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June 2019

A publication

StormGeo and GNS in voyage IN THIS ISSUE

optimisation partnership Ship Design Hyundai LNG-fuelled StormGeo and Global Navigation Solutions (GNS) have teamed up tanker design gets LR to provide advanced fleet insight and route optimisation for approval – 2 approximately a third of the global fleet. ClassNK releases new PrimeShip-HULL software – 5 NS and StormGeo are combining their weather A bridge for the future – 7 Gand navigation capabili- ties in a new partnership that will provide more than 20,000 Engines & Propulsion vessels with fresh insight into voyage optimisation. WinGD and ExxonMobil join forces Under the agreement, GNS will to optimise engine performance - 8 extend its Voyager Fleet Insight online service to include important weather-related services to support ABB tests fuel cells for shore-side operations and decision- conversion of hydrogen making. The collaboration will also hybrid ferry - 15 see GNS and StormGeo develop onboard solutions to deliver Electronic Navigational Charts Low oil pressure blamed for Viking (ENCs) direct to Electronic Chart Sky engine failure - 17 Display and Information Systems (ECDIS) that are optimised for GNS’s The partnership will enable GNS to combine StormGeo’s Voyager HUB and Voyager Planning weather content with GNS’ data analytics capabilities Operations & Management Station onboard software. The new solutions will automate the distribu- Ship management in tion and management of ENC updat- vices that can be simultaneously charts supplier Nautisk. Integrating ing and reduce the workload of the imported, viewed and used ashore Nautisk’s software for use in plan- the digital age - 23 bridge team while enhancing naviga- and onboard to support enhanced ning and navigation has allowed tion compliance and safety. voyage operations. Both companies StormGeo to provide an all-in-one The shipper’s conundrum: how to In addition, the partners will pro- are confident that data sharing and platform for optimising routes, practically leverage digital solutions vide tailored route optimisation ser- system integration is a vital step in obtaining appropriate charts, and cre- streamlining collaboration between ating a voyage plan without switch- to increase productivity -26 ship and shore. ing between disparate systems. “In StormGeo we have found a “We have a passion for delivering Performance optimisation limited weather partner that shares our weather insights and the best route by data misinterpretation - 33 strategic vision to harness the power and vessel optimisation solutions to of software and analytics in keeping the global maritime community. We our customers safe, compliant and see a great potential in how we can Fuels & Emissions cost-efficient. Our software is capable provide increased value for our cus- of working with other weather and tomers. Since we acquired Nautisk A smart approach to route optimisation solutions, but this last year, now integrated in the relationship with StormGeo will StormGeo portfolio of solutions, we bunker management result in a more integrated approach recognise that the global market for - 40 that will be easier for customers to navigation is bigger than we could use and will deliver additional serve alone. Partnering with the lead- LuminUltra launches digital portal value,” explained Paul Stanley, CEO er in navigational solutions and ser- to manage fuel test data - 41 of GNS. vices that shares our strategy and StormGeo’s partnership with GNS vision for innovation makes good comes eight months after the weather sense and reaches a larger share of the An environmental view on scrubber Paul Stanley, CEO, GNS intelligence and decision support ser- market with our solutions,” said Per- technology - 45 vices provider acquired maritime Olof Schroeder, CEO of StormGeo. n p1-7_p1-14.qxd 13/05/2019 12:03 Page 2

SHIP DESIGN

ShipInox receives AiP for OSV based LNG bunker vessel design

http://182619-www.web.tornado- ket, especially as the gas segment contin- we look forward to seeing the first projects node.net/index.html ues to gain importance in shipping.” hit the water.” A publication “This AiP is the result of an excellent Karolina Lundgren, Norwegian DNV GL has presented ShipInox with an cooperative process that included a feasi- Maritime Authority, confirmed: “Our Approval in Principle (AiP) for its new bility workshop with the designers, the strong focus on green shipping and fuel Maritime Content small-scale liquefied natural gas (LNG) Norwegian Maritime Authorities, an OSV development and our experience in han- 2 Prospect Rd, carrier/bunker vessel design, marking the owner, and DNV GL experts,” stated dling novel designs make us an asset in first class-approved design based on an Johan Petter Tutturen, business director projects that challenge the standard set-up. St Albans AL1 2AX offshore supply vessel (OSV). for Gas Carriers, DNV GL – Maritime. “We We are pleased that Shiplnox decided to U.K. The vessel will be 92 meters in length have been able to ensure that this novel involve us early in the process. For future www.vpoglobal.com and have a carrying capacity of 6,000 cubic design is in full compliance with the 2016 developments, it is a great advantage that meters. IGC Code and with the relevant class rules. the most problematic issues have been PUBLISHER DNV GL’s most recent forecast predicts It is a testament to the expertise and carefully considered both by Shiplnox and Stuart Fryer that by 2050 over 20 per cent of total ship- engagement of all parties involved that we DNV GL and that the need for alternative ping energy will be provided by LNG. could realise this challenging concept, and designs has already been identified.” EDITOR LNG is a low-sulphur containing fuel and Fiona Macdonald is one option for shipowners and operators Tel: +44 (0) 20 7253 2700 to comply with the IMO’s 0.5 per cent sul- email: [email protected] phur cap, entering into force January 1, 2020. ADVERTISING Rune Østbøe, CEO, ShipInox, com- David Jefferies mented: “The enthusiastic support we Only Media Ltd have received throughout the challenging Tel: +44 (0) 208 150 5293 development of this design makes us feel Mob: +44 (0) 797 364 2086 very humble. Not only DNV GL and the email: [email protected] Norwegian Maritime Authority (NMA), but a diverse range of companies spanning MARKETING AND MEDIA Innovation Norway, to the LNG-specialists Lyndell Cooks at Torgy, and Fearnleys have all enabled Tel: +44 (0) 20 7253 2700 email: [email protected] us to deliver on this design. We are now in a position where we can help to accelerate PRODUCTION entries into small-scale LNG with this fast- Vivian Chee to-market and low-cost LNG carrier.” Tel: +44 (0)20 8995 5540 “We are very proud that ShipInox email: [email protected] asked us to be part of this interesting and innovative project,” said Trond Hodne, CONFERENCE PRODUCER senior vice president at DNV GL – Claire Meunier Maritime. “This design could be a viable Tel: +44 (0) 20 7253 2700 option for owners looking to move into email: [email protected] different segments in a challenging mar- AiP signing in Norway with ShipInox

EVENTS MANAGER Jo McGhee Tel: +44 (0)20 7017 3412 Hyundai LNG-fuelled tanker design gets LR approval email: [email protected]

VPO LONDON http://www.hmd.co.kr/ in HMD’s compliance with the IMO’s 2020 tion, such as bulk carriers and container https://www.lr.org/en-gb/ global sulphur cap. ships. 19 June 2019 An LNG-fuelled propulsion system has “We have focused on developing both a VPO COPENHAGEN Hyundai Mipo Dockyard (HMD) has been incorporated into the design, follow- technically reliable and commercially fea- 5 September 2019 received an approval in principle (AiP) ing technical cooperation with LR, ensur- sible solution for an LNG dual-fuelled from Lloyd’s Register (LR) for a liquefied ing that the design complies with the new propulsion system. We are glad to be one VPO SINGAPORE natural gas (LNG) fuelled 50,000 DWT IGF code as well as LR’s Gas Fuelled Rules, step closer to making this solution a reali- 9 October 2019 class MR tanker design. covering other applicable requirements. ty,” said Jeon Seung-Ho, HMD executive The development is the result of close HMD is now reviewing various other vice president. collaboration between HMD and LR to aid types of vessels for LNG-fuelled applica- LR adopted a risk-based approach to review the novel design and facilitated a Printed by high-level hazard identification (HAZID) The Manson Group Ltd workshop for the LNG fuel supply system Reynolds House, 8 Porters' Wood (and associated ancillaries) in accordance Valley Road Industrial Estate with the LR ShipRight Procedure for Risk St Albans, Hertz AL3 6PZ, U.K. Based Designs. The concept design was No part of this publication may be repro- reviewed in conjunction with the result of duced or stored in any form by any mechan- the HAZID workshop, requiring several ical, electronic, photocopying, recording or actions and recommendations, before other means without the prior written con- receiving AiP. sent of the publisher. Whilst the information “We are very pleased to grant AiP by and articles in Digital Ship are published in working together with HMD to develop good faith and every effort is made to check this commercially feasible LNG-fuelled accuracy, readers should verify facts and MR tanker design. It will provide the ship- statements direct with official sources ping industry with more practical options before acting on them as the publisher can to comply with the upcoming global sul- accept no responsibility in this respect. Any phur in fuel oil limit where they can be opinions expressed in this magazine confident with the safety and operability of should not be construed as those of the the LNG burning system,” stated Jin-Tae HMD and LR are working together to develop the LNG-fuelled publisher. Lee, Ph.D, LR’s Korea chief representative MR tanker design. Image courtesy of LR & marine manager.

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VESSEL PERFORMANCE OPTIMISATION A publication Deltamarin secures contract for dual-fuel ferry design IMO sub-committee discusses ship design https://www.deltamarin.com/ CEO of RMC Jyrki Heinimaa, comment- ject. It’s great to be part of the journey, pro- ed: “In shipbuilding at Rauma, we have a viding engineering services and support- and safe mooring Deltamarin has signed a contract with long co-operative relationship with ing RMC in executing its growth plan,” Rauma Marine Constructions Oy (RMC) Deltamarin and it is important to continue said Deltamarin CEO, Janne Uotila. http://www.imo.org for the design of dual-fuel and battery this spirit of collaboration into the future.” The ferry will have a freight capacity powered car passenger ferry for Kvarken “We at Deltamarin are very happy to of 1,500 lane-meters for trucks on two IMO Secretary-General Kitack Lim has Link AB, a Finnish-Swedish consortium. continue the strategic cooperation with cargo decks and she will accommodate praised the work of the IMO’s Sub- The main source of fuel for the ferry RMC, which we started in the MOLS pro- 800 passengers. Committee on Ship Design and will be liquefied natural gas (LNG) and Construction (SDC 6), held in early liquefied biogas (LBG). The vessel will also February, 2019. A number of very complex be built to ice class 1A Super standards for technical issues were on the agenda navigating challenging ice conditions. including the development of second-gen- Deltamarin’s commission covers basic eration intact stability criteria and improv- and detail design services for all hull and ing the safety of mooring operations. machinery areas. The value of the contract Noteworthy achievements of the SDC with RMC is about €4 million. 6, according to Mr Kitack Lim include: The work will be carried out over a peri- • Finalisation of the draft SOLAS od of 13-14 months at Deltamarin’s offices amendments on safe mooring and in Finland and Poland with the assistance three associated sets of guidelines. The of network companies. The ferry is planned draft SOLAS regulation aims to protect for delivery in 2021 and will operate daily seafarers and shore-based staff from in the Kvarken region between the cities of injury during mooring operations. Vaasa in Finland and Umeå in Sweden. The Kvarken Link Ferry. Image courtesy of RMC • Finalisation of draft amendments to SOLAS chapter II-1 to ensure consis tency regarding the provisions for Wärtsilä secures design contract for hybrid propulsion polar ship watertight integrity. • Finalisation of the draft 2019 ESP https://www.wartsila.com/ the world’s most efficient 4-stroke diesel Wärtsilä’s power and energy management Code. engine. Wärtsilä 20 engines will provide system and propulsion control. Significant progress has been made on the Wärtsilä has been awarded the contract to the auxiliary power. The engines will all be The vessel will also comply with the development of second generation intact design and supply a state-of-the-art multi- fitted with Wärtsilä’s NOx Reducer (NOR) IMO’s Polar Code and be fitted with addi- stability criteria, so that this work may purpose transport vessel with integrated to prevent nitrogen oxide (NOx) emissions tional safety features for reliable operation now be finalised at SDC 7. propulsion and hybrid solutions for envi- when in diesel mode. in challenging Antarctic environments. Progress was also made on develop- ronmentally sustainable operations in Wärtsilä will also deliver the power dis- The ship will carry supply goods and liq- ment of mandatory instrument for the car- Antarctic waters. tribution system, including hybrid drives uids, as well as krill products from krill har- riage of personnel on board vessels The ship has been ordered by Norway- and a battery package, the gearbox, con- vesting vessels working in the Antarctic area. engaged on international voyages. based Aker BioMarine and will be con- trollable pitch propeller and thrusters. A Lilli Chi, managing director, Ship Mr Kitack Lim thanked the coordina- structed in China, at CIMC Raffles. Wärtsilä Nacos Platinum Joystick system Design, Wärtsilä Marine, stated: “We are tors of the correspondence groups for their The 168 metres long, 20,300 DWT vessel will be supplied to enhance the efficiency proud to have been selected to design and commitment, good-will and cooperation will feature a Wärtsilä 31 engine, recog- and safety of the ship’s operations. The equip this ship. It will be a customised ves- to progress the Sub-Committee’s work nised by Guinness World Records as being integrated solution is controlled by sel designed specifically to meet the and achieve consensus decisions. He stat- owner’s operational requirements in a ed in his closing remarks, “Your Sub- challenging environment. It emphasises Committee has indeed set the standards once again Wärtsilä’s comprehensive for important aspects related to ship strengths and capabilities, as well as our design and construction, representing broad offering to the marine market.” main contributions to the unique IMO “Protection of the environment is an knowledge which forms our heritage and absolute essential for us, and the design of ensures the continuous move towards bet- this vessel has sustainability as a primary ter shipping for a better future.” focus. It incorporates the latest energy sav- Mr Kitack Lim also addressed gender ing and environmentally friendly technolo- inequality in the maritime industry and gies, such as the hybrid propulsion system, said that it needs an “all hands on deck” and an advanced heat recovery system that approach. The IMO is planning a series of helps to reduce the carbon footprint even events and initiatives to promote the further,” commented Eldar Vindvik, direc- World Maritime Day theme, which is tor fleet renewal, Aker BioMarine. “Empowering women in the maritime Norway-based Aker BioMarine has ordered the state-of-the-art multipurpose The vessel is expected to be ready for community.” transport vessel with integrated propulsion and hybrid solutions the 2021 harvesting season. ClassNK releases new PrimeShip-HULL software

https://www.classnk.or.jp/ software and direct strength assessment parts. It is now possible to load the sec- software have also been added or tional data of all ship parts. ClassNK has released the latest version of improved. The direct strength assessment software its design support software PrimeShip- The upgraded software includes an also now contains a “Zooming Analysis” HULL (HCSR) Ver.6.0.0, developed in enhanced calculation report function in the function, which can be used for design response to the IACS Common Structural prescriptive calculation software, making examination and strength evaluation with Rules for Bulk Carriers and Oil Tankers it possible to create reports for multiple partial models cut out from hold models. (CSR BC & OT). sectional data all at once. The update also The mesh refinement function found in The new version incorporates the latest allows users to change output settings in the direct strength assessment software rule amendments to CSR BC & OT includ- detail, enabling the sorting of reports by has also improved to allow better mesh ing amendments based on feedback from section, evaluation item and more. quality, even for complex structures. the industry. Furthermore, the enhanced data linkage The upgrades and enhancements are Additional functions in the PrimeShip- function with 2D CAD data enables users expected to reduce man hours and deliver IMO Secretary-General Kitack Lim HULL (HCSR) prescriptive calculation to load the sectional data of outside cargo shorter design lead times.

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Smart Marine Ecosystem

WÄRTSILÄ CONNECTS THE DOTS TO THE FUTURE The market is being re-shaped by new ways of collaboration and smart technology. Our strong development in product offering combined with know-how and vast installed base gives us a unique platform to lead the industry’s transformation towards a Smart Marine Ecosystem through the use of high levels of connectivity and digitalisation. We have the vision, a strong legacy and the expertise of our people. We continue to develop products and services together with customers, for the benefit of our customers. By doing so we will be shaping the industry together.

www.wartsila.com/smartmarine Meet us at Nor-shipping 2019 | 04 - 07 June | Oslo, Norway | Hall D - D03-40 p1-7_p1-14.qxd 13/05/2019 12:03 Page 7

VESSEL PERFORMANCE OPTIMISATION A publication A bridge for the future

Virtual Reality (VR) is helping LA Design to create technologically advanced bridges for the world’s commercial shipping fleet.

A Design has been thinking dif- ferently about product design Lfor over 40 years. The agency boasts 300 years of collective design experience – and is using all of it to create a new ship’s bridge design for Northrop Grumman Sperry Marine, one of the world’s leading builders of com- mercial navigation systems. With some container ships having over- all lengths exceeding 400 metres, control- ling these marine monsters is still down to the captain and crew who operate from the bridge. “The bridge environment in a mod- ern ship is a mixture of a very traditional and the technologically advanced,” says LA Design founding partner and director David Robinson. The world’s container ship fleet is undergoing an upgrade, with new technol- ogy and software being introduced to ships to help optimise operation and reduce costs. LA Design has been collabo- rating with Northrop Grumman Sperry LA Design has been collaborating with Northrop Grumman Sperry Marine on the design of a new, ergonomically-designed desk for the bridges on modern ships and is using VR to help Marine on the design of a new, ergonomi- cally-designed desk for the bridges on modern ships and is using VR to help. interface design and user-experience. “For without both having to be in the same an emerging technology, but LA Design “We’re designing the physical desk itself example, using VR, in the seated position room.” When collaborating with clients has been using it for several years, and a VR representation of it,” says we can observe the human factors and potential customers across the world inspired by Robinson’s enthusiasm for Robinson. “It’s helping us to rapidly proto- of design and the ergonomics,” says this can be a sizeable time and cost saver. advancements that can be used to benefit type and refine complex designs.” Robinson. Captains can see how the LA Design has taken their inspiration clients. Introducing new technologies Designing the bridge of the future has bridge looks, how it functions and how from a variety of areas, says Robinson. helps to maintain LA Designs pre-eminent involved reimagining the space, removing it affects perspective and view of the out- “With industrial design, we take a wider position as one of the UK’s leading design much of the instrumentation and elec- side world. view to look at trends in user-experience in consultancies and keeps customers com- tromechanical systems commonly found, Virtual prototyping through VR tech- other areas,” he says. When designing the ing back. with many processes now automated and nology can help customers and users to new bridge layout, the team explored new “Unlike most consumer goods, the managed by software. visualise a product. It can also lead them developments in other marine areas like product lifecycle for a lot of our clients can Bridges in modern container ships can to a greater honesty about their feelings, yacht design and outside the field, includ- exceed 10 years. Maintaining contacts and themselves be up to 100 metres wide, mak- which can help designers, believes ing automotive and aerospace. “If we can investing in new technologies for our cus- ing it impossible to create cost-effective Robinson. “Going back 30 years, we’d bring ideas from other fields that improve tomers is essential in our industry,” physical models. Even CAD designs can show engineering drawings to clients and the user-experience into our designs, then Robinson says. fail to capture the nuances and complexi- we could sense that they were too embar- we will,” he adds. The case study is an example of success- ties of a design, but strap on a VR headset, rassed to admit they didn’t really under- LA Design can call upon its portfolio of ful collaboration that uses technology to and you are plunged into a virtual world stand what they were looking at,” he says. products from medical and scientific, com- drive cost-effective design. It’s also an where you can visualise the scale and the “With VR you get an individual, subjec- mercial and industrial, consumer and illustration of how new technology can view within the new bridge. “Through VR, tive reaction and genuine opinion. It can communication products for ideas. A transform and improve the relationship you can truly visualise the scale of the new help us to improve the product and the broad range of experience helps establish between designer and client, says bridge,” says Robinson. experience.” trust among customers and helps the Robinson. “Rapid virtual prototyping It’s an iterative and involved process, There are more prosaic benefits to the agency bring fresh ideas to the process, through VR is a huge benefit for us. It explains Robinson. The design work is the technology too. “With VR, the customer or Robinson says. speeds up decision making, improves fundamentals of research and innovation, user can effectively visualise the product For many designers, VR is considered design and saves money.” n Getzner Werkstoffe offers sound-control solution for ships

https://www.getzner.com/en Getzner has developed its own flame- the weight of typical floor constructions tion protection is also resistant to water, retardant polyurethane material for ships’ considerably without reducing efficiency,” salt water, oils and greases, and free from Sound control onboard ships to protect flooring, Sylomer Marine. The product has explained Lukossek. plasticisers and environmentally harmful underwater life from vessels’ vibrations is a very low static to dynamic stiffness ratio “The resilient, vibration-isolating bear- substances. A total of five different mate- an increasingly important concern for and is, therefore, much more acoustically ings reduce wear, noise and damage to the rial types for various payloads are avail- shippers. Presenting at the University of effective. The measure creates a box-in-box infrastructure to a minimum. Propulsion able in the Sylomer Marine product range. Rostock on February 21, Stefan Lukossek system, in which the inner hull is decou- engines and wheelhouses can also be The entire range has been certified to IMO from Getzner Werkstoffe explained that pled from the outer hull. This reduces the decoupled using Sylomer Marine,” contin- Res. MSC. 307(88) FTP Code 2 and 5 fire flame-retardant vibration protection com- sound level on ships and is IMO/SOLAS ued Lukossek. protection standards since April 2018 and ponents in the floor construction can wheelmark-certified. “The elastic bearings The polyurethane vibration material is globally approved for use as “Primary enhance sound control, as well as improve are maintenance-free and depending on has been verified in multiple assessments Decks Covering” in line with SOLAS comfort onboard. the floor system, make it possible to lower by external testing institutes. The vibra- regulations.

