MEM34

MEM MEM Issue 34
26 June 2017
MARINE ENGINEERS MESSENGER

IMO MUST FINALISE BALLAST WATER IMPLEMENTATION DATES
EXISTING TECHNOLOGY CAN CUT EMISSIONS BY 75%
INDUSTRY ASSOCIATIONS PROPOSE CARBON OBJECTIVES
LIQUEFACTION TESTS UNDER SCRUTINY
DUAL-FUEL ENGINES SHOW STRONG MARKET PERFORMANCE
NORWAY READIES FOR OIL SPILL EXERCISE
SVITZER TUG OPERATED REMOTELY

MEM MEM Issue 34
26 June 2017
MARINE ENGINEERS MESSENGER

Telegraph

Thirty-four editions in and Marine Engineers Messenger has earned positive feedback from its
readership, with close to 90% of respondents to our survey commenting they find the
fortnighly publication “informative”.

News relating to ship design proves to be the most valued information covered in MEM, at
33%, with 44% of respondents favouring product and environmental-related coverage in equal
measure. Energy-efficiency and regulatory information was preferred by 22% of respondents.

All respondents said they preferred to read their publications on either a PC or MAC, but when
asked what media format they preferred, 22% said printed matter. The majority highlighted a
preference for web-based or pdf formats.

While initial statistics may change as more respond to the survey, 44% believed that
publishers should offer printed publications free of charge and rely on advertising revenue, the
same percentage that believed publishers should offer on-line news without charge.

Of those readers that have already responded, 49% were based in the ASIA/PACIFIC region
with thre rest in Europe. However, our data from Google Analytics and GM Insights points to a
wider global readership. Of the 2349 that opened the last electronic edition of MEM (between
11th and 14th June), 42% were UK based, 14% in Australia, 4.5% in the USA, 3.5% in Denmark,
2.9% in Norway, 2.6% in Hong Kong, 2.2% equally in Italy, Malaysia and Singapore, and 1.9% in
Germany. MEM is emailed to a global circulation of 8544.

Readership continues to be male dominated - a reflection, perhaps, on the industry’s low
female headcount - with female readers accounting for 19.6% during the period. Only males have
so far responded to our reader survey, of which 11% were in the 40-50 age range, 33% were
between 50 and 60 and 55% 60 or older. Of those respondents, 71.4% worked in a technical field
and 28.5% were working in managerial roles. 50% said they were working in shipowning or
shipmanaging companies, while offshore operators/contractors, original equipment
manufacturers and membership/trade associations each accounted for 16% of the respondents’
workplace.

We will of course keep you updated as more data trickles in, but an enormous thank you to all
those that have taken the time to respond so far. The survey will remain live for the next few
issues or so, so please do take a couple of minutes to respond. It will help us to tailor the content
and format to suit your requirements.

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2



REGULATORY

IMO MUST FINALISE BALLAST WATER IMPLEMENTATION DATES, SAYS ICS

The International Chamber of Shipping (ICS) has urged the International Maritime Organisation (IMO) to
revise the implementation dates for installing ballast water treatment systems.

The BWM Convention, as currently drafted, requires existing ships to retrofit the complex new systems by
their first International Oil Pollution Prevention (IOPP) survey following the global entry into force of the new
regulations, this September.

However, a proposal submitted by Brazil, Cook Islands, India, Norway,
Liberia and United Kingdom, calls for a delay to the implementation date for
existing ships by a further two years, to the date of their first IOPP renewal
survey on or after 8 September 2019. This would extend the date by which all
ships must have installed a system to 2024 from 2022.

This proposal is fully supported by ICS and its member national
shipowners’ associations.

“If this pragmatic proposal is agreed, this would allow shipping companies
to identify and invest in far more robust technology to the benefit of the
marine environment” said ICS Secretary General, Peter Hinchliffe (right).

ICS insists there is no logic, from an environmental protection standpoint, in
requiring thousands of ships in the existing fleet to comply until they can be
fitted with systems that have been approved under the more stringent type-
approval standards which were only adopted by IMO in 2016 (and which are
about to be included in what will soon become a mandatory Code for Approval
of Ballast Water Management Systems).

ICS notes that these more environmentally robust standards will not
become mandatory for new system approvals until October 2018 and that only
systems being installed into ships from October 2020 will be required to have been approved in accordance
with the new Code.

Additionally, because of a lack of confidence in the existing IMO type-approval process, and the previous
uncertainty as to when the Convention would enter into force, very few existing ships have so far been
retrofitted with the required treatment systems, creating a log jam in available yard capacity.

ICS says that apart from the possible shortage of shipyard and manufacturing capacity to retrofit around
40,000 systems, many shipping companies – through no fault of their own – face tough decisions. They will
potentially be required to install expensive new equipment that may not be guaranteed to operate correctly in
all the normal operating conditions they would reasonably be expected to face when ballasting and de-
ballasting during worldwide service. These decisions are all the more difficult if the ships are approaching the
end of their typical 25-year life.

“It is vital that IMO makes a definite decision about the implementation schedule at its meeting in July so
that shipping companies have absolute clarity and can take sensible decisions about when to install these high
cost systems in the best interests of the environment,” said Peter Hinchliffe.

ICS fully supports the intention of the BWM Convention, which is to address the problem of invasive marine
organisms having damaging impacts on local ecosystems through their unwitting transportation in ships’
ballast tanks. But the Convention’s imminent entry into force presents ship operators with serious challenges
because systems approved in accordance with the more stringent IMO standards adopted in 2016 are not yet
available.

EMISSIONS REDUCTIONS

EXISTING TECHNOLOGY CAN CUT EMISSIONS BY 75%

Sleeker hulls, bigger ships, efficient operations and the use of sustainable biofuels can result in “radically
reduced” shipborne greenhouse gas emissions by mid-century, says a new study published in the journal
Transportation Research.

Work by a team of Norwegian scientists identified six groups of measures based on existing technologies
with high mitigation potential: hull design; economy of scale; power and propulsion; speed; fuels and
alternative energy sources; weather routing and scheduling.

“Emissions can be reduced by more than 75%, based on current technologies and by 2050, through a
combination of measures if policies and regulations are focused on achieving these reductions. In terms of
emissions per freight unit transported, it is possible to reduce emissions by a factor of 4–6,” they found.

Their results indicate that novel hull design can contribute considerably to CO2 emissions reduction.
Additional measures such as light-weighting, hull coating and lubrication can contribute to improving the
performance of hulls further, but their potential as sole measures are limited.

4

“Significant reduction potentials can be achieved by swift adoption and combination of a large number of
individual measures, as no single measure is sufficient by itself. It is possible to reduce GHG emissions by a
factor of 4 to 6 per freight unit transported based on current technologies within 2050,” said study author Dr
Elizabeth Lindstad from the Norwegian Marine Technology Research Institute.

“The success of these measures is also dependent on the growth rates of maritime transport. Policies,
regulations, and legislation, such as the EEDI, can facilitate reduction of GHG emissions by the sector, but
successful implementation has to be supported by high-quality studies addressing multiple effects and
measures simultaneously in order to avoid counteracting and inefficient adoption of mitigation measures.”

Wind and solar energy has potential to further cut emissions, the study found, but this depends on the types
of ships these technologies are used on. Such measures are most efficient for smaller ship sizes on specific
routes with high solar incidence and wind potential, as the total amount of energy that can be generated by
these measures on-board is constrained by the surface area necessary for each of these measures.

INDUSTRY ASSOCIATIONS PROPOSE CARBON OBJECTIVES

Industry associations BIMCO, INTERCARGO, International Chamber of Shipping (ICS) and INTERTANKO have
submitted a proposal to the International Maritime Organisation (IMO) concerning ambitious CO2 reductions
by the international shipping sector, which is responsible for transporting about 90% of global trade and 2.2%
of the world’s annual man-made CO2 emissions.

