New 1500 M3/H UV Reactor for Pureballast 3

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Optimized for large flows

New 1500 m3/h UV reactor for PureBallast 3

Markets Technology 04 n Oil output forecast falls 18 18 Profile w Seawater lubrication benefits Profile 05 n OSM looks to digitalisation n Bergshav looking for opportunities

Gibraltar Report 07 n Anchorage turnaround efficiency n Services abound

Navaids 12 n Stop wasting money

19 Ballast Water Treatment w New Alfa Laval reactor w BEMA brings sector together w USCG type approvals w Trials and tribulations w Proper planning needed 26 Efficiency w Scrubber fitting problems 29 Bunkering w Low sulfur cap w Bad stems resurface 33 Tank Services Anti-Piracy w Cleaning continuous hazard 14 n Crime still persists w Guidelines and database 16 Ship Supply Conference Report n Changing face 34 n Keeping seafarers on side

Alfa Laval has introduced a larger reactor (see page 19) enabling bigger vessels to opt for two BWTS instead of fitting multiple systems. Optimized for large flows Its PureBallast family is fully IMO and USCG type approved and is based on chemical free UV technology.

New 1500 m3/h UV reactor for PureBallast 3

Alfa Laval PureBallast 3, the third generation of the leading ballast water treatment technology, is now even more optimized for large ballast water flows. A new 1500 3m /h reactor enables large-flow systems with less cost and complexity – and all the advantages that chemical-free UV treatment has over electrochlorination. With the new reactor, Alfa Laval can now offer BWTS of between 32 to 3,000 cu m per hour by fitting Discover the big difference at www.alfalaval.com/pureballast multiple units, claimed to be ideal for the tanker sector. This saves installation and maintenance costs, plus the time taken to install BWTS, the company said.

November - December 2018 l TANKEROperator By Rotortug. 1 COMMENT Bunkers - a looming nightmare We thought that the Ballast Water responsible for the fuel management. knight’ willing to invest in the company, which Convention had caused the largest Another clause focuses on co-operation was accepted by the US Bankruptcy Court in ripples in the shipping industry for between owners and charterers to minimise which Aegean had filed for protection under some time. We were wrong. quantities of non-compliant fuel on board by Chapter 11. This accolade, if you could call it that, goes 31st December, 2019. The significance of this is that Aegean claims to IMO’s low sulfur cap and zero emissions It states that any remaining non-compliant to be the world’s largest independent bunker decrees. fuel on board after 1st January, 2020 has to be supplier and has operations worldwide, so the Although I am in complete agreement with removed no later than re-delivery or 1st March, knock-on affect of the company ceasing trading the reasoning behind these edicts, unlike a 2020 – whichever comes first. It also says that would have been substantial. certain US President, there is no doubt that the removal of non-compliant fuel must be done at Of course, bunker suppliers are subject to result will cost the shipping industry billions. the charterers’ cost, while tank cleaning must be the vagaries of oil price volatility and as yet, As has been well documented and debated done at the shipowners’ cost. nobody has said with any clarity, what the cost upon, shipowners and operators have to do The 1st March, 2020 date is significant as of IFO, LNG or other blended types of fuel will something and pretty quickly to comply with the from that day ships will not be allowed to have be come 1st January, 2020. 1st January, 2020, 0.5% low sulfur cap. non-compliant fuel on board unless fitted with a This appears to be what the scrubber Next year’s IMO MEPC and MSC meetings scrubber. supporters are gambling on - the price of HFO are going to prove pivotal in laying down Although still relatively small, scrubber and its continued availability. If there is a wide the guidelines needed to the various industry orders have accelerated recently and we have price difference between HFO, distillates and segments involved. even seen Frontline and TORM invest in LNG, the scrubber manufacturers claim that the One of these segments is the bunker supply scrubber manufacturers to guarantee availability payback time could be as little as 12 months. sector. There is no doubt that bunker suppliers of equipment for their vessels. Another argument being banded about is that could be caught out by different blended fuels, period charterers will opt for vessels, especially taken from different refinery runs. Fraud question large tankers, fitted with scrubbers, as the fuel But this has been a problem before, illustrated It is not just bad stems that are affecting the could be considerably cheaper. by the 100 or so vessels hit by bad bunker stems bunker supply market. Fraud seems to be IBIA has pointed out that IMO member in Houston and elsewhere earlier this year. another problem, especially dealing with the states that are parties to MARPOL Annex VI Both BIMCO and the P&I clubs are large sums involved in a bunker stem. are supposed to tell the organisation of the suggesting new clauses in charterparties to cover In November, 2014, at the time the world’s availability of compliant fuel oils in their ports. any liability problems coming to light. largest bunker supplier, OW Bunker became There is an established mechanism to do so It basically depends on who is operating the insolvent, resulting in some shipowners paying and now it is hoped this can be used to help vessel at the time of a bunker stem. Normally it twice for their stems, due to not being diligent shipping companies prepare for 2020 with is down to the owner or manager on a voyage over who they had made a contract with. This detailed information about where and when charter and the charterer who is responsible for led to a hasty revision of bunker supply clauses compliant fuels will be available. bunkering the vessel. to state clearly who the parties involved are. It follows a proposal by Liberia put to BIMCO’s new timecharter clause states that The insolvency was due to an executive of MEPC 73 to ‘issue a resolution urging states charterers (operators) are obliged to provide OW’s Singapore subsidiary allowing a large to report the availability of compliant fuel oil fuel that complies with MARPOL requirements, amount of credit to an alleged dubious bunker well in advance of 1st January, 2020 to enable grades and specifications set out in the supplier. shipowners and operators to gain experience on charterparty, and it is a general compliance A couple of months ago, Aegean nearly the carriage and use of the new fuels on their clause. suffered the same fate, due to alleged ships and with proposed ship implementation It also states that charterers must use suppliers misappropriation of funds to the tune of about plans to enhance a smooth and effective and bunker barge operators who comply with $300 mill. transition to the new regulatory requirements,

MARPOL and that shipowners will remain However, the company already had a ‘white IBIA said. TO TANKEROperator

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TO March 2018.indd 5 22/02/2018 14:56 13373_Total_MB_210X297_V1.indd 3 14/02/2018 14:52 INDUSTRY- MARKETS Owners should take heed of downward oil output revisions Oil prices had been on an upward trajectory since July last year.

rent values briefly climbed above owners be alarmed by these downward led cuts cannot be ruled out next year if $85 per barrel in early October. revisions? robust growth in non-OPEC crude production However, more recently prices The crude tanker market appears leads to an overhang in oil supply. have moved down to just over unaffected at present, with other factors In contrast, the product tanker market B$70 per barrel. at play. A major rebound in VLCC spot is more sensitive to changes in underlying Nonetheless, thus far in 2018, Brent has earnings over the past month was driven by consumption levels, as higher petrol prices averaged some 34% higher than it did back the combination of rising Middle East spot at the pump threaten to limit demand in key in 2017, which is starting to make an impact cargoes aimed to support a surge in Chinese product importing countries. on global consumption levels, Gibson said in demand and an ongoing robust long-haul Slowing growth could also translate into a a recent report. trade out of the Americas. build-up in product inventories, a factor with The IEA has revised its figures for growth More demand for tanker owners has come potential negative implications for arbitrage in oil demand for this year, down by 110,000 at a time of marginal growth in the trading movements. barrels per day to 1.3 mill barrels per day, fleet, restricted by robust demolition, while Subsidies most notably in non-OECD Asia. Vitol has weather disruptions have also affected vessel However, a new trend is starting to emerge. made an even more dramatic revision, with schedules. Many economies which used the last oil estimates down by 400,000 barrels per day. Suezmaxes and Aframaxes have benefited price collapse as an excuse to phase out Concerns are also mounting that we could from the rebound in West African and subsidies, have started reintroducing them see slower growth in demand next year, Libyan crude exports, while much higher again. partly due to a step-up in prices, and the US/ VLCC rates have also made smaller tonnage For example, in Asia, India has cut taxes China trade war. The IEA outlook for 2019 more attractive on certain routes, Gibson for retail gasoline and diesel; Malaysia has been revised down by 100,000 barrels said. has reintroduced petrol subsidies and the per day, while Vitol figures are twice that Going forward, tonne/mile demand is Philippines government intends to suspend much. expected to continue to increase, led by planned fuel tax increases next year. Growth in oil demand is a valuable further gains in long haul trades, mainly out Indonesia has also announced a freeze in forward indicator for tanker trades. Should of the US. However, another round in OPEC- prices for subsidised transport fuels, while Thailand is considering similar measures. Finally, South Korea is evaluating plans to temporarily reduce taxes on retail gasoline. The role of subsidies may become an even more important factor for protecting consumer demand over the coming years if oil prices continue to rise. Last but not the least is the fact that crude and product tankers alike are likely to benefit next year with the IMO 2020 low sulfur cap. As preparations get under way in the second half of 2019, we could see more barrels being traded, irrespective of potentially slower demand growth across the barrel. Charterers are likely to take advantage of cheaper, HSFO-based freight rates ahead of the switch to 0.5% sulfur bunkers, while refiners race to produce as much compliant fuel as possible and move it into position CrudeSource: oil tanker Gibson earnings Shipbrokers 2015 - 2018 Source: BIMCO, Clarksons ahead of 2020, Gibson concluded. TO

November - December 2018 l TANKEROperator 4 INDUSTRY- PROFILE - OSM OSM sees new dawn for tanker technical management Norwegian based shipmanagement concern, OSM has plans to utilise a new breed of digital technology to increase transparency, efficiency and performance for the tanker segment. EO, Geir Sekkesaeter, explained; we like,” he said. “Increased complexity means harness the power of big data analytics to deliver “At the end of the day all increased demands for management companies on-going cost, safety and efficiency benefits for shipmanagement companies do pretty – you need specialist skills and proven expertise. all our stakeholders,” he explained. much the same thing. We provide a We have that, whereas a lot of our competition Crange of services that help shipowners operate does not. That puts us in a very strong position.” Improvement culture their assets and meet commitments to customers. OSM manages shuttle tankers for AET and According to Sekkesaeter, the system will allow The price may be different, the relationships may Ugland, which operate in the North Sea and plans tanker responsible teams to access intelligence be different and the standard of service may be to build a future presence in Brazil. The group’s through a suite of applications – available on different, but the proposition is often the same. dedicated base in Manila is the epicentre for any device, anywhere in the world – and make “Ultimately it can be the vessel the obligatory DP2 training required, with local optimal real-time decisions. superintendents, and the level of their training resources used whenever necessary. Crews and land-based facilities will work competency, that can elevate one vessel above Sekkesaeter expected this business to grow, from the same platform, increasing shared another in terms of overall management with the “new oil reality” making shuttle tankers understanding, while detailed reporting, performance. That is something that we at OSM a versatile, cost effective solution for smaller oil modelling and machine learning will enable are working to change,” he stressed. fields worldwide. continual long-term benefits. Given his position at the head of a global “It’s a niche, but an important one,” he argued. “This sets a new benchmark for the industry,” organisation of around 30 offices, with about “As such its good for our business to have the he said. “Suddenly, it’s not just about focusing 11,000 seafarers and 500 managed vessels, specialist competency on hand.” on effective individual vessel management and one may expect a level of wariness, of caution. In a market defined by ever increasing operations, it’s about creating an environment of Instead, he prefers to tell it like it is. competition, the OSM head was keen to stress learning, intelligence and innovation, where we Tankers have been pummelled, he said, by how his company can differentiate itself and utilise data to enhance services today and create “challenging years” but he sees commercial deliver business advantage for its customers. In new solutions for tomorrow. opportunity ahead. Rate developments appear other words, how they can provide an alternative “It’s a genuinely exciting development for largely positive for many of the vessels OSM to the aforementioned “pretty much the same OSM and, we believe, the industry as a whole,” manages – around 100 of the company’s 500 thing.” he said. ships are tankers, including product tankers, The answer, it seems, lies in a revolutionary, Alongside 24/7 access to vessel data and VLCCs, Afromaxs, and others – while certain digitally enabled operations centre. This, insight, the centre will also provide round the specialist segments are seeing increasing interest Sekkesaeter said, will build a platform clock assistance, with Master Mariners, Chief - shuttle tankers in particular. for enhanced decision-making across the Engineers and logistics personnel on hand to, for “Shuttle tankers are complex vessels… which organisation, taking the onus off of individuals example, to address system faults or answer spare and delivering previously unimaginable insights. part enquiries. Suddenly, it won’t just be the tanker “We believe it marks the dawn of a new age superintendent elevating vessel performance; it’ll of 24/7 vessel, fleet and business support and be an entire joined-up digital ecosystem. “We’ve improvement. In the dynamic tanker sector it will constructed a new operations centre in Singapore deliver added planning capacity, predictability that will be the main hub of OSM’s technical and performance, while our crews provide the management offer. Built on a tailor-made cloud specialist competency shipowners and energy solution it allows us to connect, aggregate and majors demand. analyse data, captured from all vessels, in real “That overall proposition is certainly not ‘the time. same thing’ as the rest of the industry provides,” “We can essentially ‘join up’ our global he concluded. operations to give full transparency, both OSM’s Singapore operations centre is now financially and operationally, of all our activity. fully functional. A test fleet is now operating This allows us to identify trends, predict issues, within the new ecosystem to explore and OSM CEO Geir Sekkesaeter address under-performing vessels, and generally document its full functionality. TO

November - December 2018 l TANKEROperator 5 INDUSTRY- PROFILE- BERGSHAV Opportunities in Aframax segment Norwegian shipowner Bergshav Management employs only 20 staff, and either owns or co-owns 13 tankers, writes Charlie Bartlett.

