01–18 ISSUE 01–18 THE MAGAZINE FOR CUSTOMERS AND BUSINESS PARTNERS MARITIME IMPACT
MARITIME IMPACT SMART SHIPPING LOOKING BEYOND
CUTTING EMISSIONS New technologies and alternative fuels are finding their way into shipping
DIGITAL DEFENCE | CUTTING EMISSIONS | SMART SHIPPING | SMART DEFENCE | CUTTING EMISSIONS DIGITAL DIGITAL DEFENCE DNV GL helps owners and operators to protect their assets against cybercrime MODERN CLASS FOR SMARTER OPERATIONS
Today’s market needs smarter solutions – and a modern classification partner. Find out how our modern classification solutions can turn possibilities into opportunities – and make your operations safer, smarter and greener.
Visit us at DNV GL Forum, East Entrance DNV GL Stand Our experts will provide you with insights on new technology Ground floor, SMM development, cost-efficient operation and in-service experience. hall B4, no. 221
Learn more at dnvgl.com/smm EDITORIAL 03
Knut Ørbeck-Nilssen CEO of DNV GL – Maritime
As one of the most important marketplaces for maritime technologies in the world, the SMM trade fair in Hamburg never fails to provide new ideas and insights. This year’s motto “SMMart Shipping” mirrors DNV GL’s role of advancing new technol- ogies, giving comprehensive advice, and helping the industry address the current challenges in the smartest way possible. But even the smartest technologies can be undone by a determined cyber attack – this is why we have been working with shipowners and managers to fortify their operations. On page 36, we look at some of the new services and notations we offer that can protect control systems, software and procedures, and the cyber professionals at the forefront of this ongoing battle. To be smart you also need to have foresight. In order to reach the ambitious greenhouse gas reduction goals set by the IMO, it is essential for all of us to understand the possible options. On page 10 we report on a new DNV GL white paper that evaluates the cost, availability, regulatory challenges and environmental benefits of alternative fuels and technologies. In addition, our newly launched Alternative Fuels Insight (AFI) platform is designed to provide reliable and comprehensive market and bunkering information for well-informed decision- making (page 13). Some of our customers are already operating or planning vessels utilizing new technologies, for example on the first all-electric ferry (page 18), hybrid passenger vessels (page 14) or the world’s first LNG-fuelled Aframax tanker (page 28). We’ll be addressing these crucial topics and many more at our booth and the DNV GL Forum at SMM. I hope to see many of you there. The way a ship is built and operated will change, but the values of our industry – partnership, cooperation, quality, service and trust – will remain.
Knut Ørbeck-Nilssen
01/2018 MARITIME IMPACT 04 BROADER VIEW MARITIME
ALL-ENCOMPASSING Delivered in January 2018, the Very Large Ore Carrier Yuan He Hai isn’t just the world’s largest dry cargo vessel, but meets the newest standards for compliance. She is the industry’s first ship specially constructed or fitted for carrying high- moisture ore as stipulated by IMO’s IMSBC Code.
MARITIME IMPACT 01/2018 MARITIME BROADER VIEW 05
Iron ore fines with a high water content may liquefy dur- along with the Gas Ready, Clean, Single-pass Loading, ing transit, shift in the hold and destabilize the vessel. The Shore Power and HMON (hull monitoring) notations. IMO IMSBC Code therefore defines stability requirements In this complex project, DNV GL provided compre- for ore carriers transporting this kind of cargo. Owner hensive support to the owner and Shanghai Waigaoqiao China Ore Shipping wanted its next-generation VLOCs Shipyard in integrating all the advanced features, and to not only have these stability features but also meet the liaised with the flag state to obtain approval. The highly requirements of the DNV GL Liquefaction class notation, advanced vessel was delivered three months early. Photo: China Ore Shipping Pte. Ltd. Shipping Pte. Photo: China Ore
01/2018 MARITIME IMPACT 06 MARITIME
CONTENTS
14
28
Smart shipping
10 ALTERNATIVE FUELS 18 GAME CHANGER Regulatory challenges, environmental Passenger vessel Future of the Fjords benefits: DNV GL has issued a new white sets new standards for a greener paper assessing a range of alternative transport infrastructure fuels and technologies 22 MONITORING 14 BATTERY POWER DNV GL helps shipowners and Leading the charge: An increasing operators comply with new EU and number of newbuilds rely on batteries IMO requirements for emissions and to reduce emissions fuel consumption management
MARITIME IMPACT 01/2018 MARITIME 07
40
44
28 ARCTIC PIONEERS 40 TECHNOLOGY MEETS COMPETENCE Sovcomflot is pushing the The personnel make the difference in boundaries in the Arctic and DNV GL’s new test laboratories in Norway boosting LNG as a ship fuel 44 PLASTIC POLLUTION 36 DIGITAL DEFENCE The maritime industry has an important Cybersecurity has become a major role to play in the fight against the plastic issue in the shipping industry debris in the oceans
Standards 03 Editorial 08 News ER class notation • 34 Training Knut Ørbeck-Nilssen, FellowShip project • Aluminium 35 Events CEO of DNV GL – Maritime cables • Expedition vessel 50 Communications 04 Broader view 26 Facts & figures All-encompassing Scrubbers at a glance 51 Imprint
01/2018 MARITIME IMPACT 08 NEWS
IN BRIEF
Clear skies ahead: New DNV GL class notation
Emission Reduction (ER) is the name of a new DNV GL class notation for exhaust gas cleaning systems (EGCS) published in July 2018. It covers
SOX scrubbers as well as selective catalytic reduction (SCR) and exhaust gas recirculation (EGR) systems for NOX removal. Scrubbers are one of the options for shipowners to ensure “As the 2020 IMO sulphur cap on fuel draws closer, compliance with the 2020 sulphur cap. we have been hearing more and more from ship- owners and operators who are looking for guidance will enhance the transparency of the installation and on the installation and approval of systems which approval process for owners, the yards and class, reduce emissions to air,” says Knut Ørbeck-Nilssen, and give owners the confidence to invest in these CEO of DNV GL – Maritime. “The ER class notation systems.”
Celebrating a fine FellowSHIP: 15 years of maritime battery and fuel cell research
Project partners Eidesvik Offshore, Wärtsilä Norway the next generation of more efficient and sustain- and DNV GL have announced the closure of the able vessels.” FellowSHIP research project. The cooperation In 2003, the FellowSHIP project partners began has explored the use of battery, hybrid and fuel laying the groundwork for marine fuel cell technol- cell technology in the maritime industry for over ogy, developing a proof of concept and the basic 15 years. implementation principles, all of which culminated “FellowSHIP has been a flagship research in the installation of a prototype fuel cell on board project,” states Bjørn-Johan Vartdal, Maritime Eidesvik Offshore’s Viking Lady PSV in 2010. Over Programme Director for Technology and Research the life of the project, the focus shifted to demon- in DNV GL Group. “The results from FellowSHIP strating the applicability of hybrid battery power have shaped our knowledge of battery and hybrid systems, especially lithium-ion batteries. Now, with power on board ships and allowed the industry to class rules established and the technology fully implement innovations which will help to enable commercialized, the partners have decided that it is time to close the book on the FellowSHIP project. “Looking back over these 15 years, I think we can safely say that the marine battery revolution started with Viking Lady,” said Øystein Alnes, Principal Maritime Engineer at DNV GL – Maritime.
Viking Lady pioneered fuel-cell and battery technology in the maritime industry.
MARITIME IMPACT 01/2018 NEWS 09
First DNV GL type approval for aluminium cables
As the competitive and economic pressure on the shipping and offshore industries continues to grow, owners, operators and yards are searching for new ways to cut shipbuilding costs. To support its customers, DNV GL has developed the first type approval scheme for the use of aluminium cables and connectors on board vessels. “This type approval represents an- other first for the DNV GL rule set and demonstrates our commitment to moving classification forward to help our customers,” says Geir Dugstad, Senior Vice President, Director of Aluminium cables on board the Olympic Artemis Ship Classification & Technical Director being checked with a thermographic camera. at DNV GL – Maritime. “Electrification is playing an increasingly important role in decades,” says Dugstad. ”At the same time, electric ship propulsion and this new type approval can help propulsion is becoming more widespread in ship- reduce costs and improve sustainability.” ping, which will increase the demand and impor- DNV GL’s new type approvals for aluminium tance of finding more economical power cables.” cables and connectors allow expensive copper to The use of aluminium cables has been tested suc- be replaced with aluminium. The cost savings can cessfully for the past three years in a pilot installation be significant, with the price of aluminium in 2018 on board the Olympic Subsea-owned and managed approximately one third that of copper. “The price of Olympic Artemis, a multi-purpose offshore support copper has been rising sharply over the last several vessel. DNV GL issued the type approvals.
Class contract for a polar expedition vessel
DNV GL and Brodosplit shipyard, Croatia, have boats that can be deployed from an internal hangar signed a classification contract for the new 200-pas- to facilitate off-ship experiences. Two helicopters and senger polar expedition vessel of Quark Expeditions, helidecks will enable exploration of areas inacces- headquartered in Seattle, USA. sible by boat. The 128-metre cruise ship will be equipped with four main engines and diesel-electric generator sets producing 4,400 kW of power for a top speed of 16 knots. Built to the DNV GL polar class PC(6) stand- ard, the vessel will also be fully compliant with Safe Return to Port requirements and will have lifeboat capacity for all persons on board. Designed by LMG Marin AS and scheduled for delivery in summer 2020, the ship will be one of the most versatile expedition vessels operating in the polar regions. With a 40-day operational capability, she will make remote regions more accessible to Quark Expeditions has a long history of civilian polar
Photos: DNV GL, Meyer Werft/Ingrid Fiebak-Kremer, Olympic Subsea, Quark Expeditions Olympic Subsea, Fiebak-Kremer, Werft/Ingrid Meyer Photos: DNV GL, tourists. The vessel will be equipped with 20 zodiac exploration of the earth’s most remote places.
01/2018 MARITIME IMPACT 10 SMART SHIPPING WHITE PAPER
ALTERNATIVE FUELS: THE OPTIONS DNV GL has issued a new white paper assessing a range of alternative fuels and technologies. Titled “Alternative fuels and technologies for greener shipping”, the paper examines the cost, availability, regulatory challenges and environmental benefits of alternative fuels and technologies.
The IMO decision to limit the sulphur content of ship tion (2016 figures). This is roughly equivalent to the fuel from 1 January 2020 to 0.5 per cent worldwide, amount of energy consumed using liquefied natural and the recently adopted resolution to reduce gas (LNG), which stands at 24 per cent; however, greenhouse gas (GHG) emissions by 50 per cent by LNG represents only a small portion (approximately 2050, will change the future mix of ship fuels dramat- 10 per cent) of the overall gas market. ically. As shown in Figure 1, the combined amount Assuming an installed base of about 4,000 of heavy fuel oil (HFO) and marine gas oil (MGO) scrubbers in 2020, no more than 11 per cent of consumed by ships accounts for no more than 25 per ship fuel usage will be high-sulphur fuel, DNV GL cent of total global diesel fuel and petrol produc- calculates. Latest estimates assume that no more
MARITIME IMPACT 01/2018 WHITE PAPER SMART SHIPPING 11
LNG power: The DNV GL-classed RoRo-Ferry Searoad Mersey II, built by the German shipyard Flensburger Schiffbau-Gesellschaft (FSG).
