Ocean Trawlers, during
July, 2017.
The vessel was complete
blasted, thermal spray zinc
protected and painted including
all deck machinery. Amongst
other works, the yard have
replaced all deck railings by
solid bulwarks on main and
shelter decks and installed
new bimetallic between the
superstructure and main deck
in order to rectify a leaking issue
inside the accommodation.
In order to improve the stability
of the vessel, Zamakona have
divided several tanks inside
and modified all the related
piping to suit. To enhance the
maneuverability of the boat, a
complete overhaul was done
to the rudder by rebuilding
new hinges and flap. A new
sonar hydrophone system was
installed to update the fish
catching systems on board.
To enable Ocean Trawlers
to carry out future upgrades
the yard carried out a 3D
laser measuring of the boat to
create new plans and docking
drawings.
In terms of energy efficiency,
all lighting was replaced by
new LED units ensuring a
60% of savings. After the
modernization, Skipper Mark
Gallagher will trial the new look
Vigilant at the winter mackerel
season in northwest waters.
NEW CONSTRUCTION FOR
ADENIA FISHING COMPANY
On the other hand, Zamakona
announced the construction of
a new boat for Adenia Fishing
Company, which is going to
replace its current vessel. The
construction is expected to begin
towards the end of this year
at the Zamakona Shipyard in
Pasajes, Spain, with delivery due
in June 2019. Design and project
management will be carried out
by Salt Ship Design in Norway.
It will be a 70 metres length
meters, with a beam of 15.6 mt,
powered by a 7,000 hp engine.
The vessil will have 10 fish
tanks with a capacity of 2,050
cubic metres. This new building
represents the seventh pelagic
vessel built by Zamakona for
European ship-owners.
ZAMAKONA YARDS
Two new pelagic vessels
November 2017 - Industrias Pesqueras 11
EUROPORT 2017Companies SP
The Galician Association
for the Metal Industry
(Asime), will be taking part
for another edition in the
Europort, “one of the key trade
shows in the world regarding
shipping technology and
complex building”. Asime will
accompany more than 20 of
the most reputed companies
in the region, in order to
demonstrate the enormous
multi-disciplinal potential of its
affiliates. The Association hopes
to promote interaction with key
national and international ship-
owners, brokers and shipyard
constructors. According to
Enrique Mallon’s insight,
spokesman and General
Secretary of Asime,“this fair
will be a great opportunity to
show to the global industry that
Galician companies are ready
to cope with the challenges post
by international competition
and external shocks, providing
a know-how and quality of
service and final product that
has always been the trademark
of the main Spanish shipping
region. As previous experiences
had shown us, we expect
to receive a fair number of
inquiries and find establish new
co-operational initiatives”.
Enrique Mallon further notes
that “many Galician and
affiliated companies had
found success abroad by
earning import contracts and
engineering design projects in
all continents, so these events
incise even more in the bright
prospect of internationalizing
our standards and operations”.
Mallon stresses that “the
companies attending the
exhibition provide a myriad
of distinct profiles all along
the supply chain, reflecting
the diversity and adaptability
of the Galician industry,
involving construction and
repair of ferries, tugs, dredgers,
patrol and fishing boat, etc.“.
Shipyard and ancillary sectors
have seen a deep increase in
numbers of orders and the
degree of internationalization,
with companies expecting to
benefit from it.
ASIME
The multi-disciplinal potential of Galician metal industry
12 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
The first dual fuel tug built in Europe, DUX,
was delivered by the company last May,
the second one, PAX, was delivered in July,
and AUDAX last August, all of them to the
Norwegian ship owner Østensjø Rederi A/S.
Designed by the renowned Canadian
company Robert Allan Ltd, these state-of-
the-art vessels, with 40.2 meters length and
16 meters beam, will provide tug services to
Norwegian state- owned energy company
Statoil, at the far-north terminal located at
Melkøya under severe weather conditions.
Built to withstand harsh environments, the
vessels are shaped specifically to grant
full operational availability at temperatures
of 20 degrees below zero and combine
environmental sustainability through the
use of LNG in most of their operations
-complying therefore with IMO Tier III
emissions standards- with the flexibility
of diesel power to ensure a high level of
operational security.
DUX, PAX and AUDAX have a free running
speed of 15 knots and are capable of
remarkable direct and indirect towing
performance, providing exceptionally
high direct pull and escort forces: 107 ton
bollard pull and 167 ton steering force,
both class approved by Bureau Veritas.
Outfitted to comfortably accommodate a
crew of 8 people, the vessels have been
built according to the highest shipbuilding
standards. The extraordinary behaviour
regarding noise and vibration isolation can
serve as example, achieving noise levels as
low as 45 dB on the crew’s cabins.
Among their duties, they will conduct
approximately 300 LNG ship escorts
annually, will assist with berthing
GONDÁN SHIPBUILDERS
DUX, PAX and AUDAX, the first dual fuel tugs built in Europe
Dux
Photo: GONDÁN Shipbuilders
November 2017 - Industrias Pesqueras 13
EUROPORT 2017Companies SP
operations and will be maintained in
readiness for emergency services such
as long line towing, fire-fighting, and oil
spill response. “The management of the
shipyard feels really satisfied for enjoying
this great challenge with a company with
the professionalism of Østensjø Rederi
A/S, with which it shares a long common
trajectory”, says Gondán.
Photo: GONDÁN Shipbuilders
Photo: GONDÁN Shipbuilders
Pax
Audax
Manquinavalsa is dedicated basically
to provide our customers with industrial
and marine supplies. The company
manufactures different kinds of spare
parts and components, by casting
or machining. “We offer complete
solutions, from raw materials to finished
products. Our delivery times are really
short, due to our permanent stock”, says
the company.
The main products Manquinavalsa are
displaying at Europort de Rotterdam
2017 are:
Dog bolts sets and assemblies NAE and
Norsk Standard.
Bow nuts for tuna fishing boats.
Ship’s toggle pins in any material and
dimensions.
Dog bolts (eye bolts, wing nuts and bow
nuts), manufactured in certified stainless
steel AISI-316 or brass.
Handles for metallic doors and hatches,
manufactured in certified stainless steel
AISI-316 or galvanized steel.
Hawseholes, triangle chocks and
panama chocks, manufactured in
stainless steel AISI-316L or carbon steel.
Hinges, brackets, pins, pressure forks,
wheels, fastening accessories, etc.,
manufactured in stainless steel AISI-316,
aluminium or carbon steel.
Vacuum chambers for welding
verification.