The IMO Marine Environment Protection Committee will meet in London this July to begin the development
of a strategy for the reduction of the sector’s CO2 emissions aligning the international shipping sector response
to the 2015 Paris Agreement’s call for ambitious contributions to combat climate change.

In a detailed submission, the industry bodies have proposed that IMO Member States should immediately
adopt two “Aspirational Objectives” on behalf of the international shipping sector. These are: to maintain
international shipping’s annual total CO2 emissions below 2008 levels; and to reduce CO2 emissions per tonne
of cargo transported one kilometre, as an average across international shipping, by at least 50% by 2050,
compared to 2008.

In addition, they have suggested that IMO should consider another possible objective of reducing
international shipping’s total annual CO2 emissions, by an agreed percentage by 2050 compared to 2008, as a
point on a continuing trajectory of further CO2 emissions reduction.

The industry associations assert that it is important for IMO to send a clear, unambiguous signal to the
global community that shipping’s regulators have agreed to some ambitious objectives for reducing the sector’s
CO2 emissions, in the same way that land-based activity is now covered by government commitments under
the Paris Agreement.

The shipping industry wants IMO to remain in control of additional measures to address CO2 reduction by
international shipping and to develop a global solution, rather than risk the danger of market-distorting
measures at the national or regional level.

Importantly, acknowledging concerns of developing nations about the possible impacts of CO2 reduction for
trade and sustainable development, the industry submission emphasises that any objectives adopted by IMO
must not imply any commitment to place a binding cap on the sector’s total CO2 emissions or on the CO2

emissions of
individual ships.

The industry
associations also
highlight that
dramatic in-sector
CO2 reductions
alongside increasing
trade would require
substantial and
sustained research
into the
development of
alternative fossil-
free fuels and new
technologies –
something which
they say needs to be
identified by the
IMO strategy.

5

CARGO SAFETY

CAN THE CAN TEST, ADVISES ABTO

Bauxite liquefaction, courtesy of www.gard.no

The Association of Bulk Terminal Operators has called for a complete overhaul of the cargo sampling and
liquefaction testing protocols for raw ores and less common cargoes, such as nickel ore, fine wet coal and
bauxite.

Professor Mike Bradley, a member of the advisory panel to the Association of Bulk Terminal Operators
(ABTO) and head of Greenwich University’s Wolfson Centre for Bulk Solids Handling Technology, said the
current measures in place to test cargoes for potential liquefaction are inadequate, especially for raw ores and
variable materials being loaded in ports where conditions are inclement.

Current methods available to a ship’s master for identifying the dangers of cargo liquefaction – the so-called
“splash” and “can” tests – are very rudimentary, said Bradley.

“The ‘can test’ consists of nothing more than a ‘baked beans tin’ filled with a sample of the cargo, which is
then vigorously tapped on the table. If a liquid film forms on the sample surface, the cargo is deemed dangerous
and must be rejected; if not, it may be either safe or dangerous!”

His research group has investigated cases where masters have used the “can test” to accept and reject
portions of cargo, resulting in later liquefaction in heavy weather. The splash test, meanwhile, simply checks to
see if the cargo “splashes” when dropped from a grab into the hold – “not easy to see in the dead of night with
dark coloured cargo in a badly lit hold!” he said.

“Such rudimentary testing is inadequate. We have seen that dangerous cargoes can pass these tests, with
moisture content exceeding the allowable limits, liquefying at a later stage. The efficacy of existing testing and
sampling protocols does need to be addressed, especially when assessing terminal stock piles where obtaining
a decent sample is difficult.

“The current IMO protocol for setting Transportable Moisture Limits and certifying actual Cargo Moisture
Content is robust for some cargo flows, but sadly falls down too often for others, as evidenced by the number of
lives still being lost at sea due to cargo liquefaction.

“Ultimately the master has to take responsibility for whether a cargo is loaded or not, and he is under
commercial pressure not to reject it – so in cases where he has suspicions he really needs a better, more
reliable shipboard test he can use to protect both his employer’s business and the lives of his crew.”

Although the International Maritime Solid Bulk Cargoes (IMSBC) Code includes provisions for sampling,
Bradley says it is “inordinately difficult” to get a representative sample of the cargo from a stockpile, and in
many cases severe rain will have occurred since the sample was taken for moisture certification.

What’s more, some master mariners have expressed concern that the current tests do not work with some
cargoes. There have also been cases in which moisture content certificates are alleged to have been falsified.

6

Bradley explained that the Wolfson Centre has Type Approved
completed some preliminary research work in the to IMO MEPC
development of a more effective, accurate cargo 227 (64)
liquefaction test kit for shipboard use.
MARIPUR NF
“Current tests used in cargo labs require far too much CLARIMAR MF
specialist skill and expensive equipment to be used by the
crew aboard ship. The proposed test is based on a
practical approach that can be done using low-cost
equipment that can be replicated easily. It doesn’t replace
the current system of TML and MC certification, but
provides the ship’s master with an opportunity to make
his own check, in any case where there is some doubt over
change in the condition of the cargo, the quality of
sampling, the veracity of the certification, or the effect of
bad weather on moisture during loading.

“We have been talking to a number of parties, including
ABTO members, P&I Clubs and classification societies to
take the initiative forward. We have proven the basic
concept, which seems to work, so we are now looking to
the industry to support the development.”

Ian Adams, ABTO Chief Executive, added: “Anything
that can be done to improve the safety of vessels carrying
dry bulk cargo that may liquefy has got to be thoroughly
investigated. We believe that this issue is one of the
biggest challenges facing our industry. We therefore
welcome anyone who is interested in progressing this
research to contact us so that progress can be made on
developing this test.”

Further details about the new testing method and the
liquefaction challenges masters and terminal operators
face will be explored in depth at BULK TERMINALS
2017: ACHIEVING EFFICIENCY AND COMPLIANCE,
the Inaugural Conference of the Association of Bulk
Terminals, which will take place in London between 31
October and 1 November 2017

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EXERCISE TO BE CARRIED OUT IN NORWAY stringent IMO MEPC 227(64)
rules.
A European funded marine environmental protection Compact and economical
exercise is underway to minimise the impact of major oil with the lowest operating
and chemical spills at sea. costs of any sewage
treatment plant, CLARIMAR
Codenamed SCOPE 2017 (Skagerrak Chemical Oilspill MF and MARIPUR NF are
Pollution Exercise), the exercise involves over 300 proven to reduce
personnel and 30 vessels, making it the largest coliform bacteria, TSS,
mobilisation of its kind in European history. COD, nitrogen and
phosphorous content to
Organised by the Norwegian Coastal Administration, levels significantly below
the exercise will be held in Langesund from the 25th to the mandated requirements.
29th September and will focus oil and chemical spill
prevention. It will emphasise how important it is to be Mark Beavis - Managing Director
ready and prepared when dealing with accidents across Nádražni 72, CZ -15000 Praha 5,
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At a time when marine pollution is under increased Email: [email protected]
scrutiny, the project aims to improve national and Web: www.acomarine.com
international coordination in response to vessel accidents
that carry hazardous cargoes. 7

“International cooperation is a key factor to protect and
minimise impacts of major accidents and spills,” says Stig
Wahlstrom, Project Manager for SCOPE 2017. “It’s vitally
important to conduct joint spills exercises in advance, both

locally, nationally and internationally. This enables us to test and improve our response strategies and
technologies for use in different scenarios.”

SCOPE 2017 will be a full-scale exercise where participants will face realistic challenges and tasks as a result
of a simulated collision between a chemical tanker and an oil tanker.

Representatives from over 70 countries will be invited to observe the exercise. Four Nordic Countries in
addition to the EU will participate. Participating organisations include the Norwegian Coastal Administration,
Iceland Environmental Directorate, Swedish Coast Guard, Royal Danish Navy, South-East Police District, Oslo
Fire Rescue and many others.