than 2,000 scrubber installations will be carried out FIGURE 1: YEARLY ENERGY CONSUMPTION IN between now and 2020. This raises the question RELATION TO DIESEL AND GASOIL CONSUMPTION whether high-sulphur fuel will even be available in per cent; figures represent 2016 statistics. outside the largest bunkering ports if only 4,000 Crude oil 305 or even fewer ships will be able to use it. The next HFO question is what the price differential between HFO (marine) 21 Share in and compliant fuels will be. MGO 4 consumption (marine) Total New technologies and alternative fossil fuels Biogasoline 4 consumption Among the proposed alternative fuels for shipping, (ethanol) FAME DNV GL has identified LNG, LPG, methanol, bio- 2 (biodiesel) fuel and hydrogen as the most promising solutions. Among new technologies, the classification society LPG 23 believes battery systems, fuel cells and wind-assisted Natural gas 243 propulsion to offer potential for ship applications. (total) Fuel cell systems for ships are under develop- Gas 219 ment but will take time to reach a level of maturity LNG 24 Yearly diesel and Photo: SeaRoad Holdings Photo: SeaRoad sufficient for substituting main engines. Battery gasoil consumption 100
01/2018 MARITIME IMPACT 12 SMART SHIPPING WHITE PAPER
FIGURE 2: CO2 EMISSIONS OF FUEL ALTERNATIVES IN SHIPPING Greenhouse gas performance during production and on board ■ TTP – Tank to propeller ■ WTT – Well to tank
Oil fuel (HFO) Oil fuel (MGO) LNG (from Qatar used in Europe) LNG (from Qatar used in Qatar) LPG
Methanol (from CH4) Methanol (from black liquor) Biodiesel Biogas (97% methane – liquefied)
Hydrogen (liquid – from CH4) Hydrogen (liquid – from water) 10 20 30 40 50 60 70 80 90 100
CO2 emissions; g/MJ
systems are finding their way into shipping; to produce methane and water. An alternative, the however, on most seagoing ships their role is limited Fischer-Tropsch process converts a mixture of carbon to enhancing efficiency and flexibility. Wind-assisted monoxide and hydrogen into liquid hydrocarbons in propulsion, while not a new technology, will require a series of chemical reactions. some development work to make a meaningful dif- Looking ahead, LNG has already overcome the ference for modern vessels. hurdles of international legislation, and methanol
When it comes to CO2 emissions, LNG is the fossil and biofuels will follow suit very soon. It will be a fuel producing the lowest amounts (see figure 2). while before LPG and hydrogen are covered by ap- However, the release of unburned methane (so- propriate new regulations within the IMO IGF Code called methane slip) could reduce the benefit over as well. The existing and upcoming environmental HFO and MGO in certain engine types. Methane restrictions can be met by all alternative fuels using
(CH4) has 25 to 30 times the greenhouse gas effect of existing technology. However, the IMO target of
CO2. Nevertheless, engine manufacturers claim that reducing GHG emissions by 50 per cent by 2050 is
the tank-to-propeller (TTP) CO2-equivalent emissions ambitious and will likely require widespread uptake of Otto-cycle dual-fuel (DF) and pure gas engines are of zero-carbon fuels and further energy efficiency en- lower than those of oil-fuelled engines. hancements. Fuel cells can use all available alterna- If produced from renewable energy or biomass tive fuels and achieve efficiencies comparable to, or the carbon footprints of methanol and hydrogen can better than, those of current propulsion systems. be significantly lower than those of HFO and MGO.
The greenhouse gas challenge The cleanest fuel is hydrogen produced using renew- Methanol, able energy. Liquefied hydrogen could be used in as used by future shipping applications. However, because of Westfal-Larsen’s its very low energy density it requires large storage Lindanger, is a volumes, which may prevent hydrogen from being viable option. used directly in international deep-sea shipping. In a sustainable energy world where the entire en-
ergy demand is covered by renewable, CO2-free
sources, hydrogen and CO2 will be the basic ingre- dients for fuel production, most likely in the form of methane or diesel-like fuels produced in a Sabatier/ Fischer-Tropsch process. The Sabatier process is a reaction between hydrogen and carbon dioxide at elevated temperatures – optimally 300 to 400°C – and pressures in the presence of a nickel catalyst
MARITIME IMPACT 01/2018 WHITE PAPER SMART SHIPPING 13
FIGURE 3: SHIPPING BECOMES GREENER AND MORE COMPLEX Selected items from regulatory timeline towards 2030. ■ Adopted ■ In the pipeline, or possible
IMO GHG strategy
All ports in Chinese Chinese area – 0.5% global Key ports in Chinese area – 0.5% sulphur 0.5% sulphur sulphur cap area – 0.5% sulphur EU CO2 monitoring, Global fuel consump- Global fuel consump- reporting and tion data collection tion data collection Baltic/North Sea IGF Code in force verification system system NECA EEDI phase 3
2017 2018 2019 2020 2021–2024 2025+
California sulphur Chinese ECA(s) Short-term EEDI phase 4 ? regulations ? application ? GHG reduction ? to lapse measures
EU ETS includes shipping ?
Download the white paper considered as an alternative fuel source in the widest from dnvgl.com/ sense (see page 14). Especially on ships operating alternative-fuel on short, regular voyages, they have major potential as a means to boost the efficiency of the propulsion system. In deep-sea shipping, batteries alone are not an adequate substitute for combustible energy sources. Finally, with low-sulphur and alternative fuels becoming more widely available, the well- However, fuel cell technology for ships is still known combined-cycle gas and steam turbine in its infancy. Promising and advanced projects technology as used in the PERFECt Ship project are, e.g., those running under the umbrella of the represents a viable alternative for high-power ship e4ships lighthouse project in Germany, with Meyer propulsion systems. GW Werft and ThyssenKrupp Marine Systems heading the projects for seagoing ships. Wind-assisted propulsion could potentially DNV GL Expert reduce fuel consumption, especially when used Dr.-Ing. Gerd Würsig, Business Director Alternative Fuels for slow ships, but the business case remains dif- Phone: +49 40 36149-6757 ficult. Batteries as a means of storing energy can be E-Mail: [email protected]
ALTERNATIVE FUELS INSIGHT (AFI) PLATFORM To encourage the uptake of alterna- ■■ Interactive map of bun- tive fuels, DNV GL has developed a kering infrastructure for new online platform that will provide LNG, LPG and methanol reliable and comprehensive market with detailed project and bunkering information. Similar to data the successful LNGi site, the Alterna- ■■ Statistics on ship uptake tive Fuels Insight (AFI) platform gives for LNG, LPG, scrubbers, batteries and detailed, visual insight into existing and methanol planned bunkering opportunities along ■■ Encyclopaedia with information on al- with up-to-date statistics on the uptake ternative fuels needed for well-informed of alternative fuels and fleet status. decision-making A world map of current The AFI platform is accessible for free ■■ Interactive fuel finder with interfaces for bunkering opportunities through the Veracity marketplace. Initial sending fuel requests and establishing for alternative fuels is features include: contact with fuel suppliers a key feature of the AF Insight platform: Photos: DNV GL, Alex Machado on Unsplash, Machado on Unsplash, Alex GL, Photos: DNV Westfal-Larsen Management AS Westfal-Larsen dnvgl.com/AFI
01/2018 MARITIME IMPACT 14 SMART SHIPPING BATTERY POWER
LEADING THE CHARGE
Batteries are powering a new wave in ship engineering: From all-electric vessels to hybrid solutions, an increas- ing number of newbuilds rely on batteries to reduce emissions, main- tenance and fuel costs, and comply with current and future environmental requirements.
“There are currently around 200 all-electric or hybrid vessels either in operation or under construction, and that figure has grown from zero over the last four years. As a comparison, there are slightly more than 200 LNG ships sailing or on order today, too, but it has taken around 20 years to reach that figure. Is the world waking up to the potential of electric shipping and batteries? Absolutely. And fast.” Narve Mjøs, Director, Battery Services & Projects, DNV GL, is unequivocal in his assessment of the impact of batteries in the maritime sector. now. To demonstrate that I would say that almost “It is a transformational technology,” he states, “in every, if not every, vessel ordered in Norway today terms of all-electric vessels of course, but also for either utilizes battery technology or has been as- plug-in hybrid and hybrid ships. I think awareness sessed for it. The advantages are so compelling that of the benefits of battery technology is widespread this level of scrutiny is a necessity.”
Win-win technology So what are the benefits? In short, batteries are a prime enabler for reducing fuel consumption and costs, maintenance, and air emissions. What is more, electric power minimizes noise and vibrations and enhances vessel responsiveness and safety. Batter- ies allow on-board generator sets to be optimized on higher utilization with reduced fuel consumption and for average rather than peak loads. They can store energy harvested from waste heat recovery, re- generative braking of cranes and renewable energy (such as wind or solar power). In addition, they can optimize propulsion systems using LNG and other Oldie but goldie: Ampere, the world’s first fully electric eco-friendly fuels, and enhance the performance of car ferry, was delivered in 2014. emission abatement technologies.
MARITIME IMPACT 01/2018 BATTERY POWER SMART SHIPPING 15
The long fjords of Horda- land in western Norway will be the home waters of new battery-powered ferries built by Havyard.
The business case for batteries is strong – which is paratively small nation was the first to produce an good news considering the high demand for environ- all-electric, zero-emission vessel, Norled’s DNV GL- mental technologies, as Mjøs explains: “There is grow- classed car ferry Ampere, in 2014, and now operates ing pressure from both authorities and society in gen- close to 40 per cent of the world’s battery-powered eral to move towards decarbonization and sustainable ships. A recent DNV GL-supported tender to re- transport,” he notes. “This is manifested in an increasing new the county of Hordaland’s 20-vessel ferry fleet number of local regulations, in addition to international should help consolidate this position, paving the ones, that set clear requirements for pollution, emis- way for a 900 million euro investment in eco-friendly sions and environmental stewardship, while the UN is electric vessels while supporting technology and committed to promoting and achieving its high-profile the charging infrastructure. After Norway, France is Sustainable Development Goals (SDGs).” a major player with just under 20 per cent of ves- Mjøs is quick to point out that while shipping sels, followed by the US with close to seven per cent. remains the most environmentally friendly transport In general, Europe is ahead of other continents in mode, the energy consumption of ships and their air the uptake of battery power. Ferries are the most emissions are high and public perception is shifting common vessels to use batteries, ahead of offshore to a “more could be done” attitude. Batteries and vessels and passenger ships. electric power can help tackle this issue head on. This fact touches a critical point: The limitations of battery technology. Every owner of an electric car Mapping progress knows that current batteries restrict the travelling From a global perspective Norway is an established distance to a few hundred kilometres at best. The by-sa/4.0)], from Wikimedia Commons Havyard/BowVision Wikimedia Commons from by-sa/4.0)], Photos: By Wikimalte [CC BY-SA 4.0 (https://creativecommons.org/licenses/ BY-SA Wikimalte [CC Photos: By leader in electric vessels and battery use. This com- reason is limited energy density.
01/2018 MARITIME IMPACT 16 SMART SHIPPING BATTERY POWER
Driving change can easily shorten battery lifetime if not properly ac- “The automotive sector, along with consumer elec- counted for. Unfortunately, you can’t have everything tronics, have been key to the development of the and there is a trade-off between capacity, perfor- battery technology we currently use for marine ap- mance and life cycle. Performing well in one respect plications,” explains Benjamin Gully, Senior Engineer, can diminish capability in another.” DNV GL. “The lithium-ion chemistry you find, for Cost is a unifying factor across sectors, Gully example, in the battery of a Tesla car or smartphone adds, with all consumers clamouring for more af- is similar to that on an electric ferry. This multi-sector fordable solutions. However, because of their safety, engagement is essentially fast-tracking development testing and system integration demands, maritime while driving down the cost of lithium-ion battery batteries are unlikely to be seen as a disposable cells and making the technology increasingly attrac- power source. Gully notes that with the right tech- tive and accessible. This creates a positive cycle of nology and engineering, maritime battery life cycles development and adoption.” exceeding ten years should now be possible. Gully says that while price drops on the scale seen in 2016 (when the cost of lithium-ion cells fell Hybrid highlights by almost 50 per cent) and 2017 may not be sus- Both Mjøs and Gully stress that the battery discus- tainable, prices should continue to fall. Car makers sion should not focus exclusively on all-electric have set a goal of 100 US dollars per kWh by 2020 vessels. The potential for hybrid ships, which charge and, given the speed of development, that appears their batteries during regular operation and use to be realistic. On the other hand, the demands of them to enhance engine performance, and plug-in maritime applications are different from those of the hybrids, which charge batteries on shore and can automotive and consumer arenas. entirely run on electric power for specific operations, “There is no one-size-fits-all solution for batteries,” is far-reaching and compelling. Gully says. “As with most things in life, you have to “For deep-sea shipping, batteries are not an op- compromise. For example, in consumer electron- tion as the main power source and won’t be for the ics there is huge demand for optimizing the energy foreseeable future,” says Mjøs, with Gully adding density and capacity, while the focus for ship bat- that aside from the physical size and technology teries is often on performance – as a vessel requires leaps that would make this possible, the cost of such enormous amounts of power – and an optimal life a solution would be several times the cost of the cycle, as highly stressing performance requirements entire vessel itself.
