Front cover Nov-Dec 12_Front cover.qxd 26/11/2012 13:47 Page 1 TANKEROperator November/December 2012 www.tankeroperator.com IFC Nov-Dec 2012_Front cover.qxd 26/11/2012 15:34 Page 1

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To learn why BALPURE is the right ballast water treatment solution, contact [email protected] or visit www.balpure.com TO Nov-Dec 2012 Contents p1_p1.qxd 26/11/2012 18:11 Page 1

Contents

Markets Bunkers 04 Delivery problems 22 n NAECA - California experience n LNG as fuel draws nigh n A people business n Cat fines still pose problems n Inatech in the clouds

Anti-piracy 30 n Guidelines needed n Door locking systems n Is BMP4 effective?

Technology 35 35 Chemical cleaning supply 38 LPG buoys Wärtsilä Hamworthy

News Focus 06 n OPEX hitting owners’ pockets n Teekay fits fleet wide satcoms

Sweden Report 12 Win some, loose some

Navaids 17 n Furuno’s new ECDIS n SAM unveils BNWAS and ECDIS Ship Description n Jeppesen’s ‘Pay as you sail’ 40 n Six eco Aframaxes n Winds can play havoc n Aframax design launch

Training Systems 44 n UK eNav centre n New engine room simulator n Certifying academies

Ballast Water Treatment 52 n Type approval methods questioned n Latest equipment initiatives 3

Conference Report 59 A question of mentoring

Front cover Thomas Gunn’s ever expanding product range now includes worldwide coverage of UKHO Admiralty charts, Admiralty Collection charts, Admiralty Leisure charts, Canadian charts, Imray charts, Imray 2000 charts, Norwegian charts, and US charts. In addition, the company sells nautical books, navigation equipment, navigation lights, chart plotting instruments and stationery, electronic charts, digital publications, chart plotting software and other marine related software.

November/December 2012 l TANKErOperator 01 TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 1

COMMENT ‘Market Leading’ thoughts on OSG’s demise

New York-based Basil Karatzas, CEO of Karatzas expectations of good performance that the company routinely described Marine Advisors takes a look at the reasons for itself as ‘market leader’ in its communications with its stakeholders. OSG’s filing of Chapter 11*. The filing for bankruptcy protection was precipitated by the recent The news of OSG’s ‘death’ (reorganisation for practical purposes) resignation of an OSG board member over tax considerations; given had not come as a surprise, as rumours to its demise had been that OSG has a wholly owned Jones Act subsidiary, the tax structure is circulating for some time. more complicated than other shipowners, who are active only in the When freight rates have been so close to, or below cash breakeven international flag business. levels for more than a year, it’s a foregone conclusion that cash At the time of the filing, the company had less than $50 mill market positions in this sector are running low and pressures are building up. capitalisation and listed assets of $4.1 bill and liabilities of $2.7 OSG is neither the only tanker company, nor the only publicly traded bill. With a fleet of about 110 vessels under its control of which, company that had to file for protection. General Maritime and Omega around 70 vessels are under ownership and 40 under charter- Navigation had to seek protection in the US several months ago and in/management, 20 of which fly the US Flag, plus a syndicate of more TORM and BLT have done similarly overseas. than 20 banks and also bondholders, it is expected to be one of the most One can be assured that privately held tanker companies are facing complicated reorganisation processes. the same reality, but they do not have to ‘publicise’ their pain, since it’s The outcome is several months, if not years away, but a likely not required by law. scenario is for the company to be split between the international flag In OSG’s case, the significance of the filing rests with the fact the and cabotage businesses. company has never been a myrmidon of the ‘tonnage provider’ school In keeping with the strategy of banks in similar situations, the of thought. In the go-go years of the hot shipping IPO market, a lot of international flag business can be restructured so that the lenders publicly traded companies were effectively financial/beneficial owners become equity holders and get rewards for their additional risk; the of vessels where, in the name of ‘core competencies’, ‘synergies’ and Jones Act business can be sold off in its entirety to another Jones Act ‘efficiencies’, the technical management was completely outsourced to player, or get spun off as an independent going concern. third parties and the commercial strategy of the vessel management was The Jones Act has been one of the few promising segments in based on bareboat, or timecharters where the ‘commercial management’ shipping in the past year. The least likely scenario is that OSG of the vessels was actually passed on to the charterers. owned/controlled tonnage will end up on the selling block in a For certain companies, the management of the vessels was passed on piecemeal fashion. to third-parties at arm’s length transactions, but quite often, the vessel The fact that a ‘market leader’ like OSG was brought down in such a management was undertaken by an ‘affiliated’ company. manner, may be testament to factors just beyond the ferocity of the OSG had strong and competent in-house management teams based in business cycle. the US, UK and Greece. On the debate whether to outsource, or keep Likely, the fall-out of such a high calibre owner will once again start management in-house, OSG had a clear position; under the traditional debates as to whether shipowners’ management can deliver ‘alpha’ ‘shipowning’ model where ownership and shipping expertise reside (outperform the market consistently), whether fleet and segment under the same roof, both the charterer and the owner benefit in several diversification provides stability in difficult times, or whether strategy ways, but mostly by establishing deeper, closer symbiotic relationships and execution really matter. where they can feed on each others competencies and expertise. After all, OSG had been lead by a seasoned banker and the company Another market distinguishing attribute of OSG’s strategy was that expanded in the Jones Act market by acquiring Maritrans (and certain the company exhibited diversification across both market segments but of its newbuildings) for a high price but had missed deadlines in an also market sectors; the company had been active in the crude, product offshore conversion project that gave the right to the counterparty to re- and LNG carrier markets, from ULCCs to Aframaxes to MR2 tankers, negotiate the original charter at lower levels. TO from tankers registered under open registries to articulated tank barges (ATBs) trading in the Jones Act market. *Basil Karatzas can be reached by email at [email protected], or In short, the company had many different types of vessels in many phone at +1 646 884 0803. different ponds and with enough critical mass in each market and TANKEROperator Vol 12 No 2 EdITOR Tanker Operator Magazine Ltd Ian Cochran SUBSCRIPTION PROdUCTION 2nd Floor, 8 Baltic Street East Tel: +44 (0)20 8150 5295 1 year (8 issues) Wai Cheung London EC1Y 0UP, UK Mobile: +44 (0)7748 144265 £195 / US$320 / €220 Tel: +44 (0)20 8150 5291 www.tankeroperator.com [email protected] 2 years (16 issues) [email protected] £300 / US$493 / €336 Printed by PRINTIMUS PUBLISHER/EVENTS/ AdVERTISING SALES Subscription hotline: Ul.Bernardynska 1 SUBSCRIPTIONS Melissa Skinner Tel: +44 (0)20 7017 3405 41-902 Bytom Poland Karl Jeffery Only Media Ltd Fax: +44 (0)20 7251 9179 Tel: +44 (0)20 8150 5292 Tel: +44 (0)7779 252272 Email: [email protected] [email protected] [email protected]

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INdUSTRY - MARKETS Delayed deliveries come to the aid of a beleaguered market On their own, the delivery of the glut of tankers ordered around 2008, before the current crisis, would have been enough to pressure owners’ earnings, but in today’s environment of falling oil demand growth and a weak economic outlook, the pinch has become a squeeze. owever, a breath of fresh air for January assessment (Figure 1). tanker owners, has been the At this point of the year, the slower than expected tanker financial health of shipyards, deliveries this year. or owners, which will account HThe year-to-date (end of October) slippage for some vessels being rate is about 20%, much higher than the delayed, is not being assessed. traditional level of around 5%. This has been In addition, classifications for influenced by shipowners employing a variety clean product tankers are not of measures to delay deliveries. Tactics being assigned. include outright cancellations, foregoing Historically, about 2% of options, taking delivery of a different vessel LR2 and LR1 are classified class, or inspection delays, said McQuilling under the IMO 1 or 2 Services in a recent report. categories while for MR2 and The impact of these actions is evident. At MR1 vessels, these numbers this point in the year, we would have are 30% and 50% respectively. anticipated that about 80%, or 190 ships out of As previously mentioned, 228 would have delivered from yards. tanker owners have been However, through October the number of allowed some respite in 2012 tankers delivered was 151. from previous year’s orders as Additional support to the fleet balance has the delivery profile has been come from an elevated deletion profile. Year- slower than anticipated. While to-date we would have expected that 55 of our this may have provided some forecast 66 vessels would have been support this year, a negative demolished but this number currently stands at consequence is that barring 64. Furthermore, recently, our proprietary data any massive shift in the rate of showed that three additional VLCCs had been scrapping, these tankers will sold to Pakistani breakers for demolition, as simply hit the water at a later market conditions weigh on owners, date, further boosting tonnage McQuilling said. supply. Despite these seemingly positive The lion’s share of these developments regarding the balance of the deliveries in the cases of trading fleet, it appears that the oversupply January 2012 and November shows no signs of disappearing. In preparation 2012 were expected in 2013 for McQuilling’s Tanker Market Outlook (Figure 1) and experience tells 2013-2017 the consultancy said that it had us that all of them will not started to examine how the orderbook will transpire, spreading previous develop in 2013 and 2014, as these years have year’s orders throughout the the greatest influence on short term tanker forecast period. This is rates. particularly true for the earlier To undertake this exercise, McQuilling said years in the forecast period, that the company examines the delivery McQuilling said. schedules of tankers in its proprietary database In previous years, it for 2013 and 2014 and compares it to the appeared that the VLCC, Figure 1. Source: McQuilling Services

4 TANKEROperator l November/december 2012 TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 4

INdUSTRY - MARKETS topping-off

Visit us:

Figure 2. Source: McQuilling Services

Suezmax and MR2 tanker classes would potentially feel the most pressure. Given their dominance in seaborn trade, this development was Learn about Honeywell predictable. Tanksystem’s portable, digital, automatic, MR2 susceptible topping-off monitoring In last January’s Tanker Market Outlook, McQuilling cautioned that the system at Seatrade MR2 market was starting to look susceptible to a supply imbalance Middle East Maritime, during the forecast period. This situation is looking increasing likely to transpire. Throughout the first 10 months of the year, 77 MR2 tanker Hall 6, Booth F1, 27 to 29th November in orders were placed, with no IMO classification having yet been Dubai. assigned (Figure 2). While these vessels are unlikely to hit the water until the latter half of the next forecast cycle, or perhaps even later, it The HERMetic TOMSYS is a portable, will be compounded by the already high delivery expectations for 2013 digital, automatic, gas tight, level and 2014. monitoring system, designed to In the January 2012 estimate for next year and 2014, MR2 deliveries were already given at 65, but given the very low yard deliveries continuously and automatically monitor the recorded so far this year, the delivery profile has increased by as much cargo tank liquid level during topping-off as 50% in this November’s estimate (Figure 1). procedures. The unit accurately When examining tanker contracting though end-October 2012, it monitors the liquid level over the last appears that ordering activity has returned to more traditional levels. upper three meters. The majority of tanker classes have single digit orders, with the %\LQFUHDVLQJVDIHW\DQGHI¿FLHQF\ exception of the previously mentioned MR2 activity. The low contracting volumes come as little surprise given the state of the tanker Honeywell Tanksystem helps customers market and difficulty most owners face securing financing. These improve business performance. reduced contracts combined with the expectation that fleets will consolidate, due to market pressure, should help balance the tanker market over time, McQuilling said. Barring any major shift in global economic growth, or oil demand, tanker owners are going to continue feeling the pressure from the robust ordering activity of previous years. While the reduced rate of deliveries, combined with elevated scrapping has likely provided some support to For more information: www.tanksystem.com Tel. +41 26 919 15 00 owners’ bottom lines this year, fundamentals will remain pressured in E-mail: [email protected] the short term, the consultancy concluded. TO © 2012 Honeywell International, Inc. All rights reserved

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NEwS FOCUS - OPERATING COSTS Lubeoils and crew likely to hit owners and operators pockets Vessel operating costs are expected to rise by 3% per year in both 2012 and 2013, according to a recent survey by accountant and shipping consultant, Moore Stephens. Crew wages, meanwhile, are expected to insurance the respective figures are 1.9% and ube expenditure and crew costs are increase by 2.3% in 2012 and by 2.4% in 2%. Drydocking costs over the same period the categories most likely to 2013, with other crew costs thought likely to are expected to rise by 1.9% and 2%. produce the highest levels of increase 2.1% for both years under review. As was the case in the 2011 survey, increase, the survey found. The cost of spares is expected to escalate by management fees were thought likely to LThe findings were based on responses from 2.2% in each of the two years covered by the produce the lowest level of increase in both key players in the international shipping survey. Expenditure on stores is expected to 2012 and 2013, at 1.3% and 1.4%, industry, predominantly shipowners and increase by 2.1% in both years, while the cost respectively. managers in Europe and Asia. As was the case of repairs and maintenance is expected to rise “With crude oil prices hardening, lube costs 12 months ago, those responses identified by 2.1% and 2.2% in the same years. will go up,” said one respondent, while lubricants, as the cost category likely to The increase in P&I costs for both years is another observed, “Fuel and lube suppliers are increase most significantly – by 2.9% and estimated by respondents to be 2.1% and 2.2% very aware that there is an oversupply of 2.8% in 2012 and 2013, respectively. respectively, while for hull and machinery tonnage on the market and take advantage of

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06 TANKEROperator l November/december 2012 TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 6

NEwS FOCUS - OPERATING COSTS

that in their dealings with owners.” Another said, “There is ongoing pressure to reduce operating costs by means of improving vessel fuel efficiency and in practice there might be a gap between expectations and what can be achieved, as fuel and lube costs are likely to increase KROHNE SkarpenorSkarpenordd at a steady pace.” It was also noted, “There is no alternative to lube oil offers ceroff completeetompls e solutions and costs are already very high, making it very difficult to operate a ship.” foror monitf monitoringoring of liquids A number of respondents cited crew costs as a major cause for onboaronboardd all kinds of ships concern. One said, “As long as there is stiff competition on crew costs among managers, with wages being increased at random, the situation will not settle down.” Another noted, “The volume of new vessel deliveries and short contracts will put pressure on crew supply and crewing costs will go up.” The respondents were not convinced that more expensive crews would actually mean better crews. “Crew competence and skill is declining,” said one, “with a trend towards short contracts and fast promotion. This is leading to more accidents and to extraordinary unbudgeted expenses.” Another remarked, “The shortage of qualified crews is steadily getting worse. A lot of the new crews are of a very low standard.” Elsewhere it was noted, “Crews from countries that offer lower wages will play a very important role in the cost of operating vessels. With low freight earnings, owners will try to save on crew wages.” Meanwhile, one respondent claimed, “The biggest single factor in operating cost increases these days is the scarcity of Filipino and Chinese seamen.” Several respondents expressed concern about overtonnaging. “The market has been very shaky in 2012, and will continue to be so next year, because of the oversupply of tonnage and the shortage of motivated and qualified crews,” noted one, adding, “Below breakeven voyages are being undertaken in order to avoid sending ships into lay- up, or being sold at very low prices.” Another pointed out, “The shipping markets will only get more difficult, as a result of overcapacity,” while another still predicted, “Due to the oversupply of CARGOMASTERCARGOMASTER® – The all-in-one tanktank ships, we face a major crisis, and an increase in the amount of laid-up tonnage.” monitoringmonit syssystememtoring The difficulty of obtaining finance, declining freight rates and the CARGOMASTER® is the completompl e cost of increasingly stringent regulatory compliance were among other solution for tank monitoring and concerns; “Legislation coming into force, including that affecting alarm. The sys em is wt ell pr voell en labour conditions and the environment,” said one, “will have a major is ins alltand ed on all kinds of impact on operating costs for older tonnage.” esv sels. Combined with the high Moore Stephens also asked respondents to identify the three factors cpr tarecision lgo el rrveank adar that were most likely to influence the level of vessel operating costs :,732 $$99 HQLUD0&( HKW  éHQHEHXTLQXVUHIIRPHWV\V URIVWé over the next 12 months. Overall, 27% of respondents identified finance s.orater operankt s.orater costs as the most significant factor, followed closely by crew supply (20%). Competition was in third place, with 18%, followed by demand trends (17%). EcoMATEEcoMAATETE® – SystemSys em ft– fforor monitmonitoringoring of Tanker Operating Costs* fuel consumptionconsumption and bunkbunkeringering Type OpCost 2012 daily rate ($) Year-on-year change (%) EcoMAATETE® is a r syseliabl te em ft or monitoring of fuel c onsumption Product 8,370 1.8 and bunkering operations. Together with the OPTIMASS Handysize 7,829 2.1  HIIRWLVUHWHPZRêIRVHLUHV VUH  Panamax 8,419 0.9 atcurac e and maint e frenanc free Aframax 8,514 1.8 solutions for all fuel sys ems.tems. Suezmax 9,681 1.9 VLCC 10,780 1.0 Weighted average 1.7

