special november 2017 - industrias pesqueras · special issuenovember 2017 introduction p.01...

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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IPHO diseño y comunicaciónwww.ipho.es

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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”


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



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


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



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



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



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



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



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.



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



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



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



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”


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



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.


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



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



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”



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.



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.



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.

“



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



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.

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


“


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”


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

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