Hurtigruten’s Roald Amundsen, the first of two new hybrid cruise ships, will commence opera- tions in 2019.
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Color Line’s hybrid vessel in a model view (above) and during the assembly ceremony on 16 April 2018 (below).
“Color Line has ordered a ship that has the ability to sail from and into port under battery power alone, for up to 30 minutes of operation, with absolutely zero emissions and zero noise.” Narve Mjøs, Director, Battery Services & Projects at DNV GL
But while all-electric vessels are confined to Strømstad in Sweden focused on minimizing pol- short-sea operations at present, hybrid solutions can lution. As a result the shipowner, Color Line, has provide flexibility across the board. ordered a ship that has the ability to sail from and Gully cites two examples: Offshore vessels and into port under battery power alone, for up to 30 passenger ships, two very different ship types, can minutes of operation, with absolutely zero emissions both enhance their performance while cutting emis- and zero noise. This is good for the local population, sions and costs by using hybrid technology. This is good for passengers, good for the environment and borne out by two recent DNV GL projects, one with good for business – which, in a nutshell, sums up the SolstadFarstad and the other with Hurtigruten. Sol- argument for battery technology.” stadFarstad is converting two PSVs, Normand Server Mjøs believes the environmental argument will and Normand Supporter, to hybrids in accordance win over an increasing number of decision-makers with DNV GL’s Battery Power notation. The 5,300 dwt in the maritime sector, especially as environmental ships will install 560 kWh batteries to replace a diesel awareness, pressure and regulations spread. generator, resulting in a 15–20 per cent reduction “At the moment there is still a misconception that in emissions. Hurtigruten ordered two 140 m hybrid batteries are only applicable for vessels sailing short, cruise vessels with battery power supplementing the regular routes, such as ferries,” he concludes. “How- auxiliary engines for spinning reserve and peak shav- ever, as more hybrid solutions are adopted, the in- ing, thereby cutting fuel consumption by 20 per cent. dustry is beginning to understand the possible appli- The first vessel, Roald Amundsen, will start operating cations, opportunities and benefits for vessels across in 2019. multiple segments and operational parameters. “Batteries reduce fuel consumption and mainte- Positive action nance costs, cut pollution and, with increasing envi- Mjøs is keen to highlight another landmark project: ronmental regulations and requirements that will incur Color Hybrid, due for delivery in 2019 as well. This costs for air emissions, provide a very compelling 160 m, 2,000 pax, 500 vehicle capacity ship is set to business case. As more and more shipowners wake be the largest plug-in hybrid ferry in the world once up to this we expect to see uptake accelerating across construction is complete at Ulstein Verft. the board. The industry is just getting to grips with the “Here we have a vessel that is being produced as power of batteries.” AJ a direct result of environmental pressure and local action,” explains Mjøs. “The people of the city of Sandefjord in Norway, the home port for the ship, DNV GL Expert are concerned about unhealthy local air emissions Narve Mjøs, Director Battery Services & Projects and their impact on the community. So the city’s Phone: +47 92 20 09 00
Photos: Color Line, Kasia Kulik, Oclin/Hurtigruten Kulik, Kasia Line, Photos: Color criteria for new sailing times on the ferry route to E-Mail: [email protected]
01/2018 MARITIME IMPACT 18 SMART SHIPPING GAME CHANGER
BRINGING THE FUTURE TO LIFE
Future of The Fjords sets new standards in both environmentally responsible transport and passenger experience.
A bold new step towards a greener transport infrastructure, Future of The Fjords is the result of a brilliant new concept combined with proven expertise and a can-do mindset.
A voyage on board Future of The Fjords is like no of The Fjords, which mirrors the twisting moun- other. As the ship’s catamaran hull slices through the tain paths they sail alongside, Future replaces her crystal waters of Sognefjord, towering rock walls with sibling’s dual-fuel solution with all-electric propul- 1,000 m peaks seemingly close in to embrace the sion to ensure efficient, silent and environmentally vessel, nearly blocking out the sun. The only sound is responsible operation on the itinerary between Flåm the collective gasps of passengers marvelling at the and Gudvangen. An innovative charging solution pristine UNESCO World Heritage-listed landscape as enables her to gently bleed power from the local this striking, 42 m long carbon fibre ship brings them grid network, while also, uniquely, taking on sewage closer to nature than ever before – with zero noise, to ensure zero emissions to water. zero emissions and the ultimate fjord experience. It is, says Rolf A. Sandvik, CEO of shipowner The Fjords, a complete package that both serves and Realizing ambitions preserves the fragile beauty around the small hamlet Launched in May this year, Future of The Fjords is a of Flåm in West Norway. game changer for the passenger vessel segment. “It has long been my ambition, and the ambition Sharing the zigzag design of her sister ship Vision of our company’s progressive owners, Flåm AS and
MARITIME IMPACT 01/2018 GAME CHANGER SMART SHIPPING 19
Breathtaking view of Nærøyfjord, one of Norway’s most beautiful fjords, from the public area of Future of The Fjords.
MAIN PARTICULARS – FUTURE OF THE FJORDS ■■ Length: 42 m ■■ Propulsion: ■■ Width: 15 m 2×450 kW ■■ Materials: Carbon ■■ Propeller: fibre sandwich CPP propeller ■■ Seats: 400 ■■ Battery pack: ■■ Class: 1,800 kWh DNV GL light craft ■■ Speed: 16 kn
One of the two 450 kW electric motors enabling Future of The Fjords to cruise at up to 16 knots.
Norway’s largest ferry operator Fjord1, to launch a new breed of vessel that creates a blueprint for truly sustainable, responsible and memorable passenger “It has long been transport,” explains the former cruise ship captain from the deck of his sparkling new craft. “Vision of The my ambition, and Fjords marked the start of that journey, with its diesel- the ambition of electric propulsion system and a hull designed to our company’s minimize wake-induced shoreline erosion. But Future progressive owners, of The Fjords symbolizes the fulfilment of a dream. Flåm AS and Norway’s She offers an experience that immerses our passen- gers into the sensations of the fjord without impacting largest ferry operator upon the natural beauty that brings them here. In that Fjord1, to launch respect this craft is almost a portal, or a platform, to a new breed of access the landscape, rather than a traditional ’ship‘. vessel that creates a blueprint for She is, quite simply, the Future.” truly sustainable, responsible and
A new paradigm memorable passenger transport.” The DNV GL-classed light craft, designed and built by Rolf A. Sandvik, CEO of The Fjords Norway’s Brødrene Aa, has the capacity to take 400
Photos: Brødrene Aa, DNV GL, The Fjords The GL, DNV Aa, Photos: Brødrene passengers on the 90-minute trip from Flåm to
01/2018 MARITIME IMPACT 20 SMART SHIPPING GAME CHANGER
Gudvangen, passing through the spectacular World Heritage-listed Nærøyfjord. Future and Vision are the only ships serving the area that operate year round, with nearly 700 round trips per annum, expos- ing tourists from all over the world to the serenity of autumn and winter as well as spring and summer’s dazzling array of colours. The design of these ships allows passengers of all mobility to literally climb over their hulls as if they were pathways, while those inside can get almost as close to nature thanks to comfort- able panoramic lounges. An unforgettable experience, but that is only half the story, Sandvik is keen to stress. “In terms of operation we want this to be a new paradigm for the industry,” he states. “A demonstra- tion of what can be achieved with the determination, investment and ambition to operate responsibly and sustainably. Not to mention the expertise of DNV GL Batteries on board enable and the technical ability of the yard and suppliers: the ship to operate without This project shows how owners can pool unique compromising its pristine marine environment. competencies to tailor solutions that deliver optimal results for all stakeholders.”
Certifying excellence DNV GL has been working with The Fjords since demands proven expertise. All project stakeholders 2015, initially collaborating on the Vision of The have to know that the batteries are installed correctly, Fjords project before moving on to Future of The safely and will operate as expected. For example, bat- Fjords in 2017. Principal Engineer Sverre Eriksen was tery capacity and monitoring are key. The vessel can’t a central member of a DNV GL team that oversaw all afford to “black out” in the middle of the fjord, so we aspects of vessel verification, certifying everything need to have a system in place to collect capacity and from the original design drawings through to con- charging data to ensure the captain can see exactly struction and all elements of on-board machinery. how many nautical miles he can travel. If you think Eriksen, a battery expert and an architect of about your laptop, as it ages it may say the battery is DNV GL’s class rules for battery-driven vessels, was 100 per cent charged but then only lasts an hour. We charged with a key responsibility. “My focus was can’t have this situation with a vessel, so safeguards electrical,” he explains. “There are hundreds, if not and systems have to be in place to ensure reliable, thousands, of diesel-electric vessels in operation, but safe and efficient operation.” very few all-electric, so this is an emerging area that He continues: “As a leader in the field of verify- ing this increasingly in-demand vessel type, we are here to offer expertise, hands-on assistance and operational peace of mind. It’s been a really exciting journey, with a client who is genuinely breaking the mould within their niche segment.”
Charging innovation Future of The Fjords electric propulsion is delivered by two 450 kW motors enabling cruising speeds of 16 knots, which require a charging capacity of 2.4 MWh when the ship docks in Gudvangen. However, as Sandvik explains, initial conversations with local energy supplier Aurland Energiverk were far from promising in this regard. “We had a meeting with Brødrene Aa and Aur- land in which they explained they could only offer a Tor Øyvin Aa, CEO of Brødrene Aa, regards the emission- charging capacity of 1.2 MWh through the grid, half free vessel concept as a milestone for his shipyard. what the vessel requires. So we needed a completely
MARITIME IMPACT 01/2018 GAME CHANGER SMART SHIPPING 21
The Powerdock in Gudvangen provides the required charging capacity of 2.4 MWh with the help of batteries.
new, innovative approach to bring the electric con- for on-board consumables, a diesel tank for Vision cept to life.” and a 20 m3 tank for receiving grey and black water, “It was then that the yard suggested that Westcon, which is then taken to the on-shore sewage treat- the battery supplier, could provide a battery bank ment plant. “Thus, the sewage problem is solved,” that could be sited shore-side and charge slowly Sandvik smiles with satisfaction, “giving us the throughout the day. This would allow it to top up en- greenest passenger vessel in Norway and helping us ergy capacity without any disruptive, and expensive, preserve the integrity of our beautiful fjords.” power surges. I then asked if it would be possible to But it doesn’t stop there. Sandvik believes the somehow float the unit. My thinking here was both Powerdock has the potential to unlock green trans- flexibility and cost, as it would negate the need for port on land as well as on the water in any remote expensive land-based infrastructure while giving us area where there is a need for electric ferries but no the freedom to move the vessel, and the charging grid infrastructure to support them. solution, when required,” says Sandvik. “Why stop at using the Powerdock for vessels?” he At this point the next trailblazing idea emerged. muses. “Here we have a solution that any form of elec- The floating “Powerdock” concept, as it would be tric transport can simply plug into without exerting christened, was innovative enough, but what if it could strain on the grid. For example, electric cars, motor- solve another pressing environmental problem? bikes or buses could utilize it – it can literally become “At present every other vessel operating on these a local green transport hub, one that is cost effective, stunning waterways simply dumps its sewage into efficient and easy to install. In this way, together with the water,” Sandvik laments. “There are currently no the new benchmark it sets for responsible maritime regulations governing this for domestic trade. But we operations, we see the potential impact of Future of wanted to do things differently. That made me think: The Fjords extending far beyond this beautiful land- ‘could this charging solution also operate as a storage scape around us.” unit for black water?’ So I suggested it.” The Fjords are now planning for the next stage of their fleet renewal programme. DNV GL is on board to Electrifying ideas help Sandvik continue this breathtaking voyage. AJ The designers at Brødrene Aa got to work. What they came up with was a 40 m long, 5 m wide floating dock containing battery packs capable of charging DNV GL Expert the vessel in just 20 minutes. Constructed from car- Sverre Eriksen, Principal Engineer bon fibre composite, and designed to complement Phone: +47 91 84 54 61 the ship’s style, the dock also features storage room E-Mail: [email protected]
01/2018 MARITIME IMPACT 22 SMART SHIPPING MONITORING
MRV AND DCS: ON TRACK FOR GREENER SHIPPING
Monitoring fuel consumption and CO2 emissions is the first step towards significantly reducing greenhouse gas emissions from ships. DNV GL helps shipowners and opera- tors comply with new EU and IMO requirements for energy efficiency management.