ut private ownership, a small world’s biggest oil producer. Since the oil asset footprint and a large pot of price has made a recovery in recent months, ready capital affords the company dormant wells in the US have returned a nimble and cautious approach to production, vastly increasing output Bto shipping investments. In general, it shies over 2014 levels. According to the US away from speculative purchases, and Energy Information Administration (EIA), particularly newbuildings, focusing instead production is likely to outpace both Russia on the acquisition of capable, existing and Saudi Arabia, at least until the end of tonnage, CEO, Atle Bergshaven explained. 2019. “Generally we never build unless there “We benefit from the trading patterns is already a long-term charter agreement in changing,” Hannevik said. “More oil coming place,” he said. “There is already a surplus out of the US brings a lot more demand to of vessels and we will never add to that by our segments. ordering speculative tonnage. We are in the “They’re producing in excess of 10 mill most speculative industry you can think of – barrels per day, and they are the largest why bet your company? It’s more important oil producer in the world, and they have for us to survive in the long run than make a opened up for export. The largest vessels, the quick short-term return.” VLCCs, cannot access the American ports, Bergshaven highlights the rising costs in and they need Aframaxes for shuttling it. the newbuilding segment, including steel and Both import and export to the US is good Bergshav CEO Atle Bergshaven labour, which compares with a proportional for Aframaxes. We have three of our four decrease in the cost of secondhand vessels, Aframaxes operating in the US - the new one balance. making buying, rather than building, the is in Asia but will soon be redeployed to the “Everyone in shipping would like to buy more attractive option. “We can sit tight and US as well. low and sell high. But the advantage of being wait things out,” explained CFO, Andreas “We have two dedicated lightering ships – a family owned business with a conservative Hannevik. “The advantage of that is that ‘Bergina’ and ‘Bergitta’ – we had them built profile is that we don’t have a lot of loans, when market opportunities come along we’re as lightering ships,” explained Bergshaven. we have a lot of cash reserves, we’re not in a position to act. We have very healthy “Now they’re reverse-lightering – taking restricted by a board and investors telling us finances despite a very weak market over the cargo from shore to the bigger ships.” we have to put our capital to use,” he said. last few years.” With a large proportion of tonnage Fortunately, it may be that just such an Complex landscape operating within the North American ECA, opportunity has arisen. Despite low rates And this is likely to increase, as well, thanks Bergshav is already complying with domestic and overcapacity, the company believes that to the current complexity of the geopolitical 0.1% sulfur restrictions there by running its instability in global trades around the world, landscape, including embargoes on Iran and vessels on low sulfur fuel oil. Bergshaven as well as vast increases in non-OPEC oil Venezuela. “Trade patterns will be affected was sceptical of the future scrubber production – anticipated by the International this year because we are not allowed to trade technology. “We just read that the Chinese Energy Agency (IEA) to increase to 63.3 with Iran,” said Bergshaven, pointing to will not allow [open-loop scrubbers],” he mill barrels per day in the next five years – potential price increases thanks to an increase says. “That forces owners to return to marine make now an attractive time to invest in the in the demand for floating storage, amongst diesel. tanker market. other factors. “That would be a disruption in “There will be new marine diesel, and new “We’re at a low point now, rates are truly the market, of course the more disruption we marine distillates, and we hope that there will depressed. But we believe the market will see the better it is for us.” be sufficient supply that we can utilise, and turn and we are looking for good timing Hannevik pointed to increasing scrapping the price difference will be lower,” he added. here,” said Hannevik. “We invested in a new rates, and expects that the IMO’s 2020 0.5% “But we’ve seen that 80% of scrubbers are aframax in the summer… we think it’s an cap on sulfur will increase the proportion of open-loop, and if that is not allowed in the attractive entry point.” scrapped tonnage. “One likely scenario is ECA areas, it will only be able to be utilised Part of the stimulus comes from the US, that there will be slow-steaming, which will in part of the world. There are just so many

which has taken over from Russia as the limit supply, and improve the supply-demand different factors at play,” he concluded. TO

November - December 2018 l TANKEROperator 6 INDUSTRY- GIBRALTAR REPORT

Anchorage turnaround efficiency key to Gibraltar’s success Business is brisk in Gibraltar’s main Western Anchorage where 14 slots are available mainly for bunkering purposes. o gain greater efficiency in vessel turnarounds, the Gibraltar Port Authority (GPA) has limited each vessel’s stay to around six to eight Thours. Longer periods at the anchorage slots can be arranged, depending on the circumstances. Around 10-15% of the fuel bunkered is low sulfur fuel, as many vessels bunker before sailing on to northern Europe. The IMO is studying the adoption of the Mediterranean region as an emissions control area (ECA), although this may take a little while to become mandatory. The recently appointed CEO and Captain of the Port, Manuel Tirado told Tanker Operator that the GPA had almost completed the legal framework for LNG bunkering operations, however, the uptake of this operation will be dictated by demand. Fuel oil is stored either on an Aframax berthed In October, the GPA’s purpose built headquarters was officially opened on the detached mole, or in Algeciras at either Vopak’s or Cepsa’s tank farm or across the strait Eastern Anchorage for the first 48 hours with a Norcontrol vessel traffic service (VTS) system, at Tangier. 75% discount rate applied. which commands the whole of the Straits, as well To effect a crew change or to carry out One advantage of carrying out crew changes as monitoring vessel movements in Gibraltar husbandry or repair/service work, in addition to at Gibraltar is that a crew member does not need Bay, vastly improving the Port Authority’s bunkering, the vessel’s Master must satisfy the a visa to fly from the UK, as long as they are monitoring capability of British Gibraltar GPA that the vessel has the adequate manning being met by a local agent. If arriving in Spain, Territorial Waters (BGTW). levels to conduct a multiple operation by possibly having been diverted from Gibraltar Due to its location, a visual watch can also be demonstrating a risk assessment and method due to bad weather, they will, however, need the maintained in conjunction with the radar watch. statement showing that the vessel may conduct correct immigration paperwork, otherwise the The control room’s desks are ergonomically other simultaneous operations. crew member will be sent back to the UK. designed and everything is recorded, including Failing this, a vessel will normally need to the thermal infra-red CCTV imagery, AIS move to the Eastern Anchorage if the ship’s crew New ops centre tracking, telephone, and VHF for possible use in cannot handle the tasks simultaneously. Some GPA’s port main operations was recently near miss and incident investigations, as well as of the local agents have complained that this re-housed in Windmill Hill Road having been for training purposes. manoeuvre makes their services that bit more down by the port area for many years. The The vessel traffic management system expensive. However, Capt Tirado explained operations centre is housed in a purpose-built (VMS) also allows vessels and their agents that ancillary services can be carried out in the building, which also contains the new Kongsberg to gain greater efficiency when entering the

November - December 2018 l TANKEROperator 7 INDUSTRY- GIBRALTAR REPORT

Bay, as vessel information can be input by the commissioned earlier this year and which will before assembling and installing the owner agent before its arrival. A traffic light system replace one of the older tugs. supplied UV-type BWTS. The yard worked is then applied whereby red signifies the start closely with UAE-based Aries Marine on the of approach operations, amber refers to all the Shiprepair project, which is a BWTS engineering retrofit documentation being in place and green means Another major service offered by Gibraltar is specialist. the vessel is cleared to enter the Bay. shiprepair. As well as having a BWTS installed, Gibdock Within the building there is an incident The old UK Royal Navy dockyard in Gibraltar carried out 2,500 sq m of blasting and painting on command room where any issues can be fed is now run privately by Gibdock, and is the bulker’s topsides and underwater hull areas, into directly from the VTS station above and experiencing a busy period. the removal and retrofitting the ship’s propeller, displayed on screens. This room is also used for Gibdock is currently handling OSVs, ferries, overhauling the main engine and carrying out lectures and for training. superyachts and other vessel types in its three steel repairs in the ballast water tank area. VTS watchkeepers are employed in two shifts drydocks of up to Panamax in size, as well as Gibdock also recently completed scrubber of 12 hours each, while the launch crew in the making good use of its afloat facilities of 1,000 installations on five Norbulk tankers using its port area are employed using a three shift system. m in length, plus berthing across the three pre-assembly facility PAD 1 where the funnel Capt Tirado explained that bunker operations drydock entrances. casings and support systems were put together. are strictly regulated by two designated In addition, several bunkering vessels The yard can handle all shipyard work using bunkering superintendents, as are the ship- were recently docked operated by Peninsula its in-house workforce, including steelwork, to-ship transfer operations in the Bay. There Petroleum. These include the chartered, pipework, mechanical/machining work, painting, are, on average, six STS operations carried Clearwater managed, 2011-built 10,303 dwt blasting, tank cleaning, etc. out per month based on 2018 figures to date ‘Ovit’, the 2010-built 7,203 dwt ‘Panama 100’ Electrical work is sub-contracted using a and meetings will be held beforehand with the and the 2008-built 3,537 dwt ‘Hercules 100’. specialist electrical company, which has worked Mooring Masters and the ‘person in overall Other tanker handled were the Chilean- alongside Gibdock for many years. advisory control’ (POAC). managed 2013-built, 46,589 dwt built ‘Meridian John Taylor, Gibdock’s operations director There are no STS operations allowed ‘off port Express; the Anglo-Eastern managed 2015-built explained that the yard preferred to bring a vessel limits’ and a 90 tonne bollard pull tug must be 30,711 dwt ‘Store Bay’; Christiania Shipping’s alongside to carry out repairs when not requiring in attendance during the operation if one of the 2004-built 3,418 dwt ‘Sofie Theresa’ and ABC a drydocking rather than use a flat top barge in vessels involved is over 100,000 dwt. If a transfer Maritime’s 2011-built ‘Adfines Sky’ for both the Bay. involves a vessel of up to 80,000 dwt, a 55 tonne afloat and docking repairs. The reason being the short deviation time from bollard pull tug will be needed. Typical of the docking work was the ‘Adfines Gibraltar Bay to Gibdock of roughly 45 mins, Other STS operations are carried out off Ceuta Sky’, which underwent topsides hose down thus providing a client with all the necessary across the Straits. and touch up, antifouling coating down to the facilities at hand and providing a quicker repair As previously mentioned, the GPA still waterline level, main engine and turbocharger turnaround. maintains a presence in the downtown port area repairs, tank work and other repairs. He said that although the yard was not the and at the launch base. Separately, there are The local Resolve tug fleet is also docked cheapest, it could deliver quality repairs and currently seven pilots available. periodically. retrofits and redeliver a vessel on time and on As for the local tug services, they are Gibdock is marketing its facilities for both budget. now carried out by Resolve Marine Services ballast water treatment (BWTS) systems To keep the yard up to speed, Gibdock is (Gibraltar), part of the Florida-based Resolve and exhaust gas cleaning systems (scrubber) currently refurbishing two of its large dock Group, which purchased the local tug company installations, making use of its PAD 1 pre- cranes and had recently completed work on its in 2015. assembly area. Recently, the 34,500 dwt John T tower cranes. Resolve Marine has four harbour tugs at its Essberger managed bulker’ Zambesi’ underwent disposal, with a new tug the ‘Resolve Hercules’, what was described as a complex BWTS retrofit. LNG conversion a 55 tonne bollard pull tug having being The yard’s own technicians carried out the Although not a tanker, an example of the necessary pipework and preparations on board yard’s capability was the recent award of an LNG conversion project for a Balearia ropax. The ‘Napoles’ was due in the yard on 15th November for a three-month conversion project to dual-fuel propulsion. Gibdock will be fully involved in all the work necessary, including steelwork, pipework, electrical work, insulation work, the lifting of a 200-tonne LNG tank on board the vessel and assistance with the MAN main engine modifications. Wärtsilä will be supplying the LNG package for the vessel. In addition, ‘Napoles’ will be undergoing routine drydocking maintenance work, including the extensive modification to her saloon area. Her sistership - Sicilia’ - is due to undergo Gibdock’s facilities can clearly be seen conversion next year. TO

November - December 2018 l TANKEROperator 8 INDUSTRY- GIBRALTAR REPORT Service companies take advantage of ship calls Covering the Mediterranean and its approaches, Wilhelmsen Ships Service (WSS) has added Malta and Las Palmas to its hub operations. he two extra ports have joined At Gibraltar, the information is provided from behind Blands. Gibraltar, Algeciras and Ceuta to the recently opened vessel traffic management Being trialled at present is a Bunker Quality expand WSS coverage under the facility, in which the agents have an input to help Survey (BQS), which is to be launched at the Strait Of Gibraltar concept ‘Your control traffic entering the Bay. beginning of next year. BQS will be operated TStrait Solution’. Bado claimed that WSS’s Gibraltar operation as a one-stop-shop and WSS will use one This allows WSS to offer unique lump-sum had reached second place in agency business surveying company for the whole service, thus fees for any bunker calls within its bunkering footprint. As a result, customers can pre-plan their voyages better and have total flexibility. WSS has also centralised its husbandry business, including spares and crew changes, for the region in Lisbon to increase efficiency by having just a one point of contact, which takes pressure off the local agents operating out of the ports, such as Gibraltar, Nicholai Bado, Ships Agency Manager, Gibraltar told Tanker Operator. The company has also introduced a Bunker Service Agreement, which is aimed at reducing time spent on communications, improving cash flow and reducing the number of financial transactions, plus minimising the time spent on administration, such as disbursement accounts and settlements. As well as looking after the day-to-day agency side of the business, Bado is also the Bunker Service Agreement Regional Ambassador – Europe.

Key hubs The service is controlled from key hubs worldwide and WSS now claims to be the world’s largest global bunker agent. Gibraltar is one of the world’s largest bunkering ports and by signing up to the agreement, a vessel operator will benefit from • Pre-arrival formalities and ISPS requirements completed 24 hours prior arrival. • Vessel always confirmed in port Vessel Management System prior to arrival. GIBDOCK • Bunker suppliers, surveyors, port authorities Proficient, MAIN WHARF ROAD, and pilots always given ETA updates. THE DOCKYARD, GIBRALTAR, GX11 1AA • A service boat is always ready for bunkering professional & TELEPHONE +350 200 59400 surveyor to attend upon arrival. FAX +350 200 44404 EMAIL [email protected] • Bunkering progress is always followed and perfectly placed WEB WWW.GIBDOCK.COM the service boat is ready for the surveyor upon completion. Offering comprehensive ship repair, • Any deviation from the original plan will be maintenance & conversions in its three dry docks & deep water port. appropriately communicated to the principal.