Wahlstrom says this project will be “very useful” in helping the EU make the best possible use of its
resources and services. Project responsibility does belong to the Norwegian Coastal Administration but the
South-East Police District and the Intermunicipal Emergency Response Organisation in Telemark are also
national partners.

He believes that “good coordination across neighbouring countries and various organisations is essential to
respond swiftly and capably” when dealing with accidents at sea. This is why SCOPE 2017 focuses a lot on
coordination and improving response strategies to raise the overall level of safety in our waters.”

PRIME MOVERS

WÄRTSILÄ TO POWER COASTAL TANKERS

Technology group Wärtsilä has been
contracted to supply the engines,
propellers, and fuel supply systems for
four new tanker vessels. The ships will
run on both liquefied natural gas (LNG)
and diesel, and are being built at the
Scheepswerf Ferus Smit yard in the
Netherlands for Sweden based Erik
Thun AB.

In 2014, the Scheepswerf Ferus Smit
yard built two cement carriers on behalf
of Erik Thun. These are now operated
by JT Cement; a joint venture company
with Norway based KG Jebsen Cement.
Those ships also feature Wärtsilä dual-
fuel propulsion.

The 115m long coastal tankers
feature a ‘next generation’ design
focusing on high energy efficiency, low
noise levels both above and below the
water, and environmental
sustainability. The full scope of supply
for each of the four vessels includes a
6-cylinder Wärtsilä 34DF main engine, a
Wärtsilä LNGPac fuel supply system, a
Wärtsilä Gas Valve Unit (GVU), and a
Controllable Pitch Propeller (CPP) with
HP nozzle. The equipment will be
delivered to the yard in 2018.

A notable feature of the fuel system
is its open type Tank Connection Space
(TCS), designed to allow natural ventilation and reduce system weight. It utilises a combined cargo heating
medium that controls the temperature both inside the TCS as well as for evaporating the LNG.

“The fuel efficiency of the Wärtsilä 34DF engine, whether in gas or diesel mode, was a prime consideration
in its selection for these ‘next generation’ tankers. Similarly, the successful track record of both the CPP and
LNGPac solutions, and the proven efficiencies that they have demonstrated, were convincing arguments in our
favour,” said, Aaron Bresnahan, Vice President, Sales, Wärtsilä Marine Solutions.

Anders Källson, Managing Director, Erik Thun, said: “We have worked closely with Wärtsilä on many
projects for more than 45 years, and we recognise its technical expertise and the reliability of its products. We
are pleased, therefore, to have Wärtsilä as a partner for this project, where efficiency and sustainability are the
key essentials.”

When delivered, the ice-class 1A vessels will be capable of operating in year-round Baltic Sea conditions.

8

DUAL-FUEL ENGINE CONTINUES STRONG
MARKET PERFORMANCE

Knutsen OAS Shipping, the Norwegian operator, has
ordered four MAN B&W 5G70ME-GI engines with EGR
systems for two 180,000m3 LNGC newbuildings.

The order follows Spain’s Gas Natural Fenosa’s
decision to adopt the ME-GI technology for four LNG
tankers ordered in 2013.

“These orders are notable in that they are the 6th
and 7th such carriers bound for service for Spanish
utilities that have been ordered within the past four
years alone,” said Bjarne Foldager – VP Sales &
Promotion, Two-Stroke Business at MAN Diesel & Turbo.
“Our G70ME-GI engine has become a popular choice for
LNG carriers globally. This can be attributed in great part to
the ME-GI’s embracing of the Diesel principle, which is
simply the most effective method of converting gas fuel to
propulsion power.”
The new orders stem from Corpus Christi Liquefaction,
LLC – a subsidiary of Cheniere Energy, Inc.– that recently
entered into a 20-year LNG sale and purchase agreements (SPAs)
with the two Spanish utilities. Under the terms of their respective SPAs,
the Spanish utilities have agreed to purchase a combined total of over 1m
tonnes per annum of LNG upon the commencement of operations from the
LNG export facility currently being developed near Corpus Christi, Texas.

CLASS GIVES THUMBS-UP FOR MAN 175D

MAN Diesel & Turbo has announced that its MAN 175D marine engine program has achieved another
milestone on its path and on time. Following on from its multiple achievements during 2016 that saw it
employed in a series of commercial orders in diverse applications both as main propulsion engine and
generator set, the MAN 175D high-speed diesel engine has now received serial type approval from the main
classification societies.

Testing took place in Frederikshavn from May 22nd to 24th in the presence of 10 international classification
societies, including ABS, BKI, BV, CCS, DNV GL, KRS, LR, NK, RINA and RRS.

MAN Diesel & Turbo reports that the engine performed perfectly, exceeding all class requirements, with
subsequent inspection of the engine and its parts demonstrating its robustness and durability. As a result, the
MAN 175D is now globally certified for marine propulsion in both diesel-mechanic and diesel-electric modes,
and auxiliary operation for a power output of up to 2,220 kW for the 12-cylinder version.

The marine engine supplements and completes MAN Diesel & Turbo’s maritime product portfolio. The
engine is available with an output spectrum from 1,500 to 2,200 kW and is optimised for propelling ferries,
offshore supply vessels, tug boats and working vessels.

Lex Nijsen – Head of Four-
Stroke Marine – MAN Diesel &
Turbo, said: “The MAN 175D is
compact, reliable and efficient –
properties that are of essential
importance for use on working
vessels to allow safe
manoeuvrability in the most
challenging and rough weather
conditions.”

He continued: “The business
case behind it also has to be right
for the customer, and this is
where the engine sets standards
in more than just fuel
consumption. Our long-term aim
for this engine is to make it the most
efficient engine we’ve ever had throughout its lifetime.”

9

WÄRTSILÄ 31 ENGINE ORDERED FOR SHETLAND TRAWLER

A Wärtsilä 31 main engine has been selected for a new state-of-the-art pelagic trawler under construction at a
Norwegian shipyard for Research Fishing Co, based in Lerwick, Shetland Islands.

The scope of supply also includes the gearbox, the controllable pitch propeller with the Wärtsilä ProTouch
propulsion control system, as well as one 8-cylinder and one 6-cylinder Wärtsilä 20 auxiliary engines.

“The Wärtsilä 31 engine is in a class of its own regarding fuel efficiency and total cost of ownership. Its
efficiency reduces exhaust emission levels, and provides extended intervals between service requirements. We
are proud to have been selected to provide a complete package of solutions for this extremely modern fishing
vessel,” said Stefan Wiik, VP, Engines, Wärtsilä Marine Solutions.

Gary Williamson, Skipper & co-owner, added: “This vessel has been designed to meet our needs well into the
future. For this reason, the machinery onboard has to be the best available, and we believe that by selecting
Wärtsilä this requirement is achieved.”

When delivered in the autumn of 2018, the 79.8m long Skipsteknisk designed vessel will operate in Scottish
fishing grounds.

Delivery of the Wärtsilä equipment is scheduled to commence in November 2017.

ROLLS-ROYCE TO PROVIDE POWER FOR THE WORLD’S LARGEST HYBRID FERRY

Rolls-Royce has received an order for four B33:45L diesel engines to power the world’s largest hybrid ferry
being built for the Noway’s Color Line.

The 160m ferry, designed by Fosen and built at Ulstein Verft, will be a plug-in hybrid combining diesel and
electrical power. The batteries will be recharged via a power cable with green electricity from Color Line’s own
shore facilities or recharged on board by the ship's generators.

The four engines are scheduled to be delivered in March 2018m but there is an option to provide engines for
a second vessel.
“The shipbuilding industry in
Norway has proven its
competitiveness internationally in
the cruise and ferry market, and we
are proud to be part of these
innovative new building projects,”
said Kjell Harloff, Rolls-Royce,
Engines – Marine VP. “Our Bergen
engines have now been sold to nine
vessels in this particular segment
over the past year. It is a track
record which demonstrates a
highly attractive and competitive
engine range.”
The Bergen B33:45 in-line diesel
engine from Rolls-Royce was first
introduced at SMM, Hamburg, in

September 2014. Available with six, eight or nine cylinders, close to sixty engines have been sold to date. Orders
have been received for various vessel types from all over the world including Norway, UK, Spain, Canada, China,
Singapore and New Zealand. Last month, during the Nor-Shipping event in Oslo Rolls-Royce also launched an
expansion of the engine range in this series, with a new a V-line version to address a bigger portion of the
marine and land market.