Just a few days before the landmark International ally be used to cut emissions through a fee scheme, Maritime Organization (IMO) London conference, such as emission certificate trading. The EU MRV the chances of an agreement to control shipping’s focuses on ships entering or leaving European ports, greenhouse gas (GHG) emissions looked unlikely. whereas the IMO system covers emissions from But then, ironically on Friday 13 April, the members global shipping. of the Maritime Environment Protection Commit- tee (MEPC) reached a consensus: by 2050 shipping Service open to all classes would cut its GHG emissions by at least 50 per cent Implementing these regulations is technically from 2008 levels. This was the first time emission complex. DNV GL stands ready to support owners targets were set for global ocean shipping. and operators as a reliable and competent partner Commercial shipping is getting greener. Both the in both roles: as an accredited verifier for the EU EU and the IMO are committed to reducing noxious MRV system or as a Recognized Organization (RO) maritime emissions. However, to get a reliable data authorized to verify compliance with the IMO DCS basis about climate-affecting exhaust gases, a legally on behalf of several flag states. As Sven Dudszus, binding framework must be established to collect Head of Section EU Product Certification at DNV GL – and evaluate relevant information. To that end the Maritime, points out: “DNV GL offers its verification EU, and shortly thereafter the IMO, implemented two service independently from a ship’s classification so- similar albeit separate regimes: the EU’s Monitoring, ciety to make the process as smooth as possible. For
Reporting and Verification (MRV) of CO2 Emissions practical purposes we recommend using the same regulation ((EU) 2015/757), and the IMO’s Data col- verifier for EU MRV and IMO DCS. If a customer uses lecting system on fuel consumption of ships (DCS). another class society for statutory certificates, the The primary goal of both regulatory frameworks flag must accept that another RO is used for DCS.”
is to monitor maritime fuel consumption and CO2 In effect since 31 August of last year, the MRV emissions. The aggregated information may eventu- regulation requires shipowners to submit a Monitor-
MARITIME IMPACT 01/2018 MONITORING SMART SHIPPING 23
MRV AND DCS: ON TRACK FOR GREENER SHIPPING
1 January – 31 December 2018 30 April 2019 30 June 2019 First reporting period Verified annual Publication of emission report data by EC
EU MRV
2018 2019 2020
1 March 2018 1 January – 31 December 2019 31 May 2020 Reg 22A of First reporting period (and yearly) MARPOL Annex VI 31 December 2018 The flag state IMO DCS enters into force SEEMP, Part II assessed or RO to issue a for compliance by 31 January 2020* (and yearly) Statement of flag state or RO and Companies to create annual fuel Compliance CoC (Certificate of oil consumption (FOC) reports and (SoC) as part of Compliance) issued submit them to flag state or RO the FOC report
ing Plan, a complete and transparent description of The first MRV reporting period started at the
the method used to determine the CO2 emissions beginning of this year. The aggregated ship emission of each vessel from 5,000 GT upwards, similar to the and efficiency data will be published by the EC every IMO scheme. “All in all some 10,000 ships with con- year, starting on 30 June 2019. The IMO DCS process tinuous EU trades are subject to the EU MRV,” says will be launched in January 2019. By that time every Dudszus. DNV GL has prepared roughly 50 per cent ship must present proof of the applied method; the of these documents to date. “This is a great mark of IMO stipulates an updated SEEMP, Part II. The RO or confidence on the part of our customers who benefit flag state will issue annual DCS statements of compli- from the fact that we are the only verifier in the mar- ance to shipowners by 31 May. ket to offer the plan review and the emission report for a specified time period as a single-package New online tool available solution.” Since June, DNV GL provides an electronic report- ing form through the My Services customer portal in Veracity. Customers can submit the completed form to DNV GL for approval of SEEMP, Part II. „The web DNV GL SUPPORTS ITS CUSTOMERS BY: application is ready for use, the first customers have ■■ Combining verification of ■■ Providing reporting submitted their plans for approval,“ says expert MRV and DCS – same veri- formats to cover the Dudszus. DNV GL expects a total of around 8,000 fier makes sense necessary information plan verifications in the coming months. Therefore ■■ Digital reporting to mini- for verification shipowners and operators should not lose any time mize efforts for the ship ■■ Minimizing the need for operator site visits and requests preparing for the IMO DCS to make sure the required ■■ Providing online tools to: for more information documents are available on board the vessels by generate the SEEMP, ■■ Offering a flexible and 1 January 2019. Part II cost-efficient solution to To minimize the effort involved in the reporting
continuously verify ensure compliance with process for shipowners and operators, DNV GL cov- the completeness of IMO DCS at all times – reported data or EU MRV if applicable ers both the EU MRV and the IMO DCS processes ■■ A dedicated interface man- (depends on trading in one tool. Single-source data verification for both ager to support implemen- patterns; but DCS always annual emission reports is the most common-sense tation of effective reporting applies) approach, especially for vessels operating on both
European and non-European global trades, Photo: yaniv - stock.adobe.com
01/2018 MARITIME IMPACT 24 SMART SHIPPING MONITORING
F The first IMO DCS reporting period starts 1 January 2019. Deadline for submission of SEEMP II is 31 December 2018.
Find out more at: www.dnvgl.com/ maritime/imo-dcs
2018 2019 2020 2021 2022 2023 E
or changing their region of deployment. Ships can use existing infrastructure on board to cap- ture some of the required information, such as “DNV GL’s digital verification fuel consumption data which is routinely collected approach offers us a streamlined anyway. ‘’Compliance with MRV and the IMO DCS is and efficient workflow.” very simple – all the data can be captured on board John Drakogiannopoulos, RS&Q Manager at Costamare easily, and evaluated without requiring any training,’’ says Marios Theodoropoulos, engineer at Primebulk Shipmanagement. Data plausibility is checked in a fully digitalized process, making sure the content and reporting amount of time and resources we have to invest in parameters comply with the EU and IMO rules and managing and handling the data. The early verifica- requirements. Data integrity is of the essence. Since tion comments allow us to easily perform periodic many performance and status data points cannot checks and proactively and achieve compliance be read electronically but must be logged manually, easily and proactively,” says Capt. John Drakogian- errors can occur. DNV GL provides specialized tools nopoulos, RS&Q Manager at Costamare. to help customers check the information prior to transmission. Continuous improvement Operators can upload the annual emission report Data quality check to the EMSA THETIS database stipulated by the EU, Defining an interface is all that needs to be done to which will be verified by DNV GL. The DCS data will enable transfer of the data. “We have appointed an be uploaded to the IMO database either by DNV GL Interface Manager who will assist customers in imple- as a designated RO or by the flag state. menting an effective reporting system upon request,” DNV GL verifies the data received, whether overall says Dudszus. The choice is between automated fuel consumption data, log abstracts or fuel balance system-to-system data uploads or manual transmis- details (e.g. bunker delivery notes), in an automated sion of fuel consumption data. DNV GL customers process, avoiding time-consuming visits at the ship subscribing to the ECO Insight service are already manager’s office for verification or physical documen- covered for their MRV and DCS reporting duties. tation. “Our processes will be optimized continuously. DNV GL recommends customers to report their Working closely with our customers we will provide data throughout the year instead of filing a cumula- the smartest solution in the market,” says Dudszus. PL tive report at year’s end. This will allow DNV GL to perform continuous data quality checks so that by the end of the year all data have been screened DNV GL Expert for completeness and plausibility. „DNV GL’s digital Sven Dudszus, Head of Business & Production Management verification approach offers us a streamlined and ef- Phone: +49 40 36149-2755
ficient workflow. The automatic data flow reduces the E-Mail: [email protected] Photo: yaniv - stock.adobe.com
MARITIME IMPACT 01/2018 ALWAYS AT THE HELM WITH DNV GL
DNV GL’s digital services are now available on Veracity, our open industry platform. Sign in to access a wealth of maritime applications and analytic services that can help you make better use of your data. So no matter where you are, or what you need to do, you are always in control.
Visit Veracity.com
SAFER, SMARTER, GREENER 26 FACTS & FIGURES EGCS
SCRUBBERS AT A GLANCE Sixteen months before the 2020 sulphur cap takes effect, time for choosing a compliance strategy is running out. A quick overview of scrubber technology.
Exhaust gas cleaning systems (EGCS), or Hybrid scrubber systems can operate scrubbers, are becoming a more frequently either in closed-loop or in open-loop mode,
used technology for ships to achieve compli- offering more flexibility. A multi-inlet scrubber 1,289 1,290 1,285 ance with the 2020 sulphur cap. A scrubber can treat the exhaust gas from several en- sprays seawater or fresh water mixed with a gines, whereas a single-inlet scrubber serves caustic chemical into the exhaust gas stream one engine only. It is important to weigh all 1,207 in several stages. The pollutant – mainly sul- options for a given ship and trading pattern phur dioxide – reacts with the alkaline water, carefully to ensure the economic sustainability forming sulphuric acid. In the case of an of the chosen solution. AK open-loop system, the resulting wash water is discharged back into the sea. In areas and ports where open-loop scrub- DNV GL Expert bing is prohibited, ships can use closed-loop Stine Mundal, Head of Section, systems and collect the accumulated sludge Environmental Certification on board for subsequent disposal at a suit- Phone: +49 40 36149 7138 able in-port facility. E-Mail: [email protected]
Closed-loop scrubbers Growing
Closed-loop systems add chemicals, such demand as caustic soda, to the wash water to boost its Exhaust alkalinity. The wash water is then recirculated Time is pressing; the 632 gas out through the system and partially purged. 2020 sulphur cap forces shipowners and opera- Exhaust gas out Scrubber Holding tank tors to act. There are cur- (optional for zero discharge rently almost 1,300 ships – no bleed-o ) Process Fresh- Water with confirmed scrubber tank water treatment projects. Water Scrubber treatment (optional)
361 Closed-loop wash water Sludge Open-loop tank wash water Exhaust 295 gas in Treated wash Heat Exhaust Alkali Treated 219 water exchanger gas in tank wash water Sludge tank Sea water Sea water
91
34 as ofAugust 2018 Data 1 5 6 10 18
Before 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2010
MARITIME IMPACT 01/2018 EGCS FACTS & FIGURES 27
Ro-pax Car/passenger ferries General cargo ships Gas carriers 2% 2% Ro-ro 3% 3% The current market 7% 31% The majority of the recently Bulk carriers signed projects are for bulk and oil/chemical vessels. 11% Open-loop scrubbers are Cruise ships the most popular. But for the vessels operating inside areas where wash water 15% % discharge to sea is restricted, Container 26 closed-loop or hybrid Oil/chemical ships systems are required. as ofAugust 2018 Data 1 tankers
64% Open-loop scrubbers Closed- loop 4% scrubbers 4% % 28 Unknown Hybrid scrubbers
62% Retrofits
38% The world’s largest exhaust gas cleaning Newbuilds system at its time was installed on board Norwegian Escape, delivered in Novem- ber 2015. Five in-line scrubbers clean the exhaust gases from the five main engines. The system is hybrid-ready. Open-loop scrubbers Exhaust gas out Open-loop systems use seawater, Exhaust which is alkaline by nature, to wash the gas out Scrubber Holding tank SOX out of the exhaust. The resulting (optional for zero discharge discharge water must meet MARPOL – no bleed-o ) Process Fresh- Water requirements before being discharged. tank water treatment Water Scrubber treatment (optional)
Closed-loop wash water Sludge Open-loop tank wash water Exhaust gas in Treated wash Heat Exhaust Alkali Treated water exchanger gas in tank wash water Sludge tank Sea water Sea water Photos: MEYER WERFT/Michael Wessels, Norwegian Cruise Lines/ Wessels, WERFT/Michael Photos: MEYER ©2015 Michel Verdure - www.verdurephoto.com Verdure ©2015 Michel
01/2018 MARITIME IMPACT 28 ARCTIC PIONEERS SOVCOMFLOT
Aframax crude oil tanker Gagarin Prospect was completed in July 2018. The SCF vessel is using LNG as a fuel.
THE COSMONAUTS OF THE SEAS How the leading oil and gas shipper Sovcomflot is building on Russia’s seafaring heritage to push the boundaries in the Arctic and boost LNG as a fuel.