November - December 2018 l TANKEROperator 9 INDUSTRY- GIBRALTAR REPORT

avoiding sub-contracting. Bado explained that these new initiatives were adding value to WSS’s port operations by offering a single point of contact. “We have to keep adapting,” he said. The company is also trialling the use of drones in Singapore to move spares and stores parcels to ships at anchor. Gibraltar is monitoring their use having two large anchorages available. This service is scheduled to be launched from Singapore’s Marina South Pier this month. WSS in co-operation with Airbus, will be piloting the delivery of maritime essentials via Airbus’ Skyways unmanned aircraft system (UAS) to Arrival of the SCAMP workboat ‘Palencia II’ at its Gibraltar Berth after attending to a full vessels at anchorage. cleaning of a 285 m commercial vessel (see page 11) Initially, the two week pilot trial targeted OSVs and bulk carriers from shore at – to – ship delivery costs by up to 90% in some still an important segment of the business in Singapore’s Eastern Working and Eastern ports. Gibraltar. Holding anchorages. If there is strong interest By replacing launch boat deliveries with Locally based ships electronics installer and from other vessel segments, these options will be unmanned autonomous deliveries, the risks of service provider Sandvik Marine Services, explored, WSS said. personnel accidents to board vessel are also has introduced an end of the month report Unmanned aircraft technology has proved its significantly reduced. for its shore-based maintenance (SBM) fleet ability to speed up deliveries, slashing lead times agreements. traditionally seen with last mile deliveries. With Merger completed This lists any problems being experienced a quicker response rate and turnaround time of At the end of 2016, Survitec completed the with a vessel’s bridge electronics systems thus up to six times, it has the potential to lower shore merger with Wilhelmsen Maritime Services enabling a specialist to fix the problem before it safety business. becomes problematic. The transaction The report is sent to all those involved with included the the ship and lists the key electronic components transfer of all on board, including radars, ECDIS, etc. Wilhelmsen John King, Sandvik’s World Service Manager Maritime Services told Tanker Operator that this service was part of (WMS)’ safety the problem solving process enabling equipment related systems, to be fixed or replaced much faster than before. products, services For the monthly report, King said all vessels and competence are in contact with Sandvik via email or call the to Survitec. 24 hr support line. If anything urgent is notified, WMS holds a it can be fixed quickly with the company’s 20% stake in the worldwide service network or if critical, Survitec Group. technicians can fly out with spare parts within Previously, 24 hrs. WMS had The report includes the following points controlled the - battery expiry dates for GMDSS, which is safety side of important to be able to see if any are going to the business for expire within the next six months. the region from King explained that most batteries are now Gibraltar and lithium based and a problem to ship, so the more Algeciras and had lead time the company has the better, as it maybe a liferaft exchange possible to link up in a port where stock is held. operation on the Also on the monthly report are the software Spanish side of versions, as there is a need to ensure the software the Bay, which is up to date, especially on the ECDIS, as many was handed over vetting inspectors ask for this info. to Survitec as part Sandvik keeps this information in the of the deal. database, and again if a new software is seen to Bado also said be available, an upgrade is only suggested after that the Unitor it is seen to be stable. As long as the vessel has chemical and a compliant software version everything will be cylinder supply fine. operation was Also important is to keep track of the TX

November - December 2018 l TANKEROperator 10 INDUSTRY- GIBRALTAR REPORT hours of radar magnetrons to ensure the the best owner/manager to change it. come in, he has seen a big demand for surveying, performance from the radars is being attained. As it is now critical for vessels to have two servicing and supplying fire safety radios and The same applies to sensitive elements in Gyros. working ECDIS, Sandvik has a designated email that more ships are being added to Sandvik’s Sandvik is able to pick up on this and suggest to manned by specialist technicians 24/7, enabling portfolio. the owners/managers to budget for a spare before problems to be resolved remotely if needed with Sandvik has recently opened an office in it fails. As for radio/VDR surveys, the company Team Viewer. King said that 70% of the time the Panama to service the vessels waiting at the keeps an eye on the window and if if it is due problem is fixed remotely. anchorages at both ends of the canal. and the vessel is in an ideal port to conduct a He explained that around 80% of the business He said he had found good people to work service, then it is a good idea to conduct it, King is SBM fleet contracts and among the companies with worldwide from mainly small service explained. Sandvik works closely with are BW in Singapore companies who could be flexible when being Also, through the report, Sandvik has a and Norway, Transpetro, Viken and Westfal- called upon to conduct a service or survey at complete service history of the navigation and Larsen who recently signed up to an SBM short notice. bridge equipment, so if equipment is costing a lot contract. . The company has recently recruited two more of time and money, the company can advise the King said that since new regulations have service engineers. TO

HullWiper, in partnership with ship fuel conservation and underwater and types. HullWiper is a good fit.” services provider SCAMP, is now offering a hull cleaning solution for HullWiper’s patented underwater hull cleaning system uses adjustable vessels transiting the Strait of Gibraltar. seawater jets under variable pressure to dislodge waste materials and The agreement marks the latest expansion under HullWiper’s global remove fouling and invasive alien species (IAS), without the scrubbing, leasing programme, introduced in 2017, to work with partners worldwide harsh chemicals or abrasives used for traditional methods. to offer shipowners and operators a cost-efficient, brush- and diver-free HullWiper leaves expensive antifouling surfaces intact and does not alternative to traditional hull cleaning methods that is friendly both to the harm the delicate marine environment. No divers are used, so there is no environment and the bottom line, the company said. risk to human life and cleaning can be conducted day or night, in most HullWiper’s remotely operated vehicle (ROV) is now in place to weather conditions, and whilst cargo operations are underway. support Gibraltar’s initiative to comply with IMO guidelines, whilst Removed residues are collected by an on board filter and deposited offering owners and operators the benefits of a foul-free hull, including into dedicated drums onshore for locally-approved environmental improved vessel performance, fuel savings and lower GHG emissions. disposal. “Our partnership with the important global player SCAMP is a Freddie Pitto, SCAMP’s global general manager shipping services, positive step in our expansion plans,” said Simon Doran, HullWiper’s said: “The SCAMP worldwide network supports the IMO initiatives for Manager Director. “Gibraltar is our first stop together. With an estimated greener and cleaner practises in the industry. Working with HullWiper 71,000 vessels transiting the Strait of Gibraltar every year, it is one of will enhance our environmental method capabilities and ensure we meet the few ports that can provide any type of service to vessels of all sizes future requirements relating to hull maintenance.”

Excellent location for crew exchanges

November - December 2018 l TANKEROperator 11 INDUSTRY- NAVAIDS Stop wasting money on navigational data GNS has unveiled Voyager FLEET INSIGHT (VFI), the latest milestone in its long term programme to improve how shipowners buy and use navigation and vessel data for operations and compliance. n a shipping market where claims of ideal for all companies looking to get a grip on game-changing functionality occur only big data and analytics, reduce navigational costs too frequently, GNS said that owners can and enhance compliance management without finally stop wasting money on unused the need to invest in the development of costly Inavigation data and take real control of vessel in-house systems, GNS said. performance and compliance. Talking with Tanker Operator, Hayley van VFI users report savings of between 30% Leeuwen, GNS Head of Product, explained and 70% on navigation data outlay, improved that this software joins ship to shore and vessel visibility and simplified compliance, GNS creates a simple and very efficient way to claimed. share information between the two teams to The software is the culmination of four years improve visibility, transparency and situational of data collection and analysis that is now awareness. For example, VFI shore-based users available to give shipowners, operators and can view planned routes and monitor them managers the ability to see for the first time against actual fleet positions. GNS’s Hayley van Leeuwen exactly what navigation data they are buying, The status of the vessels’ chart and publication how much they should be paying, where they are build in Port State Control (PSC) data into KPI inventory on board can be seen – what is up to wasting their money and where the gaps exist. monitoring, or track progress against charterparty date and what is out of date and what is missing “This is data that owners and managers say terms by overlaying the approved route on the ahead of any vetting inspection or port call they want at their fingertips but its volume and vessel track. (including PSC inspection). They can see their complexity make it difficult to draw together The service maintains up-to-date lists of the entire fleet’s PSC record on one screen and view in a single application to provide effective fleet technical library publications required by each that data by vessel as well as by port. management tools,” explained GNS CEO, Paul vessel’s flag state, SIRE vetting and other key They can even see how secure the on Stanley. “At GNS, we have been using this data stakeholders, and enables marine and HSQE board PC is and where the on board system is in customer workshops for the last two years to managers to take action to close any gaps in vulnerable to cyber risks so that they can take take buyers through the detail of what they are vessel inventories. It also provides global PSC action to protect the vessel, she said. spending and where they can save money - the inspection histories for all vessels to make it She claimed it had a very simple pricing results are startling.” easier to monitor and measure actual compliance model. A GNS customer receives a bunch of free VFI’s navigation management functionality against KPI performance. tools to help manage the relationship with the has been designed to revolutionise how Its tracking feature enables users to view company, as simply and efficiently as possible. navigational products are bought, managed and historical data going back to 2015, which A Navigation Management package used, the company claimed. The service gives provides both a record of trading, as well as is available, which is claimed to be very shipping companies complete transparency in being a tool for shore-side incident management. affordably-priced that everyone can have access terms of the ENCs, paper charts and nautical Vessel port call history, anchorage times and to (whether they are a GNS customer or not) that publications their vessels need, how much they sea hours data all have relevance for operational enables shipping companies to see how much should be paying for them and - for the first planning, forecasting and budget management. of the navigation products they are buying, are time - how much money they may be wasting by “When users need to compile yearly operating being wasted. buying products they don’t need. costs for a vessel, Voyager FLEET INSIGHT’s This enables them to actively take steps “The levels of unneeded expenditure on sea hours and port call data enable variable to reduce that waste, as well as providing navigation data we see is very significant and cost elements, such as port fees, bunkers and important operational data such as nautical the gaps that our data identifies provide a real lubricants to be more accurately calculated,” miles, sea hours sailed and port call data to help opportunity to improve index compliance,” Stanley said. “Being able to easily see how much improve budgeting, estimating, forecasting, cost Stanley added. “Too often shipping companies time a vessel has spent steaming and at anchor management generally, as well as other services, lack real-time access to all the navigation, helps marine managers to identify and plan such as KPI management. position and voyage data they need in an easy to maintenance in a timely way.” “Our aim is to make navigation completely use format.” Shipping companies do not have to be GNS transparent and to give shipping companies VFI provides multiple levels of vessel customers to benefit from VFI, as the service is as much information as we can to help them operational functionality. Owners can use it available to all operators globally, the company manage their fleets as efficiently and safely as for vessel tracking, monitoring sailing times stressed. possible. to estimate more accurate operating costs, It is claimed to be competitively priced and “Since 2015 we have captured over two

November - December 2018 l TANKEROperator 12 INDUSTRY- NAVAIDS billion data points. We originally started The new partnership will combine GNS’s time of an incident to support insurance capturing this data to enable us to accurately expertise in data intelligence, back of bridge claims, as well as for crew training purposes. predict how much navigational data vessels used software and navigation with SIRM’s cloud- FleetOnCloud uses dedicated ‘Readybox’ and provide extremely accurate fixed prices to based services and telecommunications on board hardware to capture and store data our customers for their navigation supplies. capability to deliver new ship-shore technology making it faster and easier to access, view and “With VFI, we are now setting that data solutions and enhance office-based situational interrogate critical operational information. free and putting it into our customers hands. awareness. The development of FleetOnCloud has Because we collect data about the world fleet The first focus area of the new partnership benefited from collaboration with a leading (not just vessels we supply) that data is also is the integration of SIRM’s patented shipping company, which has made a key facilitating the development very effective FleetOnCloud and GNS’s VFI solutions to contribution to both the functionality and the (and sophisticated) KPI management and enable owners and managers to track vessel operational validation of services on its fleet of benchmarking tools to help monitor and improve movements, monitor performance and support over 400 ships. fleet performance further,” she explained. incident management from ashore. “We are on the cusp of a technology “Today, VFI is providing ship companies with FleetOnCloud is a flexible, secure and revolution in the marine industry. With data an easy way to track nautical miles travelled, scalable way to connect ship company logistics, volumes increasing and real-time intelligent sea hours sailed and port turnaround times. engineering and navigation departments directly response a necessity of doing business, Customers are already using this data to help with the data and information produced by the companies are becoming more dependent on them to manage ship operations more efficiently fleet, SIRM said. technology,” said Luca Cesare, CEO, SIRM. – for example to more accurately estimate The software works by capturing data from “Working with GNS to bring together our operational budgets, identify overspending and around the ship, including real time ECDIS and communications expertise and GNS’s maritime schedule maintenance. Going forward, as we add radar videos and key data captured from on solutions excellence, we are well-equipped to more data and more tools, it will increasingly board sensors to meet the noon report, EU-MRV help companies solve the tough technology help with performance analytics,” she added. and other reporting requirements. challenges, improve operational efficiency and She also stressed the problem of costs by enhance safety.” saying that as GNS sees it, these costs relate System combination “We are very pleased to be working with to charts and publications and how vessels are Combining the two solutions will provide SIRM on this exciting initiative. By combining buying navigational data. shipping companies worldwide with GNS’s expertise in maritime solutions, with “What we can see from our data is that vessels unprecedented levels of understanding and SIRM’s vision for ship-shore data exchange, are routinely buying significantly more digital awareness of day-to-day operations and vessel we can achieve exciting new digitally-led charts and publications than they really need to performance, the companies claimed. efficiencies and safety improvements,” said buy and then not sailing through the areas those Two modules are offered to enable Stanley. “Together GNS and SIRM are products cover before they expire. shipmanagers to gain significant operational and developing new and exciting innovations ashore “For example, we see vessels sailing commercial benefits, SIRM said: and on board that address user challenges and exclusively between Australia and China and • FleetOnCloud’s DataInsight module help shipping companies achieve the efficiencies buying vast numbers of ENCs charts of the provides the opportunity to achieve new and improvements promised by digital Southern Atlantic. The wastage can be anything levels of automation that will reduce reliance navigation.” between 20% and 50% of the products actually on error-prone manual processes and make The GNS and SIRM solution uses a cloud- being bought. That equates to many thousands of reporting and analysis of key performance based architecture, which is easily scalable and dollars of untapped savings,” she concluded. indicators (KPIs) more efficient. has high security standards for data protection, In addition, GNS and SIRM have announced • FleetOnCloud’s BridgeView module enables enabling data to be retrieved, loaded and a strategic partnership to deliver an expanded video of bridge systems, such as ECDIS and displayed faster. FleetOnCloud services can be range of cost-effective cloud-based services for radar to be retrieved at any time and used accessed via an app, and is also optimised for shipmanagers. to view the exact status on the bridge at the tablets and smartphones. TO