MANQUINAVALSA
Industrial and marine supplies
14 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
The new Y-Hybrid feature is transforming
conventional Schottel Z-Drives into
inimitably versatile azimuth thrusters
enabling unlimited vessel design and
operation opportunities. Y-Hybrid gives
designers full freedom in terms of the
propulsion system layout. It comes as
an uncomplicated option as it causes no
noticeable changes in the standard vessel
design. “With Schottel´s new feature, there
are no restrictions with respect to power
size or source as well as geometrical
arrangements for the hybrid power intake
anymore”, says the company.
With Y-Hybrid, the size of the large main
propulsion diesel engine can be reduced
to a smaller and cheaper engine, e.g.
common V16 engines can be replaced
with V12 engines. In this case, the power
difference is substituted by larger gensets
and electric motors for the thruster’s
hybrid power intake. 85% of tug operation
happens with low propulsion power only
and can be executed purely electric with
the help of gensets and/or batteries. As
a result, operating hours on the large
and expensive main propulsion engines
are dramatically reduced resulting in
an increased lifetime and decreased
maintenance frequency and thus costs. By
choosing small gensets instead of the large
main engines, fuel consumption is lowered
and so are CO² emissions and fuel cost.
ZERO-EMISSION PROPULSION IN
COMBINATION WITH BATTERIES
For vessels that have to operate in the
ever-expanding emission control areas
around the world, the Y-Hybrid solution is
a simple opportunity to regulate emissions.
In combination with a battery, an Y-Hybrid
thruster is also suitable to meet zero-
emission requirements.
The Y-Hybrid feature will be available as an
option for all Schottel Z-drives larger than
500 kW until end of 2018.
The Schottel Group, with its headquarters
in Spay/Rhine, is one of the world’s leading
manufacturers of propulsion and steering
systems for ships and offshore applications.
Around 100 sales and service locations
worldwide ensure customer proximity.
SCHOTTEL
New Y-Hybrid feature for azimuth thrusters
Schottel SRP 360 Y-hybrid
16 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Metalships & Docks S.A. is working
actively in the construction of the artic
freezer trawler for Niisa Trawl Aps,
located in Nuuk, Greenland, which was
contracted few months ago. The new
vessel is of ST-118, a tailored design
for operation in heavy ice at the cost of
Greenland. The new vessel will be Regina
C and it will have a lenght of 80 m and a
beam of 17 m, and is to be built to a DNV
GL class with the highest Baltic ice-class
rating. The Regina C is designed to have
acommodaton for 32 persons, all arranged
in modern, well appointed single and
double cabins. During the development of
the vessel design, great effort was made
to achieve the highest possible safety
standards for the crew, during all kinds of
operations and weather conditions.
Regina C will be outfitted primarily for
the northern coldwater shrimp fishery,
but options for other fisheries have been
incorporated into its design.
The vessel is designed with high focus
on reduction of any pollutive discharges
to water or air and the recovery and
recycling of excess energy wherever
possible.
The “Regina C” is scheduled for delivery
in August 2018.
For Metalships, a shipyard with excesive
experience in buiding very specialised
offshore supply vessels, this is a very
important contract secured in a period
where the shipyards are suffering due to
low activity in the offshore market.
Furthermore, and according to
the Commercial Department, the
announcement of one or two new orders
before the end of this year is expected.
These are being currently under
negotiation with great expectations of
materialising.
Moreover , following the trend towards
initiated several years ago, the activity in
the Shiprepair Division during this 2017
is being very active, as demonstrated by
a occupancy rate very near to the 80%.
The yard was permanently occupied
along the year with 20 ships dry-docked
between January- September operating
with an unique floating dock.
GERMANY: THE MAIN MARKET
Germany shipowners / managers
continues to be the main market,
representing more than 70% of its
total sales. An example of this is seven
German ships repaired during the
opening part of this year, one from John
T Essberger, two from Liberty Blue and
four sister container ships from Ahrenkiel
Steamship.
John T. Essberger’s 9146 dwt cement
carrier Valbella underwent her fifth
special survey, in her first visit to
Metalships. The two ships from Liberty
Blue were the 7890 dwt general cargo
vessel Tip Leer, for completion her
third intermediate survey, and the 7750
dwt general cargo vessel Tip Emden,
completing her second special survey.
Especially important and relevant were
the repairs carried out on the four
Ahrenkiel Stamship’s container ships
of 18278 dwt due to the great scope of
works executed in each of them (four
weeks delivery time each).
In summary, the Ship Repair Division
continue building up a strong reputation
in all markets in which they operate,
dry-docking almost all existing types of
ships, which clearly demonstrates their
versatility and know-how.
It is also expected that 2017 will be
another positive year in terms of results
of this Division; Metalships believes that
this trend will have continuity next year,
allowing them, in consequence, to see
the future in an optimistic way.
METALSHIPS & DOCKS
Working on the new artic freezer trawler for Niisa Trawl Aps
November 2017 - Industrias Pesqueras 17
EUROPORT 2017Companies SP
At the end of 2016 Hav Line AS
put into force a contract to build a
completely new concept of salmon
transport vessel with Astilleros
Balenciaga, from Northern Spain. This 94
m length vessel will have a tank capacity
for carrying 1000t of salmon with the
aim of “take the process plant to the fish
rather than the fish to the process plant”,
with the slaughter of the fish taking on
board the ship, at the time of loading
alongside the fishfarms.
It has been proven that this system has
several advantages over the traditional
ways, such as less damaged for the fish.
It is, also, an environmentally friendly
solution, as the ship delivers several truck
fulls of fish to a shore based packaging
plant, lowering this way the overall cost
putting the fish into the market.
The vessel design has been developed by
Wartsila Ship Design together with the owner
and fish processing plant suppliers input.
With the vessel scheduled to delivery in
summer 2018, it will be interesting to see
how the market takes this new concept of
ship.
BALENCIAGA SHIPYARD
A new concept of vessel for the salmon industry
Photo: Wärtsilä
SPEUROPORT 2017CompaniesSP
What is the reason of your visit to Spain
and to Ibercisa?
The reason we come to Spain to visit Ibercisa
is due to our ongoing and future new
building projects for harbour and terminal
tugboats primarily for ship-assist & escort
towing. Ibercisa when awarded a contract
by a shipyard is designing custom made
winches, manufacturing and supplying
winches to Svitzer A/S. Svitzer is among
others developing high-performance
winches including innovative escort
winches with advanced technical
features, which over the years has
resulted in a very good cooperation
with Ibercisa. The reason I am here
this time is to visit some important
sub-suppliers, north of
Vigo. Further, to inspect
winch manufacturing in
Vigo including machining
of specifi c winch
components, examination
of welded steel parts
such as welding
quality and steel
surface preparation
prior coating and
later assembly.