On 12 April 1961 Yuri Gagarin ventured into un- seafarers navigating the far North also deserve known territory to become the first man in space. their place in the history books. “The Artic is His 108-minute flight around the Earth made him every bit as challenging as the exploration of an international hero and when the CEO of Rus- Space. Today, there are probably fewer Arctic sia’s leading shipping company Sovcomflot (SCF) captains in the world than cosmonauts,” Sergey draws parallels between the pioneers in space and Frank says, sitting in a boardroom at Sovcomflot’s his captains in the Arctic, he is persuasive on how Moscow office.
MARITIME IMPACT 01/2018 SOVCOMFLOT ARCTIC PIONEERS 29
FACTS & FIGURES: GAGARIN PROSPECT ■■ Shipyard: Hyundai COMF(C-2) CSR E0 Samho Heavy Indus- ECA(SOx-A) ESP Gas tries, Korea fuelled Ice(1B) LCS ■■ Delivery: July 2018 NAUT(AW) Recyclable ■■ Flag: Liberia SPM TMON(oil lubri- ■■ Classification: Dual cated) VCS(2) class DNV GL and RS ■■ Hull number: S919 ■■ Class notation: ■■ Length overall: 250 m 1A Tanker for oil BIS ■■ Breadth: 44 m BMON BWM(T) CCO ■■ Deadweight: 114,000 t Clean(Design, Tier III) ■■ Draught (loading): COAT-PSPC(B, C) 15 m ■■ Speed: 14.6 kn ■■ Technical management: SCF Management Services (Dubai) Ltd.
To underline his point, Frank talks about the amount of data handled by the SCF navigational and training centre in St Petersburg to guide captains “We plan to develop through the Arctic, where winter temperatures may the use of LNG average minus 40 degrees and vessels need to break fuel across our through ice thicker than two metres. “That can cer- tainly be compared to a mission control room in the whole fleet, a move that I believe will be space industry,” the CEO says. “With one difference: replicated across the industry.” shipping is about harder substance, such as ice ridges, Sergey Frank, CEO of Sovcomflot changing currents and winds. When wind speeds
Photos: Sovcomflot accelerate to 18 metres per second or more,
01/2018 MARITIME IMPACT 30 ARCTIC PIONEERS SOVCOMFLOT
Thanks to its ability to sail through up to 2.1 metres of ice, Christophe de Margerie became the world’s first merchant vessel to travel the full length of the Northern Sea Route without icebreaker escort.
even the mightiest ships are tested to their full the series constructed at the Hyundai Samho Heavy potential.” Industries shipyard in South Korea honours the first The winds were favourable on 16 August 2017, man in space. when the Sovcomflot-owned icebreaking LNG car- Royal Dutch Shell, SCF’s industry partner in this rier Christophe de Margerie successfully completed green initiative, chartered the recently launched her first commercial voyage, transporting lique- Gagarin Prospect, classed by DNV GL and RS. Shell fied natural gas (LNG) through the Northern Sea will also provide the LNG to power all six tankers as Route (NSR) from Norway to South Korea. During they will initially be carrying crude oil and petro- this voyage, the vessel set a new time record for an leum products across the Baltic Sea from Ust-Luga NSR transit of just 6 days, 12 hours and 15 minutes. and Murmansk to Rotterdam and Bremerhaven. Moreover, Christophe de Margerie has also become Under a plan to localize production, the Zvezda the world’s first merchant vessel to travel the full shipyard in Russia’s Far East is looking to build more length of the NSR without any icebreaker escort. LNG-powered tankers from 2020. “It’s really a matter of great skill to navigate there,” But that’s just the beginning: “We plan to de- says Frank. velop the use of LNG fuel across our whole fleet, a move that I believe will be replicated throughout the Change of times industry, as more bunkering options become avail- While Christophe de Margerie set a record in the able,” Frank says. Arctic, Sovcomflot also opened a new chapter Founded in the Soviet era, Sovcomflot in the last in Baltic Sea shipping. Russia’s largest shipping 30 years has grown from a mid-sized shipping com- company this July took delivery of what Frank calls pany into a global leader in energy shipping, gener- “the ship of the future,” the world’s first LNG-fuelled ating revenue of 1.4 billion US dollars in 2017. Estab- Aframax oil tanker. As Gagarin showed the world lished in 1988 as a joint stock company, Sovcomflot’s what mankind is capable of in space, SCF is actively initial task was to modernize the country’s merchant promoting the increased use of LNG as a fuel as fleet and boost Russian exports. From 2004, when the industry is preparing for stricter emission rules Sergey Frank took over command on Sovcomflot’s imposed by the International Maritime Organization navigating bridge, the state-owned company started (IMO) from 2020. “The shift away from fossil fuels to focus its business on high-value industrial oil and is a reality,” Frank says. To send that pioneering gas projects. Since then, SCF has tripled the size of
message, the first of the six 114,000 dwt tankers of its fleet to nearly 150 vessels with a capacity of 12.7 Photos: Sovcomflot
MARITIME IMPACT 01/2018 SOVCOMFLOT ARCTIC PIONEERS 31
Safety comes first: Sovcomflot’s safety practice is based on augmenting Russian maritime traditions.
million tonnes (dwt). “Much of our business involves vessels on long-term charters, in some instances for a period of 25 years,” Frank says.
Back to the roots Frank’s obsession with the maritime world, which took him from being a cadet to a CEO, began on the banks of the Ob River, where he was born 58 years ago in the Siberian city of Novosibirsk. The Ob River feeds the Arctic, so Frank’s career seems somehow predetermined. After school, Frank earned degrees in maritime navigation and law at universities in Vladivostok in Russia’s Far East to then fill several academic and public posts, which culminated in
Sovcomflot’s tanker Yuri Senkevich loading oil produced at the Sakhalin oil fields. Photos: Sovcomflot
01/2018 MARITIME IMPACT 32 ARCTIC PIONEERS SOVCOMFLOT
a six-year tenure as Minister of Transport under Presidents Boris Yeltsin and Vladimir Putin. Shturman Albanov is the lead ship in a series of Arctic shuttle tankers In 2004, he returned to his maritime roots to ordered by Sovcomflot Group head SCF, focusing the enterprise’s business on solv- under a long-term contract with ing the logistical challenges resulting from oil majors Gazprom Neft. rushing to the Arctic to explore its energy sources. While the Arctic Circle covers merely six per cent of the world’s surface, it is thought to contain as much as a fifth of the planet’s undiscovered oil and gas. In recent years, a decline in freight markets and fuel costs as well as the uncertainty surrounding international sanctions against Russia have cut the number of ships traversing the complete Northern Sea Route. But destination traffic in the area nearly quadrupled between 2013 and 2017, according to the Norwegian Polar Institute, with the main driver being the shipment of LNG. Sovcomflot is building upon centuries of experi- effectively combining two ships into one. Thanks ence by merchants and explorers and is expanding its to an engine powered by 45 megawatts – which is fleet of vessels equipped for the harsh environment comparable to the capacity of a modern nuclear- of the northernmost region of the world. Today, more powered icebreaker – and a reinforced steel hull, than half of its fleet have an ice class. At the end of the vessel can traverse the Northern Sea Route 2017, the total amount of contracts exceeded eight through ice as thick as 2.1 metres without icebreak- billion US dollars, with half of SCF’s ships on time er support. The amount of gas carried on board charters. This includes multi-year contracts with the Christophe de Margerie is enough to provide heat- ExxonMobil-led Sakhalin-1 project in the North Pacific ing for a country like Sweden for four weeks. Ocean as well as Gazprom’s Prirazlomnaya platform, Named after the former chief executive of French the first commercial offshore oil drilling in the Arctic. energy company Total, it took SCF about ten years One of the newest Arctic energy projects, the to develop Christophe de Margerie in cooperation 27 billion US dollar Yamal LNG plant in northwest- with Novatek, Russia’s largest non-state gas produc- ern Siberia, has also boosted demand to link the er and majority owner of Yamal LNG, Frank says. remote exploration fields with the economic growth While Frank is proud of SCF’s role as a technol- centres further south. This has encouraged SCF to ogy leader, he underlines that safety is always a pre- design the record-breaking Christophe de Margerie, requisite. “It’s not about vanity, it’s all about taking a rational approach,” Frank says. “With partners such as Shell, we’re preparing every single project meticu- lously before we take any risks.” Internal procedures including an innovation committee on the board help to ensure that safety standards are met, he says. “It’s no coincidence that our initials SCF echo the slogan ’Safety Comes First‘.”
Successful partnership Classification societies such as DNV GL also play a crucial role in facilitating compliance and raising industry standards as technology advances, Igor Tonkovidov, Executive Vice President, Chief Operat- ing Officer and Chief Technical Officer at Sovcom- flot, adds. Almost 100 of Sovcomflot’s vessels have DNV GL classification. “DNV GL is a safe haven for us due to their depth of knowledge and research power on harsh environments and the Polar Code,” says Tonkovidov. “As new technologies, higher safety Working in Arctic regions is very demanding and requires standards and regulatory changes are introduced in
extremely well-trained captains and crews. the industry, we believe that classification societies Photos: Sovcomflot
MARITIME IMPACT 01/2018 SOVCOMFLOT ARCTIC PIONEERS 33
can be of significant help for shipping companies,” tions; we want to get to know every single captain,” adds CEO Frank. the CEO says. Once captains are in command and “We are very proud to have been a long-standing performing well, they can also benefit from incentive partner of Sovcomflot, helping them to constantly payments similar to the management. “I don’t know push the boundaries,” says Knut Ørbeck-Nilssen, any other shipping company that does that.“ CEO, DNV GL – Maritime. “Be it shipping in harsh And Frank himself, whose opinion does he environments such as the Arctic, or applying LNG as rely on after 14 years at the helm of Sovcomflot? “I a ship fuel – Sovcomflot has for decades shown great treasure the views of our Russian Arctic veterans and pioneering spirit that we share at DNV GL.” long-standing captains more than everything else,“ Frank says. “Their opinions still carry a lot of weight.“ Search for the best crew So, whether or not Frank and his “Gagarins of the While Frank stresses that a state-of-the-art vessel is Seas” will eventually join the first man in space in the one thing, he is keen to emphasize the human fac- history books, there’s one key message that Sovcom- tor: “The success of operating these highly complex flot is sending out: cherish your past when you strive ships in extreme environments hugely relies on the for progress. While Sovcomflot will keep pushing individual skills and knowledge of our crew,” he the technological boundaries in the energy shipping says. That’s why Sovcomflot hires “the best talents” world, it will always keep in mind that it is experience from Russia’s maritime academies and makes great and people that make the difference. NIS efforts to train them in navigating in icy waters. A special assessment awaits captains before they are allowed to take on responsibility for a vessel and DNV GL Expert cargo worth hundreds of millions of dollars, as well Kirill Musteykis, Country Manager Maritime Russia as two dozen crew members: “They literally join us in Phone: +78 123 26 90 30 the boardroom and we bombard them with ques- E-Mail: [email protected]
Sovcomflot has unique experience of operating ships in the Arctic. SCF Baltica became the first heavy-tonnage vessel to make the high-latitude journey from the Atlantic Ocean to the Pacific. Photos: Sovcomflot
01/2018 MARITIME IMPACT 34 TRAINING SERVICE
TRAINING AT DNV GL For the complete range of training courses offered by the Maritime Academy please visit: dnvgl.com/maritime-academy
24. – 26.09.18 09.10.18 18.10.18 01.11.18 Train the Trainer for Cybersecurity in the Preparing for the Introduction to the Shipping Companies Maritime Industry – EU MRV Regulation Offshore Industry and Høvik, NO General Awareness Piraeus, GR Dynamic Positioning Training 24. – 25.09.18 19.10.18 Rotterdam, NL Istanbul, TR Internal Inspection Maritime Risk 01.11.18 and Auditing of MLC Management and 10. – 12.10.18 Complying with the Incident Investigation HAZOP Leader Course Requirements MLC 2006 Bangkok, TH Rotterdam, NL Singapore, SG Hamburg, DE 25. – 26.09.18 10. – 12.10.18 22. – 23.10.18 05.11.18 Planning & Management Internal Auditor of an Internal Auditor of Effective Dry-Docking Integrated Manage- ISM-ISPS-MLC for Cybersecurity in the Piraeus, GR ment System acc. to Shipping Companies Maritime Industry – ISO 9001, ISO 14001 and Chennai, IN General Awareness 25.09.18 ISO 45001 for Shipping Training Behaviour-Based Safety 22. – 25.10.18 Companies Port Facility Security Hamburg, DE Istanbul, TR Genoa, IT Officer (PFSO) Training 06.11.18 29. – 30.09.18 Course 15. – 16.10.18 Optimizing Waste Marine Insurance Dubai, AE Handling and Transport Management on Board - and Claims of Dangerous Goods 23. – 26.10.18 Male, IN Operational and Technical (IMDG Code Training) Approved HazMat Expert Management Issues 01. – 05.10.18 Hamburg, DE Rotterdam, NL Piraeus, GR Superintendent Workshop 16. – 17.10.18 23.10.18 – Managing Day-to-Day 06. – 07.11.18 Hacker Detection & Navigational Audits Operations Planning and Managing Emergency Response Genoa, IT Manchester, GB a Dry-Docking for Training for IT Adminis 23. – 25.10.18 Superintendents 01. – 02.10.18 trators Statutory Inspections – Jakarta, ID Crewing Management Dubai, AE SOLAS, Load Line, MARPOL Singapore, SG 06. – 07.11.18 18.10.18 – Survey Simulator Practice 02. – 03.10.18 CSO/SSO Refresher Dubai, AE Designated Person Ashore (DPA) Training Course Training for Assessors Training 26.10.18 Piraeus, GR Hamburg, DE LNG as Ship Fuel Madrid, ES Genoa, IT 03.10.18 18.10.18 08.11.18 Ballast Water Media Handling 30. – 31.10.18 Leadership and Teamwork Management Awareness Course Vetting Inspections in Shipping
Photo: Rido – Fotolia Singapore, SG Hamburg, DE Hamburg, DE Hamburg, DE EVENTS SERVICE 35
EVENTS & EXHIBITIONS Please also visit: dnvgl.com/events for a constantly updated list of events, conferences and exhibitions.