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ENGINES & PROPULSION

EBL improves energy performance of North Sea Giant WinGD and ExxonMobil join https://theswitch.com/company/yaskawa involved in this unique, collaborative pro- ject, but also for the shipping industry as forces to optimise The world’s first Electronic Bus Link (EBL) a whole,” said Asbjørn Halsebakke, direc- from Yaskawa Environmental Energy / tor technical solutions, Marine Business, engine performance The Switch has been successfully commis- at Yaskawa Environmental Energy / sioned on the North Sea Giant, providing The Switch. https://www.wingd.com/en/ complete redundancy, enhanced efficiency “With this system and its successful https://corporate.exxonmobil.com/ and significant fuel savings. commissioning, North Sea Giant has The technology connects the 18,151 GWT become the first construction vessel of this In a new industry collaboration, WinGD’s subsea construction vessel’s DC-Hubs, size to run a hybrid system, and the first Integrated Digital Expert (WiDE) predic- enabling the vessel to conduct demanding with DP3-class approval to operate with tive maintenance technology is joining operations using just one engine, instead just one engine and batteries. The savings – forces with ExxonMobil’s Mobil Serv of the previous standard of three. in terms of fuel, emissions and maintenance Cylinder Condition Monitoring service to A Wärtsilä hybrid power system oper- – are game-changing. The EBL is a compo- provide enhanced insight into vessel per- ates in combination with energy producers nent that the whole system depends upon.” formance and engine conditions. (diesel generators) and energy storage The EBL connects the vessel DC-Hubs, The integrated system will provide (batteries), along with the EBL from while also rapidly disconnecting them in enhanced engine monitoring and optimi- Yaskawa Environmental Energy / The 10 microseconds to isolate potential faults sation to reduce maintenance costs and Switch. This allows the vessel’s owner to and ensure seamless operations. As such, it increase engine reliability. The collabora- benefit from improved efficiency and provides complete redundancy and guar- tion will also focus on researching and reduced maintenance needs, as well as anteed selectivity between DC-Hubs, developing next-generation engines and fewer emissions. Additionally, the hybrid ensuring ultimate availability of power lubrication solutions. system increases operational flexibility. and safe ongoing operations. The Electronic Bus Link (EBL) from Yaskawa The cooperation comes 6 months “This is a milestone for all the partners Although perfectly suited to the strin- Environmental Energy / The Switch before the IMO’s cap on sulphur emis- gent demands of DP vessels, the technolo- sions enters into force. The 2020 cap is gy can be used in any ship type to unlock supplier Wärtsilä – for their collaboration expected to bring complex operational efficiencies, savings and increased reliabil- on this ground-breaking project.” challenges for the marine industry, there- ity. As such, Halsebakke sees the EBL as The final commissioning of the system fore understanding how a ship’s engine is “perfect” for shipowners targeting took place in Haugesund, Norway, in the functioning will be more important than enhanced sustainability, operational first half of March. North Sea Shipping is ever to ensure safe and efficient opera- uptime and cost control. forecasting significant environmental ben- tion. Today’s more technologically “The technology is now installed, rigor- efits from the new hybrid solution, with advanced engines and support systems ously tested, with supervision from DNV estimated annual emission reductions of also require enhanced levels of monitor- GL, and is already demonstrating its com- 5.5 million kg CO2, 30,000 kg NOx and ing with clear accuracy to ensure optimal pelling benefits,” stated Paul Atherton, 1,200 kg SOx. engine performance. general manager operation unit Norway, Yaskawa Environmental Energy / The “Uniting our next generation cylinder Yaskawa Environmental Energy / The Switch is now targeting orders from condition monitoring service with Switch. “We believe this is the first of many marine customers across the board, with Asbjørn Halsebakke, director technical WinGD’s data collection and analytics solutions, Marine Business, at Yaskawa EBLs, and we’d like to thank our partners – interest from segments including offshore, tools creates unrivalled insights into ves- Environmental Energy / The Switch shipowner North Sea Shipping and system ferries, rig and tanker ships, among others. sel operations,” said Steve Walker, global marine equipment builder manager, ExxonMobil. “This will give peace of mind Wind powered vessel to transport heavy machines and boats across Atlantic to shipowners during the transition to compliant solutions.” https://www.neoline.eu/en/ needs. It is also viable in terms of energy safeguard their quality at every stage dur- “By combining the output from consumption, saving an estimated more ing their transportation makes this flow a WinGD’s Integrated Digital Expert with The Neoline maritime project, a ro-ro cargo than 4,000 tons of CO2 per year. With this real logistics challenge. Neoline offers a ExxonMobil’s Mobil Serv Cylinder project powered mainly by sails with the service, we will maintain similar delivery bespoke solution that is ecologically and Condition Monitoring lubricant analysis, plan to use 100 per cent renewable energy times, while optimising pre-routing from economically relevant for our transatlantic we create an enhanced, bespoke, proactive has received support from the Manitou our factories in Grand Ouest to the port of flows, with loading also located very close maintenance programme. Combining group, a rough terrain and heavy equip- Nantes – Saint-Nazaire.” to our yards. As the world’s leading these innovations will help shipowners ment handler, to transport its machines Michel Pery, president, Neoline, stated: builder of recreational sailing yachts, the reduce unplanned stoppages, save costs from Europe to the American market. “We have developed this transatlantic line use of sails for maritime transportation, through engine performance optimisation Powered by wind, the Neoline ro-ro will dedicated to rolling and oversized freight effectively put in place with the Neoline and extend engine overhaul intervals,” play a role in transporting the Manitou with cargo shippers like the Manitou group. project, was a natural choice for us”. said Rolf Stiefel, vice president of sales group’s machines across the Atlantic with In particular, we plan to equip our vessels The shipowner project will be led by a and marketing at WinGD. as little environmental impact as possible. with movable decks whose dimensions and team of maritime professionals with the “This cooperation underlines the oper- Using primary wind propulsion in con- resistance are perfectly suited to the aim of designing vessels that are capable of ational benefits and savings available by junction with economical speed and opti- machines of the Manitou group. As a strate- reducing up to 90 per cent of CO2 emis- adopting smart vessel technology during a misation of the energy mix, the 136m long gic shipper of our future line, the support sions, compared to traditional cargo on an time of unprecedented change,” com- ro-ro vessel with 4,200 m² of sails will shown by the Manitou group is a concrete equivalent route. mented Pamela Skaufel, director, Aviation enable the transportation of goods from St- step forward towards the commis- and Marine Lubricants, ExxonMobil. “The Nazaire, France with the American east sioning of our vessels.” integration of these state-of-the-art sys- coast and Saint-Pierre & Miquelon, a In addition, Groupe Beneteau, is tems is at the heart of our long-standing French archipelago located south of the considering Neoline to facilitate its and continued collaboration with WinGD Canadian island of Newfoundland. boat exports. Magdeleine Allaume, to offer vessel operators an invaluable The development plan expects to build Groupe Beneteau procurement and advantage, now and into the future.” two ships of this model, with a commis- supply chain director, explained: Mobil Serv Cylinder Condition sioning goal of 2021. The vessels will spe- “Groupe Beneteau exports nearly Monitoring can also help vessel operators cialise in rolling and oversized goods. 80 per cent of the boats built in ensure IMO compliance by measuring the Augustin Merle, transport and logistics Europe. The United States is the sulphur content of marine fuel throughout manager, Manitou group, commented: “It main destination for these exports the fuelling system and as it enters the is essential for the Manitou group that we and the North American market The Neoline ro-ro will use 100 per cent renewable engine. This is achieved using the onboard have access to transport solutions that are represents almost 30 per cent of our wind energy to transport the Manitou test unit, which employs XRF technology both efficient and responsible. Neoline's revenues. The exceptional dimen- group’s machines across the Atlantic. to analyse the fuel’s formulation, compli- Image courtesy of the Neoline project proposal is a perfect fit for our operational sions of our boats and the need to ant to ISO 8754 standard.

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VESSEL PERFORMANCE OPTIMISATION A publication Chevron white paper addresses IMO 2020 cylinder oil concerns

https://www.chevronmarineproducts.com Marine Lubricants. In addition, original equipment manu- Relying on one type of cylinder oil lubri- facturers (OEMs) are expected to face some cant will become a thing of the past once challenges. Previously the use of cylinder the global 2020 sulphur cap enters into oils based on a 70BN chemistry have been force, confirms Chevron Marine favoured. However, Chevron’s white Lubricants in its latest white paper. paper notes that changes in engine machin- The IMO’s sulphur regulation will require ery, operational profiles and the types of owners and operators to think carefully fuel used have posed greater corrosive risk about the type of lubricant they use with in the engine cylinders in the past decade. their chosen fuel in order to protect the Different engine operational profiles in the engine and avoid operational issues. In past 10-15 years from vessels running at Shipowners and operators will be required to think carefully about matching their IMO Chevron’s white paper, the company high speed high load to running at low 2020 fuel with the right cylinder oil lubricant. Image courtesy of Chevron Marine Lubricants explains how cylinder oil lubricants protect speed low load has reduced feed rates and the engine from acidic corrosion, something lubrication systems have become more effi- explained Luc Verbeeke. action on identified issues. which is achieved by balancing the alkalinity cient. The white paper states that this has Chevron Marine Lubricants recommends “As an industry leader with one of the of the cylinder oil (its base number/BN) and created a significant impact on optimal that operators use drip oil analysis onboard best supply networks in the world and a its feed rate. Fuels rich in sulphur produce cylinder oil use and in some cases with monitoring to manage in-service operations full range of products to meet the diverse sulphur oxides (SOx) during combustion, lower liner surface temperatures, allowing in the transition to using different fuel types range of needs of both today and tomor- which in the presence of water forms sul- cold corrosion to form. Recently, cylinder and cylinder lubricants. Drip oil analysis is row, Chevron remains committed to pro- phuric acid. This acid is highly corrosive and oils with a BN of 100-140 have been needed the process of analysing unburned cylinder viding reliable solutions for the marine can severely damage the vessel’s engine. to protect newer engines against cold cor- oil that has passed through the combustion fuels of the future. To meet the uncertain It is therefore vital to match a marine rosion under part-load conditions for those chamber and passed the pistons and liners demands of 2020, Chevron’s global supply fuel’s sulphur content with the correct burning higher sulphur fuels. in the main engine. According to Chevron, it network has been further strengthened to lubricant BN and feed rate to avoid corro- “The BN level of the lubricant must be is an effective way to monitor corrosive and provide a robust, flexible and agile model sion in the engine cylinder. matched, and the correct feed rate applied abrasive engine wear as it helps to maintain to ensure supply in a changing landscape. “Under the rules of the global sulphur to meet the fuel sulphur level content. As a the correct sulphur-BN balance. From ship visits to FAST and DOT.FAST cap, fuels with <0.5 per cent sulphur con- general rule, the lower the fuel sulphur con- Chevron believes that drip oil analysis fluid analysis, Chevron’s world-class tech- tent will drive demand towards lower BN tent, the lower the BN level required. is an efficient and reliable way to accurate- nical support team hold the expertise to cylinder oils, whereas use of HSFO with “Moving away from the use of a 70 BN ly monitor changes that indicate BN levels help you transition to 2020,” stated Ian sulphur content potentially higher than lubricant to other cylinder lubricant BN or feed rates require adjustment in order to Thurloway, brand and marketing manager 3.5 per cent, coupled with the use of scrub- levels could be perceived as challenging, maintain optimal engine lubrication. This for Chevron Marine Lubricants. ber technology, will drive the demand for akin to making the change to using a dif- type of analysis allows crews to quickly Chevron Marine Lubricants’ latest higher BN cylinder oils,” explained Luc ferent type of fuel. However, in reality, this understand what is going on within an white paper can be downloaded at Verbeeke, senior engineer, Chevron isn’t the case when handled correctly,” engine, and subsequently take immediate https://www.chevronmarineproducts.com/ CMA CGM orders LNG-powered Viking Cruises opts for seawater and scrubber-ready ships lubricated propulsion solution https://www.cma-cgm.com/ The second agreement between the two https://www.vikingcruises.co.uk/ look forward to working with Thordon on companies is about cooperation to develop https://thordonbearings.com/ future projects.” CMA CGM has ordered 10 new container more efficient and eco-friendlier vessels. Thordon Bearings’ president and CEO, ships from China State Shipbuilding “The CMA CGM Group thereby reasserts A sixth Viking Cruises vessel has been Terry McGowan, added: “We congratulate Corporation (CSSC), five of which will be its commitment for the protection of the delivered with Thordon Bearings’ seawa- Viking Cruises and Fincantieri on the suc- powered by liquefied natural gas (LNG) environment and the energy transition of ter-lubricated propeller shaft system. cessful and timely delivery of the sixth and five of which will be fitted with hybrid the shipping industry,” stated CMA CGM. The COMPAC system by Thordon vessel in this class, a series of ships that scrubbers. “In November 2017, the Group Bearings is zero polluting as there is no have proven immensely popular with pas- The ships are reported to replace ten announced an order for nine 22,000-TEU need for oil. Fuel consumption and emis- sengers and crew. We are delighted that current vessels from 2021 for operation on container ships powered by LNG, becom- sions are reduced as the viscous friction act- both owner and builder continue to sup- the Asia-Mediterranean lines. Each 15,000 ing the first shipping company in the ing on the rotating shaft is lower with sea- port the use of COMPAC water lubricated TEU vessel will be compliant with the world to choose this energy source for ves- water than oil. COMPAC does not need a propulsion.” IMO’s global sulphur cap by operating sels of this size.” damage-prone aft seal and inspections can Viking Jupiter was built at Fincantieri’s with LNG or using a scrubber to reduce Rodolphe Saadé commented: “Through be made without shaft withdrawal, reduc- shipyard in Anacona, Italy. Two further sulphur oxides (SOx). this strategic partnership with the China ing maintenance and associated costs. passenger ships, Viking Tellus and Viking Rodolphe Saadé, chairman and chief State Shipbuilding Corporation, we once The 47,800 GT cruise vessel, Viking Venus are also being constructed at executive officer, CMA CGM Group, signed again opt for LNG propulsion and we rein- Jupiter, will also be fitted with a hybrid Fincantieri and expected for delivery in on March 25 two strategic agreements with force our efforts to develop ever more effi- engine and has been designed with an opti- 2021. Further newbuilds of the same class Lei Fanpei, chairman of the China State cient and environmentally-friendly ves- mised hull for maximum fuel efficiency. have also been ordered for delivery Shipbuilding Corporation (CSSC), in the sels. We thereby reassert our leading role Richard Goodwin, vice president, between 2022 and 2027, though supply presence of French president Emmanuel in the energy transition of the shipping Engineering, Viking River Cruises, said: contracts have yet to be finalised. Macron and Chinese president Xi Jinping. industry.” “From the outset, when we first entered the cruise market four years ago with Viking Star, we opted for water lubricated propulsion as a cost- effective means of reducing the impact of our operations on the marine environment. The COMPAC system has proven itself both Viking Jupiter has been delivered with a Thordon Bearings’ COMPAC seawater-lubricated propeller shaft system. Five of CMA CGM’s new ships will be powered by LNG and five will be installed with commercially and Image courtesy of Thordon Bearings hybrid scrubbers for IMO 2020 compliance. Image courtesy of CMA CGM operationally and we

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VESSEL PERFORMANCE OPTIMISATION A publication New propeller technology reduces cavitation by 14 per cent

https://www.strath.ac.uk/ explained: “Underwater radiated noise is strategically-introduced holes in each http://oscarpropulsion.co.uk/ one of the most adverse environmental by- blade, another with 17 holes. products from commercial shipping, yet The outcome showed that A new technology that reduces propeller unlike other forms of marine pollution, PressurePores technology substantially cavitation volume by nearly 14 per cent there is no legislation yet in place to pre- reduced tip vortex cavitation and URN. and underwater radiated noise (URN) by vent this type of environmental damage. “Remarkably, it was found that the opti- up to 21dB has been developed by Increased levels of shipping noise, espe- mum number of holes could be as few as Strathclyde University and UK-based cially in the low-frequency range, disorien- 17 per blade tip so long as they were innovation and technology transfer com- tate marine fauna and disrupt their com- placed in the most effective positions,” pany, Oscar Propulsion. munication signals, leading to behavioural said Taylor. The patented Oscar PressurePores sys- changes or local extinction. We now have a “It’s not a case of simply drilling holes tem reduces propeller tip vortex cavitation cost-effective, easy-to-apply solution to into the blades, as this will affect the pro- by applying a small number of strategical- prevent this from happening. Introducing peller’s thrust capability. CFD modelling ly bored holes in the propeller blades. holes in propeller blades to reduce root at Strathclyde allows us to know exactly These pressure-relieving holes enable cavitation, for example, is not in itself new, where to place the holes for maximum effi- ships to operate with a more silent pro- but achieving high levels of noise reduc- ciency and optimum noise reduction.” David Taylor, CEO, Oscar Propulsion peller with a minimum of compromise on tion by strategically placing relatively few Professor Mehmet Atlar, research direc- its efficiency or having to slow steam. holes, while maintaining efficiency, is new.” tor, Department of Naval Architecture, shipping, motorboats, oil prospecting, off- Reducing cavitation also reduces its associ- The technology was developed at Ocean and Marine Engineering, University shore energy installations and military ated erosive effect. Strathclyde using comprehensive compu- of Strathclyde, said: “For a ship with non- activity. Loud sound can cause irreversible David Taylor, CEO, Oscar Propulsion, tational fluid dynamics (CFD) modelling cavitating propellers, the dominant URN is damage to marine wildlife through stress, and cavitation tunnel associated with the hull and propeller flow, deafness, habitat displacement, reduced tests. as well as the ship’s machinery and electri- reproduction, lost feeding opportunities Further tests on the cal sources. As soon as the propeller incepts and even death. Any way to reduce our sub-cavitating pro- cavitation, the dominant source becomes acoustic footprint in the ocean will benefit pellers on the Princess propeller cavitation, whilst these other marine ecosystems”. Royal, a 19m research sources still contribute. As a result, a series Taylor added: “PressurePores has a catamaran operated by of periodic tones at discrete blade rate (low) major mitigating effect on propeller cavita- Newcastle University, frequencies and its multiples, takes place. tion and URN and can be incorporated into verified the 14 per cent This is accompanied by a spectrum of new propellers or can be retrofitted to cavitation savings and broadband (high) frequency noise due to existing propellers either in dry-dock or 21dB reduction on cavitation and its complex dynamics”. possibly in-water. While PressurePores are URN. Propeller cavitation can generate as suitable for all types of vessel, they are par- The original, much as 180dB of underwater radiated ticularly suitable for naval vessels, fishing unmodified model pro- noise and can be heard by marine life 100 fleets, offshore vessels and cruise ships peller was tested and miles away. operating in sensitive environments. The used as a reference. Dr Stephen Simpson, associate profes- technology can be applied to all types of Then CFD analysis and sor in Marine Biology & Global Climate propellers, including pods and thrusters.” model tests were car- Change, University of Exeter, explained: Oscar Propulsion is now looking to The newly developed technology has reduced propeller cavitation volume by nearly 14 per cent and underwater ried out on two pro- “Noise levels in the ocean due to maritime partner with shipping companies and pro- radiated noise (URN) by 21dB pellers of the same activity has been rising for decades, from a peller designers or manufacturers to com- design, one with 33 growing number of sources, including mercialise the PressurePores concept.

First order of Wärtsilä waterjets confirmed for high-speed ferry

https://www.wartsila.com/ said Tim Burnell, CEO, Incat Tasmania. “We are proud to have been selected Wärtsilä’s WXJ modular waterjets have again to deliver our Wartsila waterjets for received their first order for installation to this new high-speed ferry. The well- a 100m long wave-piercing catamaran proven design of Wärtsilä’s waterjets has ferry being built for the Government of led to a significant number of repeat orders Trinidad and Tobago at the Incat shipyard from world-renowned fast ferry builders, in Tasmania, Australia. such as Incat. Also, the Government of The ferry will be powered by four Trinidad & Tobago is already operating Wärtsilä WXJ1200 axial waterjets, which multiple catamarans powered by Wärtsilä are single stage, compact, high perfor- waterjets, which means that both the yard mance systems that combine mixed flow and the owners are very familiar with the properties with an axial construction. best-in-class quality and performance of This results in much less space being our waterjet solutions,” explained Lars needed on the vessel’s transom, and Anderson, director propulsion, Wärtsilä greatly increased waterjet cavitation mar- Marine. gins for optimum vessel operational flex- The WXJ series was officially launched ibility. For naval architects, the axial jet in early March. The booking of the first technology creates the possibility to order within the same month of its release The new 100 metre long catamaran ferry, being built by Incat Tasmania for the Trinidad apply a larger power density onto nar- indicates that the benefits it offers are & Tobago Government, will feature the recently introduced Wärtsilä WXJ waterjets. Image courtesy of Incat rower hulls in order to achieve top vessel immediately recognised by the market. performance. The series is a further development and “We have worked with Wärtsilä for upgrade of the Wärtsilä LJX waterjets. earlier series, but the overall performance May 2020, and the ferry is expected to be many years already, and we have com- Greater efficiency has been achieved, and is improved. handed over to the owners in late 2020. plete confidence in their waterjets. The the cavitation and underwater noise levels In addition to the four WXJ waterjets, The ferry will be capable of a service new WXJ series takes the performance to are lower than with the LJX series. The Wärtsilä will also supply the Wärtsilä speed of 36 knots. It will carry up to 1000 an even higher level, bringing even small transom interface dimensions, and ProTouch operational control system. The passengers and 239 cars, or a combination greater value to this exciting new vessel,” the best-in-class weight remain from the equipment is scheduled for delivery in of trucks and cars.

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PREPARE YOUR FLEET FOR 2020 STOP OVERCONSUMPTION!

Optimising your fleet in service. Phone: +49 3991 736 189 | Email: [email protected] http://www.efficiency-by-mmg.de/redesign.html p8-19_p1-14.qxd 13/05/2019 11:58 Page 6

VESSEL PERFORMANCE OPTIMISATION A publication Shell launches lubricant to support IMO 2020

https://www.shell.com/ After extensive testing at Shell’s Marine & Power Innovation Centre in Hamburg Shell Marine is introducing a new two- and working closely with original equip- stroke engine cylinder oil designed specifi- ment manufacturers, Shell Alexia 40 has cally for use with engines running on 0.5 undergone thousands of hours of trials per cent sulphur content very low sulphur onboard four ships with the latest engine fuel oil (VLSFO). types, using representative IMO 2020 com- The lubricant, Shell Alexia 40, has a pliant fuels, to verify performance at sea. Base Number (BN) of 40, and has been The new product will be available for use developed to optimise equipment perfor- in Singapore from June 1, 2019 and will be mance and condition as shipowners and gradually introduced to other main supply The Shell Marine lubricant range including Shell Alexia 40, which has been charterers prepare for the IMO’s 0.5 per ports within the Shell Marine global net- developed to optimise equipment performance for 2020 operation cent global sulphur cap to enter into force work such as the US, China, United Arab January 1, 2020. Emirates and the Netherlands before cide with an introduction of the new Shell with the fuel in use. According to Shell Marine, most of the January 1, 2020. Alexia two-stroke engine oils portfolio, “Post IMO 2020, it is imperative for world’s shipping fleet will aim to comply “Owners transitioning to the post-IMO highlighting the relationship between fuel engine performance that customers can rely with IMO 2020 by switching to fuels with a 2020 marine fuels era need peace of mind grade and recommended cylinder oil BN on the cylinder oils they choose,” said Joris sulphur content of 0.5 per cent and below. over the condition and performance of after the implementation of the IMO’s van Brussel. Shell Marine also recognises “Shell Marine can help shipowners and their engines. To remove any uncertainty, global sulphur limit for marine fuels. All that cylinder oil technical services that are charterers be prepared as the world moves Shell Alexia 40’s performance has been Shell Alexia grades are fully miscible and tailored to the needs of owners are critical to to a low emissions future. As a trusted fully tested on representative VLSFOs and compatible with the existing portfolio. the successful management of engine per- partner, we will help our customers to engines for the operating conditions own- The five products in the Shell Alexia formance. “Lubricant condition tools, such have the right lubricants in the right place ers will actually face,” said Shaw Siang portfolio are now directly branded by BN as Shell LubeAnalyst and Shell at the right time to take the uncertainty out Hew, Shell Marine regional sales manager as Shell Alexia 25, 40, 70, 100 and 140 to LubeMonitor, will be vital for managing of fuel selection,” said Joris van Brussel, for ASEAN and South Asia. minimise errors onboard and maximise engine performance, but also for optimising Shell Marine global general manager. The launch of Shell Alexia 40 will coin- opportunities to align lubricant selection lubricant feed rates and costs,” added Joris.