These winches are for our most
recent new building project in Turkey
at Sanmar Shipyard where we are
building four Harbour/Terminal tugs for
our Group A.P. Moller - Maersk’ container
terminal, TM2, in Morocco, Port of Tangier.
Therefore, the project is named, TM2
project. TM2 consist of 4 x 90 tons Bollard
Pull, RAstar 2900SX Class designed
by Robert Allan, Vancouver. The
tugs are employed on long term
charters. Not least, we are with
Ibercisa further developing our
SVITZER standard winch technical
specifi cation like what we are
doing for other important main
equipment for our tugs. To avoid
future misunderstanding
regarding the winch
Scope of Supply, the
agreed standard winch
specifi cation must be
signed by the individual
winch supplier.
“
Jorgen Skaarup Jorgensen, Senior Group Newbuilding Manager
SVITZER PREFERENCE IS EUROPEAN MANUFACTURING”
“It is very important that not only sales
agents but well trained capable service
engineers can be available on site as and when required
including spare parts in most of the ports where Svitzer are operating”
18 Industrias Pesqueras - November 2017
JORGEN SKAARUP JORGENSEN, SENIOR GROUP NEWBUILDING MANAGER OF
SVITZER VISITS IBERCISA DECK MACHINERY, A LEADING COMPANY IN VIGO AND
WHICH IS WORKING TOGETHER WITH THE MULTINATIONAL ON THE DESIGN
OF NEW WINCHES. IN AN INTERVIEW WITH INDUSTRIAS PESQUERAS JORGEN
SKAARUP JORGENSEN TALKS ABOUT THE COMPANY’S GREATEST PROJECTS, HOW
IT OPERATES AND THE QUALITY REQUIRED TO BECOME ONE OF THEIR SUPPLIERS.
SPEUROPORT 2017
Companies
How do you choose your suppliers?
We are a Danish international company
building tugboats in several places around
the world. Presently, we are building tugs
in China outside Hong Kong at Cheoy Lee
Shipyards, specifi cally at Hin Lee Shipyard in
Doumen, Zhuhai. We are building in Brazil
at Inace Shipyard in Fortaleza. And as said at
Sanmar outside Istanbul in Turkey. Ibercisa
are supplying winches to several of our
newbuilding projects but not to all our new
building projects of course. The criterion for
being a selected supplier involves quite some
work. A supplier must be pre-qualifi ed and
is selected based on certain well establish
international ISO standards etc. Sound
fi nancial standing (stability) with relevant
references and good reputation is a must.
Further, the vendor company size (capacity)
and not least the organization primarily
the technical team including designers,
engineers (Engineering & Production etc.)
must be skilled and well experienced with
good track records i.e. product quality
meaning with relevant experiences in design
and manufacturing such as of full render &
recovery escort winches. Lead Times and
Delivery on Time are important supplier
performance records to verify during the
pre-qualifi cation process. The supplier’s
international after sales organization must
be well established in all Svitzer Regions
world-wide. It is very important that not only
sales agents but well trained capable service
engineers can be available on site as and
when required including spare parts
in most of the ports where Svitzer are
operating. When a supplier has been
identifi ed, the company will be audited
(Ref: Svitzer Audit Questionnaire &
Supplier Evaluation Form) to
verify that all requirements
are met in accordance to the
established Maersk Group Procurement and
hereunder Svitzer Group Procurement giving
directions, procedures and guidelines (Svitzer
Responsible Procurement Programme). For
a supplier to be considered by a shipyard
the vendor has also to be placed on Svitzer’s
Makers List of recommended suppliers for
any given new building project. Otherwise,
it will be rather diffi cult for the supplier to
promote their product towards the shipyard
not forgetting the shipowner. It is namely the
shipyard with the shipowner’s consent who
contracts the specifi ed equipment according
to the signed newbuilding specifi cation and
if awarded, the shipyard issues a purchase
order (P.O.) to the supplier.
Svitzer preference is European manufacturing
which also makes it easy and more
economical for us to physical inspect and
attend the necessary Factory Acceptance
Test (FAT) according to ISO 7365:2012, after
the assembly and prior to shipment (delivery
ex Works). The latter require the supplier to
provide quite a comprehensive FAT protocol
to be appraised by the classifi cation society.
Svitzer has normally a handful of selected
suppliers for any specifi c equipment for all
main equipment suppliers. The suppliers
on the Makers List are competitors.
Consequently, we compare both technically
and commercially offers we receive through
the yard. Our technical main equipment
specifi cations are continuously consulted and
updated to our usual high standard
with focus fi rstly on safety next
on optimizing maintenance
and performances. We try to
develop more simple and reliable equipment.
this way, it is easy to compare green apples
with green apples when evaluating the various
offers before selecting the preferred supplier
in agreement with the shipyard.
What do you consider to be the main
challenges of being part of a larger
company?
Well for me it’s personal interesting and
can at times challenging. I have been
living abroad for several years, primarily in
South East Asia (Hong Kong, Thailand
& Bangladesh) and I have been
posted abroad in European
countries. I have been in the
Caribbean, in the Bahamas and
in Africa. For the latter, twice
as posted both in East- and
West Africa during two
different assignments.
I enjoy working with
people of different
international back
ground and on
all levels and
observe
foreign
November 2017 - Industrias Pesqueras 19
20 Industrias Pesqueras - November 2017
SPEUROPORT 2017Companies
cultures and traditions. I feel the firsthand
experiences gained from assignments
abroad are valuable when dealing with
international customers, not only in Europe
but worldwide. At Svitzer, we try to select the
best international and most reliable supplier
meeting with all our requirements. This with
due respect to both CAPEX and OPEX and in
the long-term perspective of our equipment,
- as we say, Total Cost/Value of Ownership
(TCO/TVO) – for the entire expected lifetime
of the equipment.
What are the key features you look for in
your suppliers?
Well as said they must be pre-qualified as
explained in the above. We have a Group
procurement department in Copenhagen
and our Svitzer procurement department
have specific guidelines and requirements,
which all must be met by any supplier. The
supplier must be internationally recognized
with valid references. If a supplier is found
commendable, we start look at the specific
product or equipment and not least the
sourcing of all components, location of
manufacturing and assembly including
quality and testing facilities. Found suitable
for a new building project, we, at least for
all main equipment, enter negotiation. The
supplier as qualified accordance to our
Makers List (Svitzer’s “approved supplier
list for shipyards), is then invited to offer.
For competitive reasons, minimum three to
four and in some cases, even five suppliers
are given the chance to offer commercially
and technically. We compare the shortlisted
(mainly due to pricing) all offers according
to our standard technical specifications.