10

MAN ENGINES TO POWER NEW THSDS

In the past four months, MAN Diesel & Turbo has secured engine supply contracts from Chinese interests for
four IHC designed trailing suction hopper dredgers.

CHEC Dredging Company Ltd. (CHECD) – a subsidiary of CCCC Shanghai Dredging Company Ltd., a branch of
CCCC Dredging Company Ltd. (CDC), one of the leading dredging companies in the world and the largest in
China – chose complete propulsion packages from MAN Diesel & Turbo for two 6,500m3 TSHDs.

The new vessels will be built at the Shanghai Zhenhua Heavy Industry Co (ZPMC) shipyard.
Each vessel will feature one 6L32/44CR and one 9L32/44CR engine with the latest, flexible, common-rail
technology. CHECD cited the engines’ proven robustness, high efficiency and high output as important decision
criteria during the selection process. One of the engines will be dedicated to driving a CPP, as well as a
mechanical dredge pump, and is designed to satisfy its demands for constant torque and reliable performance
under different operational conditions. Furthermore, the engines will be delivered Selective Catalytic
Reduction-ready so as to readily accommodate any retrofit should Tier III operation be requested in the future.
The propulsion packages include a MAN Alpha Twin screw VBS720-ODF CP propeller with AHT nozzles, as
well as two MAN Renk RSLV-720 gearboxes.
Jiangsu Haixin Shipping Heavy Industries, meanwhile, has ordered two MAN 32/40 engines in connection
with a repeat order for an 8,000m3 TSHD, a sister to an existing series of MAN-powered vessels. The scope of
delivery covers one shipset including a propulsion package consisting of two 9L32/40 engines, an MAN Alpha
twin-screw VBS860 CP propeller, single marine reduction RSVL-800 gears, plus an SCR. Delivery is scheduled
for end-2017.
“This new vessel adds to the already sizable number of dredging references we have in the Chinese market,”
said Lex Nijsen, VP and Head of Four-Stroke Marine at MAN D&T. “Within the past number of years, MAN
engines have won more and more of this important, domestic market – increasingly as part of entire MAN
propulsion packages – and this repeat business is a ringing endorsement of the quality of our products.”
Jiangsu Haixin will build the vessels at its yard in China, and MAN Diesel & Turbo will build the engines at its
Augsburg plant in Germany.
Huanghua Port Bureau has also chosen two 12V32/44CR units to power a 10,000m3 TSHD newbuilding
under construction at CSSC Huangpu Wenchong Shipbuilding Co. Both engines will drive a CPP and have a
power take-off for a mechanical dredge-pump drive.

PROPULSION MOTORS

ABB TO UPGRADE 10 CCG ICEBREAKERS

ABB is to modernise ten Canadian high endurance icebreakers as part of a 20-year life extension project.
Three of the vessels equipped with DC-propulsion system will be upgraded to utilise the latest control

technology while ABB will replace the propulsion cycloconverter drives on seven of the vessels. The Propulsion
Control and Monitoring systems will be upgraded in all the vessels with control levers, generator excitation
systems, dynamic brake and excitation transformers. The replacement work includes all project services from
engineering to installation and commissioning.

“These modernisations are a reflection of ABB’s long history of working with icebreakers but also our
dedication to utilising new technologies,” said Nathalie Pilon, Country Manager of ABB Canada.

“The modernizations will be conducted while the vessels are afloat, under the Canadian Coast Guard’s
custody, and docked at their home ports. The installation is done in cooperation with Canadian installation
company specialized to electrical systems in ships.”

Work to the first vessel, CGS Pierre Radisson, is underway and will be completed in July 2017. The remaining
nine vessels will be
completed in following
order: CCGS Ann Harvey
(2018), CCGS Des
Groseilliers (2018),
CCGS Sir William
Alexander (2018), CCGS
Martha L. Black (2018),
CCGS Henry Larsen
(2019), CCGS Edward
Cornwallis (2019),
CCGS Sir Wilfrid Laurier
(2020), CCGS George R.
Pearkes (2020), and
CCGS Amundsen (2020)
(pictured).

11

AUTONOMOUS SHIPPING

SVITZER TUG OPERATED REMOTELY

Rolls-Royce and global towage operator Svitzer have successfully demonstrated the world’s first remotely
operated commercial vessel in Copenhagen harbour, Denmark.

Earlier this year, one of Svitzer´s tugs, the 28m Svitzer Hermod, safely conducted a number of remotely
controlled manoeuvres. From the quay side in Copenhagen harbour the vessel’s captain, stationed at the
vessel’s remote base at Svitzer headquarters, berthed the vessel alongside the quay, undocked, turned 360°,
and piloted it to the Svitzer HQ, before docking again.

The companies have also signed an agreement to continue their cooperation to test remote and autonomous
operations for vessels. The primary systems involved will be autonomous navigation, situational awareness,
remote control centre and communication.

Mikael Makinen, Rolls-Royce, President – Marine who witnessed the event said: “It was an honour to be
present at what I believe was a world first and a genuinely historic moment for the maritime industry. We’ve
been saying for a couple of years that a remotely operated commercial vessel would be in operation by the end
of the decade. Thanks to a unique combination of Svitzer’s operational knowledge and our technological
expertise, we have made that vision a reality much sooner than we anticipated.”

Kristian Brauner, Chief Technology Officer, Svitzer, added: “Disruption through innovation is happening in
almost every industry and sector and technology will also be transforming the maritime industry. As the largest
global towage company, Svitzer is actively engaging in projects that allow us to explore innovative ways to
improve the safety and efficiency of towage operations to benefit our customers and our crews. With its direct
impact on our customer performance, operational cost and environmental footprint vessel efficiency remains a
main driver now and going forward. We are proud to be partnering with Rolls-Royce in this high-level research
and development of systems for remote operation.”

The Svitzer Hermod, a Robert Allan ship design, was built in Turkey at the Sanmar yard in 2016. It is
equipped with a Rolls-Royce Dynamic Positioning System, which is the key link to the remote-controlled
system. The vessel is also equipped with a pair of MTU 16V4000 M63 diesel engines from Rolls-Royce, each
rated 2000kW at 1800rpm.

The vessel also features a range of sensors which combine different data inputs using advanced software to
give the captain an enhanced understanding of the vessel and its surroundings. The data is transmitted reliably
and securely to a Remote Operating Centre (ROC) from where the Captain controls the vessel.

The Remote Operating Centre was designed to redefine the way in which vessels are controlled. Instead of
copying existing wheelhouse design the ROC used input from experienced captains to place the different
system components in the optimum place to give the master confidence and control. The aim is to create a
future proof standard for the control of vessels remotely.

Lloyd’s Register’s Marine & Offshore Director, Nick Brown, commented: “Working on this project with Rolls-
Royce and Svitzer and supporting them on the safe demonstration of the Svitzer Hermod is truly a landmark
moment for LR and the industry. With autonomous ships likely to enter service soon, we have already set out
the ‘how’ of marine autonomous operations in our ShipRight procedure guidance as it is vital these

12

technologies are implemented in a safe way and there is a route for compliance. Lack of prescriptive Rules was
no barrier for “de-risking” the project and we provided assurance against LR’s Cyber-Enabled Ships ShipRight
Procedure, whilst considering the safety implications associated with the first closed demonstration. We are
honoured to be working as partners on this ground-breaking project in the industry’s journey to autonomous
vessels.”