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NovemberCDemurrage-Finance-190x70mm-V4b.indd - December 2018 1 l TANKEROperator 08/03/2018 15:07 13 INDUSTRY- ANTI-PIRACY Record-low hijackings reported Some 156 incidents of piracy and armed robbery against ships were reported to the ICC International Maritime Bureau’s (IMB) Piracy Reporting Centre (PRC) in the first nine months of 2018. his compares to 121 incidents coast of Somalia in 3Q18, while two fishermen reported to ReCAAP ISC during the January/ reported for the same period in were reported kidnapped off Semporna, October period. 2017. Malaysia in September, 2018. Of these, 67 were armed robbery against This year’s figure includes 107 Incidents in the remaining regions, including ships and three were piracy incidents. Tvessels boarded, 32 attempted attacks, 13 some Latin America countries, border on low- Compared to January/October, 2017, this vessels fired upon and four vessels hijacked. level opportunistic theft. Nevertheless, the was a 5% decrease from the 74 incidents No vessels were reported as hijacked in the IMB continued to encourage Masters and crew reported. third quarter of 2018, which was first time members to be aware of these risks and report since 1994 when no vessel hijackings were all incidents to the 24-hour manned PRC. Yemen problems reported in two consecutive quarters. As for the piracy and sea robbery situation The entrance to the Red Sea off war torn Nevertheless, incidents of this crime still in Asia for October, 2018, ReCAAP reported Yemen is still a cause for concern. persist, the IMB warned with the number of six incidents of armed robbery against ships For example, On 3rd November, Stena crew members held hostage increasing in during October, up by one from September’s Bulk’s IMOIIIMAX ‘Stena Imperial’ reported comparison to the same period in 2017—from reported five. a suspected pirate approach whilst on 80 incidents to 112 by 3Q18. All the incidents were verified and reported northbound passage through the Red Sea west By ship type, the total included 56 tankers, to ReCAAP ISC by ReCAAP focal points, of Yemen while sailing from the Far East to 51 bulk carriers, 13 containerships and 36 contact point and regional authorities. Rotterdam. other vessel types. However, no piracy incident was reported According to Stena Bulk’s report, two Pottengal Mukundan, IMB director, said: nor any report of crew abduction in the Sulu- suspicious skiffs were seen approaching ‘Stena “While the record low number of hijackings Celebes Seas and no hijacking of ships to steal Imperial’ from the port side at a distance of in the second and third quarters of 2018 is of oil cargoes. 1.5 nautical miles. The alarm was raised and course to be celebrated, incidents of maritime Despite this, ReCAAP said that the the Master and the on board security team piracy and armed robbery remain common. abduction of crew for ransom in the Sulu- mustered on the bridge. Hand flares were ICC urges governments to leverage the Celebes Seas and waters off Eastern Sabah fired towards the skiffs as they continued their timely data available from the IMB PRC to remained a serious concern. approach. concentrate resources in these hotspots.” ReCAAP ISC issued a Warning on 30th The Master broadcasted a security message Statistically, the Gulf of Guinea accounted October, 2018 alerting the shipping industry and also contacted a nearby warship. Both for 57 of the 156 reported incidents. While regarding a group of around 10 Abu Sayyaf skiffs passed by the stern. One of the skiffs most of these incidents were reported in and Group (ASG) members planning kidnapping again tried to approach the vessel and again around Nigeria (41), the Nigerian Navy has activities at any opportune time in undisclosed hand flares were fired. The skiff then slowed actively responded and dispatched patrol boats areas in Sabah, targeting businessmen or down and moved towards another vessel. when incidents have been reported promptly. foreign vessels’ crew passing through the area. ”On the whole the pirate situation in the There was also a noticeable increase in the The organisation received information from Gulf of Aden has calmed down and there number of vessels boarded at the Takoradi the Philippine Focal Point (Philippine Coast have not been any hijackings for a long time. anchorage, in Ghana. Guard) that the ASG group armed with pistol, But when we sail off the coast of Yemen we rifles and a grenade launcher was planning choose to use guards, due to the lawless state Gulf of Guinea raids. They are using unmarked coloured prevailing in the country at the moment. It was noted that 37 of the 39 crew blue and white motorbanca locally known as “This has created the same kind of kidnappings for ransom globally have occurred jungkong. desperation in the population as we saw in the Gulf of Guinea region, in seven separate Of the six incidents reported in October, in Somalia a number of years ago. But we incidents. A total of 29 crew members were five incidents occurred on board ships at are monitoring the situation closely via our kidnapped in four separate incidents off anchor/berth and one incident while a ship was security department, which also keeps an eye Nigeria—including a 12-crew kidnapping from underway - one was a CAT 2 incident, two on the situation in general on the global level. a bulk carrier off Bonny Island, Nigeria in were CAT 3 incidents and three were CAT 4 “For us it is extremely important to take the September, 2018. incidents measures that are required so that the crew feel In other world regions, incidents of piracy For the first nine months of this year, 70 safe, and that we at the same time follow the and armed robbery are comparatively seldom. incidents comprising of 56 actual incidents local regulations,” Erik Hånell, CEO No new incidents have been reported off the and 14 attempted incidents were verified and Stena Bulk explained. TO

November - December 2018 l TANKEROperator 14 Twin Screw Cruise Ship Shaft Diameter 615mm (24.21 in)

BEARING WEARLIFE

November - December 2018 l TANKEROperator 15 INDUSTRY - SHIP SUPPLY Ship supply changing beyond all recognition In 2014, former ShipServ manager Freddy Ingemann decided to put new ideas on the future of ship supply into practice.

s a result, he founded Moscord spares and by using the Moscord platform, in 2016 - a company he calls the transaction is completely transparent, the ‘Maritime Amazon’. The enabling data to be compiled in any e-Marketplace went live in context, but specifically for a vessel. AAugust last year. By using Moscord’s system, owners can His idea was to basically transforms ship create sub-catalogues specifically for each supply data into a standard format, which ship and integrate Moscord’s data into is then transferred into a platform before their own systems. This was described as a entering the market place. The aim was to ‘vessel data warehouse’ whereby historical produce the largest sales and distribution purchasing data can be cleaned up thus network in the ship supply sector to showing the demand per ship. allow direct transactions between buyers, Pre-priced purchasing catalogues can be manufacturers, wholesalers and brand accessed, either vessel or port-based, both owners. online and offline for shore and shipboard Data from around 100,000 suppliers are use. Vessels owned product data can be available on the platform amounting to linked to the catalogue data and integrated 55 mill unique products. For example, the with any system. complete IMPA protocol can be accessed Deliveries are consolidated around and consolidated via the internet data crowd hub ports. The company has signed a Former ShipServ manager Freddy Ingemann sourcing platform. global contract with GAC to co-ordinate Shipowners can enter the platform to the deliveries. Thus far, Moscord has surveyed believed the market will change trade and suppliers are invited onto the concentrated on Rotterdam, Hamburg, beyond all recognition in the next five platform if not already joined. CEO and Bremerhaven and Shanghai with Houston years, driven by developments in advanced founder Freddy Ingemann told Tanker to come soon. technology and applications. Operator that the company has worked At present, the company is incorporated Some 50% of CPOs and CPMs surveyed on providing data on a lot of consumables in Singapore and has an office in said that they still use their e-procurement and the idea was to reduce procurement Copenhagen with an operations centre in systems for purely transactional – and not resources. If there are three or four steps in Manila. strategic – purposes. This is based on a the procurement chain, at least one could go Ingemann claimed to have received number of key issues within the current wrong, he explained. considerable interest from suppliers and market. For example, there is significant He claimed that 30-40% of a chandler’s was co-operating with ship chandlers. fragmentation with suppliers and buyers costs are involved with quotes, which goes He said his company was different from using different systems, many of which back to the customer. “If a ship’s engineer ShipServ in that the latter is a transaction are archaic and not integrated nor have the can see a catalogue, less resources are platform. functionality to interact or ‘talk’ with each needed,” Ingemann explained. That way other. They are also labour intensive to a ship can receive the exact equipment ShipServ research operate. or supply requisition ordered rather than As for ShipServ, the company recently has Despite this, 70% of those surveyed said receiving something that does not fit the recently published the findings from its that they realised more than 20% in time bill. latest research whitepaper- ‘e-procurement savings, as well as other OPEX benefits For example, Sandvik Marine Services in Maritime; 2021 and Beyond’. from their e-procurement system. They also recently told Tanker Operator, that a very This research project analysed the current reported the benefits of transparency, as high percentage of equipment ordered is and future state of e-procurement within the well as the ability to track historical data. sent back, being the wrong size or type maritime industry based on feedback from This demonstrates an understanding of, and from that ordered. chief purchasing officers and managers appetite for, what a more sophisticated, Ingemann said that often suppliers don’t (CPOs/CPMs). digitalised e-procurement strategy can know what exactly they are dealing with It showed that while maritime deliver, the company said. as they have to go through third parties. e-procurement is currently at an embryonic A number of critical areas where He also explained that brand owners often level in terms of its evolution – scoring maritime e-procurement will rapidly liked to know who is using their supplies or ‘two out of 10’ – one third of those evolve was highlighted, to create a more

November - December 2018 l TANKEROperator 16 TECHNOLOGY - SHIP SUPPLY

strategic approach to purchasing, which necessary change in e-procurement in plays an important role in meeting one of maritime over the next few years. the industry’s biggest challenges; vessel This includes a move from ERP-based optimisation and maximising the value of systems to cloud computing systems that the asset for shipowners, operators and enable safe and secure application-based managers. interfaces and central analytics that make This includes a significant increase automation easier and more cost effective. in functionality where there will be They also allow purchasing departments to full transparency in relation to spend, share data directly with their supply chain, improvements in automation and real-time, eradicating the problem of sharing data fleet-wide inventories. This will align with suppliers who use different systems. purchasing power with tangible data, and Blockchain will also be embedded importantly gives procurement teams sight into future systems, which will solve the of what is being bought and its value on a challenge of siloed data, distributing data vessel-by-vessel basis across an entire fleet. to known and identified members within an agreed network, and increasing efficiencies, Intelligence because it uses a central, shared, secure The ability to harness and unlock the true record for storing data. value of meaningful data will also create In conjunction with this, artificial

another step change; providing procurement intelligence (AI) and machine learning ShipServe’s Kim Skaarup professionals with actionable intelligence to – tools, which ShipServ is already using – consolidate and optimise their supplier base will also solve the problem of the current e-procurement, are in easy reach. Speaking and moving more spend under contract, as lack of standardisation where product to procurement professionals, they know the well as embracing category management in descriptors are different from one buyer opportunities that are out there and can see order to take a more strategic approach to to another, by analysing and intuitively that they are close to unlocking the door to how procurement resources and processes recognising specific products. a universe of untapped savings, efficiency are organised, concentrating on specific Kim Skaarup, CEO, ShipServ said: and value, which will redefine the nature areas of spend. “While maritime e-procurement is at its of their jobs from largely administration to Research also highlighted a number of core early stage of evolution, our whitepaper strategy, as well as transforming the whole areas of technology development that has clearly shows that the ideals for enhanced supply chain. Critically, this will further evolved in other more advanced markets digitalisation, which will drive a more drive e-procurement’s fundamental role in Musasino posidonia.pdf 1 09/05/2018 10:55 outside of maritime, which will drive the advanced and strategic model for the ecosystem for vessel optimisation.” TO

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November - December 2018 l TANKEROperator 17 TECHNOLOGY - PROFILE - THORDON BEARINGS Benefits of seawater- lubricated shaft bearings highlighted Thordon Bearings recently published a study highlighting the commercial and environmental benefits of seawater-lubricated propeller shaft bearing arrangements.

his study indicated that shipowners can make substantial operational savings by switching from an oil lubricated shaft. TThe study, presented at SMM 2018, was carried out in response to the increase in oil and oil-based environmentally acceptable lubricant (EAL) lubricated stern tube bearing failures, which are placing an additional and unnecessary financial burden on shipowners. Despite the introduction of legislation to reduce shipping’s impact on the oceans, together with shipowners’ ever-present need to reduce opex, the majority of commercial deepsea vessels continue to use a system that is increasing risk and is costly to operate, Thordon said. “It is quite staggering that over 95% Thordon GSS shaft alignment services of all new commercial ships continue to be built with oil lubricated propeller pointed out that the constant topping up of Thordon’s Global Service & Support shafts – a system that is not only an oil lubricated system, combined with (GSS) division has also added propeller operationally expensive but environmentally the regularity of aft seal failure, can cost shaft alignment services to its global questionable,” said Craig Carter, Thordon shipowners in excess of $6.5 bill over a technical support portfolio. Bearing’s director of marketing and 25-year period. This new service completes the customer service. In another move, Thordon Bearings is company’s offering, providing shipowners “’Our Future, Our Ocean’ paper presents offering its COMPAC seawater lubricated with a one-stop-shop maintenance, the case for water lubrication to shipowners propeller shaft bearing system with a installation and commissioning solution for and shipbuilders as a commercially and lifetime bearing wear life guarantee, instead Thordon’s entire product portfolio. technically viable way of increasing profits of the original 15-year wear life guarantee. For vessels experiencing vibration while achieving corporate sustainability problems or other alignment issues, goals,” he added. Performance data Thordon’s GSS teams can be deployed The 14-page report explains that while the This extended warranty is based on an to provide onsite shaft line investigation low capex of an oil-lubricated system is an extensive study of the performance data of and measurement services to determine obvious attraction, any financial advantage the 550-plus COMPAC shaft bearings in the load on the bearings. This includes in is completely lost once the vessel enters the operation on commercial vessels, dating depth modelling of the shaft line, analysis water. This is due to the costs associated back more than 25 years. of the stresses placed on the bearings and with purchasing lubricating oils, regular When the bearing operates in conjunction a complete review of the bearing height maintenance and unscheduled drydockings with Thordon’s water quality package using strain gauges in order to optimise load required to repair or replace faulty shaft (that removes abrasives), ThorShield anti- distribution. seals, Thordon claimed. corrosion shaft coating, shaft liners and Several representative marketing While emergency seal repairs alone SeaThigor forward seal, bearing wear is agreements have also been signed recently, can cost between $150,000 to $300,000, negligible, providing optimum through life including coverage in Spain and the Baltic

excluding drydocking costs, the paper performance, the company claimed. and Caspian seas. TO

November - December 2018 l TANKEROperator 18 TECHNOLOGY - BALLAST WATER TREATMENT New reactor introduced for PureBallast 3 With a new UV reactor of 1,500 cu m per hour, Alfa Laval has increased the installation flexibility of its ballast water treatment system (BWTS) PureBallast 3.

he new reactor, which handles high-salinity water and the management of Costs relate not only to the reactor itself, 50% more volume, is claimed chemicals add size, complexity and cost but also to the connected piping, which may to be good news for tankers and for electrochlorination systems. PureBallast be as much as 600 mm in diameter. “There other vessels with large ballast 3 is already highly competitive for large is a big difference in connecting pipes to Twater flows. By enabling streamlined and flows – and will be even more so with the one or two reactors instead of two or three, cost-effective configurations, it will make 1,500 cu m per hour reactor.” especially if the pipes are not straight,” UV treatment an even stronger competitor The preconception that Lindmark explained. “When bending pipes to electrochorination. Alfa Laval said. electrochlorination is better suited to large or connecting them to a manifold, there is The larger reactor joins an existing flows than UV treatment is not rooted an additional radius to account for.” PureBallast 3 range that comprises 170, in the technology itself. UV treatment is Lindmark also estimated that the total 300, 600 and 1,000 cu m per hour reactor chemical-free, poses no risk of corrosion time for installation could be as much as sizes. Alone or in combination, the reactors and has lower operating costs. However, 20% less, depending on the system and enable BWTS system flows of 32–3,000 cu the setup offered by UV suppliers has not vessel configuration. m per hour, with multiple systems handling always been optimised for large flows. The new reactor will mean not only a even larger capacities. Even today, there are suppliers whose reduction in footprint, but also improved This may strengthen a trend already systems require four or more reactors to OPEX through a substantial reduction in seen in the tanker segment, where meet a tanker’s needs. power consumption. When updating the electrochlorination is giving way to UV “UV ballast water treatment systems can range of PureBallast 3 configurations, ballast water treatment. be both smaller and more cost-effective to however, Alfa Laval has also kept lifecycle “Many shipowners are reconsidering install than electrochlorination systems, cost in focus. Although it could be what they’ve been told about ballast even for large flows,” said Lindmark. “With constructed with the larger reactor, a 1,200 water treatment for large flows,” said the existing reactor portfolio for PureBallast cu m per hour system will be more energy Anders Lindmark, Head of Alfa Laval 3, Alfa Laval has been in a strong efficient with two 600 cu m per hour PureBallast. “Heating needs, tanks for competitive position and has received many reactors, thus ensuring the lowest costs over orders for large-flow systems. But the new time. 1,500 cu m per hour reactor will provide “With five reactor sizes, we can fine-tune an even better fit, right at the optimal PureBallast 3 systems for any flow range,” intersection of biological effect, system size said Lindmark, who claimed that UV and power requirements.” operating costs are already lower than those for electrochlorination systems. “When it Less reactors comes to ballast water treatment for large Most importantly, the large reactor will flows, the 1,500 cu m per hour reactor mean a reduction in the already small doesn’t just strengthen our offering. It truly number of reactors used by PureBallast changes the equation for UV.” 3 for large flows. A 3,000 cu m per hour Although reductions in cost and system will be achieved with just two complexity are the key benefits of the reactors, while a 1,500 cu m per hour larger reactor, they have not been the only system will go from two reactors to just factors focused on during its development. one. “Scaling up to a new capacity is not “The fewer the reactors involved, the a proportional exercise where all ratios lower the complexity and cost of installing remain the same,” Lindmark explained. the BWTS,” Lindmark claimed. “For a “Subtle changes may be needed to ensure system flow of 1,500 cu m per hour, for the reactor retains its water turbulence and example, we’ve previously had to install biological disinfection performance with reactor capacity for 2,000 cu m per hour. a larger flow. And since the reactor is a Now one reactor will do the full job, pressure vessel, it must withstand corrosion without over-dimensioning and with a and the forces placed upon it. The latter considerable reduction in installation is one of the reasons we rely on super PureBallast’s large reactor costs.” austenitic steel.” TO

November - December 2018 l TANKEROperator 19 TECHNOLOGY - BALLAST WATER TREATMENT BEMA - Speaking with one voice Talking with Coldharbour Marine’s Andrew Marshall, who is also the secretary of the Ballast Water Equipment Manufacturers’ Association (BEMA) at SMM, he explained that the association had grown to around 30 members.