17. – 21.09.18 Portugal Shipping Week Lisbon, PT
17. – 20.09.18 Gastech Exhibition & Conference 2018 Barcelona, ES
19. – 20.09.18 Seatrade Cruise Med Lisbon, PT
24. – 26.09.2018 Global Liner Shipping Asia Singapore, SG
24. – 26.09.18 Shipping 2030 Asia Singapore, SG The 43rd Interferry’s Annual Conference includes a programme of informative speakers, 25. – 27.09.18 a Technical Tour and several evening functions enabling excellent networking. BWM Tech North America Fort Lauderdale, US 09. – 11.10.18 07. – 08.11.18 26.-27.11.18 Transtec Offshore B2B 2018 Maritime Information St. Petersburg, RU Aalborg, DK 26. – 27.09.18 Warfare Asian Offshore Support London, GB Journal Conference 15. – 18.10.18 14. – 16.11.18 Singapore, SG CWC World LNG & Sustainable Ocean 27. – 30.11.18 Gas Series: 10th Asia Summit CWC World LNG Hong Kong, CN 26. – 29.09.18 Pacific Summit Summit & Awards Monaco Yacht Show Singapore, SG 15. – 16.11.18 Evening Monaco, MC Petrochemical Supply Lisbon, PT 24. – 25.10.18 Chain & Logistics Asian Sulphur Cap 2020 02. – 05.10.18 Conference & Exhibition 28. – 30.11.2018 Singapore International Conference Houston, US International Bunkering Conference Singapore, SG Workboat Show and Exhibition 20. – 21.11.18 29. – 31.10.18 New Orleans, US Singapore, SG Tanker Shipping & Seatrade Maritime Trade Conference, 04. – 07.12.18 06. – 10.10.18 Middle East Awards & Exhibition Dubai, AE Expo Naval Interferry Conference London, GB Cancun, MX Valparadiso, CL 30. – 31.10.18 22. – 23.11.18 08. – 09.10.18 Ocean Energy Europe LNG Ship/Shore Interface 05. – 07.12.18 Oil & Gas Conference Conference & Exhibition Conference INMEX China
Photo: Interferry Bilbao, ES Edinburgh, GB London, GB Guangzhou, CN
01/2018 MARITIME IMPACT 36 CYBERSECURITY SAFETY MANAGEMENT
DIGITAL DEFENCE
As owners act to fortify their ships and shore-side operations against cyberrisk in the face of evolving threats and imminent regulation, DNV GL has expanded its services to cover control systems, software, procedures and human factors.
Although the notion of a ship in the middle of the an integral part of overall safety management in ocean being disabled by a software malfunction or shipping and offshore operations. by hackers was initially greeted with considerable scepticism and denial, a spate of incidents, including Regulatory response most notably an attack that disrupted operations at Fortunately industry policymakers have not been Cosco, has transformed attitudes. Today the mari- asleep at the wheel. Last year saw two particularly time industry acknowledges the potential dangers significant milestones in the regulatory environ- and is taking steps to address cyberrisk ment. A section dedicated to maritime at various levels. security – including cyberrisk – was Cybersecurity is a moving target. Cybersecurity introduced in the third edition of the Threats continue to grow in reach was considered a Tanker Management Self Assessment and complexity, with new vulner- minor issue by the (TMSA), which came into effect in shipping industry abilities discovered on a seemingly January 2018, as well as in the sev- for a long time. daily basis. In the space of a few Recent events enth edition of the Vessel inspection years, hacks and security breaches have changed questionnaire (VIQ7) from the Ship have jumped from being an excep- that. Inspection Report Programme (SIRE), tional event confined to a special breed effective from September this year. of technology companies to becoming a Because TMSA and SIRE are imperative to fact of life impacting everyone. No industry is gaining charters, tanker operators now have immune. a commercial incentive to demonstrate they have While in earlier decades office IT systems were the given systematic consideration to potential vulner- predominant target, these days more incidents are abilities and implemented appropriate mitigations affecting operational technology (OT) – the program- and safeguards to address them. mable control systems responsible for operating Shortly after, IMO’s Maritime Safety Committee machinery. The trend reflects the growing complexity inserted Maritime Cyber Risk Management into the of such systems and a general increase in connectivity, list of ISM Code requirements. Strongly encouraged which in turn increases the attack surface of a vessel. to start on 1 January 2021, the amendment leaves This increase is borne out in the statistics: The non-tanker vessel owners with little more than two number of attacks on OT in 2016 was double that of years to achieve a similar level of preparedness as the preceding year and quadruple the 2013 level. So their tanker-owning colleagues. whereas before it was mostly a company’s finances and reputation that were at risk, now the threat has Risky job escalated to confront the safety of life, property and Managing cyber risk is ultimately no different to the environment. The stakes are much higher. For managing any other risk, remarks Patrick Rossi, this reason cybersecurity must now be considered DNV GL’s Maritime Cyber Security Service Manager.
MARITIME IMPACT 01/2018 SAFETY MANAGEMENT CYBERSECURITY 37
“Most advice coming from industry bodies at the time, while produced with noble intentions, was very high-level. Our idea was to close the gap between theoretical concepts and the real world.” Patrick Rossi, Maritime Cyber Security Service Manager at DNV GL
“The equipment and terminology may be unfamiliar categorized as minor or major to ensure personnel and somewhat daunting but the approach is funda- with the appropriate authority can approve them. mentally the same as, say, preparing for and carrying This, Rossi says, is virtually identical to the process for out hot work modifying a vessel’s structure.” gaining approval prior to carrying out welding. Software changes, for example, should not be done on a whim, which can often happen on ships. Lessons learned from NotPetya Because IT engineers don’t frequently visit vessels, If there was one positive outcome of the NotPetya when they do come aboard to update the ECDIS or ransomware attack on Maersk last year, reasons set up the latest version of a maintenance manage- Rossi, it was awakening owners and operators to the ment application, the temptation is to be helpful. fact that cyberthreats are not hypothetical. “Today They click to install a new service pack and a backlog there is much greater awareness of the real-world of other app updates. Nine times out of ten, this is implications and acceptance that cyberrisk has to be fine. But occasionally it can disrupt settings else- tackled.” where on the system. Moreover, the consequences However, shipowners and operators are at dif- won’t become apparent until long after the engineer ferent stages on the learning curve in formulating a has left and the ship has set sail. response, he observes. “Some are bewildered by the Instead updates should be carefully planned, scale of the problem and don’t know where to begin; tested, approved and recorded. They should be others have introduced some countermeasures
Today’s complex networks and interlinked applica- tions have increased exposure to cyberthreats considerably. Photos: DamienGeso - stock.adobe.com, DNV GL Photos: DamienGeso - stock.adobe.com,
01/2018 MARITIME IMPACT 38 CYBERSECURITY SAFETY MANAGEMENT
The focus was on practical steps, stresses Rossi. “Most advice coming from industry bodies at the time, while produced with noble intentions, was very high-level. Our idea was to close the gap between theoretical concepts and the real world.” For exam- ple, DNV GL’s RP accounts for common constraints such as limited budget and resource availability. The core approach is to identify weaknesses, assess their severity, then prioritize the most serious ones. The RP has been released as a free resource. The next step for vessel operators would be to carry out a cybersecurity assessment. DNV GL can support this by sending interdisciplinary teams to help onshore and offshore personnel identify and address specific business risks. Software installations and updates should be left to an IT expert, following thorough testing. “While operators typically understand the written guidance, translating those principles into action is sometimes more challenging,” notes Rossi. This col- but are uncertain whether they’ve covered every- laboration results in a highly methodical approach to thing they need to cover.” developing effective risk mitigation procedures that In its role as a classification society DNV GL has mesh neatly with the operator’s structure and work- adapted and expanded its cybersecurity services to ing practices. Apart from closing cybersecurity gaps assist owners and operators in protecting their assets by technical means, this appraisal also considers against evolving threats and ensuring their safe- system management and the human factor. guards satisfy new industry rules and regulations. Once countermeasures and a new risk manage- DNV GL now provides services for educating ment regime have been implemented, they can be and raising the awareness of all stakeholders both followed up and qualified by penetration testing. on shore and at sea; assessing and implement- “Testing the robustness of barriers is essential to ing defensive and reactive countermeasures; and ensure that assets are secure and nothing has been monitoring and reviewing the effectiveness and overlooked,” explains Rossi. In this process, author- robustness of barriers with an emphasis on continu- ized “white-hat” hackers do their best to compromise ous improvement. the IT and OT defences to validate that safeguards These services are purposely designed to be work as they should and risks have been eliminated. non-system specific so as to work equally for conven- tional IT and industry-specific operational technology, Life cycle management which is important when systems are interlinked. This DNV GL also provides third-party verification of cy- also avoids obsolescence. While the consequences bersecurity requirements throughout the newbuild of an OT outage are likely to be more serious, they project life cycle. “Our cybersecurity team recently can often be traced back to a weakness in IT systems, worked with a major cruise line on devising a pro- particularly if they originate from an external source. cess for embedding cyber resilience from the very beginning of the vessel design phase,” reports Rossi. Practical advice This was accomplished by introducing defined In September 2016, DNV GL published a Recom- risk handling and accommodating procedures to all mended Practice (RP) to educate shipowners and stakeholders in the project – not only the owner and operators on how to deal with cyberrisk. “It was yard but also the vendors. Incorporating technology designed to demystify a subject the industry was and systems from third-party suppliers unavoidably still getting to grips with. We took care to write it in a adds complexity to a project and, from a cyberse- maritime language and context.” curity perspective, increases potential exposure to
MARITIME IMPACT 01/2018 SAFETY MANAGEMENT CYBERSECURITY 39
COUNTERING CYBERRISKS PROCESSES The ship management industry already ■ Management systems addresses risks throughout the dimensions ■ Policies, procedures of people, process and technology. ■ Handling of vendor/third parties Cybersecurity risks are also managed ■ Drills & audit regimes through these:
TECHNOLOGY
PEOPLE ■ Antivirus Cyberhygiene ■ ■ Firewalls Training & awareness ■ ■ Intrusion detection systems Professional skills & ■ ■ Software updates, patches qualifications ■ Tests Written procedures ■ Functional testing Authorization control ■ Vulnerability scanning Physical security ■ Penetration test
malevolent actors. Meanwhile, shipyards are as much time, most crews and onshore staff are not taught on the learning curve as vessel owners. how to respond to cyberattacks or major technology “For a large, sophisticated vessel like a cruise ship, failure and consequently fail to contain the damage. which is dependent on technology for both opera- DNV GL has therefore expanded its options for tional and hotel needs, collaboration is absolutely training through its Maritime Academy. Courses critical,” Rossi stresses. “Cyberrisks are multifaceted. cover cybersecurity from both management and The response has to mirror that. Everyone has to be technical angles and even include lessons in hack- involved in the conversation, because, as the saying ing to give participants an insight into how cyber goes, a chain is only as strong as its weakest link.” attackers operate. Additional new tools incorporate The feedback from the project, he notes, was friendly phishing campaigns and simulations of other overwhelmingly positive. “Tackling cybersecurity social engineering techniques as well as features for right from the beginning of a vessel’s life cycle assessing staff alertness so customers can fine-tune enables stakeholders to take a proactive, rather than the level and frequency of cyber awareness training. reactive, approach to the problem. It provides more DNV GL can help vessel operators combine opportunities to insert barriers.” traditional IT security best-practices with an in-depth Based on these advisory services, DNV GL has understanding of maritime operations and industrial developed its first class notations covering cyber automated control systems. DNV GL understands the resilience. The Cyber Secure notations have three importance of tackling and integrating the human qualifiers: Basic, Advanced and “+”. Basic is primar- factor when devising and implementing a cyberrisk ily intended for ships in operation; Advanced is management strategy because ultimately, it is peo- designed to be applied throughout the newbuilding ple who drive our industry. KT process. The ‘+’ qualifier is available for systems not covered by the scopes of Basic and Advanced. More information: dnvgl.com/cs
The human element Of course, cybersecurity is not just a matter of firewalls and antivirus software. Up to 90 per cent of DNV GL Expert incidents are attributed to human behaviour. Phish- Svante Einarsson, Senior Cyber Security Advisor ing and social engineering, unintentional downloads Phone: +49 40 36149-3610 by Freepik/Pixel perfect/Roundicons from www.flaticon.com www.flaticon.com from perfect/Roundicons by Freepik/Pixel Photos: DamienGeso – stock.adobe.com, DNV GL, Icons made Icons made DNV GL, Photos: DamienGeso – stock.adobe.com, of malware etc. remain common issues. At the same E-Mail: [email protected]
01/2018 MARITIME IMPACT 40 APPLIED RESEARCH SCIENCE CENTRES
WHERE TECHNOLOGY MEETS COMPETENCE DNV GL’s new technology centres in Bergen, Norway, are equipped with state-of-the-art equipment, but it is the expertise of DNV GL personnel that makes the difference.