Throughout the demonstration the vessel had a fully qualified captain and crew on board to ensure safe
operation in the event of a system failure.

KONGSBERG HUGIN CHOSEN FOR SWEDISH RESEARCH

The University of Gothenburg has selected Kongsberg Maritime’s state-of-the-art HUGIN Autonomous
Underwater Vehicle (AUV) to expand Sweden’s capabilities in the field of marine research using unmanned
platforms.

The HUGIN, which will be funded by grants from the Knut and Alice Wallenberg Foundation and managed by
a project team with representatives from the University of Gothenburg, Chalmers University of Technology and
Stockholm University, will be recognised as a national asset for marine research projects around Sweden and
further afield.

The University of Gothenburg has chosen a HUGIN configuration rated to 3000m, with a range of up to
300km. The AUV is due for delivery in February 2018, and will feature an advanced KONGSBERG navigation
system in addition to an extensive package of KONGSBERG and third-party instruments and sensors, including
an EM 2040 Multibeam echo sounder and environmental sensors such as the Contros HydroC CO2.
KONGSBERG will also deliver a HUGIN Operator Station (HOS) Payload Operator Station (POS) and Acoustic
Positioning Operator Station (APOS) for communication and full control of the HUGIN and payload from the
mothership.

“In order to map the ocean environment to the degree that vital climate change research requires, we need
to focus more on increasing our use of autonomous observation platforms,” said Anna Wåhlin, Professor in
Oceanography, University of Gothenburg. “Our new HUGIN AUV will significantly expand our ability to map ice,
seabed, and explore marine environments previously inaccessible to us. KONGSBERG won the contract based
on flexibility, experience, future expansion possibilities and price. We are confident that HUGIN will become an
important tool in our on-going research in waters closer to Sweden, for example, in the Skagerrak and the
Baltic Sea in addition to projects in the Antarctic and Arctic.”

“HUGIN AUVs are often seen as a commercial platform for offshore exploration and production operations
or for naval applications such as mine countermeasures, however, they have also completed tens of thousands
of survey kilometres and countless research projects for academic and marine science organisations,” said Atle
Gran, Sales Manager Marin Robotics, Kongsberg Maritime. “We’re delighted that the University of Gothenburg
has chosen HUGIN as its lead autonomous research platform. We look forward to a long-term collaboration
with the University and its project partners, in addition to developing HUGIN for future research for ocean
science and subsea environmental monitoring.”

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13

BUNKERING

LOW SULPHUR FLASHPOINT NEEDS TO BE CONSIDERED

The International Bunker Industry Association has contributed to a discussion at the International Maritime
Organisation regarding the potential impact on ship safety associated with meeting demand for fuels
complying with the 0.50% sulphur limit.

During the 98th session of the IMO’s Maritime Safety Committee (MSC 98) papers were submitted by
Brazil and Chile, both of which expressed concerns about the effects the 2020 requirement will have on
onboard safety, specifically with regards to flashpoint.

Chile asked for the MEPC to clarify whether the decision to implement the 0.50% sulphur limit in 2020 is
conditional upon a reduction in the flashpoint limit of 60°C, and to request the Sub-Committee on Ship
Systems and Equipment (SSE) to study any onboard safety problems that may arise from lowering the 60ºC
flashpoint limit stipulated under SOLAS.

Brazil also raised concerns about flashpoint and pointed to papers submitted to MEPC 70 by IBIA and ISO
that had raised concerns about the quality of fuel oil blends that are anticipated to enter the market to meet
the 0.50% sulphur limit relating to stability and challenges regarding compatibility of various blends.

Brazil said that the work on effective implementation of the 0.50% sulphur limit in 2020 to be
undertaken by the MEPC should not focus on enforcement “but rather on exploring
what actions, including preparatory and transitional measures to
address any expected impact on fuel and machinery systems,
uncertainties in general and potential safety concerns, may be
taken to ensure truly consistent, safe and effective
implementation of the global cap from 2020 onwards, and, as
a result, secure the necessary compliance.“
IBIA prepared a statement prior to the meeting
highlighting that although the terms of reference for the
availability study, set at MEPC 68 in 2015, requested
the contractor to model the possible adjustment of
the marine fuel oil flashpoint limit to 52°C, the
conclusion presented to MEPC 70 that there would be
sufficient refinery capacity to meet both marine and
non-marine demand for fuel in 2020 did not rely on
lowering the flashpoint limit from the current SOLAS
requirement of 60°C.
This point was also specified by the IMO Secretariat before
opening discussions on the two papers.
Addressing MSC 98 in plenary, IBIA’s IMO representative
added: “Furthermore, this committee [MSC], at its 96th session in
May 2016, decided that all safety concerns with regard to ships
using low-flashpoint fuels should be addressed in the context of the
IGF Code only, and to not reopen discussion on the possibility of
amending the minimum 60°C flashpoint requirement in SOLAS.”
IBIA noted that this means fuels provided to the marine sector in 2020
will still need to meet a minimum flash point of 60°C as per the SOLAS
requirement to be commercially viable.
A number of member states and industry NGO delegations were supportive
of the proposal from Chile and Brazil, demonstrating that many are concerned
that the safety of ship and crew are being compromised in order to meet the 0.50%
sulphur limit in 2020.
“We agree that there is a need to keep a close eye on the safety implications
associated with efforts to meet demand for fuels complying with the 0.50% sulphur

limit that is due to take effect on 1 January 2020,” IBIA told MSC 98.
Even a small amount of a low flashpoint blend component could cause the resultant

blend to be off-spec, hence caution is required when choosing blend components, IBIA
explained.

“The general consensus in the market today is that refineries and other parties in the marine
fuel supply chain are aware of the 60°C flashpoint limit and as such will take due care to ensure
products offered to the marine fuels market comply with the SOLAS requirement,” IBIA told
MSC 98.

This may not be enough to reassure IMO member states, however, because flashpoint is seen
as a critical safety parameter.

14

LUBRICANTS

NANOL’S ADDITIVE REDUCES HYDROGEN EMBRITTLEMENT

The Fraunhofer independent research institute in Germany has demonstrated that Nanol’s lubricant additive
can prevent hydrogen embrittlement, the process by which metals such as steel become brittle and fracture
when in contact with hydrogen.

The patented lubrication additive, based on nano-technology, was originally developed for fuel saving and
wear protection in marine engines and industrial applications.

Fraunhofer Institute’s Professor Dr Matthias Scherge, said: “The latest research has added new features to
the scientific picture of Nanol. Nanol must be considered a package with multi-functional properties including
viscosity index improvement, friction modification, anti-wear properties as well as protection against hydrogen
embrittlement.”

Hydrogen embrittlement is a serious issue in several applications, but the development opens up new areas
of use for the additive. So far, it has mainly been used by shipping companies in marine engines and power
plants.

“We are now starting to penetrate new customer segments. Hydrogen embrittlement is a severe problem in
for example wind power turbines. By using Nanol, the lifetime of components can be extended and service
intervals prolonged,” said Johan von Knorring, Founder and CEO of Nanol Technologies.

Several other technologies are available to deal with the hydrogen embrittlement problem, including for
example various coatings. According to von Knorring, Nanol’s solution is both more reliable and effective in
comparison.
SUBSEA TECHNOLOGY

INDUSTRY PROJECT TO STANDARDISE SUBSEA PROCESSING

Subsea processing offers enormous potential for the oil and gas sector. However, it is also a relatively young
field of technology which causes costly and inefficient tailor-made solutions.

A DNV GL-led joint industry project (JIP) on standardising subsea processing, however, aims to reduce cost
in a lifetime perspective. The partners in Phase 1 were initially focusing on subsea pumping and have now
concluded the functional description of it. Phase 2 will deliver standardized guidelines and with all the four
leading system suppliers on board, new operators are still welcome to join the project.