EMA was formed in April of he stressed in an open letter on BEMA’s this year to address ballast water website. treatment (BWTS) issues with a Using the SMM exhibition to gauge the unified voice and bring clarity to market’s views, Riggio said that while Bthe sector going forward, he said. BWMS manufacturers in attendance One of the associations’ goals is to reported strong interest, “firm orders are become a non-governmental organisation still very hard to come by.” (NGO) at the IMO and also to provide There is also a fundamental cogent, sensible advice to the shipping misunderstanding among owners seeking industry. compliance date extensions in an attempt He highlighted the fact that the US Coast to take advantage of BWMS that promise Guard’s (USCG) goalposts were changing. dual compliance with both IMO and stricter The manufacturers would rather see a time USCG regulations. frame for change rather than just changing “Some owners are operating under the the rules. mistaken belief that they have more time Marshall claimed that within the to make decisions and that a USCG type- membership, BEMA now has an excellent approval certificate is evidence that a geographic and technical spread with system is suitable for all types of vessels, members from across the US, Europe, Asia under all operating circumstances. The and the UK, plus other stakeholders. reality is that neither is the case. The IMO Coldharbour Marine’s Andrew Marshall “We’ve got to clean it up,” he said, convention is in force now, and owners adding that the IMO’s revised D-2 standards must start their selection process if they the last possible minute in order to optimise and the USCG initiatives were a step in the are to ensure compliance with international the best chance for success. right direction. regulations,” he said. “If you have not installed a system on BEMA President, Hyde Marine’s Mark In the letter, Marshall one of your ships, you absolutely need Riggio, explained; “We want to remind confirmed.“Detailed engineering, ship to now so you can learn how the system you that the compliance dates are rapidly surveys, class approvals and many other really works, how the (BWMS) company approaching. Not simply the compliance factors extend the timeline for a retrofit to really performs, and what your crew needs dates for those vessels that trade in US more than a year in typical cases.” to know before compliance is mandatory. waters, but also the dates for vessels There is a time to learn, but that time is not flying the flags of any of the 76 countries Surveys maybe apart when ballast water is treated with the same signatory to the Convention, or any vessel Another problem is that an IOPP stigma as oily bilge water,” he warned. trading in one of those countries. renewal survey might not coincide with Marshall thought that numbers of “And while the USCG has historically a drydocking survey. This may mean installations will ramp up late next year been generous in issuing extensions to their that in order to install a BWMS during a and beyond 2024, some equipment already compliance dates, that leniency is coming to scheduled drydocking, it will need to be installed will need retrofitting. “Not an end. Perhaps more importantly, there is installed before the actual compliance date. everything will work in all conditions,” he no mechanism in place for extensions to be The benefit here is that there will be time said. “Uniquely, a BWMS could ruin and issued for the Convention. to ensure that the equipment is working owner’s day by failing a Port State Control “Compliance dates have been set for properly before the regulatory compliance inspection - for example, broken filters. Buy one year from now. Under the Convention, date. the right kit.” each ship to which it applies, must meet Riggio said that there had been issues As for Coldharbour, testing of its unique the ballast water discharge standard with the early BWMS designs and some can in-tank, in-voyage inert gas-based UK MCA (D-2) at their first IOPP renewal after 8th be difficult to operate, and the equipment approved BWTS technology on board the September, 2019. If vessels choose to do will affect a vessel’s normal, pre-ballast 2013 TMS managed Suezmax ‘Bordeira’ that survey earlier, they need to comply water treatment operations. He thought that has been completed. Land- based tests are at that earlier date. There is no room for these questions had led many shipowners to due late next year. TO leniency, there is no room for extension,” delay the decision to install a system until

November - December 2018 l TANKEROperator 20 TECHNOLOGY - BALLAST WATER TREATMENT Is your system USCG type approved? DNV GL has published a technical news piece, which discusses the ballast water treatment system (BWTS) specifications needed when a vessel is operating in US waters. here are currently 65 BWTS models these systems. environmental requirements (ship’s working that are accepted as an AMS As a general observation, the class society environment, eg vibrations). (Alternate Management System) said its experience is that for most systems • Software updates, for instance regarding by the US Coast Guard. This is a going through the USCG type approval testing, control and monitoring, dosing philosophy or Ttemporary acknowledgement of a flag state changes are made to the BWTS (or its operating details for the treatment records. (IMO) type approval by the USCG. An installed procedures), compared to the model originally • Use of alternative components, where AMS certificated BWTS can be used in US tested under the requirements of the BWM ‘equivalence’ needs to be justified. waters without a USCG type approval for a Convention. • Revised OMSM (operation, maintenance and limited period. This does not mean that the BWTS was poorly safety manual). When a BWTS manufacturer applies for an tested and certified by the flag state (IMO), but The question then becomes, how this will AMS, the company also commits to proceed changes were made to also comply with the affect a BWTS that was installed on a specific with the type approval testing per the USCG USCG requirements, DNV GL stressed. vessel before the system’s USCG type approval requirements. Examples of changes are: was completed. To answer this, it is assumed that Currently, there are 13 USCG type approved • The dose for treatment (eg amount of active the vessel is operating in US waters and uses the BWTS as at the middle of November. By the substance [TRO] or UV-intensity). BWTS (under an AMS). end of 2018, this number will probably rise to • Automatic flow regulation to handle turbid Does the USCG type approval apply to this 17. DNV GL has been involved (appointed as an (low UV-transmittance) water. vessel’s installation the same day the type Independent Laboratory by the USCG) in 10 of • Electric components to comply with approval is granted by the USCG? The general Retrofit Ready ® The Ecochlor Ballast Water Treatment System: High ballast water flow rates. Small footprint. Low energy consumption. System design options for hazardous areas.

USCG Type Approved: Meets or exceeds the most demanding IMO and USCG regulations. The only approved system for high flow rates on US flagged tankers. www.ecochlor.com

November - December 2018 l TANKEROperator 21 TECHNOLOGY - BALLAST WATER TREATMENT answer is - no. It is understood that a vessel has time until the AMS expires for an installation, which is five years after the vessel’s compliance date or extended compliance date. Before the compliance date, the vessel shall be provided with a copy of the USCG type approval certificate and an updated nameplate on the BWTS. Before the BWTS nameplate is changed, it is of paramount importance that the BWTS model installed is identical to the one that was type approved, the class society stressed. There is a great share of responsibility resting Alfa Laval’s PureBallast family was the second to gain a USCG type approval certificate on the shoulders of the BWTS manufacturer after Optimarin to ensure that components, software, operating procedures and documentation are in accordance “We view invasive species and ballast water phase. He said most of the global fleet will likely with the USCG type approval certificate. control technologies the same as we do any be in compliance within the next five years. In most cases, an upgrading kit is needed. other pollution prevention equipment and “It’s harder to justify extensions because more What has been undertaken should be documented take a similar enforcement stance,” she said. compliance options are available,” Reudelhuber on board, during an upgrading, before the USCG Shipowners and operators should identify and said. The USCG stressed that delay is not an type approval certificate and nameplate are plan for contingencies in the vessel’s ballast acceptable compliance strategy. Only in those awarded. water management plan; the plan should outline cases where compliance is not possible, are No installation/initial survey of the BWTS is procedures to be followed when the preferred extensions granted. In each of these cases, the required by the USCG and compliance, to DNV ballast water management method is not vessel’s representative is required to show GL’s understanding, will be verified within the available. that all possible steps are being taken toward USCG vessel inspection scheme. “If you have a problem and contact the compliance. There are today more than 5,000 systems Captain of the Port, the first thing they’re going installed and many of them will eventually need to want to know is what’s in your ballast water Type approval programme the USCG type approval certificate to undertake management plan,” Bergner said. “If there are Lt Jacob Baldassini, MSC engineer, gave discharge operations in US waters. safety or operational issues, the nearest Captain an overview of the USCG’s type approval DNV GL recommended that all shipowners of the Port can help you sort those out, but programme, including its resources, the timeline request a statement from the BWTS understand cargo operations may be delayed for type approval, and programme goals. manufacturer to confirm that a system, already or the voyage deviated in order to achieve The type approval timeline begins once MSC installed on a vessel and given a new nameplate compliance.” receives a complete application, according to referring to the USCG type approval, is Matthew Reudelhuber of the US Office the requirements set in the regulations. Once ‘identical’ to the model that was USCG type of Operating and Environmental Standards the application is deemed complete, there approved. discussed several key aspects of the compliance are eight areas MSC must consider during extension programme, which allows the USCG the type approval application process: design USCG stance to extend a vessel’s compliance date. and construction; engineering; the operation, At September’s Ballast Water Management The extension programme was established to maintenance and safety manual; the independent and Technology North America conference, assist shipowners and operators in complying lab test report; land-based testing; shipboard USCG staff from the Office of Operating and with US regulations; such as the alternate testing; component testing; and scaling. Environmental Standards and the Marine Safety management system (AMS) programme. It was Baldassini said MSC’s goal is to provide Centre (MSC) gave an update on the USCG’s also established as a bridge to provide support the applicant with initial comments for each of ballast water programme. for those vessels needing to install a BWMS the eight areas within 30 days of receiving the Regina Bergner, an environmental scientist, when no US type approved systems were application. gave an overview of the Office of Operating and available. “Not all foreign vessels are subject to the same Environmental Standards (OES) organisational In addition, no extensions will be granted US inspection standards [as domestic vessels], so changes as one way to improve the to install an AMS, nor will one be granted for systems that have not demonstrated compliance communication flow within the programme. vessels already equipped with an AMS. Vessels with those sub-chapters may still receive type She also briefly discussed the final rule, can comply with the regulations by operating approval,” Baldassini said. “Those systems’ published recently, which eliminates the annual the AMS for up to five years after the original or certificates will state that the BWMS is not reporting requirement for vessels operating extended compliance date. intended for installation on US vessels.” exclusively in one Captain of the Port zone. Reudelhuber said the USCG has about 12,500 Baldassini also dispelled the myth that BWM Bergner then explained that after completing active extensions, two-thirds of which were systems can be a ‘plug and play’ system by extensive feedback from industry stakeholder granted in 2016 when no type approved systems stressing that it is imperative for BWMS owners/ groups, the USCG had moved from were available. Most of these extensions will operators to understand the system and be implementation to compliance because of the expire between 2021 and 2024, which aligns intimately familiar with the parameters found in availability of type approved systems. with the end of the IMO experience-building the operational and maintenance safety manual. TO

November - December 2018 l TANKEROperator 22 TECHNOLOGY - BALLAST WATER TREATMENT Trends, trials and tribulations in ballast water market The enforcement deadline for the Ballast Water Management Convention (BWMC) is beginning to draw near, warned Dr Stelios Kyriacou, General Manager of BALPURE BWMS at De Nora.

he expected 2021-22 peak operating profiles, these expectations could bar installation period for ballast them from consideration, which is not in the water treatment systems (BWTS) best interests of the shipping industry. is looming particularly given In order for shipowners to make informed Tthe potential 18-month project lead time for decisions, the sector needs to nurture a more installation. Owners need to be securing their open and honest, informative environment. partnerships now to enable a simple transition This is where the Ballastwater Equipment towards compliance. Manufacturers’ Association (BEMA) could When it comes to cementing these have a significant impact. Sharing applied partnerships, there are some emerging knowledge to ensure a fuller comprehension of obstacles that impact both sides. The the technologies available will educationally significant practical, management and financial bolster the industrial segment. BEMA aims challenges that owners face must also be to act as the industry’s source of technology De Nora’s BALPURE BWTS addressed by BWTS manufacturers. information and share its experience and The biggest trend we’re witnessing is expertise with shipowners and regulators alike the emergence of a price war between to work towards a smooth implementation of durability, efficiency or, in some cases, both. manufacturers, driven by the demands of the BWMC. That means more spend on maintenance and CAPEX-sensitive owners. The reality is that Owners and operators might think that this spare parts, greater energy expenditure and although the message from manufacturers is great for them as manufacturers compete higher fuel costs for owners in the long-run. and suppliers is all about finding the right with each other to offer whatever solution they Manufacturers can also charge owners less system, the incoming questions aren’t about can at the lowest possible price. However, by offering less after care and fewer support applicability or maintenance requirements the reality is that this could cripple suppliers services, and there’s a risk that increased – they are about price and owner benefits. in the medium- to long-term. A low pricing commoditisation will encourage a ‘fit and Questions about supplier managed turnkey strategy is a mechanism of stimulating demand forget’ mentality amongst suppliers. This installation comes in at a close second. and gaining market share and does not assure would be a disaster for owners and operators. The pressure from owners to receive a the long-term solvency of suppliers especially Shipowners have noted a lack of equipment low-cost, high-quality solution is causing those single product companies. choice at the shipyards, but they are not significant ructions in what is still a nascent willing to pay the price difference or accept market. Suppliers, who only recently had Life cycle costs some logistical challenges for their first choice their sales, growth and scalability projections In a retrofit scenario, if owners are investing equipment. A notable trend is that shipyards stretched by two years following industry in BWTS, it’s clear they’re expecting a in the Far East promote their own or locally lobbying at the IMO, are now being asked further 10 plus years of operation for those sourced BWTS. It is very rare that any makers not only to fully manage ship retrofit projects ships. However, it’s critical that they stop from the rest of the world are included in the from end to end, but also to do it at scale for thinking about what they will pay for the makers lists. multiple owners while driving the price as low installation alone and give due consideration They have repeatedly reported that they as possible. to life cycle costing. A low-cost BWTS with have been forced to accept shipyard choices, This is a complex equation even for meagre operational availability would be a due to the very severe price penalties applied established companies like De Nora, who poor decision compared to a system that is by shipyards for design changes. Logic can draw upon the expertise, scale and a good fit to the ship’s operational profile, would suggest that when choosing a piece manufacturing capacity of other business with enhanced availability and reliability, but of equipment that dictates the long-term areas and our 90-year history. However, for requiring a higher upfront cost. regulatory compliance and operations of your emerging specialist and still scaling BWTS Manufacturers developing the lowest priced ship, owners should more readily accommodate manufacturers, despite the fact that they may specification to engage in a price war with price or installation timescales than optimal offer the best solutions for some ship types and competitors means compromise – either on effectiveness and reliability. TO