*Excluding drydock costs. Source: Moore Stephens www.krohne-skarpenord.comwww.krwww ohne-skarpenor omd.c

November/december 2012 l TANKEROperator TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 7

NEwS FOCUS - TANKER SATCOMS Teekay opts for satcoms package to cover tanker fleet NSSLGlobal has completed in-service installations of 60 Cruise-IP VSAT terminals on board a large percentage of Teekay’s tanker fleet.

he terminals provide high-speed for the crew. corporate and welfare networks with Broadband and voice for Teekay’s In addition the installations had to be accelerated and prioritised VPN for corporate and welfare networks. completed within six to nine months and corporate traffic. without interfering with the vessels normal n Secure remote access to allow authorised TThe company said that it was determined to operations. Teekay personnel to access maritime be at the forefront of this technology shift and, NSSLGlobal won the tender against stiff diagnostic applications, such as the as a result, in early 2011, it went out to competition basing its solution on its Cruise-IP Honeywell eserver for engine and cargo competitive tender for high speed broadband service, which can deliver speeds of up to monitoring and alarming. connectivity on board 40 tankers. 4Mbps of data with one of the most extensive n Seamless and automatic transition between Addressing the communication needs of one KU-band footprints available. VSAT beams. of the world’s largest shipping companies was In addition to the high speed connection, at n Remote diagnostics and control of the on a complex task. Teekay’s business is global, the core of the on board network is the board VSAT system by the NSSLGlobal taking its fleet worldwide. The solution also NSSLGlobal cruise control unit and gateway NOC. had to provide secure connectivity for the device which allows: n Automatic least cost switching between company’s corporate VPN, remote access for n The fleet manager and Master to implement alternative satellite providers (such as maritime diagnostic applications, such as Teekay corporate IT and communications Inmarsat’s FleetBroadband) for total engine and cargo monitoring, as well as policy. service assurance, which was also provided reliable high speed welfare communications n Separate policy management of the as part of the contract.

08 TANKEROperator l November/december 2012 TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 8

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NEwS FOCUS - TANKER SATCOMS

One of the key challenges for NSSLGlobal allowed them to complete training online, via quite aggressive project goals and targets, the was to be able to adapt the installation web portals, or webcams, as well as helping to challenge of changes to the vessel’s programme to cater for last minute changes in communicate with home lessening the feeling programme with often only a day or at most the vessels itineraries and on occasions when of isolation on board, making for a happier two in port, NSSLGlobal were able to deliver the vessels were only in port for a very short crew. the desired solution on time and on budget.” period. Working flexibly with Teekay, the Sally Anne Ray NSSLGlobal COO said: programme was completed on time and on Service agreement “This contract is significant for all of us at budget and, as a result, it was extended to 60 The contract was backed up by service level NSSLGlobal. Teekay is a global giant of the vessels. agreements (SLA) covering the availability shipping world and to have such a big brand The introduction of high-speed broadband and quality of service. These SLA’s are commit to NSSLGlobal is an exceptional on board has given each vessel improved proactively monitored by the NSSLGlobal endorsement of the work we do. We believe contact with customers, vendors and port network operation centre, which is manned one of our key strength’s is listening and authorities, allowing for business 24/7. working with our customers to develop communications to continue smoothly Zoran Jenlenovic, Teekay’s director of innovative solutions that address their throughout a voyage. It also allows for greater marine and technical assurance said: “Thanks individual requirements. access to vessel information and the to people involved in the process leading up to We look forward to a long term relationship performance of remote and online diagnostics, awarding the contract, Teekay had a very clear with Teekay and will continue to work closely making maintenance and data collection easier idea of what was required for the success of together with them to develop enhanced and more efficient. The ease of online access this project. NSSLGlobal’s proven record in services and solutions to meet their high to port information, weather updates and providing ‘in service’ installations alongside expectations.” online databases is also a key benefit. 24 hour remote support was one of key NSSLGlobal is an Inmarsat distribution In addition to the improvements in corporate elements in our award of contract. partner with over 18,000 marine, offshore and communications, crew welfare has also “During the implementation phase, we land-based users. It is able to offer a wide improved significantly. Offering crew quickly developed a close working selection of terminal equipment and airtime member’s access to Internet and social media, relationship with the NSSL project team which tariffs and operates its own VSAT network to including Skype, Facebook and YouTube has meant that we were confident that, despite over 700 terminals. TO

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iNDUSTRY - SweDeN RepoRT Tanker companies surviving the heat This year, Swedish shipping could be summed up by the phrase – ‘you win some and you loose some,’ especially in the tanker sector.

espite the apparent intransigent SOLAS provisions by EC Regulation to enter into force on 1st January, 2013 and stance of the Swedish 725/2004, which is directly applicable in the will allow Swedish shipowners and operators Government towards seafarer tax European Union. to contract private security companies. This and other issues affecting In Sweden, the legal framework was new act will apply to ships subject to the Ddomestic shipping operations, there are still implemented by several amendments to International Ship and Port Facility Security some companies who seem to be coping with existing vessel safety legislation and new Code (ISPS), trading outside the European everything that is thrown at them. statutes. However, these statues did not take Economic Area. Sweden remains strong in the northern into account a potential need for security Under the new act, private maritime security European smaller chemical tanker type guards on board ships. companies that provide protection against operation, despite some companies having Unlike several other shipping nations, piracy on board Swedish ships must be moved across the Sound to Denmark, where Sweden has not yet adopted regulations on the authorised and armed security personnel who there is a much more favourable shipping employment of security guards, despite are in possession of weapons must be licensed. regime in place. recommendations from the IMO. However, Under the new provisions, a shipowner, or One aspect of the shipping industry that the Parliament is expected to enact a new law operator, must obtain permission to employ government is currently addressing is the governing such employment in March 2013, armed guards. question of armed guards on board ship. local sources said. A vessel’s Master who engages on board In March 2011 the European Parliament and According to Swedish sources, the Act on security personnel must ensure that the European Council implemented the new IMO Guarding Onboard Swedish Ships is intended following details are noted in the ship’s log

Gothenburg is an ideal port in which to set up a bunker operation.

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iNDUSTRY - SweDeN RepoRT

book: Stricter sulphur emission stipulations mean company interested in importing gas to the n Identification; that ships operating in Swedish waters must Swedish market will now have the opportunity n Personal details; switch to a more eco-friendly fuel by 2015 at to reserve capacity. n The time period that the personnel are on the latest. Likewise, an increasing number of “Unrestricted competition is crucial if the board; Swedish companies are looking to switch from end-customer is to be able purchase gas at the n Certain details in respect of firearms. oil and coal to cleaner alternatives. best price on the world market,” said Furthermore, a shipowner, or operator and At present, it is difficult for shipping and Gustafsson. Master may face criminal penalties if they fail industry to source LnG in sufficient “The port of Gothenburg is not only the to comply with the new provisions, either quantities, the companies said. A new largest port in the nordic region but also the intentionally, or though negligence. investment in an LnG terminal at Gothenburg foremost energy port. We want to put across a Sweden also boasts Gothenburg, which is could be the solution. A survey is currently clear message to the shipping industry that the largest port in the nordic region in tonnage being conducted to determine market needs. LnG will be available when stricter terms. The port authority has been very active Behind the initiative is the infrastructure environmental stipulations come into force,” in building Gothenburg up as a hub port, not company Swedegas, which owns the Swedish said Magnus kårestedt, Port of Gothenburg only for rolling cargo and containers, but also gas grid, Vopak LnG, a specialist in the CEO. in the crude oil and oil products sector. storage of liquefied natural gas and subsidiary Gothenburg will be one of the first major of the independent provider of conditioned ports in the world where vessels requiring Major bunker port storage facilities for bulk liquids Royal Vopak, bunkers will not need to go to a special Due to its strategic location just a few miles plus the Port of Gothenburg. terminal. LnG bunkering will be able to be steaming from the Skagerakk and kattegatt, “The environmental benefits of LnG have undertaken directly from a bunker tanker plus the Skaw area, Gothenburg has not been generated demand not only in shipping but while the vessel is being loaded, or unloaded, slow to see the advantages of offering bunker also in industry. At present, we are scanning which will open up the potential for large- storage facilities within the port, enabling the market to ensure we dimension the scale LnG bunkering, the companies said. The bunker tankers to deliver product off the Skaw terminal properly and offer the right services,” terminal will also be connected to the peninsular and as far as Copenhagen. explained Lars Gustafsson, Swedegas domestic gas grid. This summer, Vopak and Swedegas signed president, at the time of the announcement. Each year, around 2,500 tankers call at an agreement to investigate the possibility of An LnG terminal is planned to be Gothenburg, which is the port of entry for offering LnG fuel bunker facilities at the port. completed in Gothenburg during 2015. It will around half of Sweden’s crude oil imports. The Port of Gothenburg has since joined the be the first in Sweden to be built according to During the third quarter of this year, 6.1 mill initiative. the ‘open access’ principle, meaning that any tonnes of oil, diesel, ethanol, asphalt and other

Stena Bulk is an acknowledged expert in operating ice Class tankers.

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iNDUSTRY - SweDeN RepoRT

products were handled – up 30%, compared to business has been Stena Bulk, part of the they had ordered up to 10 in-house designed 2011 and a new quarterly record. This upturn Stena Sphere group. MR chemical tankers. The vessels will be built was attributed mainly to a rise in volumes at This concern has designed a number of at Guangzhou Shipyard International (GSI) in the three refineries. The port also has three innovative tanker types down the years and China with deliveries beginning from the storage companies operating within its today operates many vessels in a number of spring 2014. jurisdiction. joint ventures and pools, as well as the open When delivered, the 50,000 dwt vessels will One refined product that has shown a charter market in which Stena Bulk has be the most sophisticated in Stena Bulk’s and particularly marked increase is diesel, the port chartered-in several vessels for the joint Concordia Maritime’s fleet, Stena said. The said. Distribution of diesel from the port rose ventures and pools. value of the order will be $400 mill if all 10 by 35% in the first six months to 2 mill Stena Bulk is in the process of taking vessels are declared. Upon their delivery, the tonnes, half of which was.shipped to various delivery of a series of what are claimed to be vessels will join the Stena Weco Pool. parts of Sweden, while the other half was super efficient Suezmaxes from Samsung. The “To challenge today’s fierce competition exported. first – Stena Superior – was followed by the within the tanker segment, we must invest in Stena Suede last year, while the Stena Supreme the higher end of the market. These ships will Tanker changes was delivered this year to be followed by the have an outstanding competitive edge both in The ‘win some and loose some’ theme was Stena Sunrise in 2013. The vessels were the edible oil, chemical, and in clean tanker clearly seen in two deals involving Maersk designed by the South korean shipyard with markets,” said Ulf Ryder, president and CEO Tankers. input from Stena’s in-house design of Stena Bulk when announcing the order. In 2009, Maersk Tankers bought Broström, department. ”This is a logical step in the development of a large Gothenburg-based owner and operator The series will be operated by the joint our business and fleet, to invest in vessels with of chemical and product tankers, ranging from venture between Stena Bulk and the Angolan very good fuel efficiency and with outstanding small northern European trading vessels up to public sector company Sonangol, named Stena cargo flexibility. They will be operating in the MRs. Sonangol Suezmax Pool (SSPP). Upon her segment where we have our main focus and Since then, the AP Moller-Maersk group delivery, Stena Suede went directly onto a where we believe there is a very good growth company has been gradually assimilating the long-term charter with the French oil major potential”, said Hans norén, Concordia various departments. The Broström tankers are Total. Maritime president, who has taken two of the operating in the various Maersk Tanker pools. Stena said that with fuel-saving technology, vessels ordered. Some of Maersk’s smaller tankers were such as optimised hull lines, increased Flexibility is paramount to be competitive in jointly owned by Broström and Lidkoping- diameter propellers, bulb rudder and energy- the chemical tanker segment. They must be based Erik Thun on a 50:50 basis. Last month, saving hull fins, the newly built vessels able to carry a wide range of cargoes in Maersk completed the 50% sale of the 12 of achieve a minimum of 15 % lower bunker smaller parcels like the liner shipping industry the coastal tankers, managed by Broström in consumption, compared to conventional giving higher freight per tonne. Also Gothenburg, back to Erik Thun, which has Suezmax currently in service. increasingly important in this trade type is to since resurrected its old name - Thun Tankers. Each vessel is fitted with a VOC (volatile be able to quickly switch between various All the vessels, including a 13th, which was organic compound) reduction system, which types and grades of cargoes, Stena said. fully owned by Broström, were part of reduces VOC emissions by up to 90% during “Our engineers have together with Maersk’s Small northwest Europe segment. loading and transportation of cargoes along Guangzhou Shipyard succeeded in obtaining Hanne Sørensen, Maersk Tankers CEO said with a reduction in H2S (hydrogen sulphide) probably the most innovative Eco tankers that this deal was part of Maersk Tankers’ release from cargo. existing with completely new hull lines, strategy to simplify and streamline its business To enhance the propulsion efficiency, they specially designed propellers, and many more and the company’s plan to focus on fewer each have two sets of Samsung vibration and topics, which could mean a competitive segments going forward, thus this divestment energy reducing (SAVER) fins fitted on the advantage of some $3-5000 per day when it opportunity comes at the right time and under hull forward of the propeller for optimised comes to cargo flexibility and fuel economy,” the right conditions. flow while also reducing hull vibration. Ryder said. Anders källsson, Erik Thun CEO said that Propeller efficiency is further improved by “It is with great pleasure we are now getting this was a natural step for the family-owned reducing hub vortex effects through use of a a new specially designed fleet optimised for concern to invest further in the small tanker Samsung rudder bulb, mounted close to the our cargo contracts within the Stena Weco segment by taking over Broström’s 50% share propeller boss. Pool” said Erik Hånell, Stena Weco managing in the vessels. “We see the golden opportunity When creating the pool in 2005, Stena Bulk director during the anouncement. “It is very to get into the commercial tanker market and Sonangol said that they aimed to stimulating that our owners and partners again,” he said. maximise the profits from the available ships believe in what we have created so far and The vessels in question belong to G-series, by facilitating high quality spot trading, using order these ships that will be commercially built between 1999 and 2009. All the vessels vessels with an average age of 3.5 years across managed by Stena Weco,” Hånell concluded. are in the range of 6,535 dwt to 7,759 dwt. the fleet. Six tankers have thus far been confirmed. The remainder of Broström’s Gothenburg- Today, the SSP operates more than 20 Publicly quoted Concordia Maritime has taken managed fleet and shoreside personnel was Suezmaxes and the aim is to have a fleet of two vessels and Stena Bulk four ships. There due to transfer to Copenhagen by the end of around 30 modern tankers with an average age are further options included in the shipbuilding this year, the company confirmed, thus ending of only 3.5 years. contract, which could be distributed to other another chapter in Swedish shipping. In another move, Stena and its partner joint partners. One major Swedish success in the tanker Concordia Maritime announced in June that Later, the joint venture Golden Stena Weco