According to DNV GL’s seventh annual benchmark study, subsea technology is the highest-ranked area
globally for conducting R&D among emerging technologies in 2017. In addition, standardization efforts are on
the rise to remove complexities, with two-thirds of respondents saying their organisation will seek greater
standardization of tools and processes in 2017.

15

Although subsea processing is a target area for innovation, operational experience has grown in recent
years, with significant developments made by Total, Petrobras, Shell, Statoil and many others. However, the
lack of standardisation which is driving costs up is still seen to make subsea processing less competitive than
alternative solutions.

Kristin Nergaard Berg, JIP project manager, DNV GL – Oil & Gas, says: “Subsea standardisation offers
tremendous benefits. It allows flexibility for tailor-made facilities at a system level through standard functional
descriptions and specifications, while also increasing predictability in the value chain. This will not only lower
transaction costs and accelerate implementation for all parties, but also allow freedom to innovate and employ
new technology.”

Phase 2 of the Subsea Processing JIP is underway and kicked off at DNV GL’s headquarters in Høvik, Norway.
The JIP includes system suppliers such as Aker Solutions, GE Oil & Gas, OneSubsea, TechnipFMC and operators,
Shell, Statoil and Woodside.

Phase 2 is expected to lead to a guideline and eventually a recommended practice for subsea pumping
systems. Building on the concluded functional description from Phase 1, the JIP will continue by developing
system level requirements and design classes.

Phase 2 activities are related to:
● Standards, functional requirements and specifications
● System design
● Pump modules and pressure-containing equipment
● Control system and instrumentation
● Power system
● Materials and welding
● Qualification work processes and test requirements.

Hans Christian Nilsen, Head of Boosting Technology, Aker Solutions, says: “The subsea industry is looking
towards standardization for ensuring cost-efficient and reliable technology. Aker Solutions welcomes a
harmonised approach with the vendors and oil companies, which will enable the future large-scale use of
subsea boosting.”

Morgan Harland, General Manager, Subsea & Pipelines, Woodside, says: “The standardisation of subsea
processing JIP and its initial focus on subsea pumping hits the mark with standardized guidelines being
developed for subsea processing modules and interfaces that are efficient, reliable and readily installed and
serviced. We use subsea boosting in our subsea production systems and know that these are important lifecycle
cost drivers.”

Kjell Eriksson, Regional Manager Norway, DNV GL – Oil & Gas, says: “Like more conventional solutions,
subsea processing must prove to be cost efficient to be considered attractive. At the same time, subsea
processing will be an enabler for increased oil recovery. Through collaboration with the big players in the
subsea industry, this JIP drives subsea processing towards being a competitive and viable solution for a wide
range of future oil and gas fields.”

Phase 2 will be completed in 18 months.

16

NEWBUILDS & DELIVERIES

PAN ASIA SEATRIALS COMPLETE

Teekay has reported that Pan Asia has successfully completed sea trials off the east coast of Shanghai in the
East China sea. Pan Asia is the first of four 174,000m3 Tri-Fuel Diesel Electric (TFDE) liquefied natural gas
(LNG) carrier newbuildings to be constructed by Hudong-Zhonghua Shipbuilding (Group) Co. The newbuildings
are owned by a Joint Venture involving China National Offshore Oil Corporation, China LNG Group, BW Group
and Teekay.

The vessels, scheduled for delivery between September 2017 and January 2019, will operate under 20-year
time-charter contracts, plus extension options, with Methane Services Limited, a wholly-owned subsidiary of
Shell. Pan Asia’s steel cutting ceremony took place in April, 2015 and was successfully launched on April, 2017.
The other three newbuildings, Pan Americas, Pan Europe and Pan Africa, are under construction at the yard.

SKYSSBÅTSERVICE TAKES DELIVERY OF DAMEN PONTOON

Norwegian maritime transport company Skyssbåtservice has taken delivery of Stan Pontoon 4512 from the
Damen Shipyards Group. The 45m barge will can fulfil a variety of roles in both the general maritime and
offshore sectors.

As well as carrying general cargo along the Norwegian coast, the barge is fitted with a bow ramp giving it full
RoRo capability. Tug stoppers on the stern also allow it to be pushed as well as towed to its destinations.

Skyssbåtservice’s barge is also classified as a fuel oil barge. Its double hull, covering both its bottom and
sides, protects the six internal tanks capable of carrying a total of 540m3. An encased manifold is fitted on deck.
This capability will also make the barge eligible for inclusion in the permanent pool of vessels that supports
Norway’s coastal oil contingency plan.

The barge will join four other vessels in the fleet operated by Skyssbåtservice.
“We are certain that the Damen 4512 barge will prove to be a valuable and versatile addition to the
Skyssbåtservice fleet,” said Remko Hottentot, Sales Manager Norway for Damen. “The combination of a strong
stable platform and substantial tank capacity fits in well with Skyssbåtservice’s multifunction, full service
business model. Our barges are built to give many years of trouble-free service, and our staff and facilities at
Damen Shipyards Stavanger, just a short distance from Vestre Åmøy, are always available to provide any
support necessary.”

DFDS ORDERS LARGE RO-RO DUO

DFDS has ordered another pair of 6,700-lane metre ro-ros from China’s Jinling shipyard based on the vessels

developed in collaboration with naval architects Knud E. Hansen.

Last year DFDS signed a contract with the Chinese shipyard for the construction of two ro-ro ships – the

largest ships in the DFDS fleet – as part of an extensive newbuilding programme. The new ships, like their

sisters, are the first DFDS-owned vessels built according to the new IMO EEDI (Energy Efficiency Design Index)

regulations, which set significantly lower limits for energy consumption and emissions in relation to the ship’s

capacity and engine power. Overall, they will reduce energy consumption and emissions by more than 25% per

transported trailer compared to current standards.

Niels Smedegaard, CEO of DFDS, said: “As the ships are also being built with a scrubber and equipped with a

ballast water treatment system and a number of energy-enhancing initiatives, they represent a whole new

generation of environmentally friendly ro-ro ships,”.

Peder Gellert Pedersen, Executive Vice President and head of DFDS’ Shipping network, added: “The ships are

equipped with a unique ramp system with three independent stern ramps and internal ramps on each side in

the ships. This means that they can be loaded and unloaded in a very short time so they can offer the

combination of greater efficiency and capacity that can support our customers’ growth in their trade across the

North Sea and enable them to better service their customers.”

The first two of the new ro-ro ships are expected to be delivered in early 2019, and the new ones in early

2020. 17

LLOYD WERFT SHIFTS FOCUS

German shipbuilder and repairer Lloyd Werft Bremerhaven is focusing on specialised projects, rather than its
traditional commercial vessel work scope.

The shipyard, which has belonged to the Malaysian Genting Group since 2015, is carving a new niche in
specialised newbuilding and conversion projects, such as yachts and special prototype vessels as well as in the
conversion of cruiseships.

Preparations are underway to start work on a new yacht project beginning in 2018 in Floating Dock III. This
newbuilding, for delivery in 2020 to an unidentified customer, will ensure a good workload at the yard, says
Lloyd Werft.

The Lloyd Werft Design Centre has also secured orders for the production of design documentation for other
yacht newbuilding projects and special ships.

Classical repair business for cargoships is no longer carried out but the yard’s docks are regularly utilised by
neighbouring German Dry Docks for work on other ship types.

COATINGS

ECOSHIELD, THE LASTING RUDDER PROTECTION

The running gear of a large number of vessels have been coated with Ecoshield over the last couple of months.
Applications in China, Ivory Coast, Turkey and Sweden on different types of ships, including container vessels,
car carriers, ferries and a tug, were carried out to prevent cavitation on rudders and other running gear where
traditional coating systems had been applied.

Protection of the running gear of ships is best carried out at the newbuild phase, says Subsea Industries, the
manufacturer of the Ecoshield coating. “When a ship comes into drydock, maintenance of its stern area,
especially cavitation and corrosion damage repair, can take a long time. There are strict procedures concerning
blasting, painting, welding and propeller and stern tube seal work. Painting is then assigned to the end of the
schedule. As a consequence it may be rushed or not done at all or else prolong the stay in drydock,” says the
Antwerp-based company.