November - December 2018 l TANKEROperator 23 TECHNOLOGY - BALLAST WATER TREATMENT Plan an installation properly At a recent round table in London, Anna Ziou, the UK Chamber of Shipping’s (CoS) policy director of safety & environment advised that BWTS installation work should be based on quality, as well as the cost and time involved.

he said that when considering causing a bottleneck, which can result in nine an installation, owners should months lead times. Andersen advised owners be aware of the quality issues. to clean the ballast tanks at the same time as For example, chemicals might installing a BWTS. Sbe difficult to source worldwide, a lack of The company can produce installation training could be a problem and contingency and operations manuals tailor made for each plans should be drawn up. vessel, as even sisterships will often have a In the UK, for instance, if a system fails, a different machinery layout, including piping. vessel will not be allowed to discharge ballast Through the company’s Optilink system, an water. In a recent survey, the UK CoS found engineer sitting in Stavanger can look into the that 57% of its members had already installed system and advise the crew on how to set the a BWTS in at least one vessel. alarms, etc. He said the electronics set up is DNV GL’s environmental technical advisor difficult so tends to be the most important part Per Holmvang said for a vessel of 18-20 years of the system. age, it was not economically viable to retrofit Optimarin’s CEO Tore Andersen Optimarin hopes to introduce computer- a system on board. based training (CBT) by the end of this year He agreed that competence coming from Optimarin’s CEO Tore Andersen said to train technicians. He advised owners with a training was underestimated, due to concerns that roughly 50% of the BWTS problems fleet of 30 or more vessels to have at least two over complex chemical process plants being concerned the equipment and the other experienced engineers able to go on board and installed. 50% the crew. “Owners were not training train the crew. Holmvang described class focus as their crew,” he said. Optimarin has BWTS He said that around a total of 6,000 systems ensuring the safe installation on board, the training facilities in Mumbai and Manila in had been installed thus far worldwide. pressure vessels, piping, electrical installation, co-operation with Anglo-Eastern. Recently, Optimarin secured one of its control systems, marine equipment standard, Feedback is requested from owners thus largest orders to date to supply 36 systems to environmental testing and HSE issues. enabling KPIs to be established. Ardmore Shipping. The units will be fitted Willem Visscher, Goltens manager He said that an installation roughly takes on 18 chemical and product tankers, with engineering and business development said six months from concept to operation but deliveries due to commence in February next that the engineering company had fitted the company can supply a system in six to year. 430 BWTS thus far. He confirmed that an eight weeks if the suppliers can forward the Ardmore will fit two Ex proof units in each installation should be planned properly, from equipment in what it calls a ‘Fast Track’ vessel. start to finish. operation. Optimarin buys everything in and The OBS units, the first systems in the The initial planning should include a sends an installation forecast to the suppliers market to achieve full USCG approval, will be 3D scan of the area where the BWTS will every two months. The company usually has at fitted on a rolling basis across selected partner be installed and all stakeholders should be least two suppliers for each component. shipyards with whom Ardmore has existing involved in the planning process. However, today engineering is a problem relationships. TO MSC issues 13th BWTS Approval certificate

ince the table on Page 25 was of the manufacturer’s type approval This approval covers models with compiled, the USCG Marine application determined the system met the maximum treatment rated capacities of Safety Centre has issued requirements of 46 CFR 162.060. between 500 and 3,500 cu m per hour. another BWTS Type Approval The treatment principle of the BallastAce As mentioned, there could be more Scertificate. BWMS consists of filtration with chemical announced by the time this issue is The 13th certificate was issued to JFE injection during uptake and neutralisation published. Engineering Corp after a detailed review during discharge. TO

November - December 2018 l TANKEROperator 24 TECHNOLOGY - BALLAST WATER TREATMENT USCG Marine Safety Centre BWMS Type Approval status Approved Application Manufacturer Model Independent System Type Capacity Certificate Issued* Received (Country) Laboratory (Amended) 20 Sep 2016 Optimarin (Norway) OBS/OBS Ex DNV GL Filtration + Ultraviolet 167 – 3,000 m3/h 02 Dec 2016 (03 Nov 2017) 21 Sep 2016 Alfa Laval (Sweden) PureBallast 3 DNV GL Filtration + Ultraviolet 150 – 3,000 m3/h 23 Dec 2016 (21 Dec 2017) 23 Sep 2016 TeamTec OceanSaver OceanSaver MK II DNV GL Filtration + Electrodialysis 200 – 7,200 m3/h 23 Dec 2016 AS (Norway) (18 Oct 2017) 24 Jan 2017 Sunrui (China) BalClor DNV GL Filtration + Electrolysis 50 – 8,500 m3/h 06 Jun 2017 (05 Jan 2018) 31 Mar 2017 Ecochlor, Inc. (USA) Ecochlor BWTS DNV GL Filtration + Chemical Injection 500 – 16,200 m3/h 10 Aug 2017 (26 Apr 2018) 02 May 2017 ERMA FIRST (Greece) Erma First FIT Lloyd’s Register Filtration + Electrolysis 100 – 3,740 m3/h 18 Oct 2017 (25 Sep 2018) 31 Oct 2017 Techcross, Inc. Electro-Cleen Korean Register Electrolysis 150 – 12,000 m3/h 05 Jun 2018 (Republic of Korea) 28 Sep 2017 Samsung Heavy Industries Purimar Korean Register Filtration + Electrolysis 250 – 10,000 m3/h 15 Jun 2018 Co., Ltd (Republic of Korea) (20 Jul 2018) 12 Mar 2018 BIO-UV Group (France) BIO-SEA B DNV GL Filtration + Ultraviolet 55 – 1,400 m3/h 20 Jun 2018 09 Apr 2018 Wärtsilä Water Systems, Aquarius EC DNV GL Filtration + Electrolysis 250 – 4,000 m3/h 30 Aug 2018 Ltd. (UK) 31 May 2018 Hyundai Heavy Industries HiBallast DNV GL Filtration + Electrolysis 75 – 10,000 m3/h 26 Oct 2018 Co., Ltd. (Republic of Korea) 09 May 2018 Headway Technology Co., Ltd. OceanGuard DNV GL Filtration + Electrolysis 65 – 5,200 m3/h 06 Nov 2018 (People’s Republic of China) Under Review Application Manufacturer Model Independent System Type Capacity Certificate Issued* Received (Country) Laboratory (Amended) 03 Mar 2018 De Nora (USA) BALPURE Lloyd’s Register Filtration + Electrolysis 400 – 7,500 m3/h Pending 16 Mar 2018 Alfa Laval (Sweden) PureBallast 3 DNV GL Filtration + Ultraviolet 150 – 3,000 m3/h 23 Dec 2016 (21 Dec 2017) 22 Mar 2018 Optimarin (Norway) OBS/OBS Ex DNV GL Filtration + Ultraviolet 167 – 3,000 m3/h 02 Dec 2016 (03 Nov 2017) 29 Mar 2018 JFE Engineering BallastAce Control Union Filtration + 500 – 3,500 m3/h Pending Corporation (Japan) Chemical Dosing 30 Mar 2018 Panasia Co., Ltd. GloEn-Patrol DNV GL Filtration + Ultraviolet 50 – 6,000 m3/h Pending (Republic of Korea) 20 Jul 2018 Envirocleanse, LLC (USA) inTank DNV GL Electrolysis + Up to 200,000 m3 Pending Chemical Injection 30 Aug 2018 NK BMS Co., Ltd. NK-O3 Lloyd’s Register Ozone 200 – 8,000 m3/h Pending (Republic of Korea) BlueBallast II 27 Sep 2018 NK BMS Co., Ltd. NK-O3 Blue- Lloyd’s Register Ozone 200 – 8,000 m3/h Pending (Republic of Korea) Ballast II Plus 18 Oct 2018 DESMI Ocean Guard A/S CompactClean Lloyd’s Register Filtration + Ultraviolet 135 – 3,000 m3/h Pending 19 Oct 2018 Wärtsilä Water Systems, Aquarius UV DNV GL Filtration + Ultraviolet 50 – 1,000 m3/h Pending Ltd. (UK) 19 Oct 2018 Cathelco Ltd. (UK) Evolution Lloyd’s Register Filtration + Ultraviolet 34 – 1,500 m3/h Pending 23 Oct 2018 Techcross, Inc. Electro-Cleen Korean Register Electrolysis 150 – 12,000 m3/h 05 Jun 2018 (Republic of Korea) (Pending)

*Some manufacturers have requested multiple amendments to their Type Approval Certificates. The first date is the date when the original certificate was issued, and the date in parentheses is the date of the current amendment. Source: USCG MSC TO

November - December 2018 l TANKEROperator 25 TECHNOLOGY - EFFICIENCY - EGCS Planning for an EGCS fitting In a recent meeting, attended by Tanker Operator, DNV GL said that as of 1st November, there were 2,137 vessels, which either had an exhaust gas cleaning system (scrubber) fitted or had ordered a system, up to 2023. MO has decreed that the carriage of non- largest suppliers - Wartsila (478), Alfa Laval scrubbers: compliant fuels will be banned as from (321) and Yara Marine (251) - hold over 50% • Perform a thorough financial assessment 1st March, 2020, unless the vessel is fitted of the market share, according to DNV GL’s to evaluate if the installation of scrubber with a scrubber. Hence a vessel could still figures. is a feasible option. The outcome of the Iburn HFO, despite the low sulfur cap. As mentioned, there are looming problems, assessment particularly depends on the DNV GL said of these, 204 were crude as Connecticut, Belgium, and some ports in price differential between compliant fuel carriers and 321 described as oil/chemical Germany have banned wash water discharge and high sulfur fuel oil (HSFO) and the vessels. The open loop type was the most and Sweden, Norwegian Heritage Fjords and future availability of HSFO. However, also popular with 1,642 vessels opting for this some other regions are also considering a ban. the trade pattern, cost of increased power solution, despite murmurings about wash water Furthermore, California and Antarctica have consumption, maintenance and repair and efficiency, etc. banned the use of high sulfur fuel. costs, costs for alkali and sludge disposal, However, this type is deemed to be the But, one thing is certain, DNV GL said. and possible market rewards should be most practical and economic solution and the Scrubbers can significantly mitigate the considered. majority of open loop installations are closed cost impact from the 2020 sulfur cap when • Perform a thorough technical study to loop ready, allowing them to be converted into compared to the switch to other available assess if the installation of scrubbers is a closed system at a later stage. solutions, including low sulfur fuel and LNG, feasible. Items to be considered include - Retrofits were more popular than which are much more expensive. space for the installation and foundations, newbuildings and somewhat surprisingly, Depending on the price differential with additional power consumption, routing we have seen at least two tanker companies other types of fuel, a scrubber system could of pipes, possible alternations of the fire investing in scrubber suppliers to cover their have a payback time of around 12 months, integrity, and impact on stability (weight). needs. manufacturers claim. When performing the technical study, local There are more than 20 different scrubber The class society has published a shipowner´s legislation for the operation of scrubbers suppliers with confirmed projects. The three checklist when considering the installation of should also be considered, as the usage

Typical time chart scrubber installation. Source: Goltens

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jotun.com November - December 2018 l TANKEROperator 27

Jotun-Tanker-Operator-A4-fpge-ad-FV-28May18.indd 1 28/05/2018 16:11 TECHNOLOGY - EFFICIENCY - EGCS

of the selected scrubber type might be tests (eg pumps, piping, bypass, control and a scan on each vessel. The equipment could restricted in certain ports, as mentioned monitoring system, alarms) as per class society weigh up to 25-30 tonnes including water, he above. rules, the EGCS shall also be surveyed and said. • Select scrubber supplier. Due to the recent tested in accordance with the requirements of Visscher also said that the installation could boom in scrubber ordering , the dominant IMO Res. MEPC.259(68). be undertaken using a riding crew while the market players might not be in the position After a successful on board survey and vessel is afloat but that this needed careful to offer a suitable slot for an installation. testing, the ship’s International Air Pollution planning. If a not-so-prominent supplier is chosen, Prevention (IAPP) certificate will be amended He called for a lot more communication ensure the supplier meets quality standards with the scrubber. between all those involved, including with the and provides in-service support globally. At the meeting, Goltens Willem Visscher installation engineers from the office. • Select a Continuous Emission Monitoring said that the planning and installation could If considering a ballast water system and a System (CEMS) supplier. When selecting take anywhere between 30 and 50 weeks to scrubber installation at the same time, avoid the scrubber supplier, also carefully select commissioning (see page 26). mixing the different pipe work, he said. the CEMS supplier, which in practice He advised companies to arrange a 3D To cope with BWTS and EGCS retrofits and is paramount to prove that the EGCS is laser scan of the area where the EGCS is to newbuilding work in particular, Goltens has running in compliance, for instance for be fitted possibly up to a year in advance and increased its capacity by up to a factor of four port state control. Malfunctioning CEMS warned that sister vessels could have a different and Visscher admitted that more engineering (eg wrong recordings ) will result in non- machinery layout so it was advisable to conduct expertise was needed. TO compliance and possibly high fines. • Select a dockyard. Likewise, the selection of a suitable slot at a potential dockyard might be challenging today. In almost all cases, the installation of scrubbers Sørkilen 8,1621 Fredrikstad, Norway requires modification of the sea chest, thus a drydocking of the vessel. To minimise the offhire time, the drydocking could be considered during a class renewal as a suitable time to install the scrubber. • Plan the commission test. A well-planned commission test with all parties involved (scrubber supplier, CEMS supplier, docking yard, class society) is paramount for the successful survey and testing of the scrubber to demonstrate compliance with the requirements stipulated by IMO. It is recommended to call for another meeting valves SA3 valves SA5 before testing than to try to sort things out after the sea trials. The integration with other shipboard system should also be taken into account. Project management and planning is of vital importance. deep well cargo pump The installation’s approval depends on the quality of the drawings and the related design, Manufacturer and supplier of vital parts for ship, offshore and industry which again is reflected in the understanding of the rules, both statutory and class. BLIND FLANGE VALVES CARGO PROCESS VALVES Requirements CARGO PUMPS DNV GL has developed a list of required VALVES documents (a DocReq) for the different types of EGCS and affected systems. This lists a Type Approved by Bureau Veritas and accepted by DNV,ABS,LRS and other major Classification Societies minimum of drawings that should be submitted for approval. The document will be sent upon request when applying for approval. The approval process should be initiated at least tel: +47.69345060 cell: +47.93667387 three months before scheduled installation to e: [email protected] account for any comments to be handled. www.seutmaritime.no The scrubber is subject to a function and safety test after installation on board. In addition to the required function and safety

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INDUSTRY – MARKETS TECHNOLOGY- BUNKERING