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announced the opening of an office in Taiwan’s TMT. At the same time, Stena LnG to the open market, noren said that it was Singapore. Golden Stena Weco is a joint was formed. prudent to secure this cash flow. The contract venture between Stena Weco and the They were the Stena Blue Sky (built in is expected to generate a small surplus in the Indonesian palm oil producer Golden Agri- 2006), Stena Clear Sky (built in 2011) and operating result (result before financial net). Resources (GAR). Stena Crystal Sky (also built in 2011). They noren also noted that the Suezmax Stena Initially, the joint office will have a staff of were all built by Daewoo to Ice class 1C. Supreme had been in operation since the eight working in operation, chartering and The Stena Blue Sky was on timecharter beginning of July. The SSSP achieved a trading. when she was acquired by Stena. The Stena relatively good result in a very challenging Stena Weco currently transports about 2.5 Crystal Sky and Stena Clear Sky were market in the third quarter. The vessel’s share mill tonnes of palm oil per year with 50,000 reactivated at the yard in June 2011 and were in the pool generated an income of about. dwt MRs and two of Concordia Maritime’s then chartered out for seven to eight months, $17,000 per day, compared with the segment’s converted P-MAX tankers. followed by another timecharter of three to average rate of around $10,000 per day. This “The closeness to GAR’s traders in our new four years. gave a positive contribution to operating cash joint office gives us direct contact with the It was hoped to expand the LnG side of the flow (EBITDA) of about $0.8 mill. palm oil market. The collaboration will business by organising a Stena LnG IPO in The market has strengthened significantly in generate synergies for both Stena Weco and Oslo to raise cash to order newbuildings. early november, particularly in the Atlantic. GAR. We know shipping and they have the However, it was decided not to go ahead due Even if this upturn is short lived, it means that cargoes”, said Hånell. to the world’s current economic uncertainty. Concordia’s open vessels may generate a “For Stena Weco, it’s very important that There were rumours of newbuildings being better income per day in the fourth quarter GAR works actively on environmental placed at Daewoo and Samsung, but these had compared with the third. demands concerning the extraction of palm not been confirmed at the time of writing. However, income for the vessels employed oil, as well as its business as a whole. We Affiliate Concordia reported a positive on timecharters is expected to be somewhat ourselves are working hard on research and result before tax of SEk4.1 mill for the third lower as the vessel Stena Perros was development relating to our technology and quarter of this year, which was down on the redelivered at the end of October and is now our transportation. Consequently, we consider previous two quarters, due to weaker freight employed on the open market, while Stena GAR’s investments in sustainability to be rates earned by the fleet. Primorsk’s new contract is at a lower rate. extremely important”, Hånell added. On average, the vessels on the open market Another P-MAX, Stena President, was Stena Weco, which was formed at the generated income of just under $11,000 per converted to IMO type III during the period. beginning of 2011, is owned equally by Stena day in the third quarter, compared with just The company said that its assessment of the Bulk and Danish Dannebrog, each holding over $15,000 per day in the first half of the product tanker segment continued to be 50%. year. By comparison, vessels employed on positive. Indications are that the market is not Founded in 1996, GAR is the world’s timecharters generated an average of around far away from a balance between supply and second largest palm oil plantation company $21,000 per day. demand. These conditions are also in place for with a total planted area of 457,040 hectares During the quarter, Concordia concluded a a gradual improvement in the product tanker (including small holdings) as at 30th June this two year timecharter for the P-MAX Stena market during 2013 and 2014. year, located in Indonesia. It has integrated Primorsk with a new north American During the first nine months of this year, the operations focused on the production of palm- customer. An option also exists for a further result after tax was a loss of SEk365.7 mill, based edible oil and fat. year’s charter. compared with a positive SEk58.9 mill for the In May 2011, Stena surprised the market The company said that the daily hire is corresponding period last year. This was once again by entering the LnG sector. reflective of the market situation and is mainly due to an impairment charge of

The company said that it had been studying therefore not really satisfactory. However, this SEk408.8 mill. TO this market sector for some time, before is an interesting business with a good client, deciding to splash out on three LnGCs from and given the company’s increased exposure

ANCHORS & CHAINS Rotterdam Shanghai Bergen Aberdeen Nantong

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iNDUSTRY - NavaiDS Furuno enhances navigation and training Furuno has launched a new ECDIS under the model names of FMD-3200 and FMD-3300 and has also introduced a distance learning service. he FMD-3200 is fitted with a 19 erroneous operation, as well as enhance office, or any branch offices, enabling the inch LCD while the FMD-3300 situation awareness. Also, the new ECDIS training to be conducted with the shipowner. has a 23.1 inch LCD. They are utilises a chart-drawing engine that delivers The workstation accommodates dual claimed by the company to deliver instantaneous chart redraw with the seamless displays (one for ECDIS and one for Tgreat enhancement in terms of user interface, zooming and panning. radar/conning/ship control and visual as well as functionality. Moreover, its operation philosophy is based simulation) and a control head similar to the Fully complying with ECDIS performance upon the same logic, as the control scheme of actual Furuno ECDIS control head used on standard as stipulated in IMO resolution a PC’s mouse and all operations can be board the vessel. By using this method, the MSC.232(82), the new system is suitable for controlled by using a trackball of the control trainees can learn how to navigate the menus installation on board newbuildings, as well as unit by means of left-clicking, right-clicking with the track ball and how to use the fast for retrofits. and using a thumbwheel. Also, a full keys and controls on the control panel for The new ECDIS also enhances the chart QWERTY style keyboard is available in the quick and easy operation. It is provided fully management scheme providing easy chart ECDIS control unit for easy route, event and configured, as a plug and play solution, hence management independent of the chart waypoint naming, Furuno claimed. requiring no setting up on site. providers, Furuno said. It is compatible with In order to achieve better training results, Jeppesen Dynamic Licensing and it supports Computer aided training the company launched a help desk, which the Admiralty Information Overlay (AIO). In At SMM, Furuno released its new distance provides online support to the trainees using addition, its network expandability fully learning training platform - navSkills CAT - Voice over IP (VoIP). It is accessible through a satisfies provisos for paperless operation of using a computer aided technique to provide soft key on the system screen. By activating vessels. training to the company’s ECDIS users. the help desk function, the trainee is connected They provide the operator with fast access navSkills CAT combines what are considered to an instructor, who can guide the trainee, or to the tasks and functions to be performed in to be the best parts of computer based training answer questions to facilitate the trainee’s vessel operations. They employ intelligently with that of class room training. It is initially better understanding of the ECDIS. arranged graphic user interface elements: designed to provide type specific ECDIS navSkills CAT is offered to shipowners on status bar and instantAccess bar that deliver a training, but the task-based operation scheme to give the platform can be used operator direct access to necessary operational for familiarisation of procedure. other navigation For example, the status bar at the top of the equipment in the screen provides operating status, including future, the company modes of operation and presentation. The said. instantAccess bar on the left edge of the The navSkills CAT screen provides quick access to functions is centred on a cloud available in each of the ECDIS operating computer hosting the modes. training application The instantAccess bar’s contents change software. To access the according to the operating modes selected on cloud server, the the status bar. trainee will have to use This combination covers virtually the entire a workstation provided operation, hence providing easy and quick by Furuno, which is access to the tasks to be performed, the designed to be installed company said. As a result, the need for going and used anywhere into an intricate menu tree to reach the having a broadband necessary tasks has become redundant. This internet connection will streamline the navigation monitoring within the customers’ procedure, reducing the risk of confusion and premises, such as the The new eCDiS have two easy access operations' bars fitted.

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said. As mentioned, both the new models are compatible with the Admiralty Information Overlay (AIO). The company said that it will also release a software update, which will make the AIO available on its existing FEA models. AIO is a free service to Admiralty Vector Chart Service (AVCS) customers. It is the only service available that includes worldwide Admiralty Temporary and Preliminary notices to Mariners and new EnC Preliminary notices to Mariners, which identify navigationally significant differences between EnCs and Admiralty paper charts. Furuno’s ECDIS models allow the AIO to be switched on and off by simple operator The two eCDiS with keyboards operated by track balls. action, enabling navigators to choose to display the overlay when it is needed. a subscription basis with a yearly flat rate through Furuno’s worldwide distribution Significant features from the overlay are charged per workstation. The fee covers the network. added to the EnC by using Mariners’ Objects, workstation’s provision and maintenance and In early 2011, the company introduced end which ensures the information is always access to the training application software and user training, which included the ECDIS available when the ECDIS is in the monitoring help desk. This means that the shipowner can training activities in the Furuno organisation mode. train as many navigators, as he or she wishes and the distribution network. The aim was to kazuma Waimatsu, Furuno’s general within the subscription period at a fixed fee establish a platform for ECDIS training manager of products planning and marketing and because the training is utilising cloud provided under the Furuno brand, which meets department, said: “The ability to show the computing, the training is available 24/7. a quality standard set by the company. additional Admiralty Information Overlay Alternatively, navSkills CAT can be accessed Furuno’s ECDIS training quality standard is layer on our new ECDIS models will help on a pay-as-you-go plan depending on the based on the continuous study on the policies navigators ensure that they are using the most number of certificates issued (the service fee governing type specific training set by the up-to-date information available to optimise depends on the number of trainees receiving various flag states and through ongoing route planning. The Overlay makes it easy to the service). discussions with vetting companies, quickly see information that is essential for all Subsequently, the training programmes for shipowners and other stakeholders, to ensure navigation tasks.” the new ECDIS FMD-3200/FMD-3300, as that the type specific ECDIS training provided Jason Scholey, AVCS product manager, well as refresher training modules will be by the company will meet the current and said: “The Admiralty Information Overlay is developed at a later date, both of which will future requirements of the shipping industry. our vehicle for getting the best possible be offered within the same subscription fees. Furuno said that it had realised that it was information in front of the mariner, to improve Furuno said that this means that owners necessary for manufacturers to establish such the safety of navigation and the efficiency of having the current ECDIS in their fleet do not working principles to manage and ensure passage planning. We are working closely with have to worry about additional costs when quality and valuable training to the shipping ECDIS manufacturers like Furuno to make the introducing the new ECDIS in the fleet, industry. Consequently, the shipowners will Overlay available to as many mariners as because the type specific training for both have more competent navigators on board possible and we expect two thirds of new models will be available within the flat yearly their vessels bringing even more safety and ECDIS units sold worldwide to have Overlay

fee. The navSkills CAT will be distributed efficiency to the ship operation, the company compatibility by the end of the year.” TO

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iNDUSTRY - NavaiDS BNWAS and ECDIS from SAM Electronics

Designed for simple installation Platinum range of all- on board both new and existing purpose integrated bridge tankers of any type, or size, in management assemblies. accordance with iMo carriage They are type-approved regulations, which became by major international effective last July, the BNwaS classification societies ensures enhanced safe vessel such as ABS, GL, Class operation via continuous nk and RInA. SaM's new BNwaS. surveillance of bridge activities, Meanwhile, SAM has also recently Simple to install, operate and update, the including detecting any operator introduced EcdisPilot Basic, a new space and compact stand-alone 22 inch panel PC system malfunctions that could lead to cost-efficient ECDIS, specifically designed for with a high-resolution TFT display, is fully accidents, the company said. retrofit applications on board vessels in compatible with all main chart databases such Alerts can be automatically relayed to the accordance with latest IMO carriage as EnC S57/S63, Admiralty AVCS and ARCS ship’s Master and other watch personnel with requirements. and C-MAP CM93-3. the alarm system and all backup call functions Features include an extendable navaid and timer settings controlled and handled from sensor interface module, advanced route the bridge console’s centralised alarm panel. planning facilities, a separate layer for user Basic system features include main alarm objects (notices to Mariners), overlays of panel with dimming, ship accommodation ARPA and AIS targets, on-screen nAVTEX alarm panels, an assist call facility, motion information and tidal and current data. In sensors, reset push buttons, activation switch, addition, there is also an integrated conning reset timer inputs from radar and force page. activation via steering gear and/or Trackpilot Depending on class, flag and/or customer supported by flexible interfaces. requirements, system capability can be Systems also meet latest IEC 62616 extended to include options for a printer, performance standards and are optionally installation of uninterrupted power supply available either as stand-alone units, or for (UPS) facilities, and an interface unit for SaM's eCDiS was specifically designed for integration as part of SAM’s nACOS external radar overlays. the retrofit market. TO Jeppesen joins to Pay As You Sail initiative

Jeppesen has unveiled the accept PAYS.” (licenses) that need to be loaded prior to use. company’s new openeNC, its take Jeppesen’s OpenEnC PAYS solution, which When enabled in a compatible ECDIS, the on the pay as You Sail (paYS) was scheduled to become available shortly customer will be charged for all charts that are option. The openeNC solution after SMM Hamburg, provides free worldwide viewed, or used, whether for route planning, joins its established dynamic coverage of EnC charts on the ECDIS for or navigation. Dynamic Licensing opens the licensing and direct licensing route planning purposes. EnCs for the minimum period allowed by the offerings. When a vessel sails, a tracking service, or Hydrographic Office (for example three These different licensing methods distribute device, reports the ship’s continual position months), and when that period has passed the EnCs through Jeppesen’s DnV approved and the customer is then invoiced for the chart will automatically expire. SEnC format, which is claimed to be highly charts along the route in the two best scales It is claimed to be a cost effective option optimised for easy installation and updating. available. OpenEnC is claimed to be an when charts are needed for shorter time This format also saves time since no excellent solution for vessels that do not periods. For example, when a ship purchases verification, or compilation of data on board, regularly sail on any fixed route, because the licenses for a normal fixed route using direct is required. The SEnC format is also claimed vessel always has all charts available and can licensing, it can augment its regular route with to be supported by the majority of ECDIS plan and sail a new route at a moment’s dynamic licensing when it’s necessary to systems on the market. notice. deviate from its planned voyage to go to “While PAYS options may seem like the Using the Jeppesen Direct Licensing another port. simplest option for buying EnCs, this may not standard, vessels can license EnCs for any “Jeppesen is unique in offering these three be the case in many situations,” said Paul combination of three-, six- or 12 month different solutions to the maritime industry,” Elgar, Jeppesen OEM strategic business durations. The 12-month option is the most said Elgar. “We analyse our customer’s manager. “By providing a choice of flexible cost effective for vessels that run a regular requirements and offer them the EnC EnC licensing services, we can help route with no deviations. licensing option that best suits their needs. We customers find their own best and most As for Jeppesen Dynamic Licensing, this also monitor the customer’s EnC use over the affordable solutions. Seamlessly combining system instantly provides EnCs for viewing in course of the subscription period to determine different licensing options is also a help in a planning, or voyage setting. Similar to if it is actually optimal for that vessel.” areas where hydrographic offices do not OpenEnC, there are no external permits TO