Canadian CG opts for SeaThigor Topaz Marine adds Wärtsilä targetless seal for icebreaker retrofits DP sensor to fleet

https://thordonbearings.com/ http://www.topazworld.com/ roll-out to additional vessels. https://www.wartsila.com/ The initial order includes upgrading Thordon Bearings will provide the existing DP sensor systems onboard four Canadian Coast Guard (CCG) with six Topaz Energy and Marine has completed of the company’s vessels. Wärtsilä will also SeaThigor shaft seals for retrofit to three trials of the first ‘targetless’ dynamic posi- provide installation and commissioning of purpose-built icebreakers. tioning (DP) laser sensor by Wärtsilä, the systems. CCG will retrofit its 5,910 GRT CCGS designed to improve safety and opera- Paul Jarkiewicz, operations director, Pierre Radisson and sisterships CCGS tional uptime. Topaz Energy and Marine, commented: Amundsen and CCGS Des Groseilliers, SceneScan, which was developed by the “The installation onboard the Topaz with two SeaThigor forward seals during Wärtsilä company Guidance Marine, is a Citadel was seamless, and the technical scheduled dry-dockings over the next high-accuracy rotating laser sensor that support that was provided by Wärtsilä year. requires no reflector target. It provides posi- throughout the testing period successfully SeaThigor is a seawater lubricated tional information to allow automated determined the system’s overall effective- mechanical face seal. It has a safe return to approach and/or station keeping relative to ness. We have no doubt that the SceneScan port mode and is maintenance free to pro- a structure or vessel. SceneScan is straight- system will add considerable value to the vide no visible or minimum leakage, long forward to operate and provides tracking DP operations of our versatile and digi- life and high operational reliability, and The Thordon SeaThigor Seal information relative to natural or man-made tised fleet.” can withstand heavy-duty ice-breaking structures within the sensor field of view. It Andrew Stead, head of business devel- operations. tracks by matching its current observation of opment, Guidance Marine, added: “The According to Scott Groves, Thordon manufactured,” said Groves. the scene against a map generated from pre- testing and evaluation was carried out and Bearings’ regional manager – Americas, The 98.2m (322ft) long, 1200-class ves- vious observations of the scene. proven under actual DP operations with the vessels’ existing seals were leaking sels are designed to Arctic Class 3 require- SceneScan was connected to a Wärtsilä offshore platforms in the Caspian Sea. The water into the machinery spaces. ments and operate twin 674mm (26.5in) DP system already installed onboard the positive feedback provides further evi- The order, confirmed on the 1st of diameter shafts driving fixed pitch pro- Topaz Citadel. Tests were carried out over dence of the efficiency and accuracy of the April, follows the success of the 2017 pellers. Propulsive power is generated by 90 days, with Topaz confirming at the end SceneScan system. This is fully in line with installation and subsequent operation of six Alco M251F main engines delivering of the trial period that it is to keep the sys- Wärtsilä’s Smart Marine vision, for which SeaThigor seals onboard the oceanograph- 10142kW of power. tem installed on the Citadel and begin a enhanced vessel safety is a key pillar.” ic and hydrographic survey vessel CCGS The seals supplied to the Pierre Hudson, for which a procurement agree- Radisson-class of ships will also be the first ment was signed with the Government of SeaThigors designed with a split casing. Canada under its Build in Canada “The limited space available in the ves- Innovation Program (BCIP). sels’ engine room prevented the installa- Due to the success of that first tion of a SeaThigor seal with a conven- SeaThigor installation, the government tional, fully encased bronze housing. So, permitted the Canadian Coast Guard we designed a seal with a split casing to (CCG) to deal directly with Thordon simplify the installation and commission- Bearings without either party having to go ing process, allowing engineers to access through a competitive bid process, via the the underside of the seal. Many different BCIP – Additional Sales. departments – procurement, design, engi- “This is a significant order for Thordon neering and manufacturing – came Bearings, marking not only the SeaThigor together to really make this happen. It seal’s first-ever reference onboard a was a complete team effort,” said Jasmin purpose-built icebreaker but also the Racicot, from Thordon Distributor RMH SceneScan display. Image courtesy of Topaz largest propeller shaft seals we have ever Industries.

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thrust torque fuel hull resistance speed

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VESSEL PERFORMANCE OPTIMISATION A publication ABB and partners test fuel cells for hydrogen ferry conversion

The tests will seek to provide answers needed for Norwegian shipyard Fiskerstrand to convert an existing ferry to run on a combination of batteries and hydrogen fuel cells.

BB and the SINTEF Ocean labo- nology accelerator program funded by the ratory in Trondheim will assess Research Council of Norway, Innovation Ahow fuel cells and batteries can Norway and Enova Norwegian govern- best function together for short- ment enterprise. The project is envisaging distance ferry operations, and how Fisker- a zero-emissions passenger ship retrofitted strand can integrate them with other engine with fuel cells operating on a domestic room systems. The tests will also provide route by the end of 2020. insight into the introduction of hydrogen “The project is a major step towards the fuel cells for future reviews of the rules cov- practical use of the hydrogen fuel cell as a ering shipboard use of hydrogen. maritime propulsion technology,” stated The tests will simulate the conditions Jostein Bogen, product manager for energy the ferry is expected to encounter on a high storage and fuel cells at ABB Marine & frequency 10km route to ensure that the Ports. “Fuel cells combined with batteries propulsion systems including fuel cells are are an important part of ABB’s ‘Electric. robust enough for repetitive, short-burst Digital. Connected.’ vision for a sustain- service duties. able maritime future. The true significance “We expect to get a realistic view of of these tests will be in defining the opti- what we need to do to achieve our objec- mum engine room configuration for tives in delivering a ferry equipped with hydrogen fuel cells to be installed and hydrogen fuel cell propulsion as part of work day-in, day-out with other systems The hydrogen project will determine the best way to integrate our HYBRIDship project,” said Kåre on board.” fuel cells and batteries into other engine room systems Nerem, project manager, Fiskerstrand. ABB first invested in SINTEF Ocean’s “ABB’s system integration know-how, hybrid marine laboratory in 2014, recently “These facilities have become an impor- board battery technology, they have the combined with SINTEF Ocean’s long- strengthening its collaborative commit- tant catalyst for the ongoing evolution of capability to enhance energy density in standing experience in the field of marine ment by injecting a second round of fund- hydrogen-based power generation,” said zero-emission marine operations while propulsion systems, as well as SINTEF ing to expand the laboratory’s facilities for Bogen. “The ability to carry out real-life also improving vessel endurance. Industry’s expertise in fuel cells technolo- future development work. “Together with testing of different configurations acceler- The joint ABB/SINTEF development gy will be key in solving the challenges the Norwegian Fuel Cell and Hydrogen ates the development process and ensures program will also focus on finding solu- ahead. This is a pioneering project, and Test Centre hosted by SINTEF Industry, we arrive at an optimised solution that sat- tions to support the hydrogen supply and together we will ensure the solution is the extended hybrid lab will help us to fur- isfies vessel design criteria and operational bunkering infrastructure. In addition, out- optimised for the specific ferry route and ther develop, validate and optimise control profile.” puts from the new tests are expected to vessel.” strategies for advanced maritime energy Hydrogen fuel cells are regarded as a accelerate Norwegian Maritime Authority The HYBRIDship project, started in system” explained Anders Valland, promising option for radically reducing (NMA) work in modifying regulations to 2017 and driven by Fiskerstrand Holding, research manager for maritime energy sys- vessel greenhouse gas emissions. better accommodate and approve hydro- is supported by Norway’s “Pilot-E” tech- tems at SINTEF Ocean. Combined with more established ship- gen as a fuel. n

Industry partnership to develop hydrogen fuel cells for cruise ships

http://nedstack.nl/ nology to deliver highly efficient fuel cell The companies envisage wide-scale use cells’ lifespan to cope with the five-year https://www.gepowerconversion.com/ solutions that eliminate emissions and of fuel cell technology on passenger ships, dry-dock intervals that cruise ships make cruising a cleaner business. replacing traditional diesel engines with demand. GE’s Power Conversion business and fuel Nedstack and GE have so far designed fuel cells, and heavy fuel oil (HFO) with Ed Torres, CEO, Marine and O&G, GE’s cell manufacturer Nedstack are developing the concept for a two megawatt hydrogen hydrogen. Power Conversion business, commented: hydrogen fuel cell systems for powering fuel cell power plant on an expedition ves- Arnoud van de Bree, CEO, Nedstack, “We’re proud to be working with zero-emission cruise vessels. sel. The review result has been highly pos- explained: “Existing clean power solutions Nedstack on what we believe will be a The partnership will combine GE’s itive and plausible. The ultimate goal is a are focused on reducing emissions. game changer for the cruise industry. This experience in cruise electrical power and completely zero-emission system that will Eliminating emissions altogether demands partnership brings together a rich pool of propulsion with Nedstack’s experience in enable the world’s first sustainable, clean a paradigm shift. Hence why GE and expertise that’s spearheading much need- megawatt-scale hydrogen fuel cells tech- cruise ships. Nedstack have been working extensively ed innovation. Given the marine transport on the ‘marinisation’ of fuel cell technolo- and shipping sector’s changing regulatory gy to create a total zero-emission alterna- landscape, this innovation could not be tive that truly meets the needs of tomor- more timely.” row’s cruise industry.” “Ships are increasingly being required A frequent problem resulting from to shut down their engines in port. We’ve switching fuel cells on and off is reduced seen this in California, for example, and life expectancy. GE’s variable speed electri- China has introduced an emission control cal drive system will be deployed as part of area in the Yangtze Delta. However, the the system to optimise control and efficien- trend is shifting from emissions reduction cy by directing and managing the electrici- to total elimination. Achieving this ty produced by the hydrogen fuel cells. will take deep expertise and innovation – The variable drive, fuel cell system archi- and that’s precisely what this collabora- tecture and dedicated PMS are engineered tion between GE and Nedstack will to limit the switch on-and-off frequency of deliver,” added Azeez Mohammed, presi- The companies are developing hydrogen fuel cell systems the fuel cells when sailing or in port. This dent and CEO, GE’s Power Conversion for powering zero-emission cruise vessels optimises the system and extends the fuel business.

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VESSEL PERFORMANCE OPTIMISATION A publication Low oil pressure blamed for Viking Sky engine failure

An investigation carried out into the loss of propulsion onboard the Viking Sky cruise ship on March 23, 2019 determined the direct cause of engine failure to be low oil pressure.

ccording to the Norwegian for rescue due to the extreme wind and While some may have condemned the oil on all our sister ships and we are now Maritime Authority (NMA), wave conditions encountered. The crew captain’s decision to sail, both passengers reviewing our procedures to ensure that Athe vessel’s engines stopped did however manage to restart one of the and authorities praised the quick-thinking this problem will not recur. We will con- working due to low lubricating engines as the ship reached within 100m of and calm behaviour of the crew onboard tinue to work with our partners and regu- oil in the tanks as the vessel sailed towards the shore, enabling the vessel to make its the Viking Sky, likely minimising the trau- latory authorities to support them in their Hustadvika, Norway. The lubricating oil way back to deeper water where the ma and injuries experienced by passen- ongoing investigations,” stated a Viking level was within set limits, however, the anchor was lowered and the rescue of gers. The NMA stated at the time of the Ocean Cruises spokesperson at the time of heavy seas in Hustadvika likely caused nearly 500 passengers via helicopter began. incident, “What is temporarily clear is that the incident. movements in the tanks so large that the The vessel was towed to Molde, Norway. once the incident occurred, the crew’s com- The Viking Sky was subsequently supply to the lubricating oil pumps was The captain of the Viking Sky received petence and effort have been an important towed to Kristiansund with the help of a cut off. This triggered an alarm indicating some criticism for choosing to sail in poor factor in the success.” tugboat for repair work. A diving survey a low level of lubrication oil, which in turn weather conditions. Other ship operators, The NMA continued to praise the later revealed that there was no damage to caused an automatic shutdown of the including Norwegian expedition line efforts of the crew members in the follow- the ship’s hull. The intake for cooling engines. Hurtigruten chose to keep its vessels in up and inspection phase. “We also want to water was also checked and confirmed in The Viking Sky, a less than two-year old port, rather than sail into the same condi- point out that we have had good coopera- working order with no damage. 47,800 GRT ship was sailing in Hustadvika tions as the Viking Sky. However, Viking tion with them onboard the ship and that The NMA is working closely with Bay when four of its engines cut out. The Sky is longer and significantly wider than they have facilitated a good and construc- Viking Line and LR to understand in ship started drifting towards the coast and the Hurtigruten vessels and at less than tive review.” greater depth why the incident occurred. a mayday was sent to the Norwegian two years old has been built to withstand Following investigation by the NMA, “We are prepared to cooperate with the authorities. Life boats were not an option the conditions it faced. the ship’s classification society Lloyd’s shipowner and other relevant agencies to Register, the Viking Sky’s engine supplier find a solution to this” stated Alvestad. MAN Energy Solutions, and the Accident Ongoing work into the safety of other Investigation Board, it was quickly deter- similar vessels will continue. The NMA mined that the immediate and direct cause says it will look at whether or not there are of engine cut out was due to ‘low-oil circumstances connected to the incident, pressure.’ technical or operational, that may be of con- The Norwegian Maritime Directorate sequence to other vessels. NMA confirms it prepared a general safety report to ensure will be quick to provide information if any the supply of lubricating oil to engines and such circumstances are disclosed. other critical systems under expected Viking Ocean Cruises added: “We wel- weather conditions. The NMA warned that come the prompt and efficient investiga- this should be done in collaboration with tion carried out by the NMA and we fully the engine supplier and taken in as part of understand and acknowledge their find- the ship’s risk assessments in the safety ings. We have inspected the levels on all management system. our sister ships and are now revising our “We greatly appreciate the rapid and procedures to ensure that this issue could effective investigations that the Norwegian not be repeated. We will continue to work Maritime Directorate has done, and we with our partners and the regulatory bod- Viking Sky is towed to Kristiansund with the help of tugboat Nordmand Ranger. understand and recognise their findings. ies in supporting them with the ongoing Image courtesy of Erik Johan Landa, Norwegian Maritime Directorate We have inspected the levels of lubricating investigations.” n New control system extends marine engine life

http://www.cmr-group.com/ comprehensive engine alarm and monitor- ager, CMR Group, said: “CMR will offer a while flexible and versatile system archi- ing, safety, control operational capabilities turnkey sensor, cabling and control system tecture ensures E-Pulse can be fitted quick- A new approach to extending the lifecycle for 20 years. package for retrofit E-Pulse installations, ly and easily for new engine installations.” of engines and cutting operational costs While reproducing existing engine by 100 per cent has been developed by functions, the technology can be fully cus- CMR Group. tomised and configured to implement The automation and control system additional monitoring functions to specialists for marine and energy applica- improve and simplify the operation with a tions developed E-Pulse, a new control minimum investment cost. system that can be installed on medium E-Pulse can be retrofitted or installed on and high-speed engines operating in newbuild vessels. harsh marine and land-based applications Utilising the latest technology and and installations. No maintenance of the open-source software (OSS), the interface system post installation is required, to external propulsion systems, auxiliaries achieving operational cost savings of up to and vessel management technologies are 100 per cent. hardwired I/O, Modbus RTU and ethernet Built around an integrated touch TCP/IP compatible, providing the user screen-operated local operating panel, with an easy-to-use, reliable and fully E-Pulse has proven to extend the lifecycle of engines main control cabinet and junction box independent engine control solution. and cut operational costs by 100 per cent microprocessor package, E-Pulse provides Gerard Baldellou, marine division man-

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VESSEL PERFORMANCE OPTIMISATION A publication Nor-Shipping exhibitors preview

A roundup of what to expect at the Nor-Shipping Exhibition in Oslo

DEIF Lean Marine with a rebranding of the full Shell Alexia The Navigator Solutions Portfolio is the DEIF is, among others, presenting the Based in Gothenburg, Sweden Lean portfolio of cylinder oils, which are now only all-in-one system delivered from one energy management system Blueflow at Marine will showcase their FuelOpt sys- identified by Base Number so as to min- company and is significant news for ship Nor-Shipping 2019. Blueflow takes eco- tem at Nor-Shipping 2019. FuelOpt is a imise errors in lubricant selection and use. operations and management because it driving to a new level, presenting real-time system that automatically reduces ship The full Shell Alexia range now includes improves the connection of the onboard data on fuel consumption. Saving fuel and fuel consumption in real time by control- products denoted as Shell Alexia 25, 40, 70, navigational planning station to continu- energy is not magic. It is about hard work, ling the propulsion system, making sure 100 and 140 ous shore-based analysis, advice and training and motivation combined with a the propulsive power is optimised based Also, with the IMO 2020 needs of decision making. support system that enables follow-up of on the direct commands from the bridge. shipowners and operators in mind, the Stand B02-20 implemented measures. If done correctly This improves the ship's speed manage- Shell Marine team will outline the group’s substantial fuel savings are realistic. At ment and introduces predictability of the expanding technical services. These Vestdavit DEIF’s stand, you get to explore a business propulsive power. Lean Marine will also include its new Shell LubeAnalyst oil con- Vestdavit’s focus at Nor-Shipping 2019 will case with the Swedish shipowner present their Fleet Analytics software tool dition analysis portal and the Shell be on maximising efficiency for its range of Styrsöbolaget that achieved more than 20 that can collect, organise and present per- LubeMonitor performance monitoring ser- boat handling systems and davits. The com- per cent fuel savings after implementing formance data and voyage information vice that helps to optimise engine perfor- pany has supplied over 1,900 davits and Blueflow in its fleet of 18 vessels. The automatically from a fleet. Fleet Analytics mance, lubricant feed rates and cost. side and stern launch systems over a period investment per vessel was paid back in less enables quick and easy reporting, power- Stand E02-37 exceeding 40 years, for use in the North Sea than a year and Blueflow not only reduces ful decision support. For environmental and other harsh environments around the fuel consumption, but it also helps the and emissions reports such as MRV, Fleet StormGeo world. Its self-tensioning and shock absorb- shipowner in emergencies and to foresee Analytics can facilitate the process. Visit StormGeo launches new versions of ing systems ensure crew safety and widen maintenance. Lean Marine at stand A01- 68, where they NaviPlanner BVS and NaviUpdate at Nor- the operational window for the users. Stand B04-30 will have a demo rig of the FuelOpt system Shipping, key offerings in the Navigator Developments in 2019 include the launch that will allow visitors to use the technolo- Solutions Portfolio. of a new and scalable training program that I-Tech gy in demonstration mode. Navigator portfolio brings together the can be adapted to fit the requirements of Swedish bio-tech innovators I-Tech will Stand A01-68 only single-source solution spanning navi- davit operators, ship crews, ship technicians showcase their anti-barnacle active agent gation and voyage planning, route optimi- and service partner technicians. Courses Selektope, which has established a widely Shell Marine sation, weather routing and fleet perfor- can be customised to individual davit sys- recognised position in the shipping mar- The team from Shell Marine will guide mance management. tems, which will be particularly useful for ket. When present in an antifouling coat- visitors through the high performance StormGeo will present new versions of clients requiring specialised skills and certi- ing, Selektope acts to repel barnacle larvae marine lubricant options available in the the best-selling route optimisation plat- fication. Building on a comprehensive approaching the hull surface by temporar- run up to the new International Maritime form, NaviPlanner BVS and NaviUpdate. framework of classroom-based instruction, ily stimulating their swimming behaviour Organization rules on fuel sulphur NaviPlanner BVS simplifies the process the new program takes advantage of the and therefore preventing their attachment. content, which come into force from of planning and optimising the route, expansion of Vestdavit’s training facility Its effect is non-fatal on the target organ- January 1, 2020. obtaining the appropriate charts and creat- close to its Bergen headquarters, which now ism and the organic molecule is biodegrad- Particular attention will focus on Shell ing a voyage plan—without switching features an A-frame to support practical able in the marine environment. Selektope Alexia 40, Shell Marine’s new two-stroke between disparate solutions. NaviUpdate sessions offered within the program. offers superior static hard fouling preven- engine cylinder oil for engines running on connects NaviPlanner securely to the The company has recently installed tion performance and has increasingly 0.5 per cent sulphur content fuel oil. After ECDIS for direct transfer of routes and innovative boat launch and recovery sys- been acknowledged for saving fuel costs extensive testing at Shell’s Marine & Power charts. This addresses a major challenge in tems on a number of significant vessels and reducing the need for cleaning of hard, Innovation Centre in Hamburg and work- the shipping industry—the lack of including Royal Norwegian Navy’s encrusted fouling from the hull. For Nor- ing closely with equipment manufacturers, connectivity and transparency between biggest ship, KNM Maud, and on ships Shipping 2019, I-Tech is sharing an exhibi- Shell Alexia 40 has undergone thousands voyage planning, route optimisation engaged in research missions for the tion stand with fellow Swedish clean tech of hours of shipboard trials to verify per- solutions and shore-based decision- United States National Oceanic and company Lean Marine. formance at sea. making that can result in operational Atmospheric Administration (NOAA). Stand A01- 68 The arrival of Shell Alexia 40 coincides and fuel inefficiencies. Stand C05-46 n