The newbuild phase is the perfect time to apply Ecoshield. However, the coating can also be used to protect
vessels that have been in service for some time and are already facing cavitation and corrosion damage. Such
was the case with some of the rudders coated over the last months.

18

Ecoshield’s flexibility
makes it easy to adapt the
application schedule to the
rest of the activities at the
shipyard or drydock in a way
which does not interfere with
them. Overcoating time can
be as short as three hours,
which means that for smaller
surfaces such as rudders or
bow thrusters the two coats
required can usually be
applied in one single day.

Besides offering rudder
protection Ecoshield is also
suitable for thrusters, azimuth
thrusters, azipods, thruster
nozzles, thruster tunnels and
other underwater ship gear which
needs special protection from
corrosion. The extra strength
coating protects these areas for the
service life of the ship. There is no
need for recoating or major repair. For
this reason, the thruster tunnels of
several vehicle carriers were also coated
together with their rudders, as was the
nozzle ring of a ferry and a tug.
“If one takes into account the costs of the
temporary underwater repairs and the regular
inspections required by a condition of class or the
costs for rudder repairs in drydock, it becomes clear
that the investment in a coating system that offers extra
protection from day one is very easily won back. More and
more owners have Ecoshield applied on th rudders and other
running gear of a large part of their fleet or have it included in the
rudder specs of their newbuild vessels. These owners invest in the right
coating system for the savings that will result,” the company adds.

CMP ADDS SELEKTOPE TO SEA GRANDPRIX

Chugoku Marine Paints has added the bio-repellent ingredient Selektope to its SEA GRANDPRIX 880HS PLUS

antifouling product, the third coating to which the company has applied the technology.

CMP’s SEAFLO NEO CF Premium; and SEAFLO NEO-S PREMIUM products, launched in August 2016, also

use Selektope.

The new antifouling coating is based on hydrolyzing technology and can be applied to deep sea-going

vessels trading worldwide in service periods for up to 90 months.

Uniquely, CMP guarantees extended static performance of up to 45 days, thanks to the barnacle-repellent

boost enabled by Selektope combatting barnacle settlement on the ship’s hull by temporarily stimulating the

barnacle larvae’s swimming behaviour.

It is characterised by high efficacy at extremely low concentrations (approx.0.1% w/w), ultra-low leaching

and flexibility to boost copper-based paint formulations or replace copper completely. Due to the low

concentration needed, Selektope does not compromise the chemical structure, colour or other cooperative

biocides of a marine coating.

Gothenburg-based I-Tech AB, the company behind Selektope, the increase in the number of products on the

market that harness the technology is an encouraging sign, with the company suggesting other coatings

manufacturers will follow CMP’s lead.

“As demand for Selektope soars, the number of antifouling products that contain our unique bio-repellent

ingredients is expanding. This ensures that shipowners and operators have a selection of products to choose

from, and confirms the flexibility and compatibility of our product with a range of different antifouling

ingredients,” says Philip Chaabane, CEO I-Tech AB. 19

MOORING

MOORMASTER ENTERS HYBRID SERVICE

Cavotec’s MoorMaster automated mooring and Automatic Plug-in System (APS) is set to enter service with
a hybrid battery-powered ferry in Finland.

The 90m long, 16m wide Electra, operated by FinFerries, features a fully integrated automated mooring and
charging solution consisting of a MoorMaster system and an automated charging solution – a Cavotec APS
tower – at each berth to moor and connect the Electra in less than 30 seconds.

The MoorMaster units generate a signal to the APS systems when the Electra is securely moored, before a
laser sensor then guides the connector to a hatch in the side of the vessel where it connects to the ship’s battery
to begin charging. The APS automates the charging of the vessel with the touch of a button. It also connects
cranes, ships and other mobile equipment to electrical power.

In this e-ferry application, the system ensures quick and reliable connection, maximising charging time and
optimising vessel and battery pack design, thereby vessel weight and operational costs. The system eliminates
the need for mooring lines with automated vacuum pads that moor and release vessels in seconds.

“The introduction of MoorMaster and APS will ensure substantial improvements in terms of safety,
efficiency, and environmental performance,” explained Jakob Tolsgaard, Cavotec MoorMaster System Specialist,
Europe.

Cavotec has installed these systems on a number of similar e-ferry applications in Norway, and is
experiencing growing interest in the automation of mooring and charging of vessels across the industry.

Earlier this year, again in Finland, units entered service at a major ferry terminal at the Port of Helsinki.

WASTEWATER

ACO MARINE SUPPLIES ICG WITH BIOLOGICAL WASTEWATER MANAGEMENT SYSTEM

Reliance Defence and Engineering (RDEL) has contracted ACO Marine to
supply a comprehensive wastewater management package for
installation to a new coastguard training vessel building for the Indian
Coast Guard.

RDEL, which in January 2016 acquired Pipavav Defence &
Offshore Engineering to become India’s largest private sector
engineering and shipbuilding group, awarded ACO Marine the
contract through its Indian distributor, Vanson Engineering.

This is the first time Indian Coast Guard is using ACO
Sewage Treatment plant. Until now, ICG typically operated
conventional chemical-based technologies.

Vanson Engineering will supply, install and commission two
ACO Clarimar MF-4 biological treatment units and ACO PV 225
vacuum stations (Pictured), after which system training will be
given to ICG crews.

“We are delighted to be involved in this prestigious
newbuild project. The new order is an important reference for
ACO Marine equipment in India’s naval sector,” said Soneji.

ACO Marine Managing Director Mark Beavis added: “The
Indian Coast Guard’s new training vessel is an important
addition to its fleet and, indeed, our reference list. With a
complement of 242 personnel, the 35000t displ vessel is
designed to provide basic sea training to all Coast Guard crews.

“We are delighted that the Clarimar system has been
selected. Not only will it provide an effective sanitation solution
for those onboard but it will also provide the basis for enhanced
training on biological wastewater management for Coast Guard
engineering teams.”

Fully type-approved to meet MEPC 227(64) and EC MED
module B, the ACO Clarimar MF is a plug and play system
manufactured using ACO Composite PPFR GREY, a durable polymer material. It combines
ACO Marine’s extensively researched and developed ACO-MF filtration technology with the company’s new
patented ACO ‘bio-sword’, a self-cleaning filtration element that effectively treats a ship’s wastewater to well
below the mandatory levels.

Tests have confirmed that the Clarimar MF can reduce Coliform Bacteria to 25/100ml, TSS to <14mg/l, BOD to
<3mg/l, and COD to <25mg/l, with capacity to treat up to 37 800 litres of ship generated wastewater per day.

20

SHIP EFFICIENCY

DNV GL OPENS FLEET PERFORMANCE CENTRES TO IMPROVE VESSEL EFFICIENCY

DNV GL opened two digital fleet performance centres in Hamburg and Singapore. The advanced systems at the
fleet performance centres can check incoming vessel data from customers using the ECO Insight platform. This
provides quality control of the data and offers suggestions on potential improvement levers for both individual
vessels and fleets. The performance centre provides comprehensive and customizable fleet monitoring.

For the last nine months, in development and operational trials, it has been supporting pilot clients in Asia
and Europe daily with data quality and performance alerts, ad-hoc investigations into performance issues,
claims cases and performance reviews. Dedicated DNV GL performance managers verify the validity of
performance alerts and propose actions to tackle the problem of varying performances between vessels of the
same fleet.

“We are very glad to have partnered with DNV GL. It is of great value to us when performance experts
provide a second pair of eyes on our fleet and give us real-time warnings if vessels are not being operated in the
most efficient manner,” said Christian Rychly, managing director of the German shipping company Leonhardt &
Blumberg. “To mitigate the market pressure, we exactly need those tools which enhance our efficiency and help
us to comply with the ever more challenging environmental regulations,” he added.