Figure 3: VLCC TCE Freight Rate Distribution 2000-2012 (US$/Day) code so putting theory into practice will not be easy. -1 Std Dev Average +1 Std Dev For years the evidence has been mounting US$10.700/DayHowUS$44.400/Day toUS$78.100/Day comply withthat the market was adoptingthe new operating parameters. This has been bolstered by vetting and technical requirements combined with Average TCE required for 10% ROE swollen inventories from past orderbooks. 15-year Life | US$ 48.800/Day However, even if these elevated deletions low sulfur20-year Life | US$ 45.200/Day capoccur, further restraint will still be required. If As 1st January, 2020 draws ever closer, 25-yearthere Life is | US$ no 43.300/Day clear favouriteavailable tonnage emerging is trimmed fromand rates therise as three or four methods of attaining the IMO’s low sulfurforecast, emissions increasing transit level. speeds will be tempting. However, speeding up vessels would here has been plenty of advice calculated. Latest estimates assume that no more eliminateassisted propulsion, some of the while gains not by a newraising technology, tonnage Normal Curve Distribution emanating from several camps and than 2,000 scrubber installations will be carried availabilitywill require throughsome development reduced voyage work totimes. make a lobby grpups have been formed out between now and 2020. meaningfulAlthough differencethe 10% solution for modern will vessels. result in in favour of exhaust gas cleaning This raises the question whether high-sulfur dearerWhen transportation it comes to CO2 costs, emissions, charterers LNG should is the 2.5 7.5

systems (scrubbers),12.5 17.5 22.5 27.5 LNG32.5 37.5 as42.5 a 47.5 fuel52.5 and57.5 62.5 others.67.5 72.5 77.5 82.5 fuel87.5 will92.5 97.5 even be available outside the largest fossil fuel, which produces the lowest amounts. 112.5 117.5 T 102.5 107.5 122.5 127.5 132.5 137.5 142.5 147.5 152.5 157.5 162.5 167.5 also support this move, as it will allay any A few weeks ago, DNV GL issued a white bunkering ports if only 4,000 or even fewer However, the release of unburned methane Average Monthly TCE (US$000/Day) concerns regarding owners cutting corners to paper assessing a range of alternative fuels and ships will be able to use it. The next question (methane slip) could reduce the benefit over Source: McQuilling Services. save on operating costs. technologies. Entitled ‘Alternative fuels and is what the price differential between HFO and HFOSending and MGO a 15-year in certain old vessel engine to types. the breakers Methane enteredtechnologies into thefor consultancy’sgreener shipping’, quantitative the paper thecompliant vessel (Figurefuels will 3). be. in(CH4) isolation has 25 will to accomplish30 times the nothing,greenhouse meaning gas forecastingexamined the model. cost, availability,This uses the regulatory relationship TheAmong explanation the proposed for this alternative lies in thefuels effect for of collectiveeffect of CO2. action is required. Coaxing betweenchallenges spot and rates environmental and the CI. benefits The result of of discountingshipping, DNV the GLcash identified flows over LNG, time. LPG, The cash collectiveNevertheless, action, engine such asmanufacturers that discussed claim in this thisalternative analysis fuels indicates and technologies. a significant freight rate flowsmethanol, in the biofuel later yearsand hydrogen of the project as the makemost far reportthat the requires tank-to-propeller true leadership (TTP) and CO2-equivalent our industry responseThe IMO’s to a reduceddecision tonnageto limit thesupply. sulfur This content lesspromising contribution solutions. than Among those innew the technologies, early years. hasemissions a long ofhistory Otto-cycle of producing dual-fuel leaders. (DF) and pure responseof ships fuel may from provide 1st January, enough 2020evidence to 0.5% to theAs class a result, society the believed economic battery impact systems, of fuel gas“Will engines anyone are lowerstep up than to thosethe task?” of oil-fuelled supportworldwide, the andcall thefor recentlyscrapping adopted of vessels resolution 15- shorteningcells and wind-assisted the vessel’s propulsionlife is not asto severeoffer McQuillingengines. asked. TO yearsto reduce of age, greenhouse or older. gas (GHG) emissions by aspotential might befor expectedship applications. If produced from renewable energy or 50% by 2050, will change the future mix of ship Fuel cell systems yet the potential for THE FOUNDATION FOR SAFETY OF NAVIGATION fuels dramatically.Rate increase substantiallyfor ships are underdifferent AND ENVIRONMENT PROTECTION In Thethe threecombined VLCC amount trading of routesheavy thatfuel oil TCEsdevelopment than required but SHIP HANDLING RESEARCH McQuilling(HFO) and marine forecast gas -AG/West, oil (MGO) AG/East consumed and by duringwill take these time years to AND TRAINING CENTRE ships accounts for no more than 25% of total reach a level of WAF/East - the average increase would be 11 is high. ILAWA WSglobal points, diesel or fuel approximately and petrol production $17,000 per(2016 day. maturityBased sufficienton current Thefigures). impact on average earnings throughout marketfor substituting realities mainand theThis forecast is roughly period equivalent is illustrated to the in amountFigure 2.of theengines. theoretical Battery Theenergy most consumed significant using rise liquefied in owners’ natural earnings gas assumptionssystems are finding that would(LNG), theoretically which stands occur at 24%; in 2014.however, LNG illustratetheir way earlyinto representsFurther supportonly a small for this portion drastic (about inventory 10%) of scrappingshipping; however,could on reductionthe overall initiative gas market. was illustrated from the substantiallymost seagoing improve ships economicAssuming perspective an installed in basea previous of about report 4,000 in markettheir role fundamentals is limited to whichscrubbers it was in 2020, observed no more that thanthe large 11% variationof ship atenhancing little expected efficiency cost offuel TCEs usage in will the bemarketplace high-sulfur to fuel, the DNVrelative GL toand owners, flexibility. a swift Wind- and difference in required TCEs for the various steady fleet trimming VLCC lifespan assumptions appears to be should occur. Our Training Centre offers you: quite small. However, SPECIALIZED COURSES IN HANDLING OF The $5,500 per day difference between the McQuilling said that LARGE TANKERS! required TCE of a VLCC traded for 15 years it was aware that like • Two fully equipped manned models representing and one traded for 25 years is immaterial, any business, tanker tankers of capacity 150 000 DWT and 280 000 DWT compared to the expected variation that will be owners do not operate are available; observed in the marketplace over the life of under an altruistic • STS operations, approaching SBM and FPSO are included in the programme; • Harbour manoeuvres are supported by manned “Since 2012, the reading of the models of large ASD and tractor tugs. For further information please contact: VLCC sector has remained Ship Handling Research and Training Centre, Ilawa, Poland one of oversupply tel./fax: +48 89 648 74 90 or +48 58 341 59 19 e-mail: [email protected] Yearly energy consumption- McQuilling relation to diesel and gasoil ” www.ilawashiphandling.com.pl consumption (2016 figures). Source: DNV GL

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biomass, the carbon footprints of methanol and Systems heading the projects for seagoing ships. bunker supply licensing scheme and the CoS hydrogen can be significantly lower than those Wind-assisted propulsion could potentially was trying to persuade IMO members to adopt a of HFO and MGO. reduce fuel consumption, especially when used similar scheme “…to promote higher standards The cleanest fuel, hydrogen, produced using for slow ships, but the business case remains in the supply chain,” she explained. renewable energy and liquefied hydrogen difficult. Batteries as a means of storing energy could be used in future shipping applications. can be considered as an alternative fuel source in Condition monitoring However, because of its very low energy the widest sense. Especially on ships operating In preparation for 2020, Wilhelmsen Ships density it requires large storage volumes, which on short, regular voyages, they have major Service (WSS) recommended that owners and may prevent it from being used directly in potential as a means to boost the efficiency of operators address the stability and compatibility international deepsea shipping. the propulsion system. In deepsea shipping, issues associated with new low sulfur, hybrid, In a sustainable energy world, where the batteries alone are not an adequate substitute for and blended fuels head-on. entire energy demand is covered by renewable, combustible energy sources. To meet demand after 1st January, 2020, in CO2-free sources, hydrogen and CO2 will be With low-sulfur and alternative fuels addition to low sulfur distillates, the bunker the basic ingredients for fuel production, most becoming more widely available, the well- market will also include a number of new hybrid likely in the form of methane or diesel-like fuels known combined-cycle gas and steam turbine and blended fuels. produced in a Sabatier/Fischer-Tropsch process. technology as used in the PERFECt Ship project Being new to the market, it will become The Sabatier process is a reaction between represents a viable alternative for high-power essential to understand just how these fuels hydrogen and carbon dioxide at elevated ship propulsion systems, DNV GL said. will impact fuel systems and engines. Typical temperatures – optimally 300 to 400 deg C – DNV GL’s environmental technical advisor, challenges associated with such hybrid and pressures in the presence of a nickel catalyst Per Holmvang warned at a meeting in London and blended fuels revolve around stability, to produce methane and water. An alternative, recently that a revamped ISO 1827 standard compatibility, catalytic fines, lowered lubricity, the Fischer-Tropsch process converts a mixture would not be ready until 2022. An ISO working or sludge build up, WSS warned. of carbon monoxide and hydrogen into liquid group is currently looking at fuel stability and Ranging from a persistent inconvenience in hydrocarbons in a series of chemical reactions. instability, among other potential problems and the engine room to a major situation, fuel issues Looking ahead, LNG has already overcome hopes to prepare advice by May of next year. can cause excessive wear and tear to engines, the hurdles of international legislation, and “Fuel batches from different geographical reduce combustion, and in the worst cases, even methanol and biofuels will follow suit very areas pose a big question mark,” he said. There cause loss of power. soon. It could be a while before LPG and is a danger of mixing fuel from say Rotterdam, Jonas Östlund, WSS product marketing hydrogen are also covered by appropriate new Singapore and elsewhere and getting sludge. manager, oil solutions, believed that regular regulations within the IMO IGF Code. The ideal answer is segregated fuel tanks for fuel testing allows crews to gain a better The existing and upcoming environmental different stems but of course the average ship is understanding of the fuel quality, and a clear restrictions can be met by all alternative fuels not fitted with several tanks. picture of the severity of the fuel issues they using existing technology. However, the IMO At the meeting, the UK Chamber of face. target of reducing GHG emissions by 50% Shipping’s Anna Ziou explained that the IMO He said, “Analysing fuels and understanding by 2050 is ambitious and will likely require is drafting guidelines on enforcement by Port fuel performance through condition monitoring widespread uptake of zero-carbon fuels and State Control officers in an attempt to get a level is critical and is quite simply the best way to further energy efficiency enhancements. Fuel playing field. avoid costly damages and engine failures.” cells can use all available alternative fuels and Included in guidelines will be a fuel oil When the global fleet is regularly operating achieve efficiencies comparable to, or better non-availability report (FONAR) template. on 0.5% sulfur heavy oil, and its lighter or than, those of current propulsion systems. However will it cover safety issues, she asked. blended grades, after 2020, Östlund said that However, fuel cell technology for ships is still She expressed concern about the safety of new stability and compatibility will be the biggest in its infancy. Promising and advanced projects fuels coming onto the market and also said that risk factor. are, eg, those running under the umbrella of it would take around six months to train crew “Instability in fuel, if unrecognised and the e4ships lighthouse project in Germany, properly in handling new fuels. unchecked, can cause severe problems, such as with Meyer Werft and ThyssenKrupp Marine She said that the UK had already adopted a sludging of the fuel tanks, filter blockages and excessive sludging of the purifier,” he explained in an industry note. WSS claimed that its stability test kit was specifically designed to resolve these problems. Crews can quickly test the fuel for stability on board and then immediately treat the problem areas with the right additive, to ensure that fuels remain stable throughout storage. Östlund added, “Regular testing is key to reducing the risks inherent with such fuels, as it allows the crew on board to understand the changing stability of the fuel whilst in storage on board the ship.” Part of WSS tailor-made low sulfur fuel An SCF Aframax recently bunkered LNG in Rotterdam treatment range, the Unitor Fuel Oil Stability

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Test Kit provides a stability number in accordance with ASTM D7160. It is a simplified version of the ASTM test, but in just 10 mins will provide a quick indication of the fuel stability, showing how easily or quickly the fuel falls apart and the likelihood it will produce large amounts of sludge, the company claimed.

Switchover process Ensuring compliance with the low sulfur cap isn’t just about fuel selection; the actual switchover process from heavy fuel oil (HFO) to new, low-sulfur alternatives needs careful management, ExxonMobil has warned. First, operators will need to ensure that their fuel tanks do not contain high-sulfur HFO by the IMO deadline. Fuel tanks will probably retain sediment from previous bunkers, which An LNGC being bunkered with heavy fuel oil in Gibraltar is likely to contain high levels of sulfur. If this is not removed, there is the risk that it will fuel tank could tip a vessel over the IMO’s limit. may have to be manually cleaned. contaminate compliant fuel, pushing its sulfur To minimise this risk, ExxonMobil Vessel operators must factor in how long content above the 0.5% limit. recommended that vessel operators flush fuel these processes could take and keep in mind that ExxonMobil said that it expected that many tanks with a distillate-based product to help any sludge removed from the tanks will need to compliant fuels entering the market will have remove sludge deposits. This process may need be disposed of properly. sulfur content very close to the 0.5% cap, so to be repeated, depending on the amount of Both ExxonMobil and Shell said that they are even very low levels of residual sulfur left in a residue present. In some instances, tank bottoms ready to supply low sulfur fuels, among others.