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iNDUSTRY - NavaiDS Mediterranean- placid sea or mythological beast? While the Mediterranean may live up to its placid image during the summer season, it packs a lot of punch, as winter approaches*.

s the low weather track intensifies over southern Europe, it is not uncommon to have widespread heavy weather over a large aportion of the Mediterranean. Westerly gale conditions can extend for hundreds of miles from the coast of Spain to the south of Sardinia and into the Sicily Strait. This long unbroken stretch presents a full head-on sea to vessels sailing westbound towards the Gibraltar Strait. While these synoptic scale, or large-scale weather events can be a significant challenge, it’s quite often the smaller scale wind events that can catch seafarers off guard, resulting in vessel damage each year. The Mediterranean Sea is home to perhaps the highest concentration of terrain induced localised winds in the world. These winds come with some legendary names, such as the Mistral, Sirocco and Levanter, to name but a Higher resolution data clearly shows the band of increased sea/swell conditions few. building south of a localised wind event south of the aegean Sea (circled). The Mistral wind is perhaps the most quantities of sand from the Sahara Desert. It’s A number of other terrain induced localised famous terrain induced wind. It develops over common for these winds to achieve speeds of winds occur in the Adriatic, Aegean Seas and the Gulf of Lion when strong cold fronts push 30-40 knots generating high seas along with across the waters of the eastern Mediterranean. through Western Europe. The northerly winds reduced visibility with the dust and sand Higher resolution data clearly shows the are funneled south through a narrowing gap suspended in the air. band of increased sea/swell conditions formed by the Pyrenees Mountains of The Levanter is a strong easterly wind that building south of a localised wind event south Southwest France and the Alps along the develops when strong high pressure builds to of the Aegean Sea (see above). eastern border. the north of Gibraltar Strait over the Bay of The scale of these wind events can be It is not uncommon during one of these Biscay region. The east winds south of the challenging for forecasters to identify. events for winds to reach speeds of 50-60 high-pressure area are forced through the However, new tools developed by AWT are knots as they push out over the Gulf of Lion. narrowing waters of the western allowing us to see these events with more Along the way, they create heavy sea/swell Mediterranean, also known as the Alboran clarity. The company uses high-resolution data conditions at times, which can reach all the Sea. that has been tested in the Mediterranean and way South Southeast to the coast of north It is this narrowing that helps to increase the was successful in identifying these localised Africa. velocity of the easterly winds much the same wind events with more accuracy, compared to The Sirocco winds are hot winds from the way placing a thumb over the end of a water previous model data available. south formed when low latitude gales track hose increases the velocity of the water With the onset of the winter season, existing

east through the southern Mediterranean Sea, streaming out. heavy weather conditions cannot be ignored. TO or along the north coast of Africa. In advance These winds can strengthen further into the of the cold front, the southerly winds gather narrow waters of the Gibraltar Strait with *This article was written by Mike O’Brien, strength and stream up into the Mediterranean. conditions reaching 40-50 knots during a AWT’s operations manager and was published They will often carry with them enormous strong Levanter. in the company’s newsletter.

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INDUSTRY – bUNkERS NAECA- lessons learnt from the California experience On 1st August, 2012, the North American Emissions Control Area (NAECA) took effect, mandating the use of 1%, or less sulphur heavy fuel oil (HFO), or residual fuel oil for vessels within 200 miles of the North American continent.* arlier, California had mandated the In addition, the cost savings of using HFO demonstrate compliance with the 1% LSFO use of distillate fuel when vessels are significant over the use of distillate fuel, rule. If the overseeing regime (EPA) suspects arrive within 24 miles of its which is typically around $300 more per suspicious fuel switch procedures, or supply coastline on 1st July 2009. tonne. The 1% LSFO must be heated just as issues, it may take its own sample. ELessons learned from California’s the 3% HFO, so the engine/fuel compatibility The problem with taking a shipboard sample experience with the use of distillate fuel may issue was solved, at least between 200 to 24 can be any one of many. The vessel has no benefit operators, as the next phase of miles off the coast of California. control with the delivery medium, which NAECA comes into effect on 1st January, EPA recognised there may be supply means that the bunker oil delivery lines, 2015 when the IMO will mandate the use of problems and allowed ship operators, if the bunker barge, or vessel fuel tanks could have distillate fuel within 200 miles of the North required fuel was not available in ports outside residual amounts of the high sulphur fuel American coastline. As that time draws near, the NAECA, to simply notify primarily EPA leftover that could increase the sulphur content industry observers have argued about the and the US Coast possible methods in which operators will Guard no less than 96 comply. hours before entering Since June 2012, several developments have the area. helped the ship operator comply with the 1st Unlike the fuel August mandate. Foremost, the US switchover required 24 Environmental Protection Agency (EPA) miles off the coast of provided an interpretation of fuel California, which requirements. It stated in guidelines released typically took one to in June 2012 that the minimum standard for two hours, to enter the 1% low sulphur fuel (LSFO) viscosity will be NAECA, fuel must be not less than 11 cst. completely switched to This is significant because at the time it was 1% sulphur fuel before thought ship operators would have a difficult arriving in the area. Det time sourcing the required 1% LSFO and have Norske Veritas (DNV) to switch over to low sulphur distillate fuel and Lloyd’s Register with its assorted engine compatibility issues - (LR) have developed the same issues that California experienced. calculators for California experienced a 300% increase in estimating fuel loss of propulsion incidents since its distillate changeover times to fuel (viscosity 1-2 cst) regulation came into remain in compliance. effect in 2009. The compression ignition diesel The use of the engines used on board modern vessels of over calculators should 10,000 gt use 3% sulphur HFO. This fuel must suffice for be heated to flow through the fuel lines demonstrating because at normal ambient temperature, either compliance with the 1% LSFO, or high sulphur HFO has the regulation in terms of a consistency of tar. timely switchover. In contrast, distillate fuel does not require In addition, the the high temperatures and the thermodynamics Bunker Delivery Note of cooling metal, gaskets and seals resulted in (BDN) supplied with leaks, along with filter clogging from engine the recently loaded buildup scrubbing. bunkers will

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INDUSTRY – bUNkERS

of the oil sample. The other issue is where fuel oil, so burning sludge in an incinerator is LSFO with the increased metal wearing cat should the sample be taken within the vessel’s not regulated under Reg 14, but only under fines but with good fuel viscosity, which is engine room that is safe while providing an Reg 16. Fuel oil and sludge oil are clearly more forgiving to worn parts. Then switch 24 accurate sample? distinguished within the MARPOL definitions. miles out from California to the less forgiving At a meeting held in Tacoma, Washington In the spirit of the ECAs, the EPA would not distillate fuel with its well documented on 26th June to discuss the NAECA, the recommend that a ship burn sludge oil, or increased incidents of loss of propulsion USCG advised that the LSFO should meet the other sludge with a sulphur content that might (LOP) incidents. California will continue to International Standard Organisation (ISO) exceed 1% within the ECA. Upon further face the risk of perhaps an increased rate of 4259 standard. This means that the sulphur study, a consensus will be reached with a final LOP incidents that could cause an oil spill due

content could deviate in laboratory analysis determination of this anomaly. to an allision, collision or grounding. TO results from 0.94% to 1.06% sulphur and To achieve the 1% sulphur content of the remain in compliance. LSFO, refinery blenders are using low sulphur Meanwhile, EPA said that LSFO should not cutter stocks, which tend to have high *Footnote: Author Capt Jeff Cowan exceed the IMO mandated 1% sulphur. This Aluminum (Al)+Silicone(Si) levels (cat fines). graduated from the California Maritime determination by the agency holds sway over The issue with increased cat fines is the Academy in 1975, and then began his compliance issues. Refinery fuel blenders impact on filters and purifiers. With poor seagoing career by sailing on board a most probably will take the sulphur percentage preventative maintenance, debris from the variety of vessels. He first sailed as a to 0.95% allowing for a 5% margin in filters and purifiers ends up in the high licensed Third Mate in 1977, ultimately laboratory analysis repeatability. pressure fuel system causing worn pumps and earning his Master’s license. He ended his As for sludge burning incinerators, the injectors plus adverse piston ring and crown seafaring career by sailing as Master of his USCG said that the use of an incinerator to groove wear. This equates to more costs for last ship, APL China, in 2009. Since his break down sludge greater than 1% sulphur the vessel operator (see Page 24). vessel was one of the first at APL to content generated on board ship is permitted With California’s regulations in effect, the perform the California distillate fuel by MARPOL Annex VI Reg 16, including in following scenario may unfold on board switchover, he remains very interested in the Emission Control Area (ECA). But, the vessels trying to comply with IMO and CA maritime fuel issues. EPA said Reg 14 only applies to the use of regulations. At 200 miles out, the ship will use

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November/December 2012 l TANkEROperator 23 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 3

INDUSTRY – bUNkERS Cat fines – an assessment of levels in residual fuels Many observers believe that legislative requirements are the main operating concern in today’s shipping industry*. t has, for example, been well-established more frequently. Again, such issues are being a good indication of the issues involved. that continued legislative reform has a examined and positive steps are being taken to The charts highlight the levels of cat fines profound effect on the quality of fuel understand the implications of using such fuels compared with the sulphur content of fuels used globally, as tighter restrictions lead rather than simply attempting to de-bunker at supplied in the second quarter of this year toI an increase in the treatment process to the first opportunity. from the ARA which fuels are subjected. There is, however, one issue that still strikes (Amsterdam/Rotterdam/Antwerp) region. It is Issues relating to the quality of marine fuels fear into the hearts of all shipowners and clear that a much higher number of low- continue to cause headaches for shipowners, operators - catalytic fines. Horror stories of sulphur fuels have combined levels of operators and fuel suppliers. Increased catastrophic engine failure based on the aluminium and silicon in excess of 40-50 ppm blending operations and techniques, such as presence of cat fines are prevalent within the compared to other fuels tested. hydro-processing, result in significant changes industry, with each owner, operator, or The main reason for this trend is the to the inherent make-up of marine fuels and supplier having their own experience with application of blend/cutter stocks, which are can lead to serious problems when used. regard to this particular issue. used to reduce the overall sulphur content of Issues relating to the density, viscosity and In recent years, these fears have been the fuel. The fluid catalytic cracking process sulphur content of the supplied product have heightened as a direct result of the changes in produces a number of different products such been - and will continue to be - a day-to-day permitted sulphur levels in fuels. The as gases, light cycle oils and intermediate-to- occurrence for shipowners and are something increasing use of a wide variety of blend/cutter heavy cycle oils. It is the heavy cycle oils that they have learned to live with. stocks has resulted in an increase in levels of are drawn off as the ‘bottom stream’ product Meanwhile, other issues such as the cat fines in low-sulphur fuel grades. and might contain residual catalysts not presence of chemicals, introduced via a Statistical data taken from the Intertek removed during the refining process. blend/cutter stock, or stability-related Lintec ShipCare Services submitted sample Slurry oil, as it is commonly known, can concerns, are more serious and are being seen testing programme, as shown below, provides have solid concentrations of up to 1,500 ppm

ARA - April 2012 ARA - May 2012

ARA - June 2012 Average Content - Al & Si The charts highlight the levels of cat fines compared with the sulphur content of fuels supplied in the second quarter of this year from the ARA (Amsterdam/Rotterdam/Antwerp) region.

24 TANkEROperator l November/December 2012 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 4

INDUSTRY – bUNkERS

and is considered to be a ‘product’ of the purchased - the presence of cat fines is still a injection. refining process, which needs to be disposed serious operational concern. It is vital that owners and operators fully of. In many cases, slurry oil is treated to So why are serious operational issues still understand and appreciate the value of remove the bulk of the remaining catalyst by seen? The answer is not simple. First and appropriate treatment and monitoring recycling it through the catalyst riser in foremost, instances of high levels of cat fines processes in an attempt to limit damage as a combination with the cracker feed stock oil. in marine fuels have not been eradicated. One result of catalytic fines. The implementation of This process ‘clarifies’ the slurry oil and it of the other main issues for consideration rigorous planned maintenance schemes, is the clarified slurry oil that is used as a concerns the size and orientation of the coupled with regular purifier performance heavy fuel oil blend component. Although this particles present within the fuel. Traditional checks, will offer a greater degree of security process does remove significant quantities of analysis techniques look at the total quantity in ensuring that unnecessary damage and costs

the catalyst, in many cases some still remains of cat fines in the fuel supplied, but they do are avoided. TO and might be introduced into the fuel to be not take into consideration the size and mass supplied. of the particles present. It is clear that such blending operations have The size, mass and shape of the particles had a significant effect on levels of cat fines in within the fuel have a significant bearing on low-sulphur residual fuels. However, the the ability of the on board centrifuges to general perception that overall levels, across remove them during treatment prior to all residual grades, are on the increase would injection. As a result, a number of the smaller appear to be something of a fallacy. particles do not have a sufficient mass such Test data shows that average global levels that they can be removed by centrifugation sit between 25-28 ppm and, with the and as a result, pass through into the engine introduction the 2010 version (latterly the system. 2012 version) of the ISO 8217 marine fuel If the quantity of these smaller particles standard, a greater degree of security should passing into the engine system is sufficiently be felt by fuel purchasers. However, despite a high, increased levels of wear damage will be reduction in the acceptable combined levels of witnessed. In many cases, the damage seen aluminium and silicon in the ISO 8217 fuel will be on a par with that experienced when *This article was written by Michael Green of standard - from 80 ppm (mg/kg) to 60 ppm injecting fuels with levels of cat fines in Intertek Lintec ShipCare Services. (mg/kg) depending upon the grade of fuel excess of the 15 ppm limit at the point of Asuccessfulstory... Thruster Systems from BRUNVOLL

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November/December 2012 l TANkEROperator 25 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 5