Located in a modern science park in Bergen, Nor- and testing material characteristics and performance way, DNV GL’s Materials and Corrosion Technology with respect to corrosion resistance,” Berge ex- Centre and its sister facility, the Technology Centre plains. “The Technology Centre for Offshore Mooring for Offshore Mooring and Lifting, are only two years and Lifting performs large-scale testing of fibre ropes, old. But both facilities are staffed by personnel with mooring chains, steel wires and other components decades of experience working to improve safety such as lifting accessories and oilfield risers. Together, performance, system reliability and ways to reduce these centres offer a unique combination of inde- costs for companies operating in the shipping and pendent testing, analysis and theoretical expertise.” offshore industries. “We are proud of our new home but recognize that what sets us apart from other, sim- Good timing ilar testing facilities is the combination of our people, Berge notes that the opening of the new technology our global network and state-of-the-art equipment,” centres comes at a good time, especially for the oil says Business Development Leader Hans-Erik Berge. and gas industry. “As existing subsea infrastructure Opened in 2016, the new facilities provide a broad ages and exploration and production in deepwater range of services. “The Materials and Corrosion Tech- continues, corrosion risk has become a growing nology Centre is dedicated to investigating failures concern,” explains Berge. “At the same time, tighter
MARITIME IMPACT 01/2018 SCIENCE CENTRES APPLIED RESEARCH 41
A global network of scientific experts, symbolized by the facade of the building, is dedicated to improving safety and system reliability and reducing costs.
budgets have encouraged offshore companies to gen sulphide. These tools enable lab engineers to develop innovative ways to reduce costs, keeping analyse general and localized corrosion, coating our personnel in both centres busy.” degradation, material compatibility, stress corrosion Berge says that the technology centres are cracking, corrosion fatigue, thermal fatigue, high- state-of-the art, but DNV GL draws on decades of temperature corrosion, microbiologically influenced expertise in helping companies active in the ship- corrosion and fracture mechanics. ping, aquaculture and oil and gas industries manage Erik Sverre, Technical Manager — Laboratories, a broad range of challenges. “Apart from having says DNV GL performs failure investigations, custom- operated labs here in Bergen for decades, DNV GL izes test set-ups for evaluating the performance of has a global network of laboratories and test sites different coatings solutions and works to manage that share knowledge and best practices,” he says. specialized corrosion protection projects. “Access to “The quality of our personnel has helped us secure the SEM and EDS is certainly an advantage, but we the trust of key industry players who rely on timely, mostly rely on physical testing,” he says. “For exam- accurate and independent research and analysis. ple, by simulating different conditions in the lab, Our new technology centres enable us not only to do more but also to work more efficiently.” CERTIFICATIONS Understanding corrosion The Materials and Corrosion Technology Centre is The Materials and Corrosion Technology Centre, certified to the following standards: located close to University of Bergen, is equipped ■■ Performance Standard for Protective Coatings for with advanced metallographic facilities to cut, Cargo Oil Tanks of Crude Oil Tankers in accord- mount, grind and polish equipment for integrity ance with IMO resolution MSC.288(87) ■■ Performance Standard for Protective Coatings for testing. Analytical tools include a new scanning Dedicated Seawater Ballast Tanks in accordance electron microscope (SEM), energy dispersive spec- with IMO MSC.215(82) troscope (EDS) and physical testing equipment to ■■ The Materials and Corrosion Technology Centre measure hardness, grain size and the effects of long- is working to achieve ISO17025 certification.
Photos: DNV GL, Holger Martens GL, Photos: DNV term exposure to the corrosive properties of hydro-
01/2018 MARITIME IMPACT 42 APPLIED RESEARCH SCIENCE CENTRES
“The competence of our personnel has helped us secure the trust of key industry players who rely on timely, accurate and independent research and analysis. Our new technology centres enable us not only to do more but also to work more efficiently.” Hans-Erik Berge, Business Development Leader, DNV GL
such as water temperature, salinity, wave action ers improve safety and environmental performance and physical stress, we can measure and analyse but also provide solid data that helps them under- how coatings protect assets over time. And to ensure stand critical business risks.” the testing is as accurate as possible, the facility is In addition to a decade of lab work with DNV GL, equipped with a two-kilometre pipeline that pumps Bjaanes has experience working as an engineer for natural sea water from a 100-metre depth outside of a multinational subsea contractor. “During my time Bergen directly into the lab.” working offshore, I became familiar with the complexi- DNV GL also provides independent, third-party ties of supply chain logistics on big projects, how oil root cause analysis to help settle claims. “Often these majors work with different manufacturers and what projects involve multiple stakeholders with different priorities drive their approach to project manage- views on what went wrong,” he says. “In the case of ment,” he says. “In the oil and gas industry, under- a coating failure, the owner may blame the yard, the standing what is at stake for different actors helps us yard may blame the product and the supplier may get to the right answers faster.” blame the application process. Our role is to reach an unbiased conclusion so the matter can be settled, Sharing knowledge and hopefully, be avoided in the future.” Bjaanes says that while the team is engaged in a broad range of projects, much of his work is related to failure Finding success in failure analysis investigation. “While each case is different, many mate- In addition to failure analyses, DNV GL performs risk rial failures can be traced back to errors in the manu- mitigation, verification testing and quality assurance facturing process, e.g. bad welds or unsuccessful heat during production, among other projects. “Failure of treatment, or gaps in design, operations and mainte- the smallest component can represent a significant nance,” he says. “We have created a database where we risk to worker safety and the environment, to say can track each project and when we see the same issue nothing of financial losses in the event an asset must come up over and over again, we offer recommenda- be shut down for unscheduled maintenance,” says tions to fabrication yards, project owners and manufac- Øystein Bjaanes, Principal Engineer. “By performing turers to help them avoid repeating mistakes. We are root cause analysis, we are not only helping custom- making a real effort to be proactive, not reactive.”
GLOBAL NETWORK OF TESTING FACILITIES The Materials and Corro- sion Technology Centre and its sister facility, the Technology Centre for Offshore Mooring and Lift- ing in Bergen, are part of DNV GL’s global network of laboratories and test sites. Additional laborato- ries are located in Høvik, the Netherlands, the UK, the USA (Columbus, Ohio) and Singapore.
MARITIME IMPACT 01/2018 SCIENCE CENTRES APPLIED RESEARCH 43
OPTIMIZING DEEPWATER MOORING DESIGN In 2015, Shell International Exploration and Pro- duction (Shell) approached DNV GL’s Technology Centre for Mooring and Lifting to conduct testing for a technical pre-qualification programme for polyester ropes made by several manufacturers. The project, driven by Shell’s efforts to reduce overall costs, required DNV GL’s engineers to test the tension-elongation characteristics of different polyester ropes as well as their permanent non- recoverable elongation. DNV GL was able to ver- ify which ropes would fit within tight constraints specific to Shell’s deepwater projects and meet the performance criteria required for installation and in-service conditions. One project helped Shell save an estimated 1.5 million US dollars in steel chain costs and one million US dollars worth of mooring system installation time.
In one case, DNV GL conducted a number of systems to achieve specific load variables to simulate failure analyses caused by hydrogen induced stress different conditions. For example, we recently set up cracking (HISC). Based on material research and root a test rig for analysing how ropes behave when run- cause analysis of these failures, DNV GL established ning over a sheave to calculate heave compensation a joint industry project to derive a guideline for safe during a subsea lift.” use of duplex materials. As a result, a Recommended Most of the work done in the Technology Centre Practice (DNVGL-RP-F112, Duplex stainless steel – for Offshore Mooring and Lifting revolves around design against hydrogen induced stress cracking) for qualification of new systems. “The accuracy and flex- duplex stainless steel subsea equipment exposed to ibility of the test facilities is used by some operators cathodic protection was created, which has become during the front-end engineering and design (FEED) the global industry standard for preventing HISC. phase to optimize mooring systems. Others use the Similar outcomes have resulted for instance from facilities to provide third-party testing of systems de- failure analysis of fasteners, thruster gears, hydraulic veloped by competing suppliers,” he says. “Custom- piston rods and anchor damage to pipelines. ers can witness tests from a viewing area protected by bulletproof glass and review tests in slow motion, 600 elephants thanks to an array of high-speed cameras.” DNV GL’s investment in Bergen also includes the Technology Centre for Offshore Mooring and Lift- Safer, smarter, greener ing. Located in a separate building with more than Hans-Erik Berge notes that there is growing demand 2,000 m2 floor space, the centre is equipped with for services at the Bergen technology centres both three testing machines for fibre ropes, mooring in Norway and internationally, and with each new chains, steel wires and other components, supported case, the organization builds competence. “As a test by two 10-tonne cranes to lift test specimens. Prin- facility, we collect a lot of data on corrosion, coatings cipal Engineer Kurt Eide says the site houses one of and mooring lines,” he says. “At any given time we the largest tensile testing machines in the world. “It are engaged in different JIPs with relevant industry has a 2,900-tonne-load capacity, roughly equivalent stakeholders and regularly participate in industry to the weight of 600 elephants,” he says. “And the meetings, seminars and workshops. While the tech- extended 20-metre test bed is ideal for both static nology centres do operate as a business, our work and dynamic tests.” is aligned with DNV GL’s core mission: safeguarding Eide says that while the load capacity is impor- life, property and the environment.” AW tant, the real value of both machines is in the control system, also enabling programming of test sequenc- es. “DNV GL has been testing fibre ropes for dec- DNV GL Expert ades, but now we have larger machines equipped Mads Arild Eidem, Head of Section, Materials Bergen with multiple sensors so we can measure data with Phone: +47 92 05 48 12
Photos: DNV GL, Holger Martens GL, Photos: DNV greater accuracy,” he says. “We can also calibrate E-Mail: [email protected]
01/2018 MARITIME IMPACT 44 ENVIRONMENTAL PROTECTION MARINE DEBRIS
TIME FOR ACTION ON PLASTIC POLLUTION Growing public awareness of marine plastic debris has put pressure on governments to act, but some in the maritime industry are already moving ahead to manage the crisis.