As one of the pilot customers the concept has been developed with, Leonhardt & Blumberg has installed the
ECO Insight tool already on 35 of its vessels, with more than 20 planned to follow soon.

“The fleet performance centres are just one of the ways we are working to use digitalization to help our
customers enhance their competitiveness through improved efficiency, greater safety, and increased margins,”
said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “Without the valuable contribution of pilot customers
such as Leonhardt & Blumberg, we wouldn’t have been able to develop this innovative solution”.

The launch of the fleet performance centres is the first building block of the new ECO Insight 2.0 which will
be released in August 2017. Only two and a half years after its launch, ECO Insight is already the market leader,
with 1.400 vessels from 80 customers around the globe.

SHIP SAFETY

PRIMESHIP HULL MARK 15

Classification society ClassNK has released a new longitudinal strength assessments software PrimeShip-
HULL(Rules)/PartC15 as part of its prescriptive calculation suite PrimeShip-HULL(Rules).
For ensuring further safety and streamlining structural design of ships, ClassNK issued amendments for
Chapter 15, Part C of its Rules for the Survey and Construction of Steel Ships relevant to the longitudinal
strength in June 2017. The amendments included clearer standard for transverse members at the buckling
strength assessments.
PrimeShip-HULL(Rules)/PartC15 has been released corresponding to the latest rule amendments. It enables
designers to perform not only the hull girder bending strength assessments, the hull girder shearing strength

21

assessments and the hull girder buckling strength assessments based upon elastic buckling quickly, but also the
hull girder buckling strength assessments based upon ultimate strength for transverse members and the
ultimate strength assessments of cross sections now required by the amended rules.
In addition to the longitudinal strength assessment, the software assists improvements of the efficiency and
quality of ship design by its function to model cross sections for any ship types applicable to Part C of ClassNK
rules and output the calculation result reports as Microsoft Word or Excel files.

FEATURE

TRANSFORMING THE MARINE ECOSYSTEM

By Tim Schweikert, president & CEO, GE’s Marine Solutions

Like many other industry sectors, the marine space is undergoing substantial change today. There are three

major transformations driving this change:

Cleaner fuels – There is a significant shift to achieve lower emissions through the adoption of clean

technologies. It’s driven by environmental regulations, new designs and natural technology refresh in aging

vessels. We are seeing the more widespread introduction of gas as a clean fuel for future shipping.

Electrification – As electrical technology grows ever-more efficient and capable, we are seeing a shift from

mechanical, fuel-based technologies towards integrated electrical power and propulsion.

Digitalization – Like every industry, digitalization is catalysing a substantial shift in the way physical assets

are managed. We are seeing a rapid

SAVE MILLIONS IN DRYDOCK shift towards using software analytics
COSTS AND OFF-HIRE TIME to increase productivity, reduce
unplanned downtime and enable
predictive maintenance. This is helping

to address global skill shortages by

allowing a smaller engineering base to

support a larger fleet, and it is bringing

to life the vision of autonomous ships.

But why change now? Well, as has

been the case so often throughout

history, adversity is forcing innovation,

and the marine industry has been

through a number of challenges over

the past few years. A convergence of

forces—including market volatility, an

aging workforce, increased regulation

Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state and the complexity inherent in the
of the hull when the ship came out of the water, without any cleaning or touch-up in drydock. sector—have hit different parts of the

When your hull coating never And it costs you a fortune in fuel to marine industry in different ways.
needs replacing or major repair, compensate for the additional hull The offshore sector, with its capital-
you can save a lot of money in drydock friction.
fees, off-hire time, materials and labour. intensive assets, is struggling to lessen
Imagine a coating that’s guaranteed for the impact of downtime while
Most hull topcoats are designed to be 10 years and is expected to last 25 operating in remote environments
replaced once or twice every five years. without replacement or major repair. A with a shrinking workforce beset by
The full hull coating scheme has to be coating that gets smoother over time, chronic skill concerns and labour
fully replaced every 10 - 15 years down not rougher! shortages. The challenge of attracting a
to bare steel. new generation of talent to this area is
Imagine coming into drydock after 3 or a longstanding one, and it is a
Over that time period, the coating 5 years and finding that your hull challenge that automation will have to
degrades and becomes rougher until it’s coating only requires a few minor play a part in addressing.
no longer worth trying to patch it up. touch-ups and doesn’t even need to be
washed off. In contrast, the cruise sector is
faced with soaring demand in new
Call us today for a quote to convert your hull to Ecospeed or start off right, markets, like China, but also with new
with Ecospeed, on a new build. environmental regulations. This is

EU Office US Office challenging operators to cut fuel and

Phone: + 32 3 213 5318 Phone: + 1 727 443 3900 reduce their emissions’ footprint as

Fax: + 32 3 213 5321 Fax: + 1 727 443 3990 they fight to keep utilization high to

[email protected] [email protected] maintain their margins.

www. .be In the naval sector, the need to be
mission-ready with zero tolerance for
system failure is as high as ever. Given

22

that, in some cases, fleet sizes are
shrinking, the requirement for
total operational confidence is
particularly critical.

In cargo shipping, falling rates
(in both containers and bulk)
have been offset to a degree by
low fuel prices. However, this
hasn’t masked the overall
challenge; oversupply of vessels
and aging fleets will continue to
unbalance supply and demand,
forcing operators and owners to
scrap millions of dollars’ worth of
investment.

The need for holistic change
across the ecosystem

It is vital that the industry embraces the opportunity that transformative technologies unlock to drive
wholesale change, by looking at the marine industry as an ecosystem rather than dealing with individual
vessels as isolated assets. As such, understanding that everything you do, every decision you make, is
interconnected and will affect something else, is key to identifying opportunities for efficiency.

For example, data derived from asset management tools can be fed into ship designs to build more
optimized vessels, contributing to lower fuel usage, bringing down emissions, saving costs and keeping
compliant with environmental regulations. In a parallel way, data fed back to marine society and regulatory
bodies can help identify macro behaviour patterns for better governance and to improve policies for the
sector’s long-term sustainability.

Three key opportunities for marine transformation
What, therefore, are the broader opportunities that emerge when you start to consider the industry as a
larger, connected ecosystem? There are key opportunities for change:
Driving compliance with environmental regulation, and using it as a catalyst for change across fleets by
using cleaner fuels and more energy-efficient technologies.
Using electrification to enhance reliability and energy efficiency, ensuring fleet readiness and operational
flexibility as well as improving performance to control costs.
Activating intelligent asset strategies such as using fleet intelligence and digitalization to unlock the
potential for greater efficiency in the marine industry and to enable more automated or autonomous vessels.
Delivering this transformation is happening in the marine sector today. We expect to see greater
collaboration across the marine industry—operators, technology experts and ship builders, designers and
owners all working together to accelerate innovation across the ecosystem.
Change needs to be permanent, sustainable and industry-wide—in both machines and people. We are seeing
a wider cultural change as organizations adapt themselves to the new market reality. At GE, we too are on a
journey; to transform the company into a digital industrial business. It’s a journey we are taking with our
customers and partners, as we work towards a better, more sustainable future for the sector.
In the coming months, we’re going to look more closely at each transformation—cleaner fuels,
electrification, digitalization—to assess how they link together to make up the marine ecosystem and how GE is
proactively working with marine industry operators to embrace this new way of working.

MEM Marine Engineers Messenger The information published in MEM does not
Editor Patrik Wheater
Contributions: Charlie Bartlett necessarily represent the views of Seaborne
Sales: [email protected]
Publisher: Seaborne Communications Ltd Communications Ltd. The publisher makes no
Email: [email protected]
Web: www.seabornecomms.com representation or warranty as to the accuracy or

correctness of the information or accepts

responsibility for any loss, damage or other liability

pertaining to the information published in this

newsletter.

©2017 Seaborne Communications Ltd 23