Compare green apples with green apples
means you can really compare the products
both in a technically and commercial sense
and when found successful, we enter in to the
final negotiation with one or two suppliers.
Svitzer assist herewith the shipyard, who
purchases the specified equipment. Due
to our direct involvement and the Group’s
purchasing size (power) we manage to
obtain a good selection i.e. Scope of Supply
and appears to benefit not only due to
the volume. The Group purchases a lot of
equipment relating to the numbers of vessels
contracted word-wide and as such Svitzer
benefits as well including other Owners
benefits provided our high-quality criteria are
meeting with our requirements.
What projects do you have on the table at
the moment?
Svitzer’s new building projects now are in
Turkey at Sanmar Shipyard, in China at
Cheoy Lee Shipyards outside Hong Kong
and in Brazil at Inace Shipyard in Fortaleza.
We have other new building projects in the
pipelines and various ongoing tenders for
external clients existing as well as new clients.
November 2017 - Industrias Pesqueras 21
SPEUROPORT 2017
Companies
We have some time back established
an office in Rio de Janeiro, and I
believe we are positioning us well in
South America both in Argentina and
Brazil expanding Svitzer’s towage
business. After the acquisition of
the family-owned German container
shipping line, Hamburg Süd, a
well-functioning and professional
reefer container company certain
synergies appear hopefully also for Svitzer
going forward. This acquisition ensures that the
cabotage sector in Brazil remains competitive
and the customers continue to benefit from a
comprehensive choice of carriers.
Are you working in any blue growth project?
As a member of A.P. Moller – Maersk,
Transport & Logistics, we have, as part of
a large Group and herewith Maersk Line
identified certain areas for further expansion
and growth. It is still tough times in certain
maritime sectors and we are in the early
recovering period but there are positive signs
ahead in some segments. The A.P. Moller –
Maersk is divided into two Divisions, Transport
& Logistics and Energy. Svitzer belongs to the
newly integrated T & L company in which
Division also APM Terminals belongs. As
such Svitzer enjoy the synergic effect from
the Division’s container terminal business as
for the above-mentioned TM2 project and
Svitzer, I anticipate, may also benefits further
from the 2M container alliance, which Maersk
Line is a member of.
An example of growth is the
very environmental friendly new
generation of the Triple-E container
vessels entering services these
days.
What about climate change and
the obligations you must meet?
That’s a very good question. This
is a principal issue, and we feel we are in
the forefront, especially with our new tugs.
Everybody wants to talk about the green
era, blue eco cars and green vessels, blue
oceans and clear skies like so many other
buzz words used nowadays for example,
disruption and digitalization etc.
All these popular words (subjects) are of
course important provide you do something
about it!
Svitzer are like-wise concerned and we use a
lot of effort to be prepared not only meeting
Photo: Svitzer
22 Industrias Pesqueras - November 2017
SPEUROPORT 2017Companies
present rules and regulations but
also to be well prepared in the
future. Svitzer are taking certain
measures in to account when
dealing with the issue of the
much-debated climate changes.
We require our equipment to be
prepared for present and future
international regulations coming in
to force for example by preparing
our engine room spaces for fitting engine
exhaust gas treatment (SCR) to meet with
IMO Tier III requirement herewith lowering
engine emissions (NOx). Engines are
optimized saving fuel consumption and
herewith limiting emissions. We utilize
ultralow Sulphur in the fuel, not using MDO
but low sulfur MGO (marine gas oil) limiting
SOx emissions.
We have built and delivered hybrid tugs with
new battery technology. We are studying
modern tugboat designs; next generation
of hybrid-, dual fuel- and even pure gas
driven tugs. Due to confidentiality, I cannot
speak about potential exciting projects along
those line. Due to new technical interesting
developments, we may consider establishing
partnerships or JV primarily with larger
partners within the maritime sector.
These environmental requirements affected
also your suppliers
Yes, indeed. This affect everyone and are of
concern due to the above-mentioned climate
changes.
A nominated supplier has of course to qualify
and to meet with the present and fort coming
environmental regulations. In particular diesel
engines should be optimized and meeting
with future international and national rules &
regulations. In the case of the winch maker,
Ibercisa, they must provide evidence of
proper material selection. For instance, for
the brake lining installed on our winches.
We use special brake linings, they must be
asbestos free. The supplier must ensure and
provide a statement of asbestos-free materials
throughout or provide the Owners with a
certificate. This require additional necessary
control about how the winch assembly is
executed, what materials are use on the
winches. This is not only under Ibercisa’s own
control but also applicable for their selected
sub-suppliers. And we do random checks
unannounced during visits.
So, when Svitzer visits Ibercisa or any supplier
during execution of a new building contract,
we come to inspect the manufacturing
process. We wish to ascertain that the supplier
is meeting with all agreed requirements.
Svitzer believes the environment is important,
how things are done, handled and how the
equipment is SAFELY operated by our crew.
We do not accept pollution which can be
avoided. Paint is a specific area of concern,
from steel surface preparation to coating
application from first primer to final finish layer
and later use of vessel and equipment at sea.
One of our Maersk values out of total five
core values states, “with constant care”.
In other words; take care of today, actively
prepare for tomorrow.
Bigger vessels, bigger tugs, where do you
think the limit lies?
Well, someone said, “The sky is the limit”.
At Svitzer, we are following development,
the world is evolving. I believe, we are
leading somehow both within environmental
considerations and with new technical
developments of equipment and new
construction of tugs (tugboat design).
Especially for winch equipment which by
many are considered the most important
equipment for a tug, - say for an escort ASD
tugs with installed high-performance, full
render and recovery escort winch because
when offering towage services, our customers
must rely on our well-trained crew, the
vessel and not least the winches. The engine
design and economic operation including
optimized maintenance we continuously
evaluate to improving overall
engines performances, minimizing
fuel consumption and overhaul
intervals (TBO) herewith emissions
in co-operation with some of
the major engine builders. New
engines are studied and new
thruster developments including
propeller & nozzle designs and the
manufacturing are followed.
Higher required propeller thrust (BP; Bollard
Pull) require deep technical insight in
both engine and ASD thruster design and
development.
There is obviously a limit for engine size and
thruster output due to the limited under deck
spaces available in engine room and thruster
room in our rather compact tugs.
However, when continuous following
developments closely, you may eventually find
a way to save space and energy whether you
have electrical driven or you chose hydraulic
driven equipment. Therefore, Svitzer are
considering more electronic controls, still more
simplified and reliable not least safe equipment
to operate by crew. We keep on searching for
new innovative but still economical solutions
for instance like permanent magnet motors.