19 JUNE 2019

Register today on www.london.vpoglobal.com

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OPERATIONS & MANAGEMENT

ABS launches global sustainability centre to Ocean-going autonomous navigation support shipping’s decarbonisation system to be developed under industry MoU https://ww2.eagle.org/en.html plex regulatory landscape and rapid technology changes. The https://www.lr.org/en-gb/ ABS has launched the ABS Global IMO Green House Gas reduc- Sustainability Centre in Singapore with a tion targets will present an Lloyd’s Register (LR) has announced a mission to help shipping decarbonise and unprecedented challenge to the Memorandum of Understanding (MoU) transition to a sustainable, lower emissions industry—as the targets cannot with ICT company ST Engineering industry. be achieved with today’s tech- Electronics (STEE), and Mitsui & Co. The Centre brings together industry nology. The Centre has a vital (Mitsui) to develop an ocean-going leading ABS sustainability projects with a role to play in helping the autonomous navigation system for the focus on: industry manage the transition ABS’ new centre in Singapore will help the ‘World’s Largest Ocean-Going • Studying the viability of alternative safely,” explained Singh. shipping and maritime industries understand Autonomous Vessel Programme’, an ini- fuels and new energy sources in differ- “Singapore is an ideal loca- how to use digital technologies to decarbonise tiative funded by the Maritime and Port ent shipping sectors tion for the Centre as we build and improve operational efficiency Authority of Singapore (MPA). • Analysing decarbonisation pathways, upon our strong collaboration The partners will collaborate on the impact of seaborne trade growth with leading Universities and cient, low-carbon transportation. To facili- the ‘Development of Ocean-going and IMO targets on new designs Sustainability Centres of Excellence here. tate the journey toward decarbonisation Autonomous Navigation System on a • Using digital technology to simplify The Centre is a home for innovation and targets, ABS established its Global Marine Asset’, developing capabilities in transactions and increase operational creativity that brings together industry Sustainability Centre to coordinate initia- autonomous navigation systems and efficiency and academia working hand-in-hand tives that advance innovation and technol- exploring ways of improving efficiency • Certifying, verifying and validating toward a sustainable future.” ogy development focused on safety, prac- and safety using autonomous systems. new technology ABS chairman, president and CEO ticality and the commercial viability of “LR’s involvement in this project builds The facility is led by Gurinder Singh, ABS Christopher J. Wiernicki, said: proposed solutions.” on the capability and experience already director of Global Sustainability, and “Decarbonising shipping is a challenge The Centre plans also include leading gained from our partnership in other includes a team of professionals with that will compel the industry to reach new an industry education program, seminars industry-leading and world first diverse backgrounds and expertise. technology frontiers. At the same time, it is and lectures, designed to raise awareness autonomous projects,” said Andy “Today’s world is quickly changing, and an opportunity to transition to a more sus- of maritime sustainability technologies McKeran, LR commercial director Marine the shipping industry is navigating a com- tainable world economy enabled by effi- and carbon reduction strategies. & Offshore. “However, this project, a world first for the deployment of autonomous navigational technology to an ocean-going Danish research project leads to significant vessel for commercial operations, pushes the boundaries of autonomous technology fuel savings for J. Lauritzen and Torm and moves the industry towards deploy- ment of autonomous navigation systems http://www.blaainno.dk/home/about- sumption. Another objective was to devel- propeller performance, main engine perfor- onboard vessels for enhanced performance blue-innoship op an open standard for exchange of per- mance, fuel balance, and data quality, and critically, safety.” formance data. According to the project amongst many others. The results are pre- “Increasing interest in maritime auton- Shipping companies J. Lauritzen and Torm report, many shipping companies have sented on a web platform with relevant omy and remote access/control technolo- have saved a combined total of 37,900 large amounts of data but wish to have the information, including graphs and tables. gies is a specific example of larger techno- tonnes of fuel per year thanks to their par- freedom to exchange such data to different VPS and Aalborg University have also logical changes we are currently seeing in ticipation in a four-year research project service providers. The partners believe that built a validation engine that allows users the maritime industry. Essential to the suc- that developed a new platform to help if all commit to the same exchange format, to identify problems with the quality of cessful and safe adoption of these tech- companies optimise technical and opera- such exercises will be easy. data coming from the vessels. nologies is that robust use cases are estab- tional aspects of their fleets. The result of the project is a modular According to the final report published lished, for example to improve navigation- Under the Blue INNOship program, the vessel performance management platform in May, the project has delivered on all al safety, supply chain efficiency or opera- Vessel Performance Decision Support plat- that includes a vessel performance analysis parameters. Participating companies in the tional costs of marine assets. Autonomous form was created to help address the engine (VPAe) that converts operational performance management platform, now systems will also provide opportunities challenge many shipping companies face data into decision support, a platform for launched under the acronym “VESPER” for skilled seafarers to focus on what they of having no fully developed concept for running performance reports or jobs, web- (VESsel PERformance) are using the plat- do best, and the safe and sustainable inte- how to harvest potential fuel savings. based presentation layer for display of form on a daily basis to improve the effi- gration of autonomous systems relies on Danish company Vessel Performance decision support, and many other charac- ciency of their operated fleets. The open the appropriate engagement with seafar- Solutions (VPS), J. Lauritzen, Torm, teristics. The modular design and the standard is on its way to being used by ing professionals.” FORCE Technology, and Aalborg results data base enable a shipping compa- three different Danish shipping companies He continued, “Working with STEE, University, recognised this situation and ny to automatically transfer the results to and the display of FORCE Technology is who have already developed and proven agreed to partner up to support the devel- its own data warehouse and BI solutions. being used by clients. this capability and are now looking to opment of such a platform. The platform is able to support vessel per- J. Lauritzen has committed to a total fuel work to scale in the commercial marine One objective of the platform was to formance optimisation through change by saving of 4 per cent on its operated bulk car- market, is what sets this project apart; identify the amount of excess consumption introducing KPIs and providing a new and rier fleet over the project duration. Torm STEE provide world-class technical exper- for a working fleet with drill down options alternative approach to fuel oil consumption. has also committed to significant fuel sav- tise, technology and advanced learnings to identify root causes for the excess con- Decision support is provided on hull and ings, achieving a 6.9 per cent yearly accu- on autonomous systems in the marine mulation from a 2015 baseline. The results environment. We will support with exper- have been obtained by close monitoring tise on assurance, certification and regula- and follow-up with vessels and a very close tion for the application of autonomy in the control of the fleets’ hull and propeller per- maritime environment as well as approval formance. The report also states that Torm’s of systems where appropriate.” high-quality dry-dockings, strategic hull cleanings and propeller polish have been INNOship program and is sponsored by key in achieving these results. Innovations Fonden, Den Maritime Fond In total, on a yearly basis, the combined and Orients Fond. Its partners include fuel savings sum up to around 37,900 ton Rederiet J. Lauritzen, Rederiet Torm, per year (117,000 ton of CO2/year) or a FORCE Technology, Aalborg University, yearly saving of more than 90 million DKK and Vessel Performance Solutions. Danish shipping company Torm has achieved significant fuel savings by at a fuel price of 400 US$/ton. The final report for the project can be participating in the Blue INNOship project. Image courtesy of Torm The Vessel Performance Decision viewed at https://www.dendanskemar- Support platform is run under the Blue itimefond.dk/

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VESSEL PERFORMANCE OPTIMISATION A publication Equinor agrees cleaning deal with HullWiper Wallem CEO sets out strategy for change

https://www.hullwiper.co/ ed drums onshore for locally-approved https://www.wallem.com/ ogy also means that transparency is also environmental disposal. The filter also needed in the new model in terms of busi- Equinor ASA has signed a hull cleaning reduces the risk of cross-pollination of Wallem has updated its corporate identi- ness ethics and transactions for gaining frame agreement with HullWiper for its waters with alien species. ty to mark the beginning of a profound business. This is not only about clarity of fleet of oil and gas tankers operating in Simon Doran, HullWiper’s managing shift in its service offering that will har- the operations but how you get the busi- Scandinavia, Far East, Middle East and director says the partnership with Equinor ness the latest technology to improve ness in the first place!” Coles added. Europe. reflects his company’s commitment to asset management transparency and effi- The Wallem CEO believes that clarity HullWiper provides safe and eco- proving the global shipping community ciency in a program intended to trans- is key to making better decisions and friendly hull cleaning solutions to boost with innovative, eco-friendly solutions at a form the relationship between owners ultimately improving performance. It vessel efficiency and cut fuel consumption time of increasing regulation. “We help and their ships. will help at a fleet-level by maximising by enabling smooth and resistance-free shipowners and operators to act proactive- The new corporate identity and logo asset utilisation, at a vessel-level by help- ship surface to water contact. HullWiper’s ly to comply with ever more stringent rules reflects Wallem’s ambition to establish a ing individual ships run at peak opera- Remotely Operated Vehicle (ROV) system and regulations governing the entry of ves- fundamentally new approach in collabo- tional capacity, and at an owner-level by with adjustable seawater jets will remove sels into ports and operations offshore.” rating with vessel owners and deliver on helping them address ever more strin- fouling from Equinor’s vessels, without HullWiper was launched in Dubai in its vision of being ‘the leading provider gent regulatory requirements and get the need for abrasive brushes or divers. late 2013 and now operates from ports in of technology-driven maritime solutions to grips with emerging trends such as By eliminating brushes, the risk of dam- Sweden, Singapore, Spain, Denmark, in a customer centric and transparent digitalisation. age to antifouling coatings is reduced. As Norway, Egypt, Australia, Gibraltar and manner’. “We want to be consultative experts no divers are required, underwater clean- the UAE, as well as other key locations in The refreshed strategy is built on three and provide world-class support to own- ing is much safer and can be conducted the Middle East on an ad hoc basis. New fundamental values: supporting quality ers as they grapple with industry-wide day or night, in most weather conditions, operations in Panama and Mauritius are through safety; transparency through tech- challenges such as IMO’s sulphur cap and whilst cargo operations are underway. coming in the second quarter of 2019, with nology; and service through support. and the menace of cyber-threats, whilst Removed residues are collected by an advanced discussions ongoing for other Combined, these principles will enable maintaining a competitive edge in an onboard filter and deposited into dedicat- locations specifically. Wallem to enhance its current offerings, increasingly tight market,” Coles added. including safety management and compli- “These are the issues shipping is con- ance, crewing, training, asset and commer- tending with as we head into the 2020s Thorco increases visibility of charter party cial management, and ship agency, among and the current approach to ship-man- others. They will also provide momentum agement just isn’t compatible. By identi- compliance with Navis Bluetracker for the introduction of new services fying what matters, our new vision sets required by vessel owners, such as tech- us on a path to fix that disconnect once http://www.thorcoprojects.com/ ensure a level of high data consistency nology consultancy. and for all.” https://www.navis.com/en/ and quality based on data collection Wallem CEO Frank Coles believes a Coles believes that as Wallem posi- sources. lack of transparency is inhibiting collabo- tions itself for growth, the combination Copenhagen-based Thorco Projects has “Operating a mixed fleet of own and ration and preventing owners from mak- of transparency and technology is selected Navis’ Bluetracker solution to chartered vessels in a spot-market busi- ing the most of their vessels. “Giving conducive to delivering a consistently monitor and analyse the fuel consumption ness is often a challenge, since the opera- owners a clearer view of fleet perfor- high level of customer service around and vessel performance of its own and tional vessel performance data are being mance and operational status paves the the globe. “There is no industry inherent- chartered vessels. evaluated from different perspectives with way for building a more constructive ly more global in nature than shipping. The Charter Monitor module of different priorities,” said Thomas relationship. Wallem has an opportunity In today’s interconnected world – both Bluetracker monitors the operational Mikkelsen, CEO at Thorco Projects. to grow by taking the initiative in tackling technologically and economically – there speed versus fuel oil consumption as “Establishing a multi-tenant source of the shortcomings of the traditional is no justification for regional variations agreed upon with the charter party, pro- truth that ensures the same level of knowl- model,” he said. in how owners are supported,” viding greater visibility of charter-party edge about operational data in real-time of “The new business model with technol- he concluded. compliance. The system gives automatic different stakeholders is a step towards notification if the speed consumption effective operations in a dynamic market curve exceeds certain limits, which enables based on collaboration.” closer collaboration between Thorco “The availability of operational vessel Windstar optimises load with NAPA solution Projects and its ship managers to continu- performance data at any place, at any time, ously optimise vessel performance. is seen as an added value – especially by https://www.windstarcruises.com/ Windstar Cruises. The system fosters closer internal col- the technical managers amongst our cus- https://www.napa.fi/ “During our due diligence we were laboration between the performance and tomers using Bluetracker,” said Selke particularly impressed with the accuracy operations departments by both working Eichler, global director customer support Windstar Cruises has chosen NAPA’s of NAPA’s 3D calculation engine, deci- with a single source of truth, easy to use at Navis Carrier and Vessel Solutions. Loading Computer for installation across sion support capabilities, and compre- and to share data. The system also runs a The scope of the current initial agree- its entire fleet to manage stability and opti- hensive support, training and life-cycle plausibility and estimation engine to ment includes 12 contracted vessels. mise fleet safety. services.” Star Breeze, Star Legend, and Star Pride, Wind Star and Wind Spirit were as well as the unique sailing cruise ships retrofitted with NAPA Loading Computer such as the 4-masted Wind Spirit and and the installations on Star Pride, Star Wind Star, and the 5-masted flagship Breeze, Star Legend and Wind Surf were Wind Surf will all be retrofitted with the all upgraded recently. NAPA Loading Computer. It undertakes a Windstar and NAPA have also signed wide range of calculations related to a service agreement that covers technical hydrostatics, intact stability, and ship lon- support and future life-cycle services to gitudinal strength to optimise vessel load ensure trouble free operation. NAPA while minimising stress and safety risk. has provided onboard training services, The system is installed onboard more than and its Stability eLearning course to 2,000 ships across the global commercial Windstar. and passenger fleets. “Windstar takes its travellers on per- “For Windstar, there’s nothing more sonalised cruises that are immersive expe- important than the safety and wellbeing riences, 180 degrees from ordinary. We at of our passengers and crew. NAPA’s NAPA are proud to support Windstar’s track record and stability expertise is sec- safe operations with our extensive experi- ond to none, and it’s why we’ve chosen to ence on passenger ship stability manage- work with them to optimise our stability ment solutions and expert services,” said Thorco Projects will use the Navis Bluetracker solution to monitor management,” said Christopher Prelog, Mikko Forss, Americas sales director fuel consumption and vessel performance vice president of Fleet Operations at for NAPA.

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VESSEL PERFORMANCE OPTIMISATION A publication Ship management in the digital age

Ship support companies should embrace tech and increase transparency to avert a race to the bottom and all the risks that entails, writes Frank Coles, CEO Wallem Group.

hip management companies In earlier times, this smokescreen might ensure they operate at peak performance have earned a bad name by have been ascribed to the technical chal- and are ready to attend to more sophisticat- Schasing market share at the lenges in collecting, codifying and present- ed and automated onboard machinery. expense of transparency, quali- ing suitable performance metrics. The common theme is to make technol- ty and customer service. Outsourcing the Advances in technology and in ship-to- ogy work for us – whether in strengthen- day-to-day running and maintenance of shore connectivity mean this is no longer a ing the interface between the crew and ships to dedicated asset managers was plausible excuse. It is now possible to mon- their ship or by forming a closer relation- supposed to be a win-win: it would reduce itor all the equipment and machinery sys- ship with our customers, the owners – and the burden on owners – especially those tems that make a ship work in great detail. not the other way around. The future of holding a handful of vessels - while the It is possible to get that data off the ship ship management does not lie in replacing manager could be using the economies of and in front of experts on shore quickly crew with robots or exchanging the human scale by pooling technical resources and and easily. It is possible, thanks to algo- touch in customer service for bots and building centres of competency. rithms and machine intelligence, to anal- apps. In fact, this is quite the opposite. By Whether as an unintended consequence yse it from more angles than ever before. leveraging technology for a smarter con- or by a wilful act of self-harm, instead we We shouldn’t stop there. Our plan is to versation, we end up with a better level of CEO of Wallem Group Frank Coles says that service, a quality collaborative and consul- have arrived at a situation where reducing make sure the insights gained from those he finds it astonishing that after a fleet cost – and undercutting your competitors – processes are shared with owners. In that tative support infrastructure. reaches a certain size, owners often decide has supplanted service delivery as the pri- way, we can communicate the value we Digitalisation has been talked to death to bring technical management in-house mary goal. Apart from the long-term com- are delivering by showing the performance in recent years. But to date, it hasn’t pro- mercial risks of the business becoming of vessels they’ve entrusted to our care. duced the advertised results because the diminish as a fleet grows in size; in fact, the commoditised, this trend is worrying from When areas of concern have been identi- implementation has been wrong. Ship opposite is true. operational and safety perspectives. It fied, we can demonstrate how we’ve grap- managers – and, for that matter, owner This behaviour is not evident in other might be possible to manage a diversified pled with and overcome those problems, operators – are forced into using too many industries. Businesses in all sectors happi- fleet on a shoestring budget when every- and it gives us a tool for highlighting areas systems from too many vendors. Each ly outsource accountancy, HR and other thing is running smoothly, but it leaves lit- where, with the right support, further solution might be doing its individual job, functions. Airlines rarely care for their own tle margin for error and makes it hard to improvements might be made. but because they are not unified, the col- aircraft anymore. In particular, today’s respond and cope in an emergency. Allowing owners to compare their stats lective benefits of this technology stack are low-cost carriers wouldn’t remain in busi- Some would argue that the situation has against industry benchmarks not only con- lost. The extra complexity and ness long without third-party vendors able been driven by the reluctance of owners to firms the value we provide but can be lever- workarounds this multi-vendor approach to carry out regular maintenance or peri- compensate for the value being brought. Or aged as a bargaining chip by owners to pre- necessitate subtracts values. odic overhauls. In e-commerce, a new does this reluctance to pay for the value sent their ships in a favourable light during This ‘stack’ metaphor, which is com- breed of online retailer doesn’t make or come from owners thinking managers are negotiations to win new charters. As you monly heard in IT circles, is remarkably even touch products, instead using social not transparent in their business. One thing can see, this approach not only puts the apt for a company like Wallem, which in media as a shop front and the likes of is certain not all mangers are alike. Some brakes on price-only competition but sets addition to technical management and Alibaba and AliExpress to fulfil orders. clearly hold out for value and demand qual- the conditions for reversing the direction of crewing, offers services supporting the For the vessel owner acting primarily as ity. Others have an agenda of growth for an travel and creating a positive feedback loop. complete lifecycle of a vessel from new- an asset owner and commercial operator ultimate equity event. There is a conflict It is also important we demonstrate that building supervision to end-of-life recy- taking on technical services adds inertia to between these approaches and safety, qual- ships are being maintained by people who cling guidance, as well as an extensive the business. It makes it harder to react to ity and customer support will suffer. care. Similar technologies can play a role in portfolio of commercial, safety and compli- changes in the market to dodge downturns There is, however, a way-out of the helping maintain and continually develop- ance management and agency services. or seize new opportunities. Indeed, the predicament that can avert a race-to-the- ing the competency of ships’ crews – both Many managers, like Wallem, have indus- complexities of the regulations, environ- bottom and that is for ship managers to the officers on bridge and the engineers try-leading expertise in supporting owners ment and operations of today would seem demonstrate to owners clearly and working below deck. with legislative issues. Wallem also is pro- to demand an outsourced expert to sup- unequivocally the value they can and are The long-term goal here isn’t to turn viding technology support and consultan- port the business. Everyone else is doing providing. I believe the only way to human personnel into dumb automata who cy to some of their clients. it, but maritime has resisted it. Maybe the achieve this is to increase transparency. If only follow the instructions issued to them As a full-stack service provider, I there- “third party ship managers” have to also managers are hiding behind a veil of by some all-knowing machine. On the con- fore find it astonishing that after a fleet change their model, to gain their cred- obfuscation, owners have every right to be trary, the aim is to empower and equip reaches a certain size, owners so often itability back. n sceptical: opaqueness invites suspicion, them with new skills and develop new apti- decide to bring technical management in- and in my opinion, is indefensible. tudes and problem-solving abilities to house. The benefits of outsourcing don’t Author: Frank Coles, CEO, Wallem Group Sovcomflot rolls out Wärtsilä Fleet Operations solution

http://sovcomflot.ru/en/ reduction advantages. quarters, has already been commissioned. said Igor Tonkovidov, executive vice pres- https://www.wartsila.com/ The Fleet Operations solution agreement Wärtsilä will also provide a core solu- ident and chief engineer at Sovcomflot. signed with Sovcomflot comprises the tion for the company’s fleet operation cen- “The Fleet Operations solution is an Sovcomflot is rolling out Wärtsilä’s Fleet upgrade of the navigation systems installed tre. The order was booked in March 2019. important element within Wärtsilä’s Smart Operations solution for its fleet of Arctic onboard the company’s vessels operating in “We are happy to continue this cooper- Marine Ecosystem approach, which employs shuttle tankers to improve the efficiency Arctic waters. The upgraded onboard sys- ation with our longstanding partner high levels of onboard automation, integrity and safety of operations in Arctic waters. tems will ensure real-time ship-to-shore Wärtsilä Transas, who always provides us and computerised decision support for safer The solution, which is the result of a col- data exchange, thus connecting the onboard with high quality and efficient products. and efficient navigation. The solution is fleet- laboration between Sovcomflot and equipment with Sovcomflot’s operation cen- For example, all our latest newbuild Arctic size. It enables smart situational awareness, Transas, a Wärtsilä company, provides a tre to enable shared-decision making. tankers, LNG carriers, and offshore supply automated voyage planning and optimisa- unique integrated infrastructure that com- The Sovcomflot shuttle tankers are operat- vessels are equipped with integrated navi- tion, digital (paper-less) navigation, and bines the bridge systems, cloud data man- ing year-round in Russian Arctic waters. The gation systems from Transas. The Fleet remote technical support, all of which add agement, data services, decision support project is expected to be completed before the Operations solution will support our strat- considerable value to fleet operations,” tools, and access to real-time information. end of this year. The fleet operation centre, egy, which is aimed towards sustainable commented Vladimir Ponomarev, director, The solution also offers operational cost located in the company’s St Petersburg head- development of our Arctic operations,” Voyage Solutions, Wärtsilä Marine.