INDUSTRY – bUNkERS Inatech up in the clouds Inatech launched a new Marine Solutions Unit to offer real-time management systems for bunker operations at October’s SIBCON conference. mong the new products are a accounting. BunkerTECH shipping solution, The company said that the data provided developed to help shipping can help companies to save on fuel by not companies manage procurement, having vessels bunkering in ports where fuel Arisk and fuel costs, and a BunkerTECH prices are high when alternative ports are bunkering solution, developed to support holding lower prices, or by avoiding under- bunker fuel suppliers and traders. utilisation of vessel capacity. Both solutions will be offered ‘in the cloud’ BunkerTECH bunkering solution is a fully on a software as a service basis, hosted on a integrated, end-to-end solution for managing customer’s own network, or on a customer’s all essential aspects of bunker trading, from preferred site. This software can be integrated risk control and procurement to operations, with other standard shipping and bunkering inventory and sales. technology management systems. This software has been developed to meet Jean-Herve Jenn, Inatech CEO BunkerTECH shipping solution provides the needs of all business models, including shipping operations. So anything that can analytical tools and processes for functions, brokers and traders (through back to back improve operational efficiency and reduce the such as bunker procurement, claims RFQs/spot), suppliers with inventory buying cost of bunkering has major game-changing management, risk management and under Term Contract and bulk suppliers, potential at a time when the shipping industry matching bulk is under severe price competition,” said Jean- purchases with sales. It Herve Jenn, Inatech CEO. “Our fully affords operators a 360 integrated end to end solutions are tried and deg view of their tested and are already producing significant ResponsibleRp iblee tanktankt k cleaningcleaning l i g g businesses and benefits for major customers. He explained performance in real- that the company had been developing time. software for marine services at a bespoke It also has the level, but had now decided to market the capability to perform software globally. The company’s major ‘what-if?’ analysis with shareholder is Chemoil, now part of the different market Glencore group, and in 2003, the fuel supplier scenarios to improve and trader asked Inatech to develop a system hedge effectiveness for handling bunker fuel. and includes an To bring the software to the shipping SC 15TWSC 15TW integrated inventory market, it was re-launched at SIBCON using management module to today’s ‘cloud’ technology. Jenn explained that SC 45TW provide a real-time this system would suit mid-size companies view of the cost of in- looking for this type of service, as larger tank and in-transit companies tend to have developed their own Same make inventory. internal IT instruments to store data. makes sense A trading and risk He said that the service was more to do with Select Scanjet for both your management module process efficiency for example, by avoiding fixed installed and portable uses the real-time costly mistakes when placing trades. He said tank cleaning equipment inventory information that many companies used to keep records of to provide a view of large trade orders on spread sheets, which, due SC 30T the market, risk to human error, were prone to mistakes. exposures and the About 20 parameters have been built into profit and loss the solution thus far, such as the optimum Phone: + 46 31 338 7530 implications of amount of fuel needed for a voyage and the E-mail: [email protected] Web:Web: www www.scanjet.se.scanjet.se decisions. optimum voyage where the cheapest fuel “Bunkering costs are could be purchased, availability in a port, etc. easily the largest single Jenn also said that an updated version would

big-ticket item in be launched in March of next year. TO

26 TANkEROperator l November/December 2012 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 6 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 7

INDUSTRY – bUNkERS LNG as fuel takes off The rush to install LNG bunkering facilities is gathering pace with the help of major class societies.

or example, DNV has provided a Flemish Minister for Mobility and Public regasification of LNG directly to a pipeline, or market forecasting study, a Works. to a power plant. An additional feature will be regulatory analysis and modelled “Shipowners are working hard to meet the the use of natural gas as a fuel in the dual fuel the LNG supply logistics for increasingly strict emissions requirements and engines of the tug to drive the ATB unit. FFlemish ports. ports are now responding as the popularity of The benefit of the LNG ATB RV is that it DNV’s involvement formed part of an LNG is becoming apparent,” said Torgeir will allow LNG to be moved and delivered initiative between the Flemish Government Sterri, DNV regional manager Central Europe. more efficiently on a small-scale basis in and the port authorities of Antwerp, It is anticipated that within the next few locations where large LNG infrastructure Zeebrugge, Ghent, plus energy company years a considerable percentage of vessels will would be cumbersome, costly, and time Fluxys, to publish a feasibility study on LNG be LNG fuelled, particularly in short-sea consuming, ABS said. bunkering. shipping and especially in Emission Control The Government is now acting on DNV Areas. Ports are gearing up to accommodate ‘C’ type tanks recommendations to ensure the safe this transition and a significant increase in the The barge will be fitted with independent Type introduction of LNG bunkering at the ports. number of LNG bunkering facilities is ‘C’ LNG tanks. To make most efficient use of This market study led to a forecasted LNG expected by 2020, DNV said. the hull volume and maximise the cargo- bunkering demand for each port derived from Earlier, Gasnor contracted DNV to conduct carrying capacity of the barge, bi-lobe tanks of shipping and world energy market forecasts, the risk studies that will be the basis for the maximum width will be centered along the while the logistics model allowed the ports to authorities’ approval of an LNG bunker station barge centerline. simulate, compare and calculate costs of at Brunsbuttel, located at the confluence of the The cargo containment system will be split different LNG bunkering supply chain options. River Elbe and kiel Canal. into four longitudinally located independent The combined results serve as strategic and Important elements in the risk analysis are a tanks, with each tank supported by a simple tactical decision support tool for the ports in safety screening of the site and a safety structure that isolates the tanks from hull developing their LNG bunkering analysis for the chosen location in terms of loads. According to Waller Marine, these tanks infrastructure, they said. quantitative risk analysis, emergency planning will be constructed of either 9% nickel steel, The legal and regulatory analysis resulted in and nautical risk analysis. or Stainless Steel AISI 304L, to contain the a comprehensive listing of applicable local, In addition DNV will be supporting the cargo at a minimum temperature of -163 deg regional, national, European and international communication process with approval C. standards and regulations, as well as in 23 authority LLUR (Landesamt für ABS worked with Waller from the project’s concrete recommendations indicating gaps in Landwirtschaft, Umwelt und ländliche inception and has been the primary the current framework. Räume/agency for agriculture, environment certification body in carrying out reviews, This part of the report is now available and rural areas). including conducting a programme review. online http://www.flanderslogistics.be/fpa/lng- Brunsbüttel Ports GmbH is owner and “ABS has been a great resource in rapport.pdf and the recommendations included operator of three ports at Brunsbüttel - developing the LNG ATB RV product,” said the need to develop operational bunkering Elbehafen, Oilport and port of Ostermoor. The Waller Marine vice president- gas solutions procedures, plus procedures for metering, Elbehafen is a multi-purpose port having a Bill Hutchins. “By conducting multiple measurement, fuel sampling and quality water draft of 14.4 m, which provides ideal meetings – including a HAZID (hazard control. conditions for an LNG bunker station for identification) – ABS has helped us to ensure In addition, there is a need to initiate the shipping from and to Hamburg, as well as for safety and regulatory aspects have been process for accreditation of LNG bunkering all traffic on the kiel-Canal, the port said. appropriately addressed.” companies and a need to perform training “ABS has worked closely with Waller needs’ analysis for people who board LNG LNG ATb concept Marine through the development of the LNG fuelled vessels in their line of duty, for Another class society, ABS, has granted ATB RV,” said Roy Bleiberg, director - example, pilots, surveyors, government approval in principle (AIP) to a new LNG and engineering, ABS Americas. “We are pleased inspectors, customs officials and rescue regasification articulated tug barge (ATB) to be part of a project with the potential to services personnel. concept introduced by Waller Marine. improve the environmental impact of “Through the realisation of this study on the The vessel will have the ability to load LNG hydrocarbon emissions.” different aspects for the bunkering of LNG in from existing LNG terminals, liquefaction Since AIP was granted, Waller Marine has the Flemish ports, the stricter standards of the facilities, or traditional LNG carriers and moved into the detail design phase with a goal IMO for marine fuel sulphur emissions are transport the gas to existing tanks, traditional of creating multiple variations for clients anticipated and an important step has been LNG carriers, trucks, or seagoing vessels around the world. TO taken towards providing LNG as shipping fuel using LNG as a fuel. in the Flemish seaports,” said Hilde Crevits, The barge will also be equipped for

28 TANkEROperator l November/December 2012 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 8

INDUSTRY – bUNkERS Bunkering is a people business Today, the tanker industry faces many challenges. When it comes to helping tanker companies to navigate these most challenging of market conditions, the bunker industry has a vital role to play*. ndeed, at a time when bunker bills But in my view, the pendulum has swung too built upon a close working relationship is represent two-thirds - and rising - of the far towards a dependence on process and too mutually beneficial. operating costs of a vessel and when far away from a personalised approach to If a sustained recovery is to be secured for bunker companies have extended lines meeting customers’ needs and solving their the tanker sector in the months and years ofI credit worth billions of dollars to the problems. ahead, the bunker industry will need to play an shipping industry as a whole, the importance Customers want to work with traders have integral part. Bunker companies must of the bunker industry is self-evident. But earned their trust and that can be relied upon continue to embrace technical and commercial when it comes to providing its customers with to get the job done, every time. That is what innovation in order to meet the high standards the specification and quantity of fuel required going back to the roots of bunkering is all expected by their tanker customers, but must at the right time, in the right location and at about. also trust the instincts of their traders, give the best price, is the bunker industry The same approach extends to lines of them the freedom to go the extra mile to meet necessarily taking the right approach? credit and risk management. Customers are their customers’ needs and encourage them to The bunker industry has changed a lot in under no illusions about the disparity between invest in building strong relationships, built on

recent years, largely for the better. From its the credit terms they want and the payment trust. TO origins as a largely local, fragmented industry, terms sought by suppliers. However, the bunkering has consolidated, professionalised ability to pick up the telephone to discuss and globalised. Today, the leading companies these issues with a trusted trader is critical. have adopted an array of modern business Customers need a trader that understands their practices and corporate standards to ensure a business and has the confidence of all parties consistently high quality of service, while to get the deal done. Counterparty risk has hit technical innovation has improved the new levels of importance. It is this personal handling of fuel products. In an increasingly relationship, built on trust as well as complex, volatile energy market, the bunker transparency, that serves to create a more industry also has access to far more honest and less transactional foundation for sophisticated risk management tools. successfully conducting business. However, despite this progress, something This might sound counterintuitive in is missing. It doesn’t lie in further today’s market. After all, given the level of technological advances, new financial tools, or financial exposure of the bunker industry and management processes. It lies in going back the perilous state of the balance sheets of to the roots of bunkering and rediscovering the many tanker companies, formal due diligence human touch in our working relationships. is vital. But this is emphatically not about Simply put, as bunkering has modernised, it doing business on a nod and a wink. It is has become far less personalised. In today’s about combining the best of modern business acutely challenging market, this can be a practices with the best of bunkering’s problem. traditional values. After all, if a bunker trader Too often, bunker traders are restricted is charged with sourcing the product that you Lars Moller, CEO Dynamic Oil Trading from using their judgement, their experience, need, advising on hedging instruments, or their instincts and their relationships with agreeing a line of credit, it is imperative for suppliers, brokers and customers. Processes them to truly understand the commercials of *This article was written by Lars Møller and systems get in the way of building your business, the needs of your vessels and CEO of Dynamic Oil Trading. Dynamic Oil relationships and taking initiative. On top of your approach to risk. Trading is a new global trading company for this, the interaction between traders, suppliers, Of course, the benefits of a strong marine fuels and lubricants. Launched in customers and other supply chain partners has relationship between bunker supplier and 2012, the company is headquartered in become more formal, more transactional, less tanker owners extend both ways. Tanker Singapore and operates globally, with plans to personal. Trust seems to be a commodity that companies need the product, a good price and expand further into Asia, Europe and the is valued less and less. competitive payment terms, just as bunker Americas. Of course, there is a balance to be struck. companies want the business. A partnership

November/December 2012 l TANkEROperator 29 TO Nov-Dec 2012 p22-32_p2-7.qxd 26/11/2012 18:29 Page 9

INDUSTRY – ANTI-pIRACY Training- guidelines needed There continues to be a great deal of disagreement and uncertainty as to just what constitutes effective training for personnel looking to work in the maritime security sector.

rustratingly, the answer remains security team leader requests that the Master Credit Framework (QCF) that relates directly inherently simple but continues to alters course. After changing course to port, to becoming a PCASP (again this is something be masked by elements of the tracked vessel also alters course again currently being addressed in the SCEG). bureaucracy and misguided advice, reducing the CPA. The maritime security team A number of training providers have now Fwarned security concern 3rg. is ‘stood-to’ donning body armour and attempted to ‘shoe-horn’ largely irrelevant The company has been working as a part of weapons, etc. maritime security qualifications together in the ‘Security in Complex Environments The SSO role is indeed an integral part of order that attendees can claim course costs Group’ (SCEG) to try and address the key general maritime security but is clearly not through ELCAS funding (ELCAS is the driver issues in order to create clarity for both relevant with regard to an anti-piracy role. It is MOD’s enhanced learning credit private maritime security companies (PMSCs) therefore critical that the right balance of administration system which allows service and for service leavers looking to gain the training is applied for the role the course leavers to claim funding for recognised

credentials necessary for work as privately attendee will be undertaking. courses – level 3 and above). TO contracted armed security personnel (PCASP). Many PMSCs have historically insisted No guidelines upon personnel obtaining the ISPS Ship A number of training companies have now Security Officer (SSO) qualification, so that seen the perceptible shift towards dedicated Advice for they can demonstrate to client companies the MSO-type training for the maritime industry people who will be deploying on their (in the anti-piracy role). At present, there are leaving service shipping fleet are suitably ‘trained’. no industry guidelines as to how long and The SSO course, which ‘sounds’ like it fits what this training should involve. This present personnel the bill, was never designed to meet the needs situation is currently being addressed within or the conduct of anti-piracy operations, a fact the SCEG in an attempt to alleviate vast When looking for suitable training service that has now become more widely accepted differentiation between training providers. leavers should take into account: throughout the security sector and is in fact Service leavers should be aware of n Training needs to be specific to the role understood by more and more shipping additional ‘bolt-on’ courses, or full courses, they looking to undertake so they have company representatives. which have switched names (SSO to MSO) in a ‘real working knowledge’. A number of maritime security operator order to ‘accommodate’ industry demands. n Try to ensure the course you undertake (MSO) courses have been developed to These seem to give scant coverage of best is recognised by the maritime security address the need for relevant, task-specific practice and detail of how anti-piracy companies. training. This is undoubtedly a positive move operations should be conducted – A little n The MSO training syllabus they but brings with it the potential for further knowledge can be a dangerous thing! undertake should be cover a minimum abuse. One other area training providers are now of three days (not including SSO course Below are two examples of how SSO and targeting is radar qualifications (largely RYA). material - It is doubtful anything less MSO training may be applied in practice: Again, this sounds good in principle but than this duration would allow enough SSO: A ship enters a port with a raised ISPS applying information taught on a small craft information concerning the role of the security level (eg Level 2). The ship’s SSO ‘bobbing around’ in the Solent is very PCASP to be passed on). must now instigate further security measure on different to the systems that will typically be n Be aware of ‘combined’ courses which board in line with the ISPS code. This may seen on board commercial tankers. maximise ELCAS funding. include: increased screening of goods being Radar information taught should include n Be aware at present of advertised brought on board, restricted access to areas of radar tactics on an ARPA system, including ‘qualifications’. the ship, restricted shore leave for ship’s crew, both S band & X band and overlay software, n Check the background and experience conduct of ships searches, etc. such as AIS. This gives the MSO vital of ‘Industry Experts’ who will be MSO: A vessel has been identified on the information, allowing much needed time for a passing on their ‘well found’ radar at a distance of eight miles with a CPA graduated response to a potential piracy threat. knowledge!! (Closest Point of Approach) of 0.2 of a mile. At present there is no nationally recognised As the vessel continues to close, the maritime qualification within the Qualifications and

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INDUSTRY – ANTI-pIRACY On board with security In this article, Doug Woodbridge, director & head of sales and marketing at S3 ID, looks at how innovation in high-security electronically controlled door locking solutions can provide the best protection for personnel and physical assets.