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For example, ExxonMobil confirmed that all its IMO compliant, 0.5% sulfur fuels developed to date are residual grades. The fuel and lube supplier has also announced specification details and confirmed that the formulations are all compatible with each other, provided that bunkering, storage and handling best practice guidance is followed. Fuels have all undergone rigorous fit- for-use assessments, ExxonMobil said. The specifications will range from RMD 80 to RMG 380, with a density of between 900 and 970 at 15 deg C. Catalytic fine content will meet the level set out in ISO 8217:2017. The combination of these characteristics will help ensure that vessel operators can continue to operate their main engines, auxiliary engines and boilers safely and efficiently when they switch over to low sulphur fuels, the company said. New lubricants may be required by the vessel operator depending on the chosen compliant fuel. In order to meet the needs of a truly multi- Despite problems, Aegean looks to have secured its future. The company has a major fuel future, ExxonMobil will also provide a presence in Gibraltar complementary range of cylinder and engine The ‘Global Marine Fuel Sulphur Clause compliance clause. It also says that charterers oils. for Time Charter Parties’ was approved by must use suppliers and bunker barge operators Meanwhile on 3rd October, Shell global the Documentary Committee at its meeting in who comply with MARPOL and that marine fuels network launched the fuel Copenhagen on 13th November. shipowners will remain responsible for the fuel availability plan for key ports in 2020 at “It is very important that the new sulfur management. SIBCON, Singapore. clauses are ready well in advance to allow the A second clause discussed at the Copenhagen The availability for Shell’s new 0.5% very parties to prepare ahead of 1st January, 2020,” meeting deals with the transitional period from low sulphur marine fuel oil (VLSFO) was said Peter Eckhardt, chairperson of the drafting the end of 2019 to the beginning of 2020. The included as part of the rollout. Trials for the new committee and head of chartering and operations two clauses will be published as one package. fuel were ongoing with customers in Rotterdam, at Reederei F Laeisz. This clause focuses on co-operation between Singapore, and New Orleans. “The ‘Global Marine Fuel Sulphur Clause owners and charterers to minimise quantities of for Time Charter Parties’ will help them do non-compliant fuel on board by 31st December, Changing liability exactly that, as it sets out the obligations and 2019. Liability is also a key issue going forward with responsibilities of owners and charterers to It states that any remaining non-compliant P&I clubs in particular taking a keen interest. comply with MARPOL Annex VI sulfur content fuel on board after 1st January, 2020 has to be To help alleviate this, BIMCO has developed requirements.” Eckhardt added. removed no later than re-delivery or 1st March, two 2020 bunker clauses that deal with general The clause states that charterers are obliged 2020 – whichever comes first. It also says that compliance and the transitional period. to provide fuel that complies with MARPOL removal of non-compliant fuel must be done at The clauses were due to be released in early requirements, grades and specifications set the charterers’ cost, while tank cleaning must be December. out in the charterparty, and it is a general done at the shipowners cost. TO Bad bunker stems resurface There are still periodic cases of bad bunker stems even today. and pumps to stick, leading to engine failure in some cases. One of the latest to have a worldwide impact were bunkers taken on This outbreak of engine failures was not a new one, industry sources at Houston and elsewhere earlier this year. said at the recent IBIA Annual Convention 2018 in Copenhagen, as No clear reason was found for the spate of bunker-fuel related instances occur every two to three years. engine failures on ships earlier this year, the International Council on Around 100 ships, about 2% to 3% of the bunker deliveries in the Combustion Engines (CIMAC) said. Houston area alone, reported problems. These had burnt fuel taken CIMAC said no single chemical could be blamed for the engine on board during a nine-week period starting in March, CIMAC said. failures caused by off-specification fuel, an episode which has had a The problems spread to other areas, prompting concern at a number of significant impact on bunker markets since the beginning of 2018. locations. The compound many suspect has caused the damage to more The problematic fuels at Houston were supplied by around 10 than 100 vessels worldwide this year is 4-cumyl-phenol, a chemical different companies and from a range of barges, CIMAC said in a compound typically associated with the manufacture of epoxy resins. letter. Its adhesive and binding qualities appear to have caused plungers

November - December 2018 l TANKEROperator 32 TECHNOLOGY- TANK SERVICING Cargo tank cleaning - a continuing hazard An explosion off Penang, Malaysia, on board an oil/chemical tanker that killed one and injured five other crew members has been attributed to crew carelessness, manifold piping complexity, and dilatory maintenance, reports Brian Warshaw.

ue to the incompatibility of the two operation, an elbow spool piece was wrongly (d) Review the on board procedures for grades of cargoes being shipped, the fitted from the port common manifold to the port handling incompatible cargoes, taking the port side and starboard side common tank No. 8 individual manifold. As a result, the following aspects into consideration: manifolds were used for discharging acrylonitrile residue was able to creep through • full risk assessment should be conducted for Dnitric acid and acrylonitrile, respectively, in order the leaking manifold shut-off valve of tank No. the tank cleaning operation; to follow the segregation requirement. 8 to mix with the nitric acid residue in the port • particular caution should be highlighted when On 17th April, 2016, the Hong Kong common manifold. using the common manifold. The ‘line-up registered 12,395 dwt tanker, the ‘No.3 Heung-A Around eight minutes after cleaning began, checklist’ should include the use of elbow Pioneer’, arrived at Port Kelang and discharged a violent explosion occurred at the port side spool pieces to avoid any violation of the about 6,800 tonnes of nitric acid that had been common manifold at main deck level, injuring six segregation requirement; loaded in six tanks, two on each side of the crew members on deck. The tanker returned to • procedures should be developed such as vessel. Penang and the injured crew members were sent using warning signs, chain lock/seal or Discharge took place through the port common ashore for medical treatment. One of them was barrier on the individual manifolds to prevent manifold, with the elbow spools connecting the certified dead in the hospital on the same day. them from being wrongly connected to port tanks to the manifold. The spools remained the common manifold which may contain in place after the cargo had been despatched. Investigation incompatible cargo; The vessel sailed the same day for Penang, The investigation1 , conducted by the Marine • cargo compatibility information should be and on the next day unloaded one grade cargo of Accident Investigation and Shipping Security readily available to all crew members for about 2,000 tonnes of acrylonitrile through the Policy Branch of the Hong Kong Marine reference; starboard common manifold, with elbow spool Department, reached the conclusion that the • crew members involved in the cargo tank pieces used to connect the starboard individual ship management company of the vessel cleaning operation should attend all relevant manifolds. should:- safety and tool box meetings. During the unloading operation, the crew (a) Inform all Masters, officers and crew of discovered that the shut-off valve on the port the fleet on the findings of this accident Tanker owners and operators will also be sent individual manifold from cargo tank No. 8 was investigation; a Hong Kong Merchant Shipping Information leaking, and they reported it to the Chief Officer. (b) Issue safety instructions on handling Notice to promulgate the lessons learnt from the The tanker sailed in a ballast condition, on leaking valves of cargo oil pipelines during accident. route for Singapore. Thirty minutes out, the operation; Chief Officer held a 20 minute cargo oil tank (c) Provide on board familiarisation training 1 Report of investigation into the explosion on cleaning safety meeting with deck crew. to crew of the cargo manifold piping board oil/chemical tanker ‘No.3 Heung-A Pioneer’ During the preparation for the tank cleaning arrangement; off Penang, Malaysia on 18th April, 2016. TO Tank cleaning guidelines and database At Tanker Operator’s Hamburg conference last October, ChemServe’s sales manager Capt Axel Kahl gave an insight to the company’s MIRACLE software.

t is essentially a tank cleaning guide and reference work, can also be used for office and • MSDS data, hazards and prevention database used by several of the major tanker on board training. measures. companies. Constantly updated, the database contains all • Exposure limits and measurement tubes for The database contains all Annex I and Annex I and II cargo (bulk liquid chemicals and toxic vapour cargoes. III cargoes. Its tank cleaning advice is based petroleum products allowed to be shipped). • MARPOL requirements. on practical experience of a global network of There are over 10.000 cargoes listed, but are • IBC Code requirements. cleaning experts. easy to find by name and synonym. • Tank coating compatibility. MIRACLE also provides the relevant safety For each cargo, the following can be found - • US Coast Guard compatibility requirements quality and compliance data and claims to be • Physical and chemical properties. for adjacent cargoes. the only tank cleaning guide which has adopted • Tank cleaning recipes for cleaning to next • FOSFA, NIOP, EU and CIQ previous cargo INTERTANKO’s tank cleaning standards. cargo. acceptance requirements. Within the package is an integrated cleaning • Special recipes for CPP trades. • Stowage data (voyage and discharge temp, seminar video, which although made as a • Selection of alternative cleaners. heating requirements). TO

November - December 2018 l TANKEROperator 33 CONFERENCE REPORT Changing seafarers’ culture and attitude Tanker Operator’s annual Hamburg conference commenced with a presentation given by Martin Shaw, managing director, Marine Operations and Assurance Management Solutions (MOAMS) who highlighted the change in thinking regarding seafarers. is conclusion was that the at the centre of management and aligns them awareness, a sense of engagement, inspiration industry needed to focus on with the shipowner’s interests. People are and motivation. human contribution not human central to the company’s DNA, he said. “We need to make compliance workable error. Are people on board Competency and attitude are more again,” he said. “We need to lighten it up Honly there to make mistakes, or are they the important than nationality, which was not to make it workable. Cutting it back to the only thing that makes an imperfect ship and the case several years ago. For example, bone, we need to insert motivation.” Little management system work? He asked. he explained that Clearwater has many motivations, such as how a company cares for We need to focus less on the potential for nationalities on board its ships today and the environment, could be added. error and more on actual value, he stressed. everyone knows each other, so there are no Appraisals should include feedback, as “Decisions made at the front line by informed problems. this is the breakfast of champions, he said. staff will have an immediate impact.” Quoting Frederic Laloux’s book Crew are to be given an assignment planning Shaw listed four distinct eras of handling ‘Reinventing Organisations’, he said that for a year, so they feel appreciated and their crew. These were - traditional, procedural, worldwide we are entering into a new families have a future to steer on. human element and the future. Conciousness Shift towards meaning, He said that Clearwater crews are now on He said that each era brought evolution empowerment and self-management. Previous the same level by way of being motivated, but eventually succumbed to the law of Conciousness Shifts were - renaissance, connected and engaged with the company’s diminishing returns, or environmental collectivism to individualism. Clearwater was philosophy, which happened organically. issues. “We need to finish the job on human following this course with a conscious shift When talking with the owners, it is a matter element,” he said. towards self-management, he explained. of - are we on the same page? Are we Rotterdam-based Clearwater Ship Although around 80% of incidents are engaged on our joint mission? Management has developed what it calls down to human failure, conversely, 80% of a Quoting Simon Sinek’s take on a ‘Clearvision’ way of motivating and company’s success is down to human effort. engagement, he said that the best starting incentivising its seafarers and shore staff. In a seafarer’s task, there is enough point is ‘why’, rather than ‘how’ or ‘what’. The company’s Capt Martijn Mobach compliance and technical considerations, Engagement starts with ‘why’ - mean it and said that team spirit is just as important as which he described as a self-feeding monster live it, Capt Mobach said. good material in a human sense. and explained that Clearwater attempts to Engagement should be by communication He said that the company puts the seafarers bridge the gap by giving people a sense of and to that end, Clearwater has a dedicated closed Facebook group with company and people news included. “Everyone is equally important in our mission,” he said. “Everyone should be on first name terms. If I call, everyone knows me. And if they like your style, they will stay.” He also stressed that those who don’t engage in the philosophy should not be held on to, as you cannot match with everybody. Great teams make great performances. “Make your team great – so engage,” he said. Being a third party shipmanagement company, he claimed that Clearwater was open, transparent and 100% engaged with the owners. Clearwater works an organisational flatness culture, where everyone is tasked with doing the best they can. Being a smaller company, we are lean, adapt easily and are agile in creating solutions that do not break Clearwater’s Capt Martijn Mobach addresses the audience the bank and serve the target.

November - December 2018 l TANKEROperator 34 CONFERENCE REPORT

Basically, he said that the Maersk Training the ability to use it in an operational context? centres use simulation to create a realistic Behaviour attitude - Does the person have environment for people to optimise their the behaviour pattern to follow the correct performance through human factors. In procedures or can he/she be influenced by addition, the training helps people understand stress, fatigue or other issues? the need for behavioural change. Having done something many times, does “We help people get to where they want a person just do it again? They need to be to go,” he said, also commenting that he ready to adjust to circumstances. “They can’t believed in assessments. just read procedures all of the time,” he said. Tests will show if a person wants to The training usually starts with a test, change and needs to change. It helps a person an interview with a psychologist and then to understand who he or she is and what that simulation tests to find a weak point. person’s skills are. Non-technical skills used include He described ‘the forever learning’ concept situational awareness, team work, leadership, as getting shipping companies committed to communications, performance shaping factors Maersk Training’s Capt Tonny Moeller better training by adaptive learning and virtual and decision making skills. “We hire the best people who will buy reality. Maersk Training offers a four day bridge into our culture, then just all that energy There were three key elements of trainees team enhancement programme which and commitment is directed towards the assessed - consists of various tests, both technical and shipowner’s mission. That is a very rewarding Knowledge- Does the person have the human behavioural factor, where the use process to be part of,” he concluded. technical knowledge coming from using of psychometric tools, interviews and self- instruments, tools, and procedures, which are assessment are used to assess the candidate Maersk training used during a specific operation? against a predefined profile. Capt Tonny Moeller of Maersk Training Skills/Abilitiy (competence)- Does the The team competency profile will be addressed how to combine human and person have cognitive skills to oversee the measured against the non-technical skills technical factors in training. information coming from the instruments and listed above.

November - December 2018 l TANKEROperator 35 CONFERENCE REPORT

As for the technical assessment, this what is wrong with his or her performance will be carried out by the use of simulators and become aware of mistakes. “There is a and theoretical tests, such as knowledge of structure around it,” he said. COLREGS, radar and ECDIS. A personal development plan will then be Competence drawn up based on extensive feedback taking Daniel Duniec, Head Training & Crew into account what the trainee would like to Development at Bremen-based Harren and learn and improve his or her performance. Partner Group (HP) explained the company’s He or she can take the development plan and development of a Competence Management regularly refer to it throughout their career. System (CMS) and how it directly links to Refresher training is also held every three people’s performance. years, as there is a danger of people acting Competence does lead to certification but exactly as they did before. just as important are a person’s skills, attitude, Maersk has a ‘the forever learning’ knowledge and experience, as the issuing of concept, which is is aimed at getting shipping a certificate to a seafarer doesn’t mean he or companies committed to better training by she is competent. adaptive learning through e-learning and It is the ability to do a job efficiently and HP’s Daniel Duniec virtual reality. to a high standard, he said and acknowledged There are some 200 questions, which can there was a gap between certification and and external training establishments. He be repeated for example every 12 months. He the actual skill shown. There are a lot of thought that the most important was ‘on-the- gave an example of week 1-10 containing 40 questions, which should be addressed, such as job’ training. questions, while week 11-20 will consist of 40 are you sure the crew is competent and how The CMS concept was first introduced questions plus three and so on for 50 weeks. do they undertake a particular task? three years ago and is still under development. Today around 60% of Maersk Training’s He found that there was no structure behind One of the questions was - how to ensure that operation is with companies outside the monitoring performance. A seafarers career partners share the same procedures ashore, AP Moller-Maersk group and different in most cases is based on ‘pure chance’ rather enabling a follow up with an individual, programmes are put together depending on than a formal plan. With no structure, a plus the use of the shore-based competency those companies needs. seafarer on board learning by doing is usually system, split into critical and non-critical data. Moeller said that he didn’t see differences left without any control. Duniec said that follow up was by far the in the companies themselves but gave an Gaps will widen if the fast track method of most essential element. A commitment at all example of different Masters who will recruitment and promotion is implemented, levels was also extremely important. communicate in different ways, and who especially if a company expands its fleet HP aims to split the manning activities, and could benefit from bridge team training. quickly. the training functions to help ensure a crew He said simulator training is a powerful As for training, there are many different member is taken on board only when he or tool, allowing the trainee to physically see methods used from shipboard, CBT, in-house she is ready. CMS training takes in management and crew performance development, and compliance and statutory issues. The key operational parameters of a correct CMS set up will include seafarers briefings, career reviews, monitoring of low and top performers, setting expectations, follow up feedback, etc. Essentially, CMS is a crew evaluation system, Duniec explained. The information is contained in a database and updated and if a crew member’s entry is green, then he or she is ready for promotion. By sharing the information, he said the company was moving towards a more open system, away from the more traditional confidential style of assessment used in the past. As for the manning agents’ input, briefings and de-briefings were essential, he said, so these should be included in the database. CMS goal is to continuously track a seafarer’s progress from cadet up to Master with procedures in place for promotions, evaluations, feedback, etc. TO

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