However, to make this (PM) a reality, the
pricing is still to improve as for most new things
entering a specific market.
Are you working on remote control vessels?
We have thoughts and it is interesting to explore
the possibility with less crew. Here, the safety
aspect, perhaps with less chance of a human
error is worth considering. For sure there are
benefits. However there are certain challenges
to be overcome as you can imagine the various
authorities involved in such a project.
We are of course closely monitoring
developments and perhaps one day we may
be able to elaborate a little further…and when
we are able to speak about this subject.
Svitzer strategy, “Staying Ahead” is a reality.
A global towage provider.
For your further information
please visit the following websites:
www.svitzer.com www.maersk.com
www.ral.ca www.ibercisa.es
Photo: Svitzer
+ info
24 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
After three years at the helm of Ibercisa,
in which direction is the company
heading?
Its a moment of transition and change, very
attractive for us and full of new challenges
and growth in international markets.
Internally, Ibercisa Deck Machinery is also
undergoing changes, both in business
development in terms of international
growth, as well as in- house where we have
increased our production capacity and
above all in design and added value. We
are developing new products, implementing
new processes as well as our capacity
for designing controls, programming and
technical assistance.
We are integrating new activities such as a
recent investment in a trial area to carry out
trials in real situations on high performance
machinery such as “Full Render and
Recovery” towing winches; we are also
incorporating capacities such as “know-
how” into our programming, new technology
both internally, digitalization, more effi cient
CRM platforms to communicate with
clients and also from a design point of
view on operative machines, on board
data catchment, analysis in the cloud and
remote connection in order to give remote
assistance to our clients at any given
moment.
We have a strategic plan for fi nancial
growth until 2020 to gain signifi cance
and position the Company in the
range of 30-40 million over the next
few years. This is in terms of business
volume. Internationally we will reinforce our
partnerships which represent 80% of our
business growth as well as develop a new
project for international expansion.
As is the case geographically, in terms of
market segments we are also well diversifi ed
with outstanding presence and products
in fi shing, towing, investigation and
oceanography or port docking manoeuvres
not forgetting others such as transport
or industrial military, in all of which we
are delivering very specifi c , customized
machinery for different sectors which rely
on us for equipment from submergible
machines to special applications for docking
in mineral cargo ports or equipment for
mining and transportation of cargo.
Have you already installed the high
capacity trials unit?
Yes, which enables us to line up towing
winches with dynamic pulls of up to 100
tns, or static pull capacities of 250 tns
and test our new designs simulating real
situations of speed and pull on towing
winches. This has been very well received
by our clients.
Trials which are open to clients?
Yes it is normal for us to set aside a
“
Roberto Rodríguez Orro, General Manager of Ibercisa Deck Machinery
IBERCISA DECK MACHINERY, BASED IN VIGO FOR 48 YEARS, STARTED ITS
ACTIVITIES CENTRED ON THE FISHING INDUSTRY AND IN RECENT YEARS
HAS EXPANDED INTO OTHER MARITIME SECTORS SUCH AS TOWING,
OCEANOGRAPHIC VESSELS AND EVEN CIVIL WORKS. THE COMPANY’S
GROWTH OVER THE LAST 5 YEARS BOTH IN HUMAN RESOURCES AS WELL
AS INSTALLED CAPACITY AND PRODUCTIVE MEANS IS WELL KNOWN. FOR
THE LAST 3 YEARS, ROBERTO RODRIGUEZ ORRO, INDUSTRIAL ENGINEER
AND MBI (GEORGETOWN UNIV.), EXPLAINS THE GROWTH OF THE
COMPANY AND ITS PLANS FOR THE FUTURE.
WITH OUR 2020 STRATEGIC PLAN, WE WILL GAIN DIMENSION”
“The latest novelties are high
performance winches driven
by double motors with low inertia
capacities, control-reaction against
slags, tugging and sudden drops in voltage on the
towing line; highly dynamic winches, safe and extremely energy effi cient”
November 2017 - Industrias Pesqueras 25
EUROPORT 2017Companies SP
visitors area for owner representatives
or representatives of the shipyards,
classification bureaux and engineering
companies.
Future projects?
Right now the two big active market
segments are fishing and towing. In fishing
we are proud to have received the first
fleet renewal contracts from Russia, which
having been assigned new quotas, is a very
important market and within which we are
happily present from preinscription up to
the first contracts from the Russian shipyard
Corporation OCK, for example Vygbor
Shipyards.
In the Spanish fishing fleet which after
some years, and various decades
without renovation, is finally living a more
prosperous situation up until now we
are present in all the significant vessels
under construction in national shipyards
and we have significant projects in
nordic countries where we are very well
represented.
As regards projects, in the towing market
sector, we are presently at the highest
level worldwide. I would emphasise
that our biggest clients are people
such as the Damen group or the giant
Svitzer, with a fleet of over 400 tugs o
the turkish shipyard Sefine and Uzmar.
Provide highly technological, modern
winches such as “Render and Recovery
Escort winches” - which are the highest
performing winches presently under
construction worldwide. Important both
for electric and hydraulic drive and are
the fruit of the capacity and know -how
from our technical department.
What are your latest technological projects?
The latest novelties are high performance
winches driven by double motors with low
inertia capacities, control-reaction against
slags, tugging and sudden drops in
voltage on the towing line; highly dynamic
winches, safe and extremely energy
efficient. We have managed to build “full
render-recovery” winches with very low
energy consumption with 200 kw installed;
this is very important as they are more
efficient winches, less energy consuming,
from a developed electronic control base;
with self measuring systems in real time of
the line pull.
Its also worth mentioning that these
are winches with remote access/control
hardware which allows for them to be
monitored, assisted and re-programmed
from a distance. One example is the
recent modification of the operational
mode of winches in an Australian port,
from our offices at Ibercisa Technology
and systems in remote control with our
clients.
26 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Which markets are for Towing and AHT?
Has this sector recuperated?
Yes we have our own markets, the European
market is very important where big operators
such as Svitzer, Kotug are based, but the
recent builds are being delivered to different
places such as Spain, China, Vietnam,
Turkey. I would emphasise the high levels of
quality which we are finding, not only in Spain
but also in certain Hong Kong or Turkish
shipyards with manufacturing and operative
functions of an extremely high standard and
we are installing first class machinery. It a
very global, competitive market in which we
could be working on a project for Svitzer for
example, with engineering by Robert Allan in
the EEUU, construction in Turkey or Hong
Kong and operating in Australia.
How important is design at Ibercisa Deck
machinery?
Ibercisa Deck Machinery has a team of
some 20 highly qualified engineers with
electrical, hydraulic and mechanical
degrees. All our machinery has to go
through rigorous analysis and simulation.