ecurity has now become an issue Specifically, it requires an electronically- security products can also be linked to S3 for all tanker owners and activated security system that can operate eLocator and eMuster systems (and other operators, with attacks off the safely in potentially explosive ATEX eSecurity products) to provide a fully holistic coast of East Africa demonstrating atmospheres. location awareness and security solution. Sthe vulnerability of these assets. To reduce the S3’s high security door locking system, Previously, in high risk environments such risk of attack, many operators now avoid which meets this criteria is recognised to as these, it was a major challenge to provide unpoliced maritime areas, as well as upgrading achieve two industry firsts: the world’s first both high-security with ‘lock-down’ security with latest high security door locking electronically actuated Zone 1, ATEX (Ex) capabilities in areas where only ATEX solutions at bulkheads. certified high security locking solution and certified systems could be used, while still Choosing a high security door locking now, with the addition of the optional wireless allowing safe passage for the evacuation of system for tankers and FPSOs presents several eLock.net technology (patent pending), the personnel in an emergency. The advent of challenges for owners and operators. As well first locking system that can communicate its these new, fully holistic integrated solutions as being able to withstand prolonged physical own status wirelessly without the need for an overcame this and can be particularly valuable attack, they must also be certified for use in external power connection, or an internal in a lock-down, or other emergency situation. Zone 1 Hazardous Areas. battery. The eLock’s are designed to be integrated Developing innovative new locking Whereas historically, the layers of security (if required) with our own, or third party technologies for Zone 1 and 2 environments and personnel safety on oil and gas tankers solutions in order to restrict access to critical poses some very unique protection challenges. tended to operate wholly independently, these installations within the tanker, thus enabling only suitably qualified and authorised personnel who possess an appropriate valid electronic ‘permit to work’ to access critical functionality. S3 ID offers a range of electronically actuated locking solutions to physically secure doors and restrict access. These solutions are available in both fail safe (open) and fail secure (locked) versions to satisfy varying client-needs. Innovations that combine eSecurity functionality with eLocator software suites mean that access to facilities and restricted areas can now be controlled, personnel movements monitored and access histories recorded, all within a single, S3 ID’s electronically-actuated eLock™ with new eLock.net Wi-Fi technology was shortlisted in the ONS 2012 Innovation Awards. integrated, safety and

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INDUSTRY – ANTI-pIRACY

security solution. This integrated approach provides operators with an enhanced method of protecting their workforce and assets. This new technology has already been supplied to operators in several regions of the world, as well as being used widely on both onshore and offshore facilities. Most recently, it was specified as part of a fully integrated awareness, mustering and access control solution for the BP Angola project. This safety location awareness and mustering access control solution incorporates an emergency lock-down ‘anti-piracy’ facility that allows the vessel to be secured ‘at the press of a button’. Latest developments within the eLock range has been the incorporation of a unique ‘Wi-Fi’ monitoring technology (patent pending). This means that the eLock.net Wi-Fi version requires no external or internal power source (battery) to communicate with and alarm entry, with a remote monitoring station. A wireless ‘status transmission’ comprising the locks unique identity and it’s status (locked, or unlocked) is sent each time the lock is opened, or closed - powered solely by kinetic energy generated by the opening or closing action. Each wireless enabled lock transmits its status wirelessly to S3 ID’s new ‘security paired’ eLock.net monitoring system, allowing independent, cable free remote monitoring and alarming of the protected doors state independently of any cabled route. This feature enables the lock to effectively ‘speak for itself’ and to communicate its unique identity and whether it is locked, or unlocked wirelessly to a remote monitoring system, which may be more than 100 m away.

Conclusions High security Zone 1 ATEX certified solutions such as these are now providing tanker operators, and the oil & gas sector in general, with technologies that allow electronic tracking and safety mustering of personnel, while also using the same tag and infrastructure as a means of controlling access and protecting vulnerable areas. High-security electronic locking and access control systems for bulkheads clearly provide an enhanced level of safety and security for personnel. Ultimately, these innovations improve all round safety leading to an enhanced probability of withstanding both a forced entry

and achieving a safe evacuation during an emergency. TO

Watch videos and download presentations from our 2012 conferences

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www.tankeroperator.com/singapore.htm www.tankeroperator.com/hamburg.htm www.tankeroperator.com/toathapr2012.shtml

2013 events planned for Athens (April), Hamburg (September) and Singapore (October)

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TANkEROperator l November/December 2012 TO Nov-Dec 2012 p33-36_p2-7.qxd 26/11/2012 18:40 Page 1

 
 
  
 
 







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INDUSTRY – ANTI-PIRACY BMP4 - are ship owners doing their best? Maritime security services provider Ark Universal recently completed a research project, which looked at several vessels transiting the high risk area (HRA) of the Gulf of Aden. The company said that it was shocked with the results. isiting nine vessels that were not outside wall of the vessel – one layer away determined pirate save crews lives. By carrying armed guards, the from bullet entry. It was found that citadels adopting a ‘what if’ scenario, simple steps company discovered that were not located in engine rooms but in areas such as proper chocking of superstructure deployment of razor wire was such as dry store rooms, etc. doors when at anchor, or sailing in high risk Vinconsistent, doors to the superstructure were As a result of the research, it was areas, is essential to reduce the risk of entry either not chocked, or loosely chocked with a recognised that these problems highlighted and theft, adopting a secure area for the citadel baulk of timber, which could be rattled free. worrying signs that many owners do not take is vital and use of proper devices to protect the Easily accessible windows were also left enough notice of BMP4, or simple techniques vessel, such as blast film for the bridge unprotected. that may save crews lives in certain situations. windows, or smoke cloaks, are a low cost In addition, a potential risk on the bridge Allowing company security officers to security option when not using guards. was where steel plates had been attached to implement BMP4 without any tactical “We believe that when over two thirds of the windows, which, in a worst case scenario awareness can lead the company and crews vessels transiting the high risk areas around would mean that should a blast take place on into a false sense of security and while BMP4 the globe do not use guards, then they really the bridge, the implosion and lack of ability is a positive step in the right direction, it should take seriously the threat and carry out for the force of explosion to escape would requires a subject matter expert to bolster full security and risk audits on their vessels, create more damage and injury than necessary. these processes with operational experience. there is simply no excuse as it really is Even more worrying was the lack of use of Ark Universal’s operational director Mr common sense!” he said. a proper citadel, or muster point. Many Harrison explained; “By carrying out simple Ark Universal is the sole agent for the Easi seafarers’ lives were being put at risk simply security audits, shipowners can reduce the risk Chock rapid deployment door chock device. by mustering them in an area adjacent to the of being boarded and ultimately for the TO GAC calls for a more systematic approach

GAC Protective Solutions has travelling through high-risk areas (HRA) with informs us that the best security solution lies published a new position paper a more systematic approach based on the in a robust system, rather than a single device. calling for shipowners and concept of the Maritime Risk Management That is why we believe that a security system operators to adopt a more Onion. comprising several layers of non-lethal threat systematic approach to sea This sets out a multi-faceted, layered mitigation measures, as set out in the Maritime defense that is based upon a approach to sea defence, based around the Risk Management Onion, is the right multi-layered model of non-lethal principles of intelligence, detection, solution.” risk mitigation measures, rather communications, defend & deter, control and GAC Protective Solutions provides a wide than automatically relying on the safe haven. array of vessel protection services, including armed guards for vessel Rick Filon, GAC’s director of maritime on board crew training, pre-voyage protection. security, said: “The number of successful preparation, defensive configurations The position paper entitled ‘Sea Crime: attacks on vessels crossing the Indian Ocean including the latest citadel door protection Replacing The Fear’ has been published by has fallen from one out of every 4,000 vessels from Intelligent Engineering (IE), or remotely- GAC Protective Solutions, a partnership to around one in 13,000. While there is no operated water cannon systems from Unifire, between GAC and maritime intelligence room for complacency, shipowners and plus real-time intelligence alerts on global agency AKE. The company argued for an operators should certainly take the opportunity maritime security issues. alternative approach to sea defence, replacing to undertake a rational assessment of all the TO an undue reliance on armed guards on vessels security options available to them. History

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TECHNOLOGY- PROFILE- WILHELMSEN SHIPS SERVICE Keeping the tanker sector supplied with chemicals The tanker sector provides Wilhelmsen Ships Service (WSS) with a large market for its marine chemicals, which today includes the Unitor and Nalfleet brands, since the various takeovers and mergers down the years.

n total, some 125 different marine certificates by DnV. WSS has designed its own specific products are available under four The current 12,000 sq m site located labelling system whereby all the information separate banners – cleaning chemicals, alongside a fjord in southern norway houses a necessary for a customer is contained in a water treatment, bio-chemicals and fuel tank storage farm, the production, laboratory, label and sleeve attached to the drum. This treatment.I WSS has built up a presence in 125 distribution/packaging and administration includes details of transportation, emergency countries serving 2,400 ports worldwide. The buildings, as well as a deepwater jetty for the centre phone numbers in case of accidents and company handles around 214,000 deliveries discharge of chemical tankers of up to 5,000 a booklet containing user instructions, health per year involving some 24,000 vessels. dwt. and safety data sheets, etc. As for the company’s chemical supply, all Chemical tankers import the products There is not much room for expansion, as of the products are manufactured from a needed in bulk for storage and blending, the site is surrounded by a fjord on one side dedicated plant near Tonsberg and then coming mainly from Rotterdam in vessels, and private houses on the other and is also distributed worldwide by container, which, such as those within the Essberger/Broere close to one of the largest leisure areas in once loaded, is trucked to one of the major group pool. The bulk chemicals are pumped southern norway. However, the company has European ports for onward shipment to more from the tanker to the tank farm for storage overcome this hurdle by organising its than 50 destinations. and then when ready for use, to the blending automated production schedule to enable shifts WSS has four main hubs located in tanks, some of which have a capacity of 30 cu to be introduced to maintain 24/7 working if Rotterdam, Houston, Singapore and Dubai, m, Terje nygaard, managing director of necessary, especially during peak demand which cover the world’s main shipping Wilhelmsen Chemicals, explained times. centres.

Chemical growth A major expansion of the chemical business was undertaken when in 2005, Wilhelmsen purchased Unitor, which itself had added Perolin, Rochem and Gamlen to its empire down the years. Unitor was later joined in the WSS family by nalfleet in 2011, which again helped to enlarge the company’s market share and distribution network. WSS is now a division of Wilhelmsen Marine Services (WMS), as is Wilhelmsen Technical Solutions (WTS), which was formed in 2010 by the merger of Wilhelmsen Ships Equipment and Wilhelmsen Marine Engineering. The chemical factory is nearly 40 years old. A year ago it was renamed Wilhelmsen Chemicals and manufactures the Unitor and nalfleet branded products from its base outside Tonsberg, a town which gave birth to Wilhelmsen over 150 years ago. The plant has been awarded the ISO 9001 and 14001 Liquid chemicals are imported on small shemical tankers.

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nygaard said there were two main reasons for keeping production in one location in norway instead of opening a production facility in other perceived cheaper working countries. “First was the important question of keeping the right product quality, as it is more challenging to get supplies of uniform qualities of raw materials and packaging in different locations. “The second reason was that most of raw material development for our use is in our experience to be found in Europe, and there is also the savings that can be made by buying raw materials in bulk for delivery to one site,” he explained. nygaard said that all the products produced at the plant are made up of the company’s own chemical formulations, which can be tested at the laboratory. This facility also handles The whole production and distribution site is located alongside a fyord. normal sample testing and undertakes trouble shooting should it be necessary on subjects, years ahead of impending regulations, both equipment to vessels calling at the nearby such as boiler and cooling water systems. national and international. He said that the Slagen and Rafnes oil refineries. Technical support can also be given to the company had started to focus much more on One of the major safety services offered worldwide customer service network. cargoes and their reaction to cleaning agents. include oil spill equipment, which comes in “We talk with flag states, the EU and national one, seven and 12 barrel sizes and is described High automation organisations about the correct use of as ‘first aid for oil spills.’ Drammen takes care The plant is highly automated, including the chemicals on board ship,” he said. The of orders from the norwegian market and production line and the packaging facility, company also keeps good relationships with supplies many of the Bergen-based tanker which helps to keep per litre production costs its raw material suppliers and packaging companies, as well as others. down. The facility had 104 persons fully material suppliers. Most of the supplies are trucked, including employed at the time of Tanker Operator’s The customers enter orders through a pyrotechnics, which are banned from visit with another 25, or so employed during dedicated customer service centres, IT travelling by vessel, especially up norway’s peak times. Out of these, there are several systems, face to face and by telephone. If an extensive west coast. Self-righting 6 to 25- qualified chemical engineers, mainly office is closed, then the inquiry is person liferafts (throw overboard and davit employed in the laboratory and WSS also has automatically re-routed to an open office. launched) are another major outlet for WSS, people with good chemical knowledge in the nygaard also explained that it was the especially since the liferaft exchange concept company’s general business stream. company’s intention to keep the nalfleet and came into being. WSS’ norwegian liferaft Standard tank cleaning materials are Unitor product brand names, as they were well service station is located at Aalesund. For produced in 210 litre drums and several major known in the shipping industry. davit launched liferafts, a weight load test is chemical tanker concerns form a good mandatory. The Drammen facility will also percentage of WSS’ customers. Engine room safety systems supply safety certificates for its equipment, cleaning chemicals are distributed in 25 litre Tanker Operator was also shown one of WSS’ both new and refurbished. drums. The solvent-based chemicals norwegian distribution warehouse hubs for the Some customers are now asking for manufactured are kept in steel drums, while company’s products and safety services EPIRBS to be attached to the liferafts, instead the water-based treatment liquids are housed located at Drammen. of, or in addition to, flashing lights. WSS in plastic containers. As well as Drammen, offices servicing the confirmed that it was looking into the concept Training is another important consideration norwegian shipping community are located at of an EPIRB exchange service, similar to its when cleaning vessel spaces at sea with Stavanger, Aalesund and Bergen. A sub- successful liferaft exchange programme. chemicals. This is undertaken both for in- contracted facility is soon to be opened at Other safety services offered include CO2- house personnel and worldwide reps, in Hammerfest to serve the growing activity in fixed fire systems, fire extinguishers and addition to the customers and their seafarers. the far north of the country, including the hoses, welding equipment, gas testing Training is offered in form of eLearning and northern Sea Route (nSR). All WSS service equipment and cargo cleaning systems, by using in-house seminars and training stations have global approvals for many of the including complete cleaning unit boxes, which sessions. WSS has also visited Philippine major class societies such as Lloyd’s, DnV come in several sizes to fit different types and training academies to deliver training sessions and GL. This is becoming a must for servicing sizes of vessels. in the use of marine chemicals. of safety systems and products worldwide, the Water treatment kits are also available, nygaard said that the company was company said. including legionella test kits, which can give determined to stay in the forefront of For the tanker sector, the Drammen immediate results. TO environmentally adapted solutions, by being warehouse supplies and replenishes safety