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VESSEL PERFORMANCE OPTIMISATION A publication Martin Stopford: Prioritise performance measurement to meet IMO 2050

Meeting the IMO 2050 GHG emission reduction target is not impossible but will require shipping to think carefully about its strategy and focus on measuring every aspect of ship and cargo performance using digital technology.

rioritising performance mea- impossible target,” says Stopford, of cut- criminative approach. He says the industry Integrating information on ports and surement in digital applications ting greenhouse gas (GHG) emissions by at doesn’t think about the carbon footprint of cargoes into one system is another way Pis the first place to start when it least 50 per cent by 2050, compared with a shipping a tonne of iron ore from Brazil to that digital technology can be used to comes to achieving decarboni- 2008 baseline. According to the economist, China than from Australia. “We don’t enhance performance. By giving everyone sation goals, says economist and president meeting this target requires a reduction of actually put a carbon footprint on each involved access to performance measure- of Clarksons Research Services, Dr. Martin 470 million tonnes of cargo emissions by consignment. This is something the indus- ment information, communication and Stopford. 2050. He believes that if we carry on as we try is going to have to look at.” effective planning can occur. The IMO has set an “almost seemingly are with trade growing at the same rate it By being more discriminative and hav- Stopford also believes that using bigger has over the last 20 years, by 2050 the car- ing higher value-added cargoes, Stopford ships on shorter routes will give a much bon footprint will be at 3 billion tonnes, six believes that a 40 per cent cut in emissions greater benefit. “The benefit you get from times the 2050 target. is possible. Historically, the growth rate of adding 50,000 tonnes to a 300,000 tonne “How can you possibly get from 3 bil- trade is 3.2 per cent per annum. If this were tanker is much less relatively than you get lion down to 470 million tonnes when to reduce to 2.2 per cent, then the 3 billion from adding 50,000 tonnes to a 30,000 there’s no nice and easy technology sitting tonnes of carbon footprint could be tanker,” he explains. “In the dry cargo there on the sidelines for us to look at and reduced to less than 2 billion tonnes, market, people are using supramaxes. apply?” asks Stopford. achieving that 40 per cent emissions reduc- They’re upsizing from 40,000 tonnes to Stopford believes that the answer is in tion target. 60,000 tonnes, and this is very environ- applying various digital technologies to Another way to reduce emissions is to mentally effective.” each part of every ship to generate com- slow down the global fleet. Stopford says Stopford’s overall message is that com- prehensive information on a vessel and its slowing to 10 knots from 12 could save mitment is critical, especially when it cargo’s performance. This way, the indus- almost 40 per cent of the carbon footprint. comes to navigating new territory that is try can gauge a much better carbon foot- Dropping to 8 knots and lowering trade the 2050 GHG emissions target. While print of any voyage and avoid unnecessary growth by 1 per cent could facilitate an 80 there are so many things that can be done waste, which has occurred as a result of per cent reduction in carbon and GHG to improve the energy efficiency and sus- low freight rates and “cheap as chips” sea emissions, achieving nearly 80 per cent of tainability of shipping, he urges shippers transport. the IMO’s 2050 target. Stopford confirms to “be goal orientated, narrow it down. We This requires the industry to rethink shipping companies are usually content need very clear goals on what we’re trying and change its behaviour of what and how with a slower voyage as long as they know to do.” Dr. Martin Stopford, president, we ship. exactly when the cargo will be delivered. “The trick is to decide where you want Clarksons Research Services Stopford says the first step to prevent- Digital technology can achieve very good to go, get your head down, and go,” ing wasteful shipping is to take a more dis- delivery times, Stopford clarifies. Stopford concludes. n

NAPA partners with ChartWorld on AI-driven voyage optimisation

https://www.napa.fi/ optimised vessel operation, we have creat- https://www.chartworld.com/web/ ed a solution that reliably gives owners and operators the information they need NAPA and ChartWorld have announced a to make the most cost effective and time partnership to provide artificial intelli- efficient choices for their fleets,” explained gence (AI) driven voyage planning and Oliver Schwarz, ChartWorld’s business optimisation. development director. The solution developed by both compa- “With the adoption of ECDIS, voyage nies includes modules for evaluating the planning has become increasingly com- operational efficiency of past voyages, and plex. Best-practice risk management then using this data to optimise the effi- requires ‘four eyes’ on voyage planning, ciency of future transits where there are with the master verifying the second similar variables and trends. Past voyages mate’s plans. Onshore personnel can use are automatically evaluated via datasets the MyRouteAppraisal (MyRA) solution to collected from ChartWorld’s route net- pre-check onboard navigation planning for work to find improved routes the vessel additional certainty, as well as comparing could have taken. These voyages are also different route alternatives for the same ChartWorld’s Oliver Schwarz and NAPA’s Risto Kariranta automatically analysed by NAPA’s algo- voyage,” Schwarz continued. rithms for operational efficiency, taking Risto Kariranta, director of services, into account wave conditions, weather, Shipping Solutions at NAPA, added, “As a execute it more safely and with far less ments provides charterers, ship operators, and other factors that affect the voyage. former mariner I know all too well how work for the crew onboard.” and onboard personnel with a range of “In today’s era of constant regulatory laborious voyage planning can be even on Under this partnership, ChartWorld advanced tools related to voyage plan- change and cost volatility, vessel efficien- a clear day with calm seas. Our partner- has signed a re-seller agreement with ning. Charterers, for example, will be cy and safety are more important than ship with ChartWorld provides a solution NAPA allowing for a range of NAPA able to evaluate the cost of voyages for ever. Through the integration of I could only dream of having available services to be provided as an integral different destinations with different ChartWorld’s industry-leading voyage when I was on the bridge. Additionally, by part of ChartWorld’s MyRouteAppraisal schedules. They also can share these plans planning with NAPA Fleet Intelligence, using our AI-based algorithms operators (MyRA) platform. MyRA, combined with in real-time with ship operators and shipping’s most powerful software for are able to reduce the cost of each voyage, NAPA’s vessel performance enhance- onboard crew.

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OPERATIONS & MANAGEMENT

The shipper’s conundrum: how to practically leverage digital solutions to increase productivity and reduce energy costs

Digital technologies provide many opportunities to improve vessel performance. However, knowing where to begin and why can be difficult. In this article, Aaron Holton, CEO, Tres Solutions explains why it is important to set a vision, understand investment decisions, and identify priorities and solutions.

hen you opened your email ing workflows from day one. These can all gle to gain momentum in the early stages today, there were likely at be driven by lack of adequate planning or worse yet, fall apart after implementa- Wleast a couple of articles on and sometimes trying to hit a home run on tion given lack of buy-in or understanding the latest digital technolo- the first swing. of the benefits. gies and trends changing the maritime Tres developed a simple innovation lad- Once you identify the vision, ask your- industry. You can probably recall the pan- der to help shipping companies navigate selves why you are doing it. There will ide- el discussion(s) at the shipping conference these challenges: ally be a pain point that you are trying to you last attended that talked about the dig- 1. Set the vision. One of the biggest solve or greater insight you are trying to ital disruption and how artificial intelli- impediments to getting started is lack of a derive to improve your business. gence, machine learning, augmented reali- unified vision or competing interests. A tanker owner client wanted a low cost ty or some other amorphous technology is Projects never materialise due to lack of means to stream high resolution data. The changing the game. More likely than not, alignment among various stakeholders ‘why’ was to improve vessel efficiency and your boss has also seen a similar flow of (e.g., technical, operations, commercial reduce energy costs. There were plenty of information that has found its way into etc.). The vision doesn’t have to be perfect options but in doing their homework, they strategic and operational discussions for and it may change but at a minimum, found that the cost-benefit rarely made your company, which you are supporting. everyone should be on the same page. sense. Traditional data logging solutions Are you overwhelmed yet? One of our bulk owner clients were expensive and mostly lacked insights Don’t worry; you are not alone. There is approached us with a clear vision – to that could help them achieve their vision. no question that our industry is undergo- increase productivity for vessels and shore Tres developed a low-cost integration Aaron Holton, CEO, Tres Solutions ing rapid digital transformation. The operators by reducing noon reporting using existing onboard VDR hardware and opportunities to leverage new (or workload. They wanted to shift from five its TVA software platform. Instead of enhanced) technologies to improve opera- separate reports per day to one. Defining spending US $40,000 per vessel for a tradi- Once you prioritise projects, you have the tions, commercial-decision making and the vision in advance made it easier to tional solution, we identified a pathway at enjoyable task of defining how you will fleet performance are endless and the ben- develop a practical solution. We developed one-tenth of the price. By understanding execute. Will you build the technology or efits undoubtable. a holistic systems integration to achieve the ‘why’ and then looking for practical capabilities in-house? Will you outsource Among the shipping executives we the vision, creating a single point of entry ways to use existing systems/hardware, to an external provider? If you outsource, have spoken with in recent months who onboard then auto-populating all other our client was able to increase granularity how do you choose between the various seek to improve vessel performance and mandated reports. This simple digital of its vessel performance data and drive options in the market? analytics, for example, the issue is not in transformation saved more than two hours optimisation projects that reduced excess There are a lot of factors that go into mak- the options available. They face a more per day of manual work for vessels and consumption by roughly 10 per cent. ing this decision, but in line with the theme basic conundrum in separating hype ver- operators. The effort also improved data 3. Identify 1-2 simple priorities. Whether of this article, try not to overcomplicate sus reality – “where to begin”? quality and unsurprisingly, boosted we’re remodeling our home, sitting at an this step. It is easy to be lured in by all the Tres has invested considerable time morale. all-you-can-eat buffet or creating a vessel buzzwords and fancy marketing, but your helping shipping companies answer this 2. Identify the ‘why’? We have met with performance improvement strategy, we as choice should come down to the level of question. These owners are investing time a lot of owners who had grand visions for humans tend to overcomplicate things. It is impact on your organisation. and energy to identify the best solutions to how to digitally transform their organisa- easy to overload our plates, identifying 5- Should you choose to outsource, your solve a host of problems but face chal- tion. The innovation blueprint would 10 things we would like to do to digitise provider should be selling a solution not a lenges in prioritisation, implementation or make Apple proud. However, they unfor- our business, but this can quickly over- technology. If they are unable to simplify value extraction. tunately couldn’t answer the question of whelm you and those responsible for your lives and solve a problem, then move We think it boils down to being practical. ‘why’? Investing heavily in technology implementation and adoption. on. At the end of the day, technology Many organisations run into roadblocks simply because “that’s where the industry It is important to agree on 1-2 priorities should enable us to become more efficient if there is a disconnect between the needs is going” or because “leadership wants to that are relatively easy to implement with and solve complex problems. of various stakeholders, lack of buy in or if move in this direction” is often a precursor the potential to drive the greatest impact. Partner with a company that has the flexi- the identified solution greatly alters exist- for a project’s failure. These projects strug- Is there a technology or integration that bility to adapt their technology to your can streamline existing workflows and organisation’s needs. Your workflows do save your team/vessels time? Is there a not have to drastically change if you tool that you can implement that provides choose the appropriate solution. simple analytics and diagnostics to your A notable tanker owner was able to do this performance team, thus making it easy to effectively when selecting a vessel perfor- monitor and reduce fuel consumption and mance analytics platform. Key stakehold- emissions? ers were highly engaged during the sell- Another tanker owner has proven very ing, closing and planning processes. pragmatic in this regard. They are keenly Meetings often included the COO, key VPs aware of the plethora of digital opportuni- and direct reports, who ensured their ties that exist, all of which have the poten- workflows were well understood and key tial to streamline vessel performance and priorities identified. This interaction operations. However, they have remained allowed us to tailor performance analytics focus on rolling out solutions in bite sized to their needs, which formed the basis for a chunks. This has allowed cost-saving ini- successful partnership. tiatives to materialise and increased com- 5. Get started. As a company, you now pany-wide adoption of the technologies. have alignment around the vision and the Image courtesy of Tres Solutions 4. Identify the appropriate solutions. problem you are solving. The homework is

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VESSEL PERFORMANCE OPTIMISATION A publication

complete. The only thing left to do is to get be afraid to alter your performance man- tives that promote vessel efficiency while all stakeholders, you will be amazed at started. This is where company culture and agement processes to support technology also donating money to environmentally- how you can practically leverage digital leadership is extremely important. adoption. friendly causes. solutions to transform your business. Leadership should ensure internal and We have several great examples of this The digital revolution in the maritime Resist the urge to boil the ocean and external messaging reiterate the impor- in action. One shipowner client actively industry is upon us and it holds great remain practical. With a few small wins tance of the new technology to their vision messages investors and team members potential, but do not be overwhelmed. The under your belt, your organisation can and strategic objectives. Back up your about emissions-reduction initiatives that hardest part is always getting started but if move more confidently into the digital era. words with action – set KPIs to ensure you are supported by its analytics platform and you stay committed to the process and are driving impact from the efforts. Don’t processes. They have introduced incen- continuously communicate the benefits to Author: Aaron Holton, CEO, Tres Solutions DNV GL and MPA lead JIP on 3D printing

https://www.dnvgl.com/ The goal of the JIP is to establish a list of accompanying logistics costs. According to Lim, director, Research & Technology and commonly-ordered parts that are highly DNV GL, AM technology has the potential Industry Development Transformation at DNV GL has been appointed as the lead feasible for 3D printing with or without to revolutionise the way marine spare MPA. “As Singapore seeks to be the global researcher of the first phase of a new certification respectively not feasible for parts are designed, manufactured, and dis- maritime hub for connectivity, innovation Singapore-based program to study the fea- 3D printing. The findings aim to encourage tributed to end users. In addition, on-site and talent, we are excited to see that multi- sibility of additive manufacturing (AM), or more maritime players to adopt AM to manufacturing for maintenance becomes ple stakeholders are together exploring the 3D printing, in the maritime industry. optimise their spare parts supply, and an important application of AM. potential of how additive manufacturing In a Joint Industry Program (JIP) initiat- overall to strengthen Singapore’s value “Additive manufacturing holds great can be applied in the maritime industry to ed by the Maritime and Port Authority of proposition as a one-stop shop with port opportunities for the maritime industry,” create greater value.” Singapore (MPA) DNV GL will team up services supporting a diverse ecosystem of said Cristina Saenz de Santa Maria, region- AM as an enabling technology for inno- with ten member companies of the shipping lines and maritime companies. al manager South East Asia, Pacific & vation and productivity improvements in Singapore Ship Association (SSA) to exam- To date, the challenges of marine parts India, DNV GL – Maritime. “As the the maritime sector is one part of ine how spare parts produced by 3D print- inventory include not only inventory costs, world’s leading classification society our Singapore’s Sea Transport Industry ers can help the capital-intensive industry low utilisation rates and parts obsoles- aim is to explore this technology in a way Transformation Map, to grow the maritime to cut costs and downtimes. cence, but also complex supply chains and that customers can have the same confi- sector’s value-add by $4.5 billion and create dence in AM products as they have in any more than 5,000 highly qualified jobs by other approved by class.” 2025. In 2015, Singapore also saw the start- The Singapore Shipping Association up of a National Additive Manufacturing (SSA) underlined the disruptive potential Innovation Cluster (NAMIC) to speed up of AM, which so far has seen only a mod- industrial adoption of AM. erate uptake in the industry. “This technol- “We are very proud to have been select- ogy can help not only to reduce costs of ed by MPA and SSA to spearhead this producing spare parts for vessels, but also important work in collaboration with to radically reinvent the production and major stakeholders and contribute to help- logistics including using completely new ing Singapore develop a vibrant AM and more suitable materials,” said Steen ecosystem,” said Brice Le Gallo, regional Brodsgaard Lund, chairman of the SSA manager DNV GL – Oil & Gas and Technical Committee. Elements potentially Director of the Global Additive replaced by modern materials include Manufacturing Centre of Excellence in brass components, he explained. Singapore which was opened by DNV GL “We believe that the best way forward last year. The incubator’s main aim is to DNV GL and the MPA are leading a Joint Industry Program (JIP) on 3D printing to push forward AM development in the off- establish a list of commonly-ordered parts that are highly feasible for 3D printing in the development of AM is collaboration across the ecosystem,” stated Kenneth shore, marine and oil & gas sectors. V.Group urges proactive approach to 2020 compliance will impact fuel systems and engines, with in place in a timely fashion. Ship operations. We’re seeing increasing num- https://vgrouplimited.com/ common concerns centring around stabili- Implementation Plans provide an effective bers of shipowners and operators adopting ty, compatibility, and cat fines. means to achieve this, as well as providing this approach and a significant proportion V.Group has urged shipowners and opera- Ship Implementation Plans (SIPs) have evidence of environmentally compliant of our fleet is now 2020-ready,” said Kerr. tors to take a proactive approach to 2020 been recommended by the IMO to help compliance to avoid fines, penalties, deten- manage each vessel, understand exactly tion, delays, and further consequences of what needs to be done, empower the crew, operating an ‘unseaworthy’ vessel. start purchasing and loading compliant The IMO’s global sulphur cap will enter fuels, and ensure that the vessel is pre- into force in less than seven months’ time. pared and ready to operate on these new “While there remain many questions fuels. According to V.Group, there has around policing and enforcement, the IMO been a growing number of shipowners and has made it very clear that any vessel that operators developing SIPs to mitigate risks does not meet these requirements risks and minimise disruption. being declared unseaworthy. This could The IMO has made it very clear that a result in heavy fines, penalties, detention, FONAR does not represent a ‘get out of jail delays, and in the event of an insurance free’ card to use or carry non-compliant claim, even affect charter party and or fuel, however, a SIP can be taken into con- indemnity cover,” explained John Kerr, sideration by the Administration and Port global head of technical for ship manage- State Control when verifying compliance ment, V.Group. with the 0.5 per cent sulphur limit, which It is predicted that most ships will burn could be particularly important if safe com- ultra-low sulphur fuel oils (ULSFOs) to pliant fuels are unexpectedly unavailable comply with the sulphur cap legislation, during the initial weeks of implementation. switching from high sulphur fuel oil “As the 0.5 per cent global sulphur cap (HFO) to ULSFOs with a sulphur content looms large, knowledge is power, and at, or below, 0.5 per cent, unless equipped preparation key to a smooth transition into V.Group has seen a growth in the number of shipowners and operators with scrubbers. New on the market, it is 2020 and beyond. Compliance is achiev- developing SIPs to mitigate risks associated with the 2020 sulphur cap essential to understand how these fuels able, but the right measures need to be put

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VESSEL PERFORMANCE OPTIMISATION A publication Pragmatism should drive the adoption of digital agendas

By focusing on a select group of commercially impactful digital solutions, enriched by customer input, near-term benefits are achievable; Dennis Mol, vice president, Digital and New Business Transformation, MacGregor, explains how.

hen seafarers were being solutions to bring to the market. Drifting a share our knowledge, moving our digital lost as sea because of leak- little away from visionary stories about advances out of a conceptual remit. Wing wooden hatch covers, where the market could go and moving The idea that companies must disrupt or MacGregor solved the prob- towards the provision of real services that be disrupted to survive has relevance for us lem by inventing and manufacturing the have a tangible operational impact. all. If we are not thinking along the lines of industry’s first watertight steel hatch cov- This gains credibility as our intelligent a tangible digital agenda, you can be sure ers; lives were saved and cargo protected. cargo handling applications translate into that others will be. These companies are Almost a hundred years on, and whilst valuable, commercially viable solutions. smart and agile and we are alert to their the hatch cover issue is essentially reme- capabilities, but what they do not have is died, many more challenges remain. A population of experts our extensive operational knowledge. Currently none more so than the protract- In line with an accelerated development Our cargo and load handling experience ed depressed market conditions which are approach, we completed our first ‘Google is second to none. A newcomer cannot affecting shipowners’ commercial activi- design sprint’ during March. These have a really develop a valuable application until ties and very survival in economic terms. sophisticated methodology, where a maxi- it fully understands the market and oper- These issues require practical solutions, mum of seven people gather in one room ating environment. MacGregor has a very much like the ‘see-it and solve-it’ approach to consider a specific problem, in our case strong position and we are able to translate to replacing unsafe wooden hatches that a challenge that a customer is facing. The our operational and technical knowledge Dennis Mol, vice president, Digital and were a clear choice for operators a century group comprises different MacGregor into valuable, new solutions. New Business Transformation, MacGregor ago. In the age of digital advances, are engineering and software specialists and Having said this, we are also open there equally obvious solutions for customers, all working together; so, a pop- across all of our digital developments to shipowners and operators to turn to now? ulation of experts. They participate in a collaborating with start-up companies, The offshore crane and associated MacGregor believes there is, and that sim- disciplined, time-based process over a particularly in the areas of geospatial Google design sprint work referred to ear- ilar significant advantages are available week from Monday morning until Friday weather analytics, the use of on-board lier is a relevant example within the ‘safe- today through the value that digitally- afternoon. The objective is to experiment at devices to support capacity optimisation guard’ and ‘optimise’ categories. enabled capabilities can offer. Their use is speed and with a very high focus on taking and the ability to analyse offshore crane MacGregor’s proven Cargo Boost ser- standard practice in other industries on the initial idea to a customer valuable con- data. These capabilities can provide action- vice is included within the ‘optimise’ cate- mission-critical equipment, so why not in cept and digital mock-up. able insights and help accelerate the devel- gory. Over the past three years, more than the maritime sector? We have simulation software that our opment of new services for our customers. 100 containership optimisation upgrades If there was a generation of operators engineers use to pre-design and analyse We are not promising the world have been completed for highly reputable that could really benefit from the commer- how, for example, an offshore crane works because we know how difficult it is to owners and the benefits demonstrated cial advantages of digitally-enabled equip- in reality. A Google design sprint includes deliver that, but we are ambitious for our in service. ment maintenance and the optimising of thinking about how such a digital simula- customers and ourselves. We are taking Applying this knowledge, we have cargo space, it is this one. So one might tion platform can help to prepare for and encouraging cases, working closely with started a development programme to tailor consider why uptake is slow? Often when advise real-time operations, with higher customers and learning from each other to our optimisation algorithms for breakbulk we talk about digitalisation, accelerated efficiency and increased operational win- deliver commercial value. ships focused on increasing capacity utili- learning and intelligent solutions, it is part dows within its safety margins. MacGregor also benefits from being sation and accelerating the stowage pro- of a wider discussion dominated by theo- We are asking customers to join us part of the Cargotec family, a company cess. The next application will be to help retical-level or longer-term concepts, such because we believe that with more committed to being the leader in intelligent RoRo customers remove discharging as fully autonomous vessels, so realisable enriched information, especially weather cargo and load handling, which provides process flaws onshore and optimise near-term advances sometimes become data, currents and wave heights, the simu- the financial capability to invest in new offloading operations. lost in the dialogue. lation platform will be able to deliver technologies and take full advantage of the The fourth category is ‘automate’. Good At MacGregor we are involved in much greater prediction and safeguarding Group’s capabilities. examples of activities in this area are our visionary discussions, which are important accuracy. autonomous offloading crane technology and relevant. However, focusing on blue- Our objective is to reach a point where Four focus areas and automated mooring systems, the latter sky thinking and talking about what digi- we can confidently advise a customer that When it comes to digitalisation, currently under development, which talisation can do in the broadest terms only a crane could operate for half an hour MacGregor is focused on helping cus- apply technological advances from a serves to drive a wedge between shipown- longer than would have been previously tomers to enhance their operations either robotics domain. ers and operators and access to these near- possible, because more relevant data will through earning more money on the ship, term benefits, particularly in current mar- help to mitigate against taking a more con- or to build and operate more efficiently Scalable solutions, ket conditions. servative approach. and with lower costs. available to many So, in this sense, we have the underly- Our digital agenda is concentrated in The MacGregor digital agenda is valid for Creating solutions customers ing technology, but you might call it a four specific areas; predict, safeguard, opti- one vessel or an entire fleet. The kernel of a need and understand rough diamond. Polishing it with enriched mise and automate. These are ‘category’ solution must be as widely applicable as MacGregor is offering a pragmatic data delivers a solution that helps cus- words referring to the potential value we we can make it so that it is scalable and of approach. We are ‘doers’ and well known tomers earn more money from their ships. can create by applying or deploying digital benefit to the many, not the few. There will for our engineering capabilities. We listen technologies. always be a degree of customisation to customers, design equipment and whole Moving from a To explain this further, our ‘predict’ cat- required but, by minimising this, we are solutions that meet the requirements of a conceptual remit egory includes elements such as enhanced able to offer cost-efficient solutions to specific ship and its operations. We can Our approach is breaking down tradition- maintenance capabilities. Here, for exam- shipowners, operators and shipbuilders also do this in the digital arena, creating a al barriers, and our experience is that cus- ple, we can use our knowledge to develop today. n solution that the customer needs, under- tomers are willing to share information algorithms that can predict when certain stands and will gain benefit from. that may have previously been considered equipment requires maintenance, based on Author: Dennis Mol, vice president, Digital MacGregor has chosen to focus on a as commercially sensitive. We are demon- use and condition rather than convention- and New Business Transformation, select few, commercially impactful digital strating our intention to be practical and al ‘time based’ service schedules. MacGregor

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OPERATIONS & MANAGEMENT Why data is key to a clearer view of vessel safety performance

Port State Control inspection records suggest safety standards are improving, but a closer examination reveals areas for improvement, says Paul Stanley, CEO, Global Navigation Solutions.