We are working with finite elements
software, design calculous and dynamic
prediction, fatigue control software and real
trials in our factory. In addition, we control
the entire manufacturing process, the whole
value chain which enables us to deliver a
made to measure product with performance
adapted to client requirements.
Would Ibercisa contemplate a strategic
partnership or will it continue on its own
path?
Up until now we have grown organically and
also gained market share. In its 48 year
history, Ibercisa has absorbed 4 companies,
one of 80 years old and due to its presence
in international markets, Ibercisa is always
open to strategic partnerships both of
a technical or commercial nature. Our
relationship with Siemens in product
development is well known as well as our
participation with Scantrol with whom we
have begun a fruitful collaboration.
Governments are betting on “Blue
Growth”, what projects does Ibercisa Deck
Machinery have in this field?
We have developed some very compact
winches for the energy industry with
special applications for which we have
received orders from Idóm for using with
aerogenerators. We have also worked with
the mining company Vale on an important
port development project in Brazil with
hydraulic winches in which all the liquids
and lubricants are biodegradable; and
projects for hybrid vessels, among others.
So we are developing machinery which is
more energy efficient and environmentally
friendly.
November 2017 - Industrias Pesqueras 27
EUROPORT 2017Companies SP
What is the secret of the success of
Robert Allan’s designs?
There are many factors that have
contributed to our success but if I had
to highlight one factor it would be the
fact that our entire company of 80 or so
people is primarily focused on advancing
the art and science of commercial
workboat designs using all of the
advanced tools now at our disposal. Other
similarly sized or larger Naval Architecture
fi rms that design small workboats do this
only as a secondary business focus and
most smaller fi rms do not typically have
the resources to spend a million dollars
a year on tug R&D like we do. Our long
term mutually benefi cial relationship
with our many loyal shipyard and Owner
clients is another very import factor.
In a world so changing from the world of
technology, and being Robert Allan the
trendsetter, how are the future tugboats
being thought of?
In the immediate future we are primarily
focused on two trends right now. The
fi rst is ensuring that the new generation
of highly powered compact tugs are
safe for the crews operating them by
developing a more comprehensive
understanding of the dynamic forcing
involved during ship-handling, towing and
escort operations. The second
trend we are most focussed on
is the many alternative propulsion
arrangements and fuel types that
are becoming viable alternatives for
tugboat operators to consider.
What do you consider to be the main
challenge for the company to remain the
market leader during 100 years?
I plan on retiring in 2030 which will be
the 100th Anniversary of Robert Allan
Ltd. We will strive to maintain a leading
position in our industry by investing
heavily in our staff and R&D. Given our
very low turnover of staff at RAL I am
quite certain we be far stronger in 2030
than we are now with a very broad range
of experience and an expanded portfolio
of built designs.
How does Robert Allan adapt to new
and growing environmental regulations
in the design of its boats?
More demanding environmental and
safety regulations require a higher level of
engineering expertise so we are uniquely
well positioned to respond to these
changes and see this as an opportunity to
increase our infl uence in the market.
Mike Fitzpatrick, President & CEO, Robert Allan Ltd
SAFETY AND ALTERNATIVE PROPULSION ARRANGEMENTS, THE FUTURE TRENDS”
“All of our most successful designs
and the ones we are most proud of have been the result of a close collaboration
between our design team, a knowledgeable Owner, and a
shipyard committed to building a high
quality vessel”
ROBERT ALLAN LTD. IS A FIRM OF INTERNATIONALLY-RECOGNIZED NAVAL
ARCHITECTS IN VANCOUVER, CANADA. SINCE 1930, ROBERT ALLAN LTD HAS
BUILT A REPUTATION FOR INNOVATIVE DESIGNS FOR VESSELS OF ALMOST ALL
TYPES, FROM HIGH-PERFORMANCE TUGS TO FERRIES AND SOPHISTICATED
RESEARCH VESSELS. INDUSTRIAS PESQUERAS INTERVIEWED MIKE
FITZPATRICK, PRESIDENT & CEO OF ROBERT ALLAN LTD, WHO LET US INTO
SOME OF THE SECRETS BEHIND THE SUCCESS OF HIS COMPANY.
“
28 Industrias Pesqueras - November 2017
EUROPORT 2017CompaniesSP
Robert Allan works with the world’s
leading companies, how is the
relationship they maintain with their
customers in the design of their ships?
RAL is very much a client focussed
company. We are always very aware
of the trust our clients place in us and
the 5 billion or so dollars of their money
that they’ve spent building more than
1000 vessels to our designs. Of course
we always strive to get everything right
the first time and have a very good track
record of successfully delivered vessels
but perhaps more important is that our
clients trust us to stick with them and
solve any problems that inevitably come
up from time to time.
How is the ship design process usually?
Relations with the client and with the
shipyard?
While most often it is the shipyard that
is paying our bills our design process is
focussed on ensuring that the Owner has
the opportunity to review and request
changes to the design as we progress
through conceptual and preliminary
design phases. Sometimes shipyards are
not entirely enthralled with this process
but most in the end understand that it is
better to make these changes on paper
during the design phase than in the
middle of construction. All of our most
successful designs and the ones we are
most proud of have been the result of a
close collaboration between our design
team, a knowledgeable Owner, and a
shipyard committed to building a high
quality vessel. The three dual fuel tugs
recently built by Gondán Shipyard for
Ostensjo are a perfect example of such a
successful collaboration.
87 years, 1000 tugs
Robert Allan´s business is centred on the
design of commercial working vessels
of all types, with a particular focus
on the international tugboat market.
Robert Allan Ltd. was founded in 1930
when Robert Allan commenced private
practice as a consulting Naval Architect
after serving as Technical Manager of a
local major shipyard. A 1907 graduate
naval architect from the University
of Glasgow, he was responsible for
numerous enduring designs produced for
the growing British Columbia fishing fleet
and coastal ferry services, among others.
His reputation for quality designs was
enhanced by the notable, classic ocean-
going motor yachts Meander (1934) and
Fifer (1939), both of which are still in
active service on the Pacific Coast.
Robert F. (Bob) Allan joined his father
in the practice in 1945. The business
grew steadily and was instrumental in
the development of specialized tugs and
barges for the burgeoning forestry and
mining industries along the BC coast,
and for many unique shallow-draft
vessels for Canada’s remote Northland.
Incorporated as Robert Allan Ltd. in 1962,
the company continued to expand and
achieved international recognition for the
high standards and performance of its
many unique and specialized designs.
In 1973, Robert G. (Rob) Allan joined the
company, following the family tradition.