Plastic pollution is washing up on the shores of the “While the past decade has given a clearer un- Hawaiian Islands, settling onto seabeds in the Arctic derstanding into how plastic debris impacts Ocean, and rising through the food chain onto our marine and coastal biodiversity, the dinner tables. By one estimate published by the Unit- future challenge lies in closing sig- ed Nations Environment Programme (UNEP), there nificant knowledge gaps within will be more plastic than fish in the world’s oceans by management, mitigation and 2050 unless action is taken. debris collection technol- According to Arnstein Eknes, who is responsible ogy,” says Eknes. “Plastic for DNV GL’s marine plastic awareness initiatives, debris is a transbound- managing the crisis is a shared responsibility, but he ary concern. Global believes the maritime industry has an important role collaborative action is to play in finding a solution. “Plastic lost in nature is needed to develop the challenge. By encouraging the public to stop us- and deploy technol- ing single-use plastic items, we can all reduce waste,” ogy that maps, moni- he says. “And by leveraging different maritime tech- tors and minimizes the nologies to remove existing waste, we can reverse overall environmental the direct and indirect impacts of industrial and footprint of plastic human activity. Proper recycling systems and good products.” waste management solutions bringing plastic into circular economies are essential. For the maritime Understanding the challenge industry, sitting on the sidelines is not an option.” In 2016, the global plastics pro- Eknes notes that DNV GL has studied the issue duction totalled around 335 million and in 2013 launched Plastic Aquatic, an extraordi- metric tons. Each year, eight million tons nary innovation project in cooperation with World of mishandled waste washes into the world’s Wildlife Fund Norway to gain deeper insight into the oceans, further adding to the total ocean extent of global marine debris. In addition to assess- plastic debris aggregate, approximately 150 ing the impact of marine plastic debris and micro- million tons. The end results are alarming. plastics in our oceans, the project recommended For example, the Great Pacific Garbage solutions. Patch (GPGP), a floating gyre of marine debris in
MARITIME IMPACT 01/2018 MARINE DEBRIS ENVIRONMENTAL PROTECTION 45
THE COMPLEX WORLD OF MARINE DEBRIS
Marine debris includes both biode- gradable and non-biodegradable materials. While it takes approximately 50 years for leather to decompose, it takes about 500 years for plastic fish- ing lines and bottles to do the same. With the ever-growing accumulation of marine plastic debris, this time frame is million unacceptable. 8 tons Banana peel of mishandled 1 week Newspaper waste washes into 6 weeks the world’s oceans each year.
Waxed the central North Pacific Ocean first discov- milk Plastic bag ered in 1997, now holds sixteen times carton 10 to 20 years more plastic than previously estimated, 3 months Cigarette butt 1 to 5 years according to a study released by an international team of scientists affiliated with The Ocean Cleanup Foundation. Three times the size Leather of France with over 1.8 trillion 50 years pieces of plastic weighing Foamed plastic cup some 80,000 metric tons, 50 years the GPGP is the largest accumulation zone for ocean plastics on earth. If left to fragment, the Aluminium can amount of hazardous 80 to 200 years microplastics will in- crease more than tenfold. Plastic Microplastics are beverage Fishing net choking oceans, strangling bottle and fishing line underwater creatures and 450 years 600 years playing havoc with aquatic sys- tems. When scientists and research- ers from New York’s Cornell University Disposable concluded a recent four-year survey of diaper 450 years 159 reefs in Australia, Thailand, Indonesia and Myanmar, their findings were alarming. Over eleven billion microplastic particles are entangled in corals across the Asia-Pacific region causing severe Glass bottle
damage to pristine coral reef ecosystems. - stock.adobe.com Photo: rangizzz 1 million years
01/2018 MARITIME IMPACT 46 ENVIRONMENTAL PROTECTION MARINE DEBRIS
Plastics block sunlight and abrade reef-building corals, creating sores that become conduits for infec- tion and disease that eats away at coral tissue. When “The future challenge lies in closing corals are in contact with plastic, the likelihood of significant knowledge gaps within coral disease increases 20-fold, from four per cent to management, mitigation and 89 per cent, study reports reveal. “Once coral tissue debris collection technology.” loss occurs, it’s not coming back,” says Drew Harvell, senior author of the study at Cornell University. “It’s Arnstein Eknes, Business/Segment Director for Special Ships at DNV GL like getting gangrene on your foot. There is nothing you can do to stop it from affecting your whole body.”
No quick fix DNV GL sees a tremendous need to scale up re- global awareness of what plastic waste is doing search and innovation initiatives to meet the global to our oceans. Since its launch, 50 governments – marine plastics challenge. And despite the world’s accounting for more than half the world’s coast- oceans filling up with more and more plastic waste line – have signed up to the #CleanSeas campaign, and microplastics, Eknes is optimistic. He sees grow- with many making specific commitments to protect ing international awareness, a greater interest to oceans, encourage recycling and cut back on single- create solutions, and a global desire to collaborate. use plastics. “While there seems to be slow progress towards short and long-term approaches to solve the ocean plastics problem, there are many global initiatives bubbling under the surface,” he explains, pointing to recent initiatives launched by IMO and the European Commission. Last year when IMO placed marine plastics on its high-level Marine Environment Protection agenda, it sent the 150 MARPOL Annex V countries a clear message: The industry must do more to fight against plastic pollution. “IMO legislation has and will contin- ue to play a leading role in shipping’s responsibility to minimize the entry of destructive marine plastics WHAT IS THE EXTENT OF THIS PLASTIC INVASION? into our oceans,” says Eknes. In extensive joint investigations by Orb Media, Ramping up its quest for healthier oceans and the a non-profit journalism organization based in protection of global marine ecosystems, in May 2018 Washington, D.C., and a leading researcher European Commission proposed new EU-wide rules from the University of Minnesota School of to target the ten single-use plastic products most Public Health, 83 per cent of tap water samples often found on Europe’s beaches and seas, as well collected from five continents tested positive for as lost and abandoned fishing gear. Together, these microplastic. “Microscopic plastic particles are flowing out of taps from New York to New Delhi. constitute 70 per cent of all marine litter items. These tiny plastic fibres and fragments aren’t The UN Environment’s #CleanSeas campaign, just choking the ocean, they are infesting the launched in February 2017, has significantly raised world’s drinking water,” says Orb Media.
MARITIME IMPACT 01/2018 MARINE DEBRIS ENVIRONMENTAL PROTECTION 47
Research Exploration Vessel (REV) is a project now under development in Norway. The ship is scheduled for delivery in 2020.
tion and recycling. Slat, the 2017 winner of the Heyerdahl Award for exceptional technical innova- tion and environmental work, has raised over 31 million US dollars to develop the technology, Leveraging maritime technology which is currently being tested 50 nautical miles So, what can the industry do to mitigate the plastic outside of San Francisco’s Golden Gate Strait. debris crisis? “First, as individuals, we should be In 2013, DNV GL in cooperation with WWF aware of everyday plastic choices – just use less Norway introduced a concept for a specialized re- plastic,” says Eknes. “Second, we need better search and marine debris collection vessel (Spindrift). technology to remove and keep plastics out of the Elements of this concept vessel will be included in oceans. Fortunately there are some exciting devel- the Research Exploration Vessel (REV), as part of opments within the industry that can be used to col- the REV Ocean project, now being developed by lect plastics and microplastics before and after they Norwegian entrepreneur Kjell Inge Røkke and former have reached the oceans.” WWF leader Nina Jensen. WWF Norway is a partner One such development has been spearheaded in the project. When completed in 2020, the REV by Boyan Slat, a Dutch inventor and founder of The will be the largest research and expedition vessel Ocean Cleanup, who intends to clean up half the in the world. Great Pacific Garbage Patch in five years’ time with The REV will be equipped with state-of-the-art the world’s first ocean plastic-cleaning machine. The marine surveying equipment, laboratories, audito- one-kilometre V-shaped boom moves naturally with rium, classrooms, two helipads and an underwater the waves, scooping and channelling floating plas- ROV. The ship’s mission control room will monitor
Photos: REV Ocean, rangizzz/yanadjan - stock.adobe.com rangizzz/yanadjan Ocean, Photos: REV tics towards the centre of the V for monthly collec- satellite images of eddies and convergence
01/2018 MARITIME IMPACT 48 ENVIRONMENTAL PROTECTION MARINE DEBRIS Photos: rangizzz - stock.adobe.com, The Ocean Cleanup Ocean The - stock.adobe.com, Photos: rangizzz
Towing boom in fronts on the ocean surface and deploy UAV’s a successful test and helicopters to detect marine plastic debris. In in July 2018 (top). addition to being a platform for developing and Boyan Slat (right), testing microplastic removal technology, the ship the founder of The Ocean Cleanup. will also have the capacity to convert tons of end-of- life plastics into on-board heat and power energy through specialized collection and sustainable waste low market cycles, the owners could use their high incineration processes. propulsion power and large towing spread capability for global plastic collection. The key challenge is of Seismic technology course the associated cost.” Another promising development is the use of seismic technology to identify and remove marine Greater collaboration: global action plastics. PGS, which operates a fleet of specialized While encouraged by these developments, Eknes seismic vessels for the oil industry, has developed believes more can be done. “As an industry, we can a large-scale concept for plastic collection at sea. achieve more by developing a structured approach Its system releases massive amounts of bubbles at for increased collaboration between various industry depths of 50 metres which push microplastics up- stakeholders,” he says. “The collaboration between wards into the booms towed by the support vessel. NGOs, governments and private businesses will be Here, a processing unit removes organic materials critical to achieve more effective solutions for the re- before compressing, packaging and sending the capture, recovery and reuse of marine plastic. Without plastic debris to process facilities for recycling. global collaboration, we will be unable to fully identify “There’s no limit to innovation,” says Eknes. and craft a suite of globally relevant marine debris so- “Instead of cold-stacking offshore vessels during lutions that make sense for business and the oceans.”
MARITIME IMPACT 01/2018 MARINE DEBRIS ENVIRONMENTAL PROTECTION 49
GREAT PACIFIC GARBAGE PATCH (GPGP) IN NUMBERS Meanwhile, the rise of localized marine debris Consisting primarily of fine, suspended particles networks, such as the Indonesian Waste Platform, in the upper water column, the GPGP has been the African Marine Waste Network, the Portuguese gathered by ocean currents, concentrating in Marine Litter Association, the Australian Marine De- the North Pacific Gyre. Much of it is the result of plastics disposed of improperly, then ground bris Initiative and the German Round Table Against into fine debris by wind and waves. Marine Litter, are bringing hundreds of stakeholders together. “The impact of hub-connecting networks CONCENTRATION and collaborations across the globe will create major long-term improvements for greater upstream focus The GPGP has ocean plastic concentrations ranging from and waste management initiatives,” says Eknes. 10s to 100s kg per km² Looking ahead San What is the perfect five-year plastics scenario? Francisco According to Eknes, it would include prototype col-
~ 0.1kg/km lection technologies in the largest 20 rivers of the ~100 kg/km world, novel innovative management systems for land-based plastic waste treatment, disposal and ~1–10 kg/km recycling, the ability to remotely detect and monitor marine debris at par with that of oil spills, and the growth of a circular plastics economy. Hawaii “We need a broader rethink and a new approach to capturing value in a new plastics economy. While
EXTENT waiting for industrialized countries to take immedi- ate action by reducing waste and curbing the growth of single-use plastic, we need to extract the maxi- million mum value from its use, then recover and regenerate km² 3× 1.6 the size products and materials at the end of their service of France life,” says Eknes. “At DNV GL, safeguarding the environment is close to our hearts,” he adds. “We are passionate about contributing to smart and better decisions. The world needs solutions, guidance and improved MASS & COUNT future outlooks. We want to take part in building a road map to help the world tackle the marine debris challenge.” MF 1,800,000,000,000 pieces float in the GPGP – equivalent to DNV GL Expert pieces 250 Arnstein Eknes, Business/Segment Director – Special Ships
of debris for every human in the world Cleanup Ocean The Source: Phone: +47 94 86 68 83 E-Mail: [email protected]
01/2018 MARITIME IMPACT 50 MARITIME COMMUNICATIONS
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MARITIME IMPACT 01/2018 DNV GL
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