ransparency of data is key to owners have fewer places to hide from easier for vessels to comply. and compliance; enabling our customers to improving safety in shipping inspectors, enforcement bodies - or ship- Issues with Nautical Publications were benchmark their performance and provid- Tand at first sight, the statistics pers and charterers. the third most likely cause of a deficiency in ing tools that make it easier to identify and suggest that the industry is on This data, which GNS collects and analy- 2018, accounting for 39 per cent of naviga- rectify problems. Instead of having to sift the right course in terms of compliance. In ses for use with our clients also demon- tion-related deficiencies, perhaps because vast tracts of data, we provide information 2018, Port State Control inspectors in the strates that while the headline figure is they are easiest to identify. However, as a management tool that can be acted on, USCG, Paris and Japan MOUs made encouraging, there are issues that lie behind whereas paper chart-related deficiencies fell for every vessel world-wide, whether or more vessel inspections and found fewer the results that need continued vigilance. It by 66 per cent over that period, issues relat- not they are a GNS customer. deficiencies. also demonstrates the continued impor- ed to ECDIS and Electronic Navigation Using this data even enables GNS to In fact, the number of annual inspections tance of data to the safety management pro- Charts (ENCs) increased by a factor of near- provide clients with information on which has risen by 4 per cent over the last four cess for shipowners and operators. ly four as more of the fleet transitioned to vessel types – and which flags - are most years while the number of deficiencies has As the shipping industry becomes more digital navigation. likely to have deficiencies recorded. We fallen by 8 per cent over the same period. digitalised and embraces a higher level of Managing ENC data should be relative- can also demonstrate the ports at which It’s evidence that the effectiveness of data sharing in order to achieve a ‘digital ly straightforward – though our research inspection activity is strongest. Between Port State Control has improved since business mindset’, so the need for accurate has shown that many operators tend to 2016 and 2018, vessels sailing into authorities started sharing data and mak- data and actionable information grows too. buy too many ENCs and not always the Singapore, New Orleans Louisiana and ing it publicly available, because deficient Last year’s Global Maritime Forum data they actually need. Novorossiysk were most likely to receive meeting in Hong Kong identified data However, it is clear from digging a little the attention of the inspectors. sharing as having the potential to over- deeper that the industry still has an issue The first quarter of 2019 has tragically come fragmentation in maritime safety with navigational safety. If we combine all demonstrated how much work is still and how shipping could establish a plat- the defects reported in the Safety of needed to improve shipping safety. Our form that enables international bodies to Navigation categories, they dwarf the top belief is that the digital trend is so well collect, analyse and publish safety-related two categories, despite being much easier established that more owners are recognis- information. to rectify. ing the advantage that data gives them, From the PSC data GNS has analysed, It seems obvious that ships will benefit not just in operational efficiency, but in sourced from the combined MoU organisa- from a single view of their environment in safety too. tions, there is a clear need for this global terms of availability of critical voyage and For that, shipowners need the full pic- data stream - and to make it as widely avail- safety data. But according to our research ture on inspection data and the ability to able as possible if we are to achieve further the missed opportunity goes beyond fail- establish connectivity between reported improvements in safety performance. ure to capitalise on just-in-time delivery of issues. By creating a detailed picture, ves- As might be expected, lifesaving appli- navigation data for operational reasons. sel by vessel and across a fleet, it is possi- ances and fire safety measures were the Vessel inventories are often not being ble to identify defects and spot trends – biggest causes of deficiencies in 2018. regularly reviewed against routes, Flag, and put resources in place to address Some 39 per cent fewer navigation relat- Port State or technical library requirements issues before they become deficiencies. n ed deficiencies were recorded last year and the software installed onboard to help Paul Stanley, CEO, compared to 2014, suggesting that the navigate safely isn’t being fully exploited. Author: Paul Stanley, CEO, Global Global Navigation Solutions move to digital navigation has made it The core of what we do is about safety Navigation Solutions Eckerö Line opts for ABB situational awareness solution

https://www.eckeroline.com/ roundings and gives the user visibility of https://new.abb.com/ previously hidden obstacles. ABB’s Marine & Ports Digital Service Eckerö Line has chosen ABB’s situational teams will also support the crew to max- awareness solution, ABB Ability Marine imise the value from the system and inte- Pilot Vision for installation onboard its grate the additional tool with their current cruise ferry MS Finlandia. bridge team operations. ABB’s technology will enable the “Our goal is to improve environmental Finlandia to move and dock safely by pro- performance and safety, and we worked viding multiple real-time visualisations of with ABB to achieve greater efficiency in the vessel’s surroundings, generating docking and high traffic situations. Our cus- images of the ship’s operational environ- tomers demand high levels of safety in all ment in ways beyond the capabilities of the conditions and this solution enables our human eye. crew to provide a reliable service that does- A virtual model of the ship is superim- n’t comprise their expectations,” said Daniel ABB Ability Marine Pilot Vision will improve the situational awareness posed on real surroundings measured Olsén, technical manager, Eckerö Group. of the Finlandia cruise vessel. Image courtesy of Eckerö Line using various sensor technologies. This “Digitalisation provides solutions for allows for monitoring the vessel and its existing and newbuild ships alike,” said surroundings from a birds-eye view and Jyri Jusslin, head of global service, ABB support their schedule, in conditions that Finnish shipping company Eckerö Line switching to other views instantaneously. Marine & Ports. “This retrofit does exactly can vary from bright sunlight to dark icy and makes return voyages three times The solution makes it easier to predict ves- that. Enhancing docking safety and effi- conditions throughout the year.” daily between Helsinki in Finland and sel motions with respect to the actual sur- ciency will also allow Finlandia’s crew to The cruise ferry is operated by the Tallinn in Estonia.

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VESSEL PERFORMANCE OPTIMISATION A publication The three P’s of vessel performance optimisation

Columbia Shipmanagement has a vision for fully connected vessels with near real-time information exchange, strengthened processes, decision-making and value creation for customers through end-to-end voyage optimisation. Pankaj Sharma, Columbia Control Room manager believes that there are three important things to consider for achieving this vision. They include implementing a scalable platform, ensuring the right people are working for you, and facilitating robust processes of business.

igh-speed data at competitive to whatever environment is being operated people will be the ones that are skilled, but prices is facilitating the rapid in and continuously improve many pro- also that have a positive attitude and moti- Hdigitalisation of the shipping cesses of a job. vation towards the task at hand and have a industry. The quantity and The platform also has to be smart and desire to contribute to the current mission, quality of data available today has dramat- drive a proactive nature among workers. whether that be fuel performance, safety, ically changed the ability for ship and “Whatever we are shown, whatever we or any other aspect of a vessel’s operation. shore to communicate, but the most critical visualise, it has to make us proactive. It has Sharma strongly believes that people that change it has brought, according to Shar- to create leading indicators, such as alerts, understand why an improvement needs to ma, is the way vessels are operated. In- that show us there has been a change. We be made are more likely to be motivated to depth insight into ship performance is pos- need to be given information in real-time. implement the changes. sible thanks to advanced digital technolo- Information that helps us know when, However, this understanding and moti- gies that measure, report, and analyse a where, and how to intervene,” says vation often stems from having the right vessel’s operation at any given time. While Sharma. support. “Support is essential,” Sharma this kind of feedback is critical to improve A platform also requires smart tech- confirms. At Columbia’s control room, the safe and efficient operation of a vessel, niques to manage the increasing amounts which is open 24/7, experts are constantly Sharma says that having the correct plat- of data generated. “While you can generate giving advice to the captain and his team. form, the right people, and the necessary a lot of data today, you need smart tech- Sharma refers to this as ‘A proper support processes are the determining factors niques and machine learning to predict system’. “Say there is one captain onboard Pankaj Sharma, Columbia Control Room when it comes to maximising vessel per- trends almost instantly, that would have and he is trying to make a decision that he manager, believes that the right platform, formance. taken a long time to predict years ago. In is not fully sure about. What does he do?” people, and processes are critical Columbia’s new performance control Via Columbia’s control room, a captain in elements in delivering safe and energy efficient vessel operations The Platform room, which opened in Cyprus in such a situation can get access to the opin- The first component to improving vessel December 2018, self-correcting models and ions of other captains to help with his or performance is to ensure a scalable, inte- machine learning enable comparison of her decision making. According to Sharma believes that capturing data to grable, and smart platform is in place. Data years of historical data with real-time data Sharma, this kind of approach and shared obtain insight into engine performance are being generated far more quickly than to predict vessel performance trends in a knowledge provides support for onboard and fuel consumption is only useful if you previously and this requires a constant matter of minutes, compared with the crew responsible for the vessel’s operation, analyse the data smartly. And simplify it. reassessment of the operational situation. decades it would have taken to provide but it also encourages a culture of ‘why’ He says that often there is too much data “You have to go through a test of value to several years ago. and ‘how’ thinking. and it is too complicated. “Simplifying know what you’re doing, why, and how Sharma also believes it is important for data means to understand what is going you’re doing it to really understand where The People people to constantly assess whether they right and what is going wrong. You need a gains can be made,” Sharma explains. A In addition to having the right platform in are moving in the direction they want to traffic light system where you begin by digital platform that aims to help with place, ensuring that the right people are be. They must ask themselves, “are we focussing on the things you want to see, decision-making needs to be able to adapt doing the right thing is essential. The right moving in vain? Are we making anyone’s largely related to compliance, and then life easier? Are we helping our technical you look in detail at hull performance, pro- department get more information more peller performance, etc. Compliance is a quickly? And are we helping our marine huge cost, so you need to simplify the data apartment do a quick analysis of what just and see simply what it means for compli- happened onboard? You have to assess the ance.” value of what you are doing and why you Once the data is simplified, there is the are doing it and the need for doing it.” advantage of actually being able to under- stand it and then use it to optimise perfor- The Processes mance. This is the first stepping stone in Optimising your processes is “very impor- developing a platform that will aid in per- tant but easily to forget about once you formance optimisation. “We need to know have the system and the people in place.” the reason why we are developing a plat- Robust processes are key for end-to-end form and how it is going to deliver value.” optimisation and an understanding Columbia Shipmangement’s around why a platform is being developed Performance Optimisation Control Room and how it is going to deliver value is was officially opened by Ms. Natasa essential. Pilides, Cyprus Deputy Minister of Often there is this idea that once you Shipping, who referred to “the growth of have the information in place, you can fig- Columbia and the quality of its operations ure out where to go from there. You can is a result of the excellent culture, the work out what you will do with the data extremely high calibre and the hard work and how you will use it to improve vessel of its people.” The control room will performance. But this isn’t the right way to deliver faster decision-making and greater work in Sharma’s eyes. All of this should visibility by using modern technology to Columbia Shipmangement’s Performance Optimisation Control Room was officially be figured out beforehand and factored optimise vessel safety, security, and fuel opened in December 2018. Image courtesy of Columbia Shipmanagement into the budget. consumption. n

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VESSEL PERFORMANCE OPTIMISATION A publication Performance optimisation limited by data misinterpretation

Digital technology in the shipping industry is granting owners and operators access to more and more data, but according to Mr Rajat Saxena of Epic Gas, the data is not always accurate and reliable.

ata that are misreported and some inconsistency in crew reporting. onboard before transmitting it, must misinterpreted are leading to Saxena says this kind of feedback also realise that something is in-correct or not Dunder-performing ships and shows a crew training issue. “Your crew working correctly and take action accord- inefficient fleets, says Rajat needs to understand the importance of the ingly. This inculcates a mindset of continu- Saxena, manager, performance & efficien- data that they are reporting and how will ous monitoring and improvement. cy, Epic Gas. that data be used. When they have this With respect to visualisation of data, to When it comes to using data to improve understanding, hopefully they will be ensure that right decisions are made on the fleet performance, garbage in = garbage more careful while reporting data,” Saxena performance of a vessel, you must present out. During Saxena’s time managing the tells VPO Global. the right data to the right people in the efficiency of fleets at Maersk Tankers and The performance and efficiency manag- right format. Saxena says that staff in man- Epic Gas, he too often saw incorrect con- er urges shipping companies to look at the agement will not be interested in looking clusions drawn from poor quality data, quality of data that they are using to make at individual graphs on engine speed, log leading to losses rather than gains in fleet decisions. If the data is unreliable the pos- speed, and observed speed. They will be Rajat Saxena, manager, performance & performance. Much of the time, vessels sibility of the decisions made on that data more interested in the monthly averages efficiency, Epic Gas, which owns and report data without a true understanding being correct is also low. Data needs to be across a whole fleet. His advice on data operates a fleet of 38 fully pressurised of what the data is useful for or how it will validated first at the source of entry before representation is to categorise based on gas carriers be applied to improve vessel efficiency. being sent ashore and then re-checked end users. For instance, showing senior Referring to one example, Saxena high- ashore with higher precision to ensure that management overall trends of improve- tain amount of fuel due to their efforts, it lights the importance of a good speed vs is it usable. Sometimes the volume of data ment and areas of no improvement. could possibly give them a sense of happi- fuel consumption curve. Not only does it is good enough to reject bad data, but in While collection of high-quality data is ness and achievement and probably also show how much fuel the vessel is consum- some cases when the volume is low, one important, Saxena verifies that what most motivate them to perform better.” ing at a certain speed, it also “lets me know must be extremely careful while using people fail to realise is, that one of the most Simultaneously, baselines of current how honest my crew are in reporting fuel such data. A possible alternative is to use critical parts of gaining high-quality data is performance need to be created and targets consumption and speed,” he confirms. auto-logging but if the crew understands thorough training of the crew. The people set for the future. A plan of how to get In figure 1, fuel consumption has been the importance of what is being reported who are actually handling the fuel and there and how to improve then needs to be reported within a certain band (10-14 then this cost can be avoided. The idea reporting the data – these people require implemented. “This is where companies MT/day) at different log speeds at a cer- behind using manually reported data is the right training and understanding of miss out. Once they have outsourced their tain draft, indicating that there has been that the person who checks this data what they are doing in order to be moti- performance management to a third com- vated to save fuel. “If that is not done cor- pany they believe their job is done.” rectly then no matter which technology However, companies are far from done you have, it is going to fail. You need to at this point. A third-party company will start by making sure the crew understand only collect the data, analyse it, and give it why you are doing what you are doing, back to the company. “This is where the how it is going to work, how will it impact area of opportunity lies. It is you and your them and what is in it for them.” company that has to work on it and move He explains further, “At the end, if you it further.” Saxena believes that unless are improving your performance, you dedicated teams are in place to do so, to need to quantify it to show the result to take control of the performance improve- people who have actually worked for it, ment once they have the data and data because when you let a vessel’s crew know analysis, vessel and fleet efficiency Figure 1. Speed versus consumption curve that the company or vessel has saved a cer- improvements will not be made. n

Wallem opts for BASSnet fleet management suite

https://www.wallem.com/ improvement. “This makes BASSnet the ties of operations, compliance and the reg- way forward for high-performance fleet http://bassnet.no/ ideal one-stop solution to streamline and ulatory environment, I was keen to not management, and implementing a com- increase fleet efficiency, asset manage- reinvent the wheel,” said Frank Coles, plete enterprise solution from BASSnet Wallem Group has selected a complete ment, and safety,” said Per Steinar CEO of Wallem Group. “We have chosen will allow us to integrate the power of suite of integrated software from BASSnet Upsaker, CEO and managing director to install a cloud-based COTS solution, big data with our business processes,” Fleet Management Systems to manage its of BASSnet. without customisation. Exactly how digi- added Coles. entire fleet of more than 180 ships. The integrated nature, functionality talisation is supposed to be done. We are “BASSnet Fleet Management Systems is Wallem will use the BASSnet suite of and technological strategy of BASSnet are going to defy the myth that ship operations a complete solution that removes the products as a total solution for mainte- reported as key elements in Wallem’s and management needs to be different, or reliance on multiple vendors for piecemeal nance, safety, operational and financial decision to sign with BASS. For BASS, this somehow special. It does not need all the software,” noted Per Steinar Upsaker. “We management and more on a fleet-wide partnership marks a key milestone and disparate or heavily customised home- have prioritised a well-thought-out strate- basis. BASSnet products incorporate mod- signals a wider move to complete enter- grown systems. This is the stuff of myths gy that is forward-looking, comprehensive ular features with progressive and prise solutions in the maritime industry as created by a lack of understanding or and puts BASSnet in a unique position. responsive web applications and mobile a means to effectively standardise ship appreciation and old-fashioned opera- This includes the incredible convenience apps. The fleet management systems pro- processes. tional techniques.” and security of managing an entire fleet vide an overall bird’s eye view of fleet “Having run several maritime software “In my view, offering transparency, using a single database on a state of the performance and highlight areas for companies and considering the complexi- analytics and business intelligence is the art platform.”

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VESSEL PERFORMANCE OPTIMISATION A publication Technology of the Month – Blueflow Energy Management

Each month, VPO Global selects a technology that is accelerating energy efficient shipping. For May’s Tech of the Month, we spoke with Peter Knudsen, managing director of Blueflow Energy Management to find out how the Swedish company is giving crew the power to improve vessel performance.

tockholm based Blueflow Ener- potential, and it fits perfectly with our gy Management has developed overall energy management concept. Sa tool to manage and optimise Partnering up with Blueflow Energy fuel consumption of marine Management was the right decision, and vessels by enabling the crew to access and we experience massive interest in the sys- understand data, giving them the power to tem”, explained Edzard Janssen, DEIF improve vessel performance. Up to 30 per Marine & Offshore manager. cent fuel savings may be achieved. Blueflow Energy Management is The system comprises Blueflow responsible for maintaining and develop- Onboard, which provides real-time infor- ing new system features, and DEIF A/S sumer are taken into account, and a total installed with Blueflow Online in mation like fuel economy, load, trim, rela- manages sales, installation, and integration vessel operating cost is presented to the November 2017. The LNG-powered vessel tive wind and other important parameters of the Blueflow Onboard System to both crew. This allows for changes in running is the sixth out of seven ships in the Viking for efficient propulsion. It can be integrat- power management systems and con- configuration with instant feedback of fleet to be equipped with Blueflow. Fuel ed with other systems and sensors onboard sumer load management systems. improvements. consumption and every kW of electricity a vessel to give a complete view of fuel and used by the ship is monitored and fed back energy consumption. Standout features A tool designed to the Viking crew. Data collected by Blueflow Onboard are Speed optimisation - Blueflow automati- for the crew The steamship Storskär, owned and sent to Blueflow Online for reporting, anal- cally builds a profile of a vessel’s fuel con- Blueflow Onboard is explicitly designed operated by Waxholmsbolaget uses ysis and verification. Reports on ship per- sumption over different speeds. with the crew in mind. It provides data and Blueflow to measure and report fuel con- formance are generated and sent to the Engine consumption monitoring – Each analysis that learn the crew how to optimise sumption of the diesel boilers, generated user, giving them full control on perfor- engine’s fuel consumption is displayed on the ship’s fuel economy by providing a power from the auxiliary engine and shore mance optimisation. Various displays can the dashboard to provide detailed insight breakdown of the fuel consumption per dis- power energy. According to Blueflow, the be installed for eco-driving and monitor- into where the most and least fuel is being tance, the impact of various generator loads challenge with this installation was to not ing of energy consumers. used. and number of generators started, and more interfere with the classic interior of an old ECO-trip – this new function enables customised views depending on what the steamship. All necessary equipment is Strong Nordic partnership the driver of the ship to get instant feed- crew is interested in looking at. “hidden” as far as possible not to disturb The Danish company DEIF A/S also back of the vessel’s fuel and energy con- Blueflow specifically allows crews to the feeling of being on an old steamer. believes in Blueflow, and the two compa- sumption. The graphical interface com- evaluate their driving behaviour and see Two diesel-electric river shuttles Älvfrida nies partnered up in 2018. Being one of the pares the current trip with the last trip on how different ways of operating a vessel and Älveli operated by Styrsöbolaget in world’s leading suppliers of power man- the same route, and different driving tech- affect its fuel consumption. Gothenburg were installed with Blueflow to agement solutions, bridge and switch- niques are directly comparable. All histori- “If they (the crew) see what they can do, calculate the electric energy efficiency of the board instrumentation, DEIF A/S is confi- cal routes are compared in a list, and aver- they will be affected, and they will start to vessels. The parameter kWh/Nm is present- dent that Blueflow will save their cus- age values are calculated and presented. compete with themselves,” Peter Knudsen, ed on the bridge, and the vessels’ total ener- tomers a lot of money on fuel consumption History graph – This newly launched managing director, Blueflow Energy gy consumption is now available for reports both on newbuilds and retrofit projects function calculates and presents real-time Management tells VPO Global. If technical online. Styrsöbolaget runs Blueflow on 15 and regardless of vessel types. costs for operating the ship. Actual fuel solutions save 1-5 per cent, mental aware- vessels today. “We believe that Blueflow has great prices and maintenance costs for each con- ness will save 10-20 per cent. ForSea Ferries selected Blueflow for its entire fleet following a successful trial Case studies onboard the Aurora, one of the largest Blidösundsbolaget’s Sjöbris and Sjögull, fully electric ferries in the world. two archipelago ships in Stockholm, have TT Line and Fjord Line have also been fitted with Blueflow, which is now announced in April 2019 that they are to monitoring the ship´s three Scania engines. utilise Blueflow to measure the fuel con- This type of ships will typically save sumption of their vessels. These projects between 10-20 per cent of fuel, simply by are the outcome of the newly announced giving the crew awareness and possibility partnership with DEIF. to follow up different driving techniques. All in total, more than 100 ships are now Blidösundsbolaget’s Östan has also been equipped and online in Blueflow. For other fitted with Blueflow Online. case studies and to find out more about Destination Gotland’s Visborg is num- Blueflow Energy Management, visit the ber three in the fleet of Blueflow vessels. website http://www.blueflow.se/ n All parameters are collected from the automation system, and relevant informa- About Technology tion is presented on the bridge and in the of the Month machine room for energy situation aware- Each month, VPO ness. The ship is also fully prepared for Global selects a tech- automatic MRV and IMO DCS reporting. nology that is helping Waxholmsbolagets newbuild hybrid the shipping industry electric propulsion vessel, the Yxlan, was to optimise vessel performance and save integrated with Blueflow from the start. fuel. If you have a technology that you The Blueflow display screen onboard ForSea Ferries’ Aurora. All in total, Waxholmsbolaget is now run- think is suitable, please contact Image courtesy of Blueflow Energy Management ning Blueflow on twenty of its vessels. [email protected] Viking Line’s Viking Grace was

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VESSEL PERFORMANCE OPTIMISATION A publication Four maritime start-ups to watch out for in 2019

The 2020 global sulphur cap is only 6 months away from entering into force and fuel efficiency is high on the shipping industry’s agenda. Here are four start-ups that have developed innovative technologies to improve fuel efficiency and reduce emissions.