In 1981 he succeeded his father as
President, leading the company into a
new generation of computer-based design
technology. The expanding firm created a
wide range of distinctive designs including
modern high-performance ship-assist
and escort tugs, icebreakers, government
service vessels, and high speed craft. With
significant growth since the mid 1990’s
the firm has established itself as an
international force in commercial working
craft design. A staff of highly qualified
Professional Engineers, Naval Architects,
Marine Engineers, Technologists and
Designers handle a wide variety of
projects for an international clientele
The development of ever-larger container
ships, major LNG terminals, expanding
bulk carrier ports such as Port Hedland
in Australia, and of course, the rapid
evolution of tanker escort technology
created a whole new generation of
high-performance specialized tugboats.
Since 2000, Robert Allan Ltd. has had
more than 720 tugs built to our designs
worldwide.
The “KiloTug”, the 1000th tug delivery
in the now 87 year history of this firm,
is the “Dux”, the first of three ultra-high
performance dual fuel escort tugs built by
Gondán Shipyard in Spain for Østensjø
Rederi of Norway. Johannes Østensjø was
the first Owner in Europe to purchase a
Robert Allan Ltd. designed tug and our
subsequent work with that fine company
has always been “extra special”, including
tugs of truly innovative and specialized
designs.
Industrias Pesqueras has published an article on Robert Allan in Norshipping 2017.
Visit www.industriaspesqueras.com MV Tugger Yorke – R.F. Allan at the aft window 1955
November 2017 - Industrias Pesqueras 29
30 Industrias Pesqueras - November 2017
SPEUROPORT 2017Companies
Next Ocean presents Wave Predictor at Europort 2017Waves play a major role during
most offshore operations at sea.
Unfortunately, sea waves behave in an
irregular and unpredictable way. Next
Ocean’s prediction system predicts the
actual time traces of waves approaching
the ship and the resulting ship motion
response. Using the ship’s navigational
X-band radar this can be done on-board
and real time. Next Ocean predicts
when and where high waves occur. This
enables offshore operators to choose an
optimal time window free of high waves
for the most critical phase of their opera-
tion rather than wait for better conditions
or ‘hope’ for the best. The system is
currently undergoing operational tests in
the North Sea. Test results are expected
by the end of 2017. The Next Ocean
wave prediction system is targeted for
market entry in 2018.
Hempel: raising the bar for efficient operations
Global paints and coatings
manufacturer Hempel recognises
the challenges of the market and has
progressed its paint technology to such a
level that its award winning Hempaguard
fouling defence coating delivers six
per cent fuel savings compared to
best-in-class antifoulings over the
entire service interval. According to
the company, when fouling organisms,
such as algae and barnacles, attach to
a vessel’s hull, they create extra drag
meaning more fuel is needed to move
the vessel, significantly increasing fuel
costs and CO2 emissions. By investing
in a high-performance hull coating
such as Hempaguard that delivers
advanced protection against fouling, the
ship’s movement through the water is
streamlined and drag is reduced.
Hempaguard is the only hull coating
to combine the low surface friction
of silicone with efficient fouling
preventing biocides in a single coat -
this is Hempel’s innovative Actiguard
technology. Unlike regular hull coatings
that are usually specified according
to the vessel’s speed and activity
level, Hempaguard coatings retain
effectiveness when switching between
slow and fast steaming - so a vessel
can change sailing routes and trading
patterns without losing performance.
What’s more, it also remains effective
in waters of varying temperatures and
during idle periods of up to 120 days.
November 2017 - Industrias Pesqueras 31
SPEUROPORT 2017Interview
KITACK LIM, SECRETARY OF
THE INTERNATIONAL MARITIME
ORGANIZATION, EXPLAINS
INDUSTRIAS PESQUERAS IMO’S ROLE
ON PRESERVING THE OCEAN AND
ITS CONTRIBUTION TO THE PARIS
AGREEMENT ON CLIMATE CHANGE.
What are the current challenges and
objectives of IMO?
Safe, secure and effi cient shipping while
preserving the ocean and atmospheric
environments continue to be the main
objectives of IMO. And as part of the
United Nations system, IMO is committed
to meeting the global challenges set out in
the Sustainable Development Goals (SDG)
adopted by the United Nations in 2015,
and the 2030 Agenda for Sustainable
Development.
Reviewing, developing, adopting and
helping Member States to implement
IMO instruments are the core of the
Organization’s work.
On the environmental side, IMO is
moving along its roadmap for developing
a comprehensive strategy to reduce
greenhouse gas emissions from
international shipping and working to
ensure consistent implementation of a
reduced, stricter global limit on sulphur in
fuel oil from 2020.
Implementation of the Ballast Water
Management Convention, that entered
into force on 8 September 2017. On the
human element and safety side, IMO is
reviewing regulations and requirements
relating to the global maritime distress and
safety system and life-saving appliances,
as well as continuing routine updating
of mandatory codes related to carrying
hazardous cargoes.
Cyber security is another challenge which
IMO has addressed through issuing
guidance and a resolution ensuring that
cyber risk management is incorporated
into the mandatory International Safety
Management Code for ships. Refl ecting
the need to be proactive, the Maritime
Safety Committee will, in 2018, initiate
a scoping exercise to determine how
the safe, secure and environmentally
sound operation of Maritime Autonomous
Surface Ships might be introduced in IMO
instruments.
What is the role of shipping in relation to
climate change and polluting emissions?
Whilst shipping remains one of the
most environmentally friendly modes of
transport per unit of cargo transported;
shipping has the potential to cause harm
THERE IS A GREAT DEAL OF RESEARCH GOING ON INTO DUAL FUEL ENGINES, ALTERNATIVE POWER SOURCES AND OTHER ENERGY-SAVING TECHNOLOGIES”
Kitack Lim, general secretary of the International Maritime Organization - IMO
32 Industrias Pesqueras - November 2017
“
November 2017 - Industrias Pesqueras 33
SPEUROPORT 2017
Interview
to the
environment and to contribute to climate
change. So IMO has for many decades
worked -along with industry, Governments
and relevant stakeholders- to reduce
and limit the potential harmful impact of
shipping on the environment.
Safety and environmental provisions have
substantially reduced the number of oil
spills from oil tankers.
The reduction, to be implemented on
1 January in 2020, will be a signifi cant
change for the shipping and refi ning
industries and IMO will be working with all
stakeholders in its regular technical fora to
resolve and address any implementation
issues.
When it comes to climate change
mitigation, it is important to remember
that, thanks to IMO, international shipping
was the fi rst industry to be subject to
global, mandatory, energy-effi ciency
measures designed to address greenhouse
gas emissions.