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TEchNology - profilE - WarTSila hamWorThy Recent LPG orders boost major equipment supplier Wärtsilä Hamworthy has enjoyed considerable success recently in the niche LPG carrier market. he company has won several LPG, as fuel to reduce emissions and the contracts to fit cargo handling and vessels’ equipment has been designed to cater other equipment on board gas for the strict environmental regimes currently carriers ranging across all size in place, especially in the North Sea. Tsegments. Wärtsilä Oil & Gas Systems’ LPG business For example, a complete cargo handling unit director Stein Thoresen explained that the package contract was recently won to outfit main machinery has been so designed that four newly designed 38,000 cu m LPG carriers LPG as a fuel could be introduced in the to be built at Hyundai Mipo for Antwerp- future. A fuel supply system is currently under based LNG/LPG operator Exmar Shipping. development and the vessels’ MAN main They will also be able to carry ammonia. engines could be converted to burn LPG, he These are the first LPGCs to be built by the said. yard based on their own developed design. He also said that class society Lloyd’s They will also be able to carry ammonia. Register, Exmar, MAN and the yard are However, affiliate Hyundai Heavy currently in discussions, which will result in a Wärtsilä's Stein Thoresen. Industries (HHI) has built around 30 LPGCs decision being taken on the fuel to be used by at HHI. during the past seven years, or so and this new the end of this year. At the other end of the scale, ethylene contract brings the number of Exmar LPG For the large and ultra large size ranges carriers are proving popular at the moment and carriers fitted with the company’s cargo (VLGCs/ULGCs), Wärtsilä Hamworthy has the company has won contracts to fit cargo handling, plus other equipment, to 13. developed a new reliquefaction system handling systems on board eight 12,000 cu m Wärtsilä Hamworthy is responsible for the complete with a condenser unit. This new newbuildings under construction at complete cargo handling system for the arrangement consists of two reliquefaction Sinopacific for Jaccar/Evergas. The operator newbuildings, including the engineering, units to handle the main cargo and to provide has also agreed options for a larger size series piping, deck tank engineering, reliquefaction redundancy. The condenser unit is designed of up to 18,000 cu m capacity each. plant, Wärtsilä Moss inert gas generator, for the carriage of secondary cargoes. Another eight small LPGCs under Wärtsilä Svanehoj cargo pumps, cargo heater construction at the Brazilian shipyard of and vaporiser, cargo control system, Efficiency improved Promar for Transpetro will also be fitted with supervision and commissioning. Thoresen explained that the new system Wärtsilä Hamworthy equipment. All the equipment, plus the engineering effectively reduces the number of units In the small size range, fully pressurised services will be delivered in 2013 and the first installed from four to two. He also said that vessels are also proving to be popular, vessel is scheduled to be handed over to the unit’s efficiency had been improved by re- illustrated by StealthGas’ recent contracting of Exmar during the first quarter of 2014. designing the compressor to a variable speed two 5,000 cu m and two 6,500 cu m capacity Builder Hyundai Mipo has increased the drive system able to match the electrical fully pressurised LPGCs at STX Offshore & capacity of the four mid-size gas carriers output of the vessels’ auxiliaries, which is Shipbuilding, which will also be fitted with (MEGs) by around 3,000 cu m from the more claimed to be able to save a substantial the company’s equipment. standard designs and has improved the hull amount of fuel. For example, when loaded, a Thoresen explained that Wärtsilä shape to minimise the resistance through the large LPG carrier could save around 400-500 Hamworthy LPG carrier equipment is mainly water and optimise the vessels’ fuel kilos of fuel per day on her auxiliaries alone. aimed at the newbuilding market, except in consumption. Contracts were recently awarded to fit two certain cases where large older LPGCs are They are claimed by Exmar to be of a VLGCs of 84,000 cu m capacity each building being converted for storage duties. flexible size, enabling them to adapt to the at Hyundai Heavy Industries (HHI) for He stressed that new vessel designs had relatively large market for these types of Solvang. The vessels are scheduled to be only been delivered during the past five years, vessels. For example, Statoil is a leading delivered next year. These are in addition to as improved performance allied to fuel and charterer of this type in the North Sea. contracts to fit units on board four VLGC emissions savings, had become the norm, Both the engine room and deck will be newbuildings for SK Shipping, Pertamina and hence the need for new equipment to be designed to allow the vessels to burn LNG, or KSS respectively, also under construction designed and installed. TO

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TEchNology - Ship DEScripTioN - NiSSoS DEloS Greek owner takes delivery of super efficient Aframax series Greek-based tanker owner Kyklades Maritime has recently taken delivery of the last in a series of six newly designed super efficient and environmentally friendly Aframaxes. he six Aframaxes were built by n Main engine turbocharger with a variable of the main engine’s horse power. This new Samsung and designed by the turbine area (VTA) which, compared to a type of valve reduces the amount of waste shipyard with plan approvals fixed turbine turbocharger, offers products and gives better combustion undertaken by Kyklades’ technical significant improvement in fuel efficiency, properties. Tdepartment. due to the possibility of part load The six tankers have been designed to give an They are each fitted with 12 cargo tanks optimisation. Use of the VTA leads to a Energy Efficiency Design Index (EEDI) of able to load three cargo grades. The tanks have reduction of soot and smoke at part load about 3.6 g CO2 per tonne/mile, which is a total cargo capacity of 123,646 cu m at 98% and an improved dynamic response of the 12.6% below from the reference line value of load, excluding slops, giving a summer engine. 4.12 g CO2 per tonne/mile proposed by deadweight of 115,700 tonnes on a summer n Ozone based ballast water treatment system MEPC 62/6/4 for a tanker of the same draft of just over 15 m. The slop tank (NK-O3 BlueBallast), which exceeds the capacity to be built after 2015. capacities amount to a total of 3,868.4 cu m at IMO D2 standard. The NK-O3 system In addition, for comfort, the ABS-classed 98% load, while the ballast tank capacity is received final approved under G9 tankers have been built to comply with the 39,975.1 cu m per vessel. guidelines from IMO in July 2009, and G8 requirements of SHI COMF-V(1) and SHI According to Kyklades’ superintendent type approval by the Korean COMF-N(2) and the relevant Comfort Ship engineer Commodore Constantinos Manikas, Administration in November 2009. Certificates have been issued. The vibration the main innovative equipment installed n Slide type fuel valves on the main engine, level in the cabins of each vessel is below the included: enabling the vessels to steam down to 10% lower limit of ISO 6954-2000 and also the noise level of the cabin is below the lower limit of IMO 468 (XII). Manikas told Tanker Operator that the vessels also comply in full with the latest IMT/ExxonMobil ‘marine, environmental, safety and quality assurance criteria for seagoing vessels in ExxonMobil’s affiliate service’, including the ‘additional criteria for chartered tonnage’. Each vessel is powered by a Doosan/MAN B&W 6S60MC-C (Mk 8) developing about 13,560 kW at 101.4 rev/min (maximum continuous rating). The auxiliaries include

Kyklades' constantinos manikas. Nissos Santorini is one of the six Samsung built eco Suezmaxes.

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TEchNology - Ship DEScripTioN - NiSSoS DEloS

three Yanmar 6N21AL-SW diesel generators to use. The new module was developed in 18 system administrator, said the tankers’ Greek each rated at 800 kW output at 900 rev/min. months with the help of ABS’ customers who officers all undergo environmental training They are also fitted with two Aalborg trialed the software on board their vessels. and also claimed that one of the advantages of auxiliary boilers, each of the Mission OL Each vessel’s performance is monitored in real the new performance monitoring software is 25000 type. time and analysed by the shore staff, having its reporting capability to the relevant For cargo handling functions, each vessel is bypassed the crew, thus avoiding any possible authorities in the light of EEDI, SEEMP, fitted with three HHI HCP-400 cargo pumps interference. ECAs, ballast water treatment operations, etc. having a capacity of 2,800 cu m per hour. Two ABS said that the value of the new module Some of Kyklades’ seafarer and office ballast pumps are also fitted per vessel having is enhanced by a trim optimisation tool, which training is undertaken in-house. This includes: a capacity of 1,500 cu m per hour, while each adds trim and draft optimisation for improved a) ISM & ISPS updates and refresher courses. vessel has a stripping pump of 200 cu m fuel savings. It performs multiple analyses to b) ISO 14001 & 9001 introduction, scope and capacity. An inert gas and vapour emissions obtain the most optimised ballast implementation. control system has also been fitted. The cargo configuration to achieve minimum hull c) Inspections (vetting and port state control). oil tank gauging system is of a radar type. resistance. d) ABS (NS5) Nautical Systems (HSQE- The class society explained that the small vetting & performance monitoring) performance monitoring savings made as a result of optimising the modules. Perhaps one of the most important functions vessel’s trim with its loading procedures can e) Risk assessment, incident investigation & for a technical shipmanagement department amount to a significant amount, especially analysis. today, either in-house or third party, is vessel with today’s high fuel prices, which are f) TMSA. performance monitoring and reporting. To unlikely to fall. In addition, seminars are organised with the meet this need, Kyklades signed up with class company’s support by hull and machinery society ABS in 1999 and since then has been BWT reporting underwriters, P & I clubs and consultants, using various software options that have As for ballast water treatment monitoring and such as - become available, culminating in the fitting of reporting, an example given was that of the a) Crisis management. ABS Nautical Systems NS5 Enterprise US Gulf, which is split into areas. Reporting b) Risk assessment & management. software suite. ballast water treatment functions in these areas c) Bills of Lading & LOI. Last month, this system was enhanced by includes noting where and when a treatment d) Maritime Labour Convention (MLC). the addition of an energy and environmental takes place, enabling the authorities (US Coast Kyklades was formed as an independent manager module. Guard) to check and track any operation concern in 1997 from the tanker division of At its launch, ABS said that energy should they so wish. The same goes for fuel Glafki and today owns three Japanese-built efficiency, emission controls and ballast water switching in and out of ECAs, ABS explained. Suezmaxes and the six Samsung-built management regulations are impacting the Manikas, who is also the company’s NS5 Aframaxes, the last of which – Nissos Delos – amount of information an owner, or operator, overseer in his role as planned maintenance was delivered recently. TO is required to capture in its day-to-day operations. At the same time, rising fuel costs and anticipated environmental requirements Principal Particulars – Nissos Delos are forcing owners and operators to find ways to improve efficiencies. Class: ABS + A1, Oil Carrier, E, +AMS, +ACCU, VEC, TCM, AB-CM, CSR, GP, POT, A key objective of the energy & PMA, RRD, ESP, UWIND, CPS, CRC, TW. environmental manager module was to help Length, loa…………………………………………...... 248.97 m owners and operators realise more Length, bp…………………………………………...... 239 m environmentally sound voyage management Beam………………………………………………...... 43.8 m by tracking and recording key voyage-related Depth…………………………………………………...... 21 m events, including fuel and lube oil Draft, summer………………………………………...... 15.023 m consumption, fuel oil switching, cargo Gross tonnage………………………………………...... 61,320 information and ballast activities. Net tonnage………………………………………...... 35,877 By simplifying and centralising real-time Deadweight, summer……………………………...... 115,691 t environmental and energy data collection, this Main engine…………...... Doosan/MAN B&W 6S60MC-C Mk 8 module is claimed to make tracking, trending Output (MCR)……………………...... 18,035 kW at 105 rev/min and reporting the information required for Auxiliaries………………………...... 3 x Yanmar 6N21AL-SW various regulation requirements, including Output………………………………...... 800 kW at 900 rev/min Ship Energy Efficiency Management Plans Tank capacities (SEEMP), ballast water management and Total cargo tank capacity (98%)…………...... 123,646.3 cu m MARPOL VI (fuel switching), easy. The Slop tank capacity…………………………...... 3,868.4 cu m software will trend performance data at a ship Ballast tank capacity………………………...... 39,975.1 cu m and at a fleet level, allowing users to maximise operational efficiencies and Pumping capacities benchmark each vessel in the fleet. Cargo pumps……………………………...... 3 x 2,800 cu m It can be integrated with other shipboard Ballast pumps……………………………...... 2 x 1,500 cu m systems and is claimed to be easy and flexible Stripping pumps……………………………...... 1 x 200 cu m

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TEchNology - Ship DEScripTioN - WärTSilä aframax Wärtsilä launches new efficient Aframax design Wärtsilä has joined the ranks of those offering a highly efficient Aframax design, claiming that this design offers solutions for both current and forthcoming emissions legislation.

ärtsilä Ship Design has unveiled a double hull, single screw crude oil Aframax featuring a CFD (computationalW fluid dynamics) optimised hull to provide less resistance with higher propulsion efficiency. High load/discharge rates are aimed at minimising time spent at the loading/receiving terminals. The design also has an optional bow loading capability. The CFD optimisation of the hull form carefully considered the flow lines and pressure distribution along the hull, while the cylindrical bow accommodates a range of operational draughts, even in rough weather conditions the company said. The Aframaxes’ main propulsion system is based upon a high performance, 2-stroke Wärtsilä X62 diesel engine. This electronically controlled, common-rail engine has an extra long stroke and low rev/min. It also has a Schematic of a possible scrubber installation. narrower physical width to allow a slimmer aft body design, which further benefits the Compared to currently available main achieve fuel savings of 7% on the specific propulsion efficiency. engine options, the Wärtsilä X62 engine can vessel design. Furthermore, the same vessel speed can be reached using one less cylinder, ie six instead of seven cylinders. The seven cylinder version provides even greater efficiencies due to the lower rev/min and higher de-rating, Wärtsilä claimed. For emissions compliance, an integrated Wärtsilä exhaust gas scrubber has been designed into the funnel. This integrated scrubber system is connected to the main engine, auxiliary engines and auxiliary boilers and effectively reduces SOx emissions and meets the IMO’s forthcoming 0.1% sulphur limit even when using heavy fuel oil with a sulphur content of 3.5%. In addition, a Wärtsilä selective catalytic reduction (SCR) system has been included, fitted before the main engine’s turbocharger

artist's impression of the aframax. turbine in the design. The SCR is a post

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TEchNology - Ship DEScripTioN - WärTSilä aframax

how a scrubber system would be installed. The rT-flex 62 type diesel engine.

combustion NOx abatement system that competitive fuel consumption, operational of CFD calculations had been performed allows optimised combustion in terms of flexibility introducing cylindrical bow and during the design’s optimisation stage and that efficiency, while reducing NOx emissions by superior hull form, environmentally friendly tank testing had not been performed thus far. more than 90%. solution comprising scrubber (for SOx The abatement equipment is tuned with the reduction) and SCR (for NOx reduction). Wärtsilä x62 engine main and auxiliary engines for effective Explaining why Wärtsilä opted for either a The Wärtsilä X62 is claimed to be the most operations across the complete load range and 6-cylinder of a 7-cylinder version of the main compact engine in its class of very low-shaft- IMO Tier III requirements can be fulfilled, engine, Thygesen said; “ We believe that speed engines. It has a cylinder bore of 620 Wärtsilä said. many yards and customers still would like to mm and its power output is in the 8,000 to “The new realities of the shipping industry go for the 6-cylinder option, as it introduces 21,280 kW range. It comes in 4- to 8-cylinder call for higher fuel efficiency, lower operating less capital costs, more easily integrated into configurations. costs and better environmental performance. their existing designs by having comparable It has been designed to be the prime mover The new Wärtsilä Aframax tanker design weight and size requirements. for Aframaxes, as well as other types of meets all these criteria and we are proud to “When switching to the 7-cylinder version vessels, such as Panamax/Kamsarmax bulk offer this segment the combination of state-of- capital costs would be higher, however, in the carriers and feeder container vessels. the-art design and superb propulsion end this version would offer even more The new engine offers high propulsion machinery that can produce meaningful reduction on fuel consumption, which will efficiency in a unique combination of low savings,” said Riku-Pekka Hägg, vice compensate for the additional operating costs. engine revolutions and an engine design president Wärtsilä Ship Design. So, a more economical solution should be with a minimum physical width. These Jacob Thygesen, director, Merchant Ship considered in each particular case, depending benefits result in a slimmer aft vessel hull Design, Wärtsilä explained that the advantages on the wishes of the customer,” he said. design leading to further propeller efficiency of this new design over others is, in short -an He also explained that for gaining higher improvements. One of the main targets when optimum combination of higher propulsion propulsive efficiency, lowering the rev/min designing the Wärtsilä X62, was to allow for efficiency due to the new engine/propeller speed always meant increasing the propeller’s slim hull lines to provide the ship with greater combination, higher cargo capacity, diameter. However, attention should be paid as efficiency, the company said. to the limits to which the propeller’s diameter It is fully compliant with IMO Tier II Principal Particulars – can be increased. This should take into requirements and can also be equipped with a Wärtsilä Aframax account draft/propeller diameter ratio, SCR catalyst to meet IMO Tier III NOx clearance between propeller and the hull, emission levels and a scrubber to reduce SOx Length, oa………………………...... 253.20m power density on the propeller and torque emissions to 0.1% – even with high sulphur limitations. fuels. Beam……………...…………………...... 44 m Thygesen said that the company intends to The introduction of the EEDI index also market the new design both to shipyards and puts an emphasis on CO2 emissions and total Draft, maximum…………..………...... 15.2 m shipowners/operators. Although, obviously the vessel efficiency. The internal engine company would prefer to include a full efficiency of Wärtsilä X62, and the possibility Deadweight…………………...... abt 117,000 t Wärtsilä package with the design, “as we to apply various power take-off (PTO) believe this provides the optimal solution to arrangements for on board electricity Cargo tank capacity (12 tanks)….134,250 cu m the customer, both from a technical and production, make it easy for shipyards to meet commercial perspective,” this design will these new requirements, the company claimed. Load/discharge rate (manifold)…9,000 cu m/hr work with other solutions should the customer The first X62 is expected to be delivered so decide. end of 2013. Bow loading………………….....8,000 cu m/hr He also confirmed that a numerous number TO