challenge the status quo. In 2019, we will Many ships rely on noon reports for away from the user it simplifies fuel opti- reap the benefits from strategic acquisitions monitoring, which does not give a full anal- misation for maximum gains in efficiency. made in 2018 to strengthen our supply ysis of ship efficiency. We4Sea’s founder chain that allow us to meet rising demand Dan Veen believes that his company’s solu- I-Tech for our antifouling technology Selektope. tion fills the gaps left by noon reports and I-Tech is a Swedish company responsible We will also welcome the launch of brand improves accuracy to a minimum of 95 per for introducing a unique biotechnology to new antifouling coatings containing cent compared with noon reports. the maritime sector. The organic, non- Selektope and the growing sales of prod- In one sea study, a company made fuel Bound4Blue metal molecule known as Selektope has ucts already on the market. Over 300 ships savings of 13 per cent following 6 months previously been used as a sedative in are currently sailing with Selektope-pow- of sea voyage analysis by We4Sea. In other Spanish start-up Bound4blue has developed drugs for humans and animals but is now ered antifouling coatings and according to pilot projects, We4Sea has proven that an innovative wingsail system with the aim an ingredient used in marine paints and volumes of Selektope on order from global using data analysis can cut fuel costs up to of integrating onto a wide range of vessels. coatings that eliminates antifouling by paint manufacturers for delivery in 2019 20 per cent. The system is a complementary propulsion stimulating the receptors of any barnacle thus far, the number of ships protected system, which produces effective thrust larvae as they come in to contact with it on against hard fouling thanks to Selektope is from existing winds, reducing the main the surface of a ship. The result of set to significantly increase next year,” engine power required and delivering fuel Selektope is resistance-free ship surfaces, Chaabane explained to us. savings of between 5 and 40 per cent. more efficient vessels, driven by a non- Since listing on the Nastaq First North Bound4Blue’s case studies prove fuel harmful and non-toxic ingredient. stock exchange in May 2018, I-Tech has savings capabilities. David Ferrer, co- One example of improved efficiency in become the 2nd best performing company founder and project manager, Bound4Blue a vessel using Selektope containing in Sweden in 2018 with an outstanding Lean Marine explained to us that fuel savings are calcu- antifouling is Laurin Maritime’s chemical share price increase of 232 per cent. Another Swedish company, Lean Marine, lated on each specific case as the actual and product tanker, Calypso. The vessel has developed several fuel optimisation savings will depend on several variables operated in biofouling hotspots for twen- software and hardware products. Of note such as the vessel, its engine, route, wind, ty-four months. Calypso’s increased total is FuelOpt, a solution that reacts directly to number and size of wingsails, sailing resistance was calculated at 7 per cent, data from sensors already installed on- speed, days at sea and other factors. One compared with a benchmark new vessel board a vessel, automatically adjusting a specific case study involving a 19,350 DWT that would typically see an increase in vessel’s running parameters to optimise chemical tanker, 20.69 per cent fuel savings resistance of 10-20 per cent. Speed losses We4Sea fuel consumption. Fuel savings of between were found to be achievable by installing were found to be only 2 per cent when four and 20 per cent have been proven. 3x30m wingsails operating in the Seattle- compared with sea trial performance. We4Sea is a Dutch company that has Linus Ideskog, director of development Yokohama route, at 13knot, 208 days/year. The introduction of Selektope into the developed a fuel monitoring solution to and product management, Lean Marine, Due to achievable fuel savings being maritime sector has been the culmination measure ship performance by collecting explained to VPO Global that FuelOpt highly dependent on existing winds along of a fifteen-year process for the company operational data from the ship such as helps optimise vessel performance, the route, Bound4Blue calculates the expect- but hasn’t been without its challenges. position, draft, speed, and heading. regardless of crew experience. Those with ed average savings, accounting on all wind Philip Chaabane, CEO, I-Tech previously According to the company, fuel savings of less experience can simply give the com- conditions along the year. In order to do this, told VPO Global in an interview that they up to 20 per cent have been proven. mand for the system to kick into action, the savings calculated take into account the faced many issues getting though the reg- The solution requires no new software analysing vessel performance parameters last 10-year wind historical data along the ulatory scheme. “It really was difficult to as it takes data from already installed sen- and adjusting them where necessary to route. Ferrer said the figures obtained rep- manage the regulatory environment in a sors, meaning that implementing the solu- optimise fuel use. They can do this with- resent the average savings that the vessel system that is adapted for something com- tion is quick and straightforward. out having to wade through various feed- would have obtained those past 10 years if pletely different. This was a true challenge Monitoring can be up and running within back reports or charts. Those with more the wingsail system were installed. and we are really proud we made it, but 24 hours of selecting the solution. experience and understanding of the situ- The integration of the foldable system it’s been more complicated than we ever Data is sent to shore and combined with ation can also use FuelOpt to see where ensures a payback period under 5 years, it could have envisioned.” other data sources, such as weather condi- the inefficiencies lie and what can be does not reduce the available cargo vol- The Swedish company is continuously tions, wave heights, currents, and wind. improved in real-time. This allows them to ume and does not require an additional working with paint manufacturers to We4Sea then uses Digital Twin technology make manual changes if they prefer to crew to operate. develop Selektope further. “As a company to turn the data into information that can do so. The system protected by 4 patents we continue to push the boundaries of be used to optimise the actual operation Lean Marine believes that by hiding the granted (Europe, USA, China & Japan) and antifouling innovation and are not afraid to and configuration of a ship. science, engineering, technology one layer 3 patents pending. n ABS to focus on 2030 and 2050 challenges at Nor-Shipping 2019

https://ww2.eagle.org/en.html of shipping. of new technologies. ABS believes class has a vital role to These include studying the viability of “Today’s world is quickly changing, play in safely managing the transition to At Nor-Shipping 2019, classification alternative fuels and new energy sources, and the shipping industry is navigating a a low and ultimately zero carbon indus- organisation ABS will focus on its efforts analysing decarbonisation pathways, the complex regulatory landscape and rapid try framework. In addition to the specific towards meeting the challenges of 2030 impact of seaborne trade growth and IMO technology changes. The IMO’s green- project focus, ABS plans initiatives and 2050, together with shipping indus- targets on new vessel designs. The pro- house gas reduction targets present an including an industry education pro- try partners. Earlier this year ABS gramme extends to the use of digital tech- unprecedented challenge to the industry, gram, seminars and lectures, designed to opened its Global Sustainability Centre nology to simplify transactions and since the targets cannot be achieved with raise awareness of maritime sustainabili- in Singapore to bring together multiple increase operational efficiency and the today’s technology,” said director of ty technologies and carbon reduction projects around the decarbonisation certification, verification and validation Global Sustainability Gurinder Singh. strategies.

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VESSEL PERFORMANCE OPTIMISATION A publication Reclaim your in-box

As the most universal method of electronic communication yet devised, e-mail is inescapable – even at sea. Yet its ubiquity makes it an attractive target for hackers. Fortunately, GTMaritime has plenty of ways of stopping malicious mails stowing away on vessels.

mail has been part of our com- Jamie Jones, head of service at service that typically acts as a shipowner’s into carrying out manual steps which puting lives for more than four GTMaritime. Integral to the company’s first line of defence against cyberthreats allow or initiate harmful activity. A com- Edecades. It’s the most reliable, GTMailPlus solution, for example, is a mail landing onboard, the UK-based firm has mon tactic is to threaten users with some most universal communication filtering system that protects systems from invested heavily in developing its network sort of penalty unless they follow instruc- method yet devised online. It’s free and cyber-threats by continually scanning and and servers to maximise resilience and tions. GTMaritime has added functionality easy to start using, everyone understands sifting millions of email messages before upgrade their sleuthing capabilities. On a designed to evaluate email content and what it is, and it offers a way to reach abso- they are beamed onboard by satellite. typical day, the company’s mail gateways identify known phishing tactics and warn lutely anyone. It’s no wonder then that “Cybercriminals have become much now handle almost 300,000 messages the recipient of suspect content. more than 250 billion messages are more adept at disguising spoof messages,” headed for ships in a variety of market seg- GTMailPlus.Advanced Threat hurtling around cyberspace every day. adds Jones. “They do their homework into ments worldwide – amounting to 105 mil- Protection (ATP) service introduced deep The vast majority of the messages flit- content inspection, which can detect a new ting from server to server – and we’re talk- breed of stealth malware designed to fly ing upwards of 90 per cent according to under the radar of traditional anti-virus some - are junk. solutions. Deep content inspection works The offenders include harmless but irri- by testing the payload’s behaviour in a tating marketing spam. However, a signif- ‘sandboxed’ virtual environment – effec- icant share contain more dangerous pay- tively a computer inside a computer – loads. Today, seemingly innocent emails instead of simply checking its surface for can be used to trick end users into parting known signatures. with information or to click on links which Crucially, the whole infrastructure is trigger malicious activity. Others may tar- designed to be scalable. That is to say, it can get specific types of user through social respond almost immediately to accommo- engineering: the email itself does not con- date unexpected spikes in traffic, as well as tain any harmful code but the apparent cope with a general upward trend in data originator and method of entry into the flow between ship and shore as vessel own- network can fool the recipient into carry- ers increasingly adopt digital solutions. ing out a process which may result in lost GTMaritime also ensures service revenue. resilience by operating across multiple Electronic communication is now as servers and splitting scanning and filtering embedded in life at sea as it is on land. across five data centres, three in Ireland Crew use it for everything: from procuring and two in Germany. “This level of infras- supplies and spare parts, to submitting tructure is all about investing in future- paperwork to ports and other authorities, proof resilience in a way that addresses the and discussions with shore-based engi- steep climb in the number of messages and neers on how to fix equipment that isn’t attachments darting between ship and Jamie Jones, head of service at GTMaritime says that dealing with email is behaving as it should. Email can scale an additional cognitive burden on crew who already shoulder responsibility shore,” says Jones. from short messages to long, and from for ensuring the safety of multi-million dollar vessels “Email is now integral to day-to-day quick-fire conversations to the sorts that vessel operation, and this isn’t going to unfold over weeks and months. This change. In fact, we are seeing a steady intrinsic flexibility means nowadays crew their target audience and compose mes- lion messages per year. growth in message traffic as owners and contend with the same unremitting stream sages that are unnervingly realistic and Before mail can enter the GTMaritime operators look to embrace digital and IoT of messages and overflowing inboxes as plausible. Users need increasingly sophis- network, the sending server is checked technologies.” the rest of us. ticated understanding of the content and against multiple reputable blacklist organ- Email is also often used as the carrier for Modern clients come with features like context of every email they receive to sniff isations. Servers that do not comply to getting IoT data to shore, as it is always automated prioritisation, thread manage- out a rat – and that’s an unrealistic expec- proper configuration standards are denied available, simpler than a bespoke cloud ment and one-click unsubscribe that can tation, especially when options are avail- a connection. solution and typically requires less invest- help manage the mountain of messages if able to automate that task.” After a connection is established with a ment. With no human-in-the-loop, these you let them. However, in the constant bat- Today more than 5,000 ships rely on reputable mail relay server, each inbound machine-to-machine transmissions won’t tle to reduce the number of unread mes- GTMaritime’s technology, which lightens message undergoes a preliminary inspec- fall for social-engineering tricks and click sages, users can sometimes rush and miss the burden on seafarers and protects oper- tion to confirm its originating IP address, through links to spoof websites or open the warning signs that expose spoof mes- ators against financial loss or worse by previous relay servers, sender’s address, unsafe attachments. sages and phishing attempts. employing techniques that methodically domain lookups and to detect unusual In fact, whether loved or loathed, email “Dealing with email is an additional scrutinise all incoming traffic and stop sus- message headers. Links contained in the is here to stay. “When it was invented cognitive burden on crew who already pect messages from crossing the virtual body of the message are cross-referenced more than half a century ago so that uni- shoulder responsibility for ensuring the angplank. against domain blacklist databases. versity academics could share their safety of multi-million dollar vessels,” says As more vessel operators sign up to a Any discrepancy or suspect practise research, security wasn’t a priority, adds to an overall spam score with mes- because no one foresaw the rise of sages are rejected if they exceed a precon- malevolent actors abusing the technology figured threshold. Only after passing this for criminal gain,” says Jones. “If they “Dealing with email is an additional cognitive initial inspection are messages allowed had, things might have panned out differ- burden on crew who already shoulder into the client’s relay servers. ently. But it’s too late to turn back the Phishing attempts commonly prey on clock and start again. So, at sea just as responsibility for ensuring the safety recipients who are inexperienced or too much as anywhere else, we have to do busy to pay proper attention to what they the best we can to adapt and minimise of multi-million dollar vessels.” are seeing. Whilst no software can directly the negatives.” n - says Jamie Jones, head of service, GTMaritime control the action of an end user, cyber- criminals are practised at using language Author: Jamie Jones, head of service, and psychological tricks to coerce users GTMaritime

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FUELS & EMISSIONS

A smart approach to bunker management

When the 2020 global sulphur cap enters into force, owners and operators will be limited to purchasing distillates or specific 0.5 per cent fuel blends, unless using a scrubber onboard. VPO Global spoke with Christian Plum, co-founder of BunkerMetric about the 2020 fuel scenario and how shipowners can save on average three per cent of fuel and related costs by optimising their bunker management strategy.

ourcing compatible and cost- bunker purchasing are further exacerbated chase bunkers based on a vessel’s individ- efficient bunkers in a timely by the fact that not all shipping companies ual needs, its planned route, and the cost of Smanner is often a challenge for are aware of how much the bunker pro- bunkers at nearby ports, might be a handy shipping companies. Operating curement process can be optimised. “The tool for shipowners and operators. When with specific routes in mind, budgets to problem is that sometimes there is one per- they examined the bunker management stick to, regulations to comply with, and in son owning the ship, one person operating situation further, Plum realised that many a time pressured environment, finding the ship, one person managing the ship, owners were making plans to optimise suitable and economical fuel is not always one person buying bunkers, and decisions vessel performance but always pushing an easy task. Access to transparent data on can fall between the buyer, operators, man- bunker management far down the list. fuel price and availability can help to opti- ager and owner, creating further inefficien- “The bunkering process seemed archaic in mise the bunkering process and mitigate cies,” he says. many ways with a lot of manual processes the challenges and rising costs associated Purchasing compliant and quality fuel and a lack of sharing information, even with the IMO’s 2020 sulphur cap. in the right place at the right time is a chal- within the same company. There are so lenge that is set to test shipowners further many issues that could be addressed with The 2020 fuel challenge as uncertainty around fuel compatibility the digital tools available today, but they “Many of the rules of thumb that are used and availability heightens with IMO 2020 are not being properly utilised.” for bunker planning today will not be valid around the corner. Plum and Alvarez began work on a in the next 24 months as the entire pricing technology that could optimise the pur- structure for the bunker market will Smart bunker management chasing of bunkers. After two years of Christian Plum, co-founder of Danish change,” Plum explains. “Shipowners, One way to adapt to the changing bunker developing the initial idea and 6 months of maritime software company BunkerMetric operators and fuel payers may be confi- market, remain compliant, and avoid oper- collaboration with the Danish Maritime dent today that they can plan their bunker- ational troubles is to ensure an optimal Fund, Plum and Alvarez launched a tool to ing around well-known ports to obtain bunker management strategy is in place. help shipping companies gain greater choices a shipping company makes, pro- good quality and reasonably priced fuel, This includes improving visibility and insight into fuel prices and availability in vide a wider range of options for bunker- but in the coming three to 24 months, these transparency on fuel prices and availabili- real time. The tool, known as ing, and determine the best choice for pur- typical choices and bunkering plans may ty, providing a clear picture of the market BunkerPlanner, is based on an algorithm chasing these bunkers,” he said. “The long- not be so good due to the changes in so that vessels can bunker time and cost developed by Plum and Alvarez them- term goal of such a tool is to help owners bunkers that are available and the different efficiently. selves, with Plum’s previous experience at and operators to understand the changing price structures that are likely to exist.” Several years ago, Plum and his busi- Maersk Line where he built similar tools bunker market structure, enable them to Those in charge of bunker purchasing will ness partner Fernando Alvarez observed a and algorithms helping him to develop a adapt over time, and deliver faster deci- need to be more analytical and be able to gap in the market for a solution that could clear focus of what he wanted this new ser- sion making and savings on bunker costs.” assess where they can buy compatible fuels do this. They realised that a solution able vice to achieve. Once Plum and Alvarez started trialling at a good price. to analyse current fuel prices and recom- “The purpose of BunkerPlanner is to their newly formed tool, they found that Plum believes that inefficiencies in mend the most cost-efficient way to pur- look beyond the standard and typical on average three per cent of fuel could be saved; representing potentially tens of thousands of dollars per vessel, based on varying levels of fuel consumption. BunkerPlanner works by first collating fuel prices from a bunker pricing structure that the shipowner has chosen themselves. This is typically a structure the owner is confident in, such as Ship & Bunker or BunkerIndex. BunkerPlanner automatical- ly collects this pricing data and combines it with vessel specifications given by the shipowner or operator. These specifica- tions include how much fuel the vessel typically consumes, fuel price forecasts, trade patterns and routes, vessel speed, product specifications, whether it has a scrubber installed, time spent in Emission Control Areas (ECAs), sailing margins, and tank sizes, costs related to deviations, port calls and barges, and whether it is laden or ballast. Based on the current fuel prices and the vessel’s parameters, BunkerPlanner’s algorithm generates a scenario for the vessel that gives the most economical way to buy bunkers. The sug- gested bunker purchasing scenario consid- ers the actual price of all available bunkers in real time, the time it would take to reach these bunkers, the cost of deviating from a planned route to obtain cheaper bunkers, Shipowners and operators can save on average three per cent of fuel and related costs by optimising their bunker management strategy using BunkerPlanner the cost of bunker barges, port calls and any auxiliary costs related to that particu-

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VESSEL PERFORMANCE OPTIMISATION A publication

lar bunkering strategy. Operators, charter- live trial is carried out. This involves the One of the benefits of the BunkerPlanner Plum’s advice to other companies enter- ers, and dedicated bunker buyers obtain creation of a scenario where the shipowner tool is that it is an ‘off-the-shelf’ solution ing the maritime industry is to “get as close daily emails and a report directly from purchases bunkers as they normally that is tailored to different vessel types. to customers as possible.” He believes that BunkerPlanner with the various bunker would, then runs BunkerPlanner to estab- Little training is required and all shipown- getting out there and not “sitting at home purchasing scenarios outlined. lish where and how bunker savings could ers and operators looking to make use of the too long with your project in your garage” “The algorithm can be geared to any be achieved. “Shipping companies can also bunker analysis tool are offered a three- is the way to go. “You can still work on number of prices including LNG, MGO, carry out any scenarios they like on their month trial on up to five vessels. things, but you need to get out there and HFO, LSF, 180, 380, any prices that are own. For instance, taking the last bunker show early demos to learn where the value available,” says Plum. While most clients plan and doing a ‘what if’ analysis to deter- Challenges and is and see where the product needs to go.” stick to HFO or MGO, Plum confirmed to mine the impact on bunker costs.” preparing for change A common error is spending too much us that new 0.5 per cent blends for compli- While Plum and Alvarez’s tool is gaining time developing early on, when the real ance with the 2020 sulphur cap will also be BunkerPlanner in significant interest from the industry, there value is finding customers and building added to the tool to give a complete the spotlight are many challenges they face as a start-up relationships and a product that adds overview of the bunker pricing market in In 2018 BunkerMetric signed a joint mar- that Plum believes are common in new value. real time. In addition, BunkerPlanner con- keting agreement with maritime consul- projects. “Using big data is definitely an BunkerMetric plans to continue its work siders the different bunkering needs of tancy 20|20 Marine Energy to drive the issue, while obtaining the right resources with the Technical University of Denmark vessels fitted with scrubbers. roll-out of the solution across the industry. and funding, and scaling up are just some and 2020 Marine Energy to gather knowl- A new customer can determine poten- Currently, BunkerPlanner is utilised by 30 of the challenges we have faced.” Such edge and extend its R&D. The company tial fuel savings of using BunkerPlanner by vessels from three owners. Plum con- challenges are ones that Plum is certain will look at forming partnerships where giving BunkerMetric access to 12 months firmed that MOL Nordic Tankers started they are not facing alone as a maritime necessary but is conscious of keeping of operational data of their chosen vessel. the first five vessels using BunkerPlanner start-up. Shipping’s conservative nature its independence. “We are very aware of BunkerPlanner’s algorithm looks at the in December and since then made the deci- has also led to some additional barriers in only engaging in partnerships that don’t vessel’s operation and influencing factors sion to roll out the tool across the entire the adoption of new technologies and put our independence at risk,” Plum on its bunker consumption, including fleet. According to Plum, MOL Nordic strategies, but Plum is confident that the confirmed. weather and route, and compares it with Tankers wanted a more holistic view on its industry is now embracing digital tools BunkerMetric is headquartered in alternative bunker purchase scenarios. A bunker needs and has since used and new solutions. “I have been in ship- Denmark and has offices in Norway and report is generated showing how fuel con- BunkerPlanner to help determine the ping for ten years, but I think this has real- Taiwan. The company is looking at branch- sumption may have differed if quantity of bunkers actually needed, ly changed in the last couple of years,” he ing into London and expanding further in BunkerPlanner was used. Following this a rather than ordering a set quantity. tells VPO Global. the future. n

LuminUltra launches digital portal FUELTRAX confirms compatibility to manage fuel test data with Opsealog

https://www.luminultra.com/ https://www.fueltrax.com/ expand amongst their mutual client base. https://www.opsealog.com/ “I am proud to say that we’ve always Microbiological testing company been compatible with Opsealog, and this LuminUltra Technologies has introduced Electronic fuel monitoring systems (EFMS) new partnership formalises this to the a cloud-enabled digital platform to man- supplier FUELTRAX has announced for- industry. The market is recognising the age the microbiological quality of all ship- mal compatibility with data integration need for automated digitalisation in fuel board fuel and water systems. service provider, Opsealog. management. Partnering with Opsealog LuminUltra Cloud, available both FUELTRAX is a smart, self-contained, helps us provide these benefits to our online and offline, allows end-users to marine fuel management solution, which mutual clients, and assures that precise, control the data from all sampling, testing protects assets and ensures security of real-time fuel data will be available to and analyses carried out onboard, and to fuel, compliance, and optimised vessel Opsealog,” said chief executive officer, create custom compliance reports that can performance. Anthony George, FUELTRAX. be shared between ship and shore-based Opsealog works in partnership Managing director, Arnaud Dianoux, personnel. with customers to integrate with FUEL- Opsealog, said: “As a data integrator, we Data from LuminUltra’s rapid micro- TRAX data and to generate additional are currently developing our data supplier bial test kits are inputted on the spot, elim- analysis and controls for upstream level network across various IoT sensors inating transfer time from paper to com- management. onboard, to generate efficiency based on puter. Ship and shore staff can then access Pat Whalen, LuminUltra Technologies’ Opsealog and FUELTRAX currently data and analysis. We are proud today to the data, in real time, via LuminUltra president & CEO work together on three vessels, and confirm FUELTRAX compatibility with Cloud which instantly alerts the user to through formalising this compatibility, our growing supplier network for the ben- any microbiological problems. development manager, Ballast Water both organisations expect this number to efit of our mutual clients.” Users can also set custom supplemental Monitoring Solutions, LuminUltra. data alarms to reflect their own parame- “A dedicated B-QUA app is featured to ters, and the platform automatically gen- provide rapid automated analysis of the erates analytical reports based on the microbiological status of treated ballast user’s configurations. water over various time periods, allowing “LuminUltra Cloud is a real game- users to follow the historic results of com- changer for assessing and reporting the pliance testing across all vessels in a microbiological content of fuel and water shipowners’ fleet,” continued Magdo. onboard ships. Users can now have the LuminUltra Technologies also provides information available on which to base LuminUltra Academy, an online training accurate and immediate corrective action and certification platform. Visitors to the where and when necessary. The platform Academy have access to a myriad of tech- also provides trending analytics across all nical support and training modules, water and fuel tests,” explained Pat including training videos, webinars, user Whalen, LuminUltra Technologies’ presi- guides, sampling guidelines and tem- dent & CEO. plates for ballast water reporting. “For operators of shipboard ballast Compatible with all Apple, Windows water management systems, the digital and Android-based devices, the data is platform is particularly useful for ensur- secured using Microsoft Azure ing compliance information is immediate- Authentication. This further ensures data ly available for port state control authority is protected and only available to FUELTRAX Vision helps to optimise fuel management inspections,” said Carine Magdo, business approved users.