The work has continued and steps are
being taken for further measures to be
considered. The mandatory collection and
reporting of fuel-oil consumption data for
ships of 5,000 gross tonnage and above
will provide a fi rm statistical basis for an
objective, transparent and inclusive policy
debate in IMO’s Marine Environment
Protection Committee (MEPC) - the
forum, open to all member States, where
“The mandatory ship energy-effi ciency management plan (SEEMP) requires all ships to consider how they can do this and implement the appropriate measures”
34 Industrias Pesqueras - November 2017
SPEUROPORT 2017Interview
environmental matters are discussed.
The MEPC has already agreed to produce
a comprehensive strategy for reducing
greenhouse gas emissions from ships,
beginning with an initial strategy to be
adopted next year.
In this sense, what would be the effects
of the United States withdrawal from the
Paris Agreement?
The Paris Agreement is an agreement
under the United Nations Framework
Convention on Climate Change (UNFCCC).
A withdrawal from the Paris Agreement
does not directly affect IMO.
The United States is and remains a
party to IMO’s International Convention
for the Prevention of Pollution from
Ships (MARPOL Convention) Annex VI,
which includes the requirements for the
energy efficiency of ships as well as the
regulations to limit harmful emissions and
air pollutants from shipping.
In recent years, IMO has promoted
a convention covering ballast water
management. What is this Convention
about? Why did the ratification process
take so long?
The Ballast Water Management (BWM)
Convention entered into force on 8
September 2017, 12 months after
ratification by a minimum of 30 States,
representing 35% of world merchant
shipping tonnage. This convention
counters the threat to marine ecosystems
from potentially invasive and harmful
aquatic species transported in ships’
ballast water. The ratification of any new
international instrument depends on
national processes in each country for
incorporating international treaties into
national law. It is fair to say that, when
this convention was first adopted, suitable
ballast water management systems were
not immediately available and guidelines
to support the BWM convention needed to
be developed. But these issues have now
been addressed.
To support ratification by States and
promote research and innovation, IMO
executed the GloBallast Partnerships
Programme (2000-2017), a joint initiative
of the Global Environment Facility (GEF),
United Nations Development Programme
(UNDP) and IMO.
IMO has launched several regional
Maritime Technology Cooperation Centres
in developing countries. What will these
centres be doing and what will be their
objectives? What is the role of the
developing countries in IMO´s objectives?
The Global Maritime Technology
Cooperation Centre Network (GMN)
project (full name Capacity Building for
Climate Change Mitigation in the Maritime
Shipping Sector) is funded by the
European Union and run by IMO. It unites
carefully selected technology centres into
a global network focused on supporting
capacity building and technology
cooperation by the shipping industry.
Another project supporting developing
countries to implement energy efficiency
measures is the Global Maritime Energy
Efficiency Partnership (GloMEEP) Project,
another GEF-UNDP-IMO initiative.
GloMEEP is creating global, regional and
national partnerships to build capacity to
address maritime energy efficiency and
to enable countries to bring this into the
mainstream within their own development
policies, programmes and dialogues.
New technologies in shipbuilding allow a
high energy efficiency ratio, consumption
reduction, use of LNG gas… in which
percentage are these energy efficiency
measures being used? What could be
done to boost them?
There is a natural move towards ever
more energy-efficient new ships, due in
part to regulatory requirements and the
response to those requirements; and in
part to an increased awareness and desire
by the industry to take responsibility for its
contribution to climate change mitigation
and sustainable development. Many
shipping companies are already leaders in
this respect.
IMO receives information on ships built
since the mandatory energy efficiency
requirements for international shipping
entered into force. So we know that nearly
2,500 ships have now been certified as
complying with the energy-efficiency
standards for ships.
There may be greater challenges when
it comes to existing ships, but there are
and will be ways for them to become
more energy efficient, too. The mandatory
ship energy-efficiency management plan
(SEEMP) requires all ships to consider
how they can do this and implement the
appropriate measures. This could range
from hull cleaning and trim optimization
to alternative power sources for hotel
functions on the ship.
The number of ships using LNG as fuel
is said to be around 100 (in service,
not including LNG carriers) - so a small
proportion of the more than 50,000
seagoing merchant ships trading
internationally. But there is a great deal of
research going on into dual fuel engines,
alternative power sources and other
energy-saving technologies.
What would be the way to create a future
sustainable development, ensuring
maritime freight traffic in the global
economy context at the same time that
the protection of the environment?
This is where IMO comes in. IMO
provides the forum where the
Organization’s Member States, along with
civil society and the shipping industry
come together to discuss, formulate and
develop global standards for shipping.
Shipping activities have to be balanced
with the oceans’ capacity to remain
healthy and diverse in the long term. So
all of these issues can be discussed at the
various IMO fora in order to ensure that
shipping is safe, secure and environment-
friendly.
And of course, as part of the United
Nations family, IMO is actively working
towards the 2030 Agenda for Sustainable
Development and the associated SDGs.
Complete article at
www.industriaspesqueras.com
36 Industrias Pesqueras - June 2015
JANUARY Special issue on: Fishing Gears
FEBRUARY Special issue on: Electronic Equipments
MARCH Special issue on: Safety and Rescue Operations
APRIL “The fishing industry on the international stage”
MAY Preview: Navalia 2018
JUNE Special issue on: Fisheries Technology
JULY Special issue on: Engines and Propulsion/ Fuels and Lubricants
AUGUST Special issue on: Transport and Logistics
SEPTEMBER Special issue on: Longline Fleet
OCTOBER Preview: Conxemar 2018
NOVEMBER Special issue on: Tropical Tuna Fleet
DECEMBER Special issue on: Cold Storage Facilities and Industrial Cold
SPECIAL ISSUES AND PREVIEWS 2018
ARMON SHIPYARDS Cover
ASIME 31
AZKUE PUMPS Inside back cover
BAITRA 29
BALENCIAGA SHIPYARD 25
CARDAMA SHIPYARD 13
COTERENA 31
DAKARNAVE 15
EMENASA GROUP 17
FAUSTINO CARCELLER 11
FERRI 33
FREIRE SHIPYARD 2
GONDÁN SHIPBUILDERS 23
IBERCISA DECK MACHINERY 5
METALSHIPS & DOCKS 29
MIND 30
NAVALIA 2018 35
NEUWALME 6
NODOSA GROUP 20
OBEKI 21
PANELFA 8
PIPEWORKS 26
REGENASA 8
SCHOTTEL Inside cover
TRILLO ANCHORS AND CHAINS 14
VOLVO PENTA 10
VULKAN COUPLINGS 12
XUBI 9
ZAMAKONA YARDS 7
SUMMARY OF PUBLICITY