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VESSEL PERFORMANCE OPTIMISATION A publication Keppel and DNV GL partner to boost uptake of LNG MoU to study feasibility of green http://www.kepcorp.com/en/ world leader in conversion projects for also intended to further advance asset https://www.dnvgl.com/ FSRUs and floating liquefied natural gas design by optimising machinery and sys- hydrogen for vessels (FLNGVs) as well as for newbuild- tems configuration to increase fuel efficien- DNV GL and Keppel Marine and ing of small-scale LNG carriers and LNG cy, using advance simulation tools such as BP refinery Deepwater Technology (KMDTech), a sub- bunker vessels,” said Cristina Saenz de DNV GL’s COSSMOS. sidiary of Keppel Offshore & Marine Santa Maria, DNV GL’s regional manager Additionally, the parties will work (Keppel O&M), have signed a framework for South East Asia, Pacific and India. together to establish round table discus- https://www.bp.com/ agreement to boost the uptake of liquefied Abu Bakar Mohd Nor, managing direc- sions involving all stakeholders in the natural gas (LNG) as marine fuel. tor of Keppel O&M for Gas and Specialised LNG-as-fuel value chain, including gas BP, Nouryon (formerly AkzoNobel The agreement covers potential new- Vessels, said: “We are pleased to partner and LNG bunker suppliers, designers, Specialty Chemicals), and the Port of building projects including LNG bunker with DNV GL in developing a suite of shipbuilders, shipowners and operators, in Rotterdam have signed a Memorandum of vessels, small-scale LNG carriers and float- LNG related vessels that are ready to meet an effort to increase the uptake in demand Understanding (MoU) to study the feasi- ing storage regasification units (FSRUs), as the needs of the market as the adoption of for LNG bunkering in Singapore and bility of making green hydrogen via water well as LNG related assets employing bat- LNG as ship fuel increases. Working with beyond. electrolysis for BP’s refinery in Rotterdam, tery and hybrid technologies. DNV GL enables us to demonstrate the The design and engineering collabora- the Netherlands. The LNG carriers are each designed to strength of our vessel designs and the via- tive office will be located at KMDTech The refinery currently uses hydrogen carry up to 7,500 cubic meters of LNG in bility of LNG for shipowners. We have a Singapore, with Keppel O&M’s yards to made from hydrocarbons, to desulphurise Type C-tanks. An optimised deck arrange- strong track record in delivering LNG undertake the project execution. products. Replacing this entirely with ment for the modular LNG gas supply, fill- solutions including the green hydrogen produced from water ing and safety systems increases the cargo first FLNGV conversion using renewable energy could potentially capacity and efficiency of the vessels. as well as LNG fuelled result in a reduction of 350,000 tonnes of The vessels are equipped with engines vessels.” CO2 emissions per year based on current that can run on both diesel and LNG and “One of the objec- circumstances. will also have a class notation for bunker- tives of our collabora- The parties will examine the capabili- ing, which enables the provision of LNG tion with Keppel is to ties of a 250-megawatt water electrolysis bunkering services if required. facilitate the increased facility to produce up to 45,000 tonnes of DNV GL will issue Approval in supply of LNG bunker- green hydrogen yearly using renewable Principle (AiP) certificates for two LNG ing infrastructure by energy. It would be the largest of its kind bunker vessel designs from KMDTech as being future ready in Europe. the first delivery in the agreement: through design Nouryon would build and operate the • a 7,500 cbm small-scale LNG carrier approvals of different facility based on its leadership position in with bunkering capabilities. sizes of LNG bunker sustainable electrochemistry. The Port of • a 7,500 cbm small-scale LNG carrier vessels, and LNG-relat- Rotterdam would facilitate local infras- with bunkering capabilities and hybrid ed assets such as small- tructure and investigate options for fur- battery propulsion. scale LNG carriers and ther development of a green hydrogen “The signing of this agreement signifies FSRU,” said Johan Peter hub in the area. The partners intend to another milestone in the close partnership Tutturen, business take a final investment decision on the between DNV GL as the leading classifica- director Gas Carriers in project in 2022. tion society for LNG ships and offshore DNV GL. Front left to right: Cristina Saenz de Santa Maria, DNV GL “BP is committed to advance a low assets, and Keppel Offshore & Marine, a The collaboration is and Aziz Merchant, Keppel Marine & Deepwater Technology carbon future. We have committed to reduce emissions in our operations, improve our products to help customers reduce their emissions and create low 20 ports confirm no plan to ban open-loop scrubbers carbon businesses. The use of green hydrogen, made from https://www.cleanshippingalliance2020.org According to CSA 2020 Executive A study carried out by Japan’s Ministry water with renewable energy, has the Committee, no-objection letters from more of Land, Infrastructure, Transport and potential to deliver significant emissions The Clean Shipping Alliance 2020 (CSA than 20 ports covering Europe, the Tourism (MLIT) has also concluded that reductions at Rotterdam. Working with 2020) has received written approvals and Americas, Asia and Australasia have been no short-term or long-term effects on Nouryon and the Port of Rotterdam will no-objection letters from several Port received. marine organisms can be caused by the use allow us to explore and fully understand Authorities around the world indicating While the number of global ports with of the technology. the technical, operational and financial they have no intention of banning the use declared restrictions remains low, those King’s College London also recently dimensions of this potential opportuni- of open-loop scrubbers in their waters. that have decided to ban scrubbers are launched a research project that aims to ty,” said Ruben Beens, CEO of Following successful meetings between beginning to have second thoughts. monitor the effect of emissions on 250 BP Netherlands. port officials and CSA 2020 Executive “It appears that some ports are revoking school children in the London area. Air “This partnership builds on our Committee members, the ports their earlier decisions to restrict open-loop pollution has been found to cause low expertise in electrolysis technology to approached indicated that they do not scrubber use now that more academic lung function and is often associated open up new value chains. With green intend to submit any papers to IMO per- studies have been made publicly avail- with other health problems, including hydrogen, we can provide sustainable taining to scrubber operation unless new, able,” said Fee. cancer, cardiovascular and dermatologi- solutions to our customers ranging from compelling research comes to light. CSA 2020 Committee member William cal diseases. low-carbon fuels and industrial processes Members of the CSA 2020 Executive Nugent, vice-president and head of ship “While this study does not relate to ship to new forms of circular chemistry,” Committee presented to the ports scientif- operations, International Seaways, added: emissions, in particular, it does help in added Knut Schwalenberg, managing ic evidence concluding that the wastewater “With a significant number of world ports reminding us all why we need to remove director, Industrial Chemicals at generated by the exhaust gas cleaning pro- having now assessed the evidence and these airborne toxins from ports and har- Nouryon. cess was environmentally acceptable and decided not to ban the use of open-loop bour communities around the world,” said “Development of large-scale electroly- well within regulatory limits scrubbers, we encourage other Port Alliance executive director Ian Adams. sers connected to offshore wind farms “After research carried out by the Authorities to consider the independent CSA 2020 chairman, Mike Kaczmarek, is vital for making solid progress with Ministry of Land, Infrastructure, Transport research and analyses before making any vice-president, Carnival Corporation, said: the new energy system in order to realise and Tourism (MLIT), Japan has now stated decisions.” “The industry must not lose sight of the our climate goals. it will not ban the use of open-loop scrub- In February, DNV GL verified a three- reason behind the introduction of the glob- This 250-megawatt electrolyser is a bers in its waters and we hope to have year study based on 281 wash water sam- al sulphur cap and the effect sulphur oxide key proof point that Rotterdam has the more written confirmations in place soon,” ples from 53 different scrubber-equipped emissions has on human health. Marine ability to be a frontrunner in the energy said CSA 2020 Executive Committee mem- vessels, concluding that the samples were exhaust gas cleaning systems are the best transition, which is an important differ- ber Christopher Fee, general manager, well within the allowable IMO criteria, as way of reducing shipping’s environmental entiator for the port industry,” stated environment and sustainability, well as within the limits of other major impact by preventing air pollution Allard Castelein, CEO of the Port of Oldendorff Carriers. water standards. whether a ship is at sea or in port.” Rotterdam.

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FUELS & EMISSIONS

Hapag-Lloyd sees downward trend in emissions ahead of IMO 2020

https://www.hapag-lloyd.com/ will entail significant costs, but Hapag- a variety of fuel efficiency measures. “This ness and promote dialogue on digital top- Lloyd believes that the directive is neces- puts us on track to achieve our target of a ics via a web-based platform. The Digital Hapag-Lloyd’s latest sustainability report sary. The company is currently preparing 20 per cent reduction by 2020,” Jörg Hub provides articles and other content to outlines some of its 2018 achievements and its fleet to operate using compliant fuels by Erdmann said. facilitate active participation of employees its visions for the future, including reduc- January 1, 2020. According Jörg Erdmann, Sustainable development: in the company’s digital growth. ing its fuel consumption and emissions senior director, Sustainability Management, Hapag-Lloyd has incorporated the Route optimisation: across its 227 vessels in preparation for the Hapag -Lloyd is also testing other options Sustainable Development Goals (SDGs) of Hapag-Lloyd’s Fleet Support Centre IMO’s 2020 global sulphur cap. and will be the first to convert a large con- the United Nations for the first time. The (FSC) has been used to help achieve CO2 emissions: tainer ship to liquefied natural gas (LNG). SDGs consider all three dimensions of sus- bunker purchase savings and increase The IMO 2020 regulation is a challenge In 2018, Hapag-Lloyd decreased its fuel tainability – the economy, the environment capacity utilisation of its ships. The FSC for many shipowners and operators and consumption and specific emissions using and social commitment, and help compa- has also helped to ensure routes are pro- nies to design their business processes to vided as scheduled, improving adherence be sustainable over the long term. Hapag- to timetables and helping to ensure cus- Lloyd’s activities contribute to 6 of the 17 tomer satisfaction. Data is shared with rel- overall goals. For example, measures evant business partners to improve trans- aimed at optimising the structure of the parency and fleet performance. fleet have contributed to lower fuel con- Quality and environment management: sumption and thereby contributed to the Hapag-Lloyd’s quality and environ- goal of climate protection. mental management (QEM) system also Digitalisation: achieved double certification according to Within Hapag-Lloyd’s Strategy 2023, ISO standards 9001: 2015 and 14001:2015 in the company is continuing to use digital 2018. For the first time, the Middle East solutions to improve efficiency and service region was included within a short time quality. The company has initiated a pilot frame. The QEM includes all activities of project with customers, aiming to facilitate Hapag-Lloyd’s door-to-door transport live tracking of containers in the future. worldwide. The Hapag-Lloyd Digital Hub was also Read the full sustainability report at Hapag-Lloyd is preparing for 2020 and is supportive of a regulation that aims to improve the efficiency and sustainability of shipping. Image courtesy of Hapag-Lloyd created in 2018 to raise employee aware- https://www.hapag-lloyd.com/ Denmark deploys drones to monitor Bunker Connect launches ships’ sulphur emissions quality control module

https://www.dma.dk/ enforcement of the Sulphur Directive, https://bunkerconnect.com/ and compare who is supplying what kind thereby reducing air pollution from ships of product in which ports. Shipowners can The Danish Maritime Authority is deploy- while ensuring a level playing field for the Bunker Connect has added a quality con- share the sample reports among each other, ing Remotely Piloted Aircraft Systems companies involved. trol module to its services to help shipown- creating a robust and reliable database. (RPAS) to monitor ship emissions around In Denmark, the Danish Environmental ers and operators prepare for and comply Shared information can be useful for deal- the Great Belt where tankers transit on Protection Agency is responsible for enforc- with IMO 2020. ing with the uncertainty about availability their way to and from the Baltic Sea. ing the sulphur rules and the Danish Bunker Connect provides shipping of bunkers, an increasing concern as 2020 The RPAS will specifically measure the Maritime Authority supports this work companies and suppliers with information nears. Data is anonymised, and the sharing ships’ sulphur emissions to check compli- through ship inspections in Danish ports on bunkers, including price and type at feature is optional. The tool is flexible and ance with EU rules governing the sulphur and now also with RPAS monitoring. As the available ports. Bunker Connect acts as a can automatically import data from emails, content of marine fuel. service develops, flights will be able to be liaison between buyer and supplier, offer- PDF, API or an online portal. The RPAS is fitted with a gas sensor, monitored by the authorities concerned via ing impartial advice to find mutually ben- The module is also separately available known as a sniffer, capable of measuring EMSA’s RPAS data centre, which offers eficial solutions. as a standalone service. individual ship’s sulphur emissions. By users an online interface displaying the Bunker Connect connects buyers direct- “We are exciting to launch this addition- flying in the plume of the ship, the RPAS flight detail (including images, video, flight ly with physical suppliers where they can al module to our services, especially the can estimate the amount of sulphur in the path, measurements, and more) in real time. obtain quotes on current bunker prices. All sharing capability can be of big value for fuel. This data is transferred immediately The RPAS in use is the UAS Skeldar V- local suppliers are able to bid and the shipowners dealing with the uncertainties to the Danish authorities for follow-up and 200. In addition to a Fuel Sulphur Content bunker buyer is completely informed in involved with the IMO 2020 regulations reporting in THETIS-EU in the event that dual sniffer system, its payload includes the process. and bunkers in general,” said Konstantin the ship may not be complying with the daylight and infrared cameras, as well as The tools enable operators to find out Kaminski, director, Bunker Connect. legal requirements of the European an AIS receiver. It is under contract with Emission Control Area (ECA). EMSA from a consortium comprising These kinds of RPAS operations are Nordic Unmanned AS, UMS Skeldar expected to contribute to a more efficient Sweden AB and NORCE Northern.

Bunker Connect’s interactive map contains information about The DMA deployed drones will monitor ship emissions around the Great Belt physical suppliers in more than 2,000 ports worldwide

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VESSEL PERFORMANCE OPTIMISATION A publication A consultant’s environmental view on scrubber technology

There is much debate around the use of scrubbers to control sulphur emissions from ships. One environmental consultant believes scrubber technology is not the way forward.

t is a universal truth that sulphur detrimental to its resale value? What will Chaotic shift? Volatility emissions cause severe health prob- be the story once the market has found in the oil market? Ilems to humans which result in pre- its balance? It is a no-brainer to understand sweet mature deaths; let alone the effects of On the other hand, scrubber technology crude prices will rise. It is though rather acid rain on the marine environment and is long standing, but this moment cannot impossible to make proper predictions of land areas. be considered disruptive by any means. It bunker premiums. Analysts have more to I hope most environmental scientists, if does not affect the current market situa- say but various delta calculations ranging not all, will not dispute the following argu- tion. It did and still does promise a com- from 110 $ to 550 $ for the options alterna- ment: there is no point in using open loop petitive advantage in the short future tive to HFO, can only give rise to profound scrubbers as the release of sulphur in the albeit there are shippers with scrubbers scepticism. Is it tens of dollars difference air or the water has the same or similar installed admitting they would not per- per ton the industry will face or is it hun- effect. This must be the supporting argu- form the installations now. dreds? And even then, one hundred is ment for the countries which banned Usually in our world, legislation leads another reality compared to four hundred washwater effluent discharge of exhaust and industry follows the rules set but per ton. This is the truth much to every- gas cleaning systems in their national being ill-prepared is very true in this case. one's disappointment. waters. Is this the answer or can we solve the The ultimate goal is and should always Very few ships compared to the size of problem at its root? be sustainability. Is it correct to say the best the global fleet have scrubbers installed In this era when sustainability on our use of resources would be to fit all ships and the expectation regarding more ves- planet has been adopted as a key issue with scrubbers so we can continue running sels retrofitting such installations seems making world leaders sign agreements, is on HFO? Or maybe we should choose to Nikolas Panagakis, CEO, Nick ominous. It is quite challenging not only fitting thousands of scrubbers onboard tackle the problem at its root and help Environmental Services B.V. cost wise due to the couple of million vessels a good answer? It is very important everyone comply? Forecasts of non-com- required for the installation but also to speak to refiners regarding this and why pliant ships can only harm our industry. In the end, why do shippers need to regarding the investigation and prepara- they did not take the decision to invest in The purpose is not to undermine an indus- experience all this? It is easy to say ship- tion for it and its subsequent operation. scrubber technology. Cost goes hand in try which has historically been and still pers will cheat to this or that percentage. In Scrubber technology involves a big hand with how we manage resources; on a remains so fundamental to our world that the end somebody behind a computer effort to install and maintain. On a floating global scale. we cannot imagine it without it. Moreover, regardless of him or her being in factory as all modern ships are, the intro- Any idea why didn’t refiners invest in control over approximately 700 refinery Rotterdam or Hong Kong does not have to duction of an additional parametric sys- being able to serve the maritime industry? locations worldwide would prove easier, take the risks of the owners and managers. tem would not only introduce extra work Through discussions with people in the faster, far more efficient, ultimately better The problem we are facing is finding for officers and crew but would further oil industry, it is clear that most refineries and for sure friendlier to optimisation in common grounds on something that affect the operation of the ship significant- are not dependent on marine fuel. But then terms of space, capacity, maintenance time, affects everybody. ly. The operation on heavy fuel oil (HFO) again, why didn't even those who are spare parts delivery, energy consumption Back to my introduction: what are we would be 100 per cent dependent on the dependent or have a substantial profit and probably cost. Taking the parameters aiming for? Are we willing to solve the performance of the complete scrubber margin in the marine industry invest in it? into account for this equation will impose problem or not? In the end, this is the rea- installation and would thus require the Simply because marine fuel is not what the smallest possible burden and provide son for imposing legislation. scrubber to present in principal minimal drives refinery balance sheets. Up until the way forward. Unless we find smarter technology to to no downtime at all. Only then can the 2020 that is because simply the impact of Unfortunately, much to my own disap- remove sulphur in emissions, the least benefits be reaped for such an installation; the sulphur cap demanding the global fleet pointment, almost all voices claim it is too I can say for scrubbers is that I do not with continuous operation on heavy to use other fuels than HFO, will ramp up late for all that. favour them. bunkers. the demand for those fuels to something And if the marine market is not using "We must free ourselves of the hope that But just a few years later, what will we that seems unpredictable. Just one VLCC anymore heavy fuel or in any case not as the sea will ever rest. We must learn to sail be saying regarding a ship with a scrub- burning 104 tons of HFO per day will need much as in the past, what are the refineries in high winds." Aristotle Onassis. ber? Does it have a positive impact on the to use 104 tons of another fuel oil or distil- going to do with it? Are they going to vessel value or all the maintenance needed, late or marine gas oil with sulphur content desulphurise it themselves or sell it on Author: Nikolas Panagakis, CEO, Nick the operating costs and the use of space are equal or less than 0.5 per cent. land to someone who has a scrubber? Environmental Services B.V.

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FUELS & EMISSIONS

Hurtigruten plans for battery and biogas fuelled ships

VPO Global visited the Kleven shipyard in Ulsteinvik, Norway where Hurtigruten’s latest vessels are being built to find out how the Norwegian company is pushing the boundaries of alternative fuels and technologies.

aniel Skjeldam, CEO of Norwe- expects these ships to “change the global partners on developing liquefied biogas gian expedition cruise compa- cruise industry down a much more sus- (LBG). “We are hoping to develop a suffi- Dny Hurtigruten firmly believes tainable path.” cient demand for suppliers to start produc- that alternative fuels and clean Presently, Roald Amundsen has two ing more and by this we are creating the propulsion technologies are the future of 627 KW Corvus Energy battery packs space for biogas in the future. We believe it shipping. The company wants to ban installed. There is space in the battery is the finest fuel form you can have today, heavy fuel oil (HFO) and is proving that room for batteries five times this, but but there is too little of it and we need to sustainable low-emission shipping is pos- Hurtigruten’s belief that the technology develop this,” said Skjeldam. sible by constructing the first hybrid expe- will advance significantly over the next Skjeldam confirmed to us that the bio- dition cruise vessels that will reduce fuel few years means the company is in no rush gas used for marine fuel is completely free consumption and emissions by 20 per cent. to fill the space now. Skjeldam told VPO from palm oil. Palm oil is a cheap resource Named after the Norwegian explorer Global that upgrades and investment will often found in biofuels. However, it is not who led the first expedition to the South “depend on the technology development a sustainable resource as extracting and Pole on December 14, 1911, the Roald of batteries.” He explained further, “We processing it directly contributes to rain- Amundsen is the first of two hybrid ves- think that the technology will be more forest depletion and environmental degra- sels developed by Hurtigruten. The vessel effective, so that in the future if you use dation, most substantially in parts of features Rolls-Royce engines and will run this area for batteries, it will be at least Indonesia and Malaysia. on low-emission diesel, switching to bat- three times more effective than it is today. In addition to the two vessels in con- tery power when sailing in the Arctic or We expect demand to increase significant- struction, Hurtigruten plans to convert six Antarctic for zero-emission and noise-free ly going forward.” ships to biogas, LNG, and battery power, sailing. The hybrid propulsion is combined The expedition cruise company also has which Skjeldam hopes will give the com- with advanced hull construction and plans to use 100 per cent natural biogas in pany experience in operating with alterna- Daniel Skjeldam, CEO, Hurtigruten. onboard electricity to reduce fuel con- the future as it is the “most environmental- tive fuels. “We will then consider investing Image courtesy of Hurtigruten sumption and emissions by 20 per cent. ly friendly fuel you can have with 60 per into other ships, but first we need a supply Described by Hurtigruten’s CEO Daniel cent less CO2 emissions than LNG,” network and we are able to build this in fuel supplies available at the moment.” Skjeldam as ships that will change the Skjeldam told us. “This is basically waste Norway. Where Roald Amundsen and Roald Amundsen is expected to launch industry and push boundaries, the vessels from the fish farming industries, or Fridtjof Nansen will operate, the supply in the late spring of 2019. The 500 passen- represent the single largest investment for forestry industries that would otherwise network is not there yet and we don’t see it ger and first hybrid cruise ship will be Hurtigruten in history. Speaking with VPO go to waste.” coming for a while so to use diesel and bat- sailed by 54-year old Mr Kai Albrigtsen. Global during our visit to the remote ship- Due to an insufficient supply chain, teries in these ships are by far the best solu- The second hybrid vessel, Fridtjof yard in Norway, Skjeldam told us that he Hurtigruten is collaborating with several tions as there are no other technologies or Nansen is expected to launch in 2020. n

An impression of the Roald Amundsen. Image courtesy of Hurtigruten

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