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technology - traInIng systems UK eNav centre ramps up training facilities ECDIS Ltd unveiled its new full mission bridge simulator with a 315 deg viewing capability last October at its eNav centre, located near Southampton in the UK. t is primarily for use for bridge team We produced the design of the layout based on conjunction with key international partners. training but has been fitted with four research from our customer base. It was built The exact locations are still subject to a different ECDIS systems all integrated specifically as a large bridge so that it can number of sensitive decisions, needless to say, with VSTEP-NAUTIS software. The comfortably handle even a very large bridge the plan is to export the UK product while bridgeI simulator sits alongside the six smaller crew of eight, plus staff and company adopting local regulations and culture,” he NAUTIS simulators already used for visual observers, as required. said. channels during the IMO 1.27 Model ECDIS “The unique selling point of this simulator Broster dismissed the notion that the Course. is that its layout of screens can be changed to company was going head-on with other The new bridge simulator includes two replicate, as closely as practical, the screen reputable international training colleges, such radars and four ECDIS, supplied by OSI, layout of the customer’s bridge,” he said. as nearby Warsash. Kelvin Hughes, JRC and Transas, which are Broster said that it was built at the request “Our clients are generally those currently at all fully integrated. The simulator can also be of the company’s ECDIS customers. As for sea and we are not looking to train cadets at integrated with other OEMS as required. further expansion plans he said that the eNav this stage. Our courses are much smaller in Mark Broster, ECDIS Ltd’s managing centres will expand into several new fields. size and more customised than most of the director told Tanker Operator that the As well as training in the new digital training colleges. simulator is a complex blend of a number of navigation aids, the centres will also run “The courses are very intensive and the hardware and software providers. courses on anti-piracy and `the human equipment and instructors are specific to the “It houses four of the leading manufacturers element`, which have already began to take course. Our unique selling point, is that we of ECDIS concurrently, all fully integrated shape in the UK. These courses will also offer a very `first class` training experience, in into the simulator. It can also integrate many migrate abroad in early 2013. luxurious surroundings, with complimentary other ECDIS systems that we have in the eNav “For many years ECDIS Ltd, a wing of the facilities and very experienced and current centre, as required by the customer to make eNav centre, has facilitated the sale of ECDIS staff. Unfortunately, this does come at a cost,” their training more realistic. equipment to fleets. Long term expansion will he explained. “Its visual channels are based on the Nautis now include the sale of bespoke full mission Although 12 persons can be housed, in software by V-STEP, but there is a series of simulators and indeed many tenders are now reality most simulator courses involve no more other software providers used to integrate the being processed for 2013 operations. than four to six people. On some courses, different navigation systems and other bridges. “Some of the centres are being built in each mariner can work on his, or her own

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44 TANKEROperator l november/December 2012 TO Nov-Dec 2012 p44-50_p2-7.qxd 26/11/2012 19:00 Page 2

technology - traInIng systems

the extensive range of equipment available can clearly be seen.

mini-simulator before moving onto the larger the systems. principles that they should know,” Broster simulator. Each of the six mini simulators can “Far more importantly though, we are here said. comfortably accommodate a team of three. to train in solutions to its shortfalls, because He also thought that the revision of the All equipment can be connected and interact like it or not it’s here to stay! We often have IMO module course had helped the industry with each other, if required. problems teaching the Type Specific courses go in one direction. However, he thought that For the company’s on board and company when the mariner has been trained on a sub- it still lacked a few modules that the `end location type specific ECDIS courses, the 1.27 standard generic course, or a short CBT users`, or mariners are interested in, but it was STCW five day courses, are still the biggest package. Often the instructors find good to see that some of the additional demand for ECDIS training. “It’s simply themselves working very long hours to bring modules that the company has been teaching

cheaper and easier for the shipping the crew up to speed on some of the generic for years have now been incorporated. TO companies,” Broster said. He also said that this course is by far one of the most intensive courses mariners attend. T To give an overview on all the leading “ Our clients are generally those currently at manufacturers (28 of which who vary substantially) and teach mariners to navigate sea and we are not looking to train cadets on ECDIS safely without GPS and to cover the IMO model 1.27 aspects, makes it a long at this stage. Our courses are much an intensive week. “The major problem is those attending smaller in size and more customised courses expecting an easy week, or those of no real interest in learning about ECDIS, than most of the training colleges. albeit it may soon be their primary means of navigation. Often the problem is getting the ” mariners to appreciate that we are not here to mark Broster, managing Director, ecDIs ltd `sell` the concept of ECDIS, we are here to point out the advantages and disadvantages of

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technology - traInIng systems Warsash introduces state-of-the-art engine room simulator Warsash Maritime Academy (WMA) has opened a new full mission engine room simulator, which is claimed to be a world first.

t was officially launched by Milhar He also said that the academy had high of practical simulator training and academic Fuazudeen (IMO’s head of the maritime resource skills able to communicate where application. And it reflects a focus that lies at training and human element section) on simulation should end and real life should the heart of many of our successful training 4th October and represents the final begin. He thought that with training, programmes – namely creating an atmosphere stageI of a three-year, £5 mill investment plan simulation should go “…….hand-in-hand with within the simulator that mirrors the exact in ship simulation by WMA’s owner theoretical knowledge.” conditions in a real engine room environment Southampton Solent University. The new simulator has already welcomed its on board ship.” Fuazudeen described the new simulator as- first set of students and further courses are The new simulator includes a VLCC model. “….. a very impressive multi-functional now underway. It was designed with the help of Chevron who training tool that covers a wider spectrum of After 12 months of planning, WMA’s allowed the designers to film on board one of training than ever before. engine room facility underwent a complete its tankers. The tanker engine room model is It will, no doubt, further enhance the renewal with simulator manufacturer L-3. This fitted with conventional electronically- position of Warsash Maritime Academy as an involved a new layout, room designs, controlled slow speed, 2-stroke diesel engine outstanding centre of excellence in providing structural changes and installation of a brand connected to a controllable pitch propeller education and training for seafarers from new full mission engine room simulator, (CPP), which can be matched linked to both around the world. which has been bespoke designed in-house to in-house bridge and liquid cargo operations “As to the expertise of the trainers at the meet to the training requirements of the IMO simulators (LICOS) to allow whole ship Academy, who have a thorough understanding STCW Code and the maritime industry. The simulation exercises. of on board systems and of the shipping project was completed in September this year. Modelled on a 2-stroke MAN 6S90ME-C industry’s training needs, it can only add WMA director, Andrew Hair said: “The set diesel engine producing 31.6 MW of power greater lustre to the training that will be up and design of our new full mission engine giving a speed of 16 knots with reduction provided for many more decades to come to room simulator is the first of its kind in the coming through a Renk shaft generator of seafarers from all corners of the world.” world and it is backed by extensive experience 1,250 kW, the VLCC simulation also includes

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two auxiliary generators of 1,250 kW each, a contains the main low voltage switchboard is not in use. This will allow stand-alone HV turbo generator of the same output and a shaft containing real 440V breakers, synchronising training courses in line with STCW Manila generator. The emergency generator is rated at panel and distribution panels. amendments. For officer cadets in training, 400 kW. A bow thruster has also been added. The engine room itself contains three this provides an opportunity to see a real HV The ships’ electrical power and distribution interactive 3D workstations. Each station uses switchboard before going to sea. Unlike any system can be reconfigured to match the ship a 46 inch monitor with a 22 inch touch screen other engine room simulator, the HV and low model in use. As an example, the slow speed navigation panel, allowing delegates to voltage (LV) switchboards have been designed diesel model is comprised of two diesel driven navigate through a photo-realistic engine and built to be as realistic as possible, to the alternators, one steam turbo alternator and a room, corresponding to the Chevron VLCC extent that all of the switchboard breakers are shaft generator producing a three-phase 440V and interacting with equipment and systems. real, WMA claimed. 60Hz supply. Delegates can open and close valves, as Guided by Lloyd’s Register on the technical An emergency diesel alternator complying well as stop and start electrically driven aspects of the ship models, the layout of with SOLAS requirements is also included equipment and carry out local monitoring and power and distribution system is in accordance within the system. The electrical system is fault diagnosis using a toolbox. The toolbox with current class society rules and includes fitted with the associated instrumentation and contains a multi-meter to measure voltage and breakers that can be racked out. protective equipment. current, a vibration meter, temperature probe, The entire simulation is controlled from an The simulator consists of a separate engine oil test kit and water test kit. instructor station, which is inaccessible to the control room (ECR) with a control desk with a In addition, there is a separate emergency delegates. A bridge console is fitted to allow number of touch screens allowing the switchboard room consisting of a real simulation of the bridge controls and enables operators to operate and monitor all the switchboard and real circuit breakers, plus a the instructors to play the roles of the Master propulsion and auxiliary systems through a touch screen monitor displaying the and bridge watchkeepers. distributive control system (DCS), monitor emergency generator and battery backup The benefits claimed in the simulator and accept alarms and carry out trend analysis systems, which allows the student to stop and software is that it allows the instructor to of main engine performance. start the emergency generator and carry out introduce a large number of faults in order to The room is also fitted with real throttle monitoring and fault diagnosis using a test the participants’ technical skills and non- controls and a telegraph to allow control of toolbox. Again, the toolbox contains a multi- technical resource management skills, as well the engine from the ECR. The control room meter to measure voltage and current, a as the cohesiveness and effectiveness of the vibration meter, engineering team. temperature probe, oil The whole suite is covered by microphones test kit and water test and cameras, which allows the instructor to kit. monitor the participant’s performance. A video Also housed in a recording system known as the After Action separate area is a high Review System (AAR) is also available, voltage room allowing the simulator exercises to be containing a real 11 replayed to the course participants during the KVA switchboard post exercise debriefing sessions. section with vacuum WMA now offers a comprehensive range of circuit breaker, High courses, training and assessment, including; Voltage cabling and n Engine room resource management. connection box, n Steam propulsion plant operations. which is used to n Crew resource management. simulate one of the n Electrical and control engineering for four HV diesel marine surveyors and superintendents. generator switchboard n High voltage. sections. n Electro technical officer. The other three HV n Bespoke engineering officer pre- diesel generator employment, or pre-promotion switchboard sections assessments. are simulated on the WMA explained that the most popular engine DCS screen. A local room management course is resource control panel allows management. For example, delegates are manual switching of taught how to challenge a higher authority the HV breaker for properly and effectively. instruction The five-day courses are attended by a purposes. The HV maximum of four people, who can be split breaker can be between the various rooms to learn to operated in isolation communicate while undertaking different from the main functions. The engine room is fitted with three simulator when the screens, each of which can simulate separate HV cruise ship model operations simultaneously, for example,

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an extensive full mission engine control room has been fitted.

originally developed at Warsash, has been approved by DNV as a Class A Maritime Simulator. The simulator fleet consists of the following models, all of which are based on real vessels; n Membrane LNGC. n Spherical LNGC. n Fully refrigerated LPG carrier. n A new ethylene carrier model. n Double hull crude Suezmax. n Type II products tanker. The simulator can accept a maximum of six officers who each operate their own vessel during the course via two high resolution screens, which display all of the ships cargo handling pipelines, machinery and associated instrumentation. They can be used for ballasting and/or cargo operations. Class size is limited to six participants to ensure each person can be monitored and assisted where necessary and receive feedback the photorealistic engine room is modelled on a chevron Vlcc. on operational performance. Each officer also has a communication system enabling ballasting, valve operations, etc. flow control system used in the storage and management of deck personnel and Another Warsash training facility for the transfer of hazardous bulk liquid cargoes from communication with engine room and terminal tanker and liquid gas sectors is the liquid shore to ship, and ship to shore, and ship to during cargo handling operations where

cargo operations simulator (LICOS), which ship, if required. appropriate. TO provides real time simulation of the process An MPRI simulator is used, which was

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technology - traInIng systems Training institute certification underway Maritime systems house Maritime Information Systems (MARIS), well known for on board training, has moved into training institutes to offer software on type specific ECDIS training.

We are increasingly focusing on flag state (NMD) and other major flag states. putting a MARIS request through the training and services on the software The CBT initiative includes chart acceptance process to allow the same side to make sure bridge officers are projections, chart accuracy, chart types, chart capability for the ECDIS900. comfortable using our products and datum, chart updating, sensor inputs and As for the competition provided by large able“ to use advanced features,” said Steinar control, alarm, plus warning strategies, radar academies fitted with simulators, Gundersen Gundersen, MARIS’ deputy CEO (Corporate). and ARPA information on ECDIS and route said; “We work in the way our customers “Governing bodies are clear that ECDIS is planning. prefer. For our part, we actually have a deployed through close co-operation between However, the type-specific package has separate agreement with Seagull covering co- manufacturers and training institutes and that been amended with an applications trainer for operation on product specific training at explicitly calls for product-specific training on the MARIS ECDIS, which has the same Seagull’s shore-based training centre in the ECDIS equipment.” assessment mechanism built in as the standard Horten, where we have worked jointly to Today, MARIS ECDIS software can be Seagull CBT modules. develop a standard training package by found in almost 100 training institutes around The new generic on board CBT ECDIS assimilating information on leading training the world as the company has made the course will, as its predecessor, be approved by centres and approaching those in the ECDIS delivery of certified, type specific training major flag states through Seagull. The training business to offer co-operation and courses a major priority. product specific training elements do not need market MARIS’ products and services.” These new agreements include Marstal to be approved by the flag states but following Turning to the many ECDIS type specific Navigationsskole, Denmark, International DNV SeaSkill certification and NMD training centres that have sprung up since the Maritime Academy of India, Vestfold approval, Seagull will apply for approval from new rules came into force, Gundersen said University College in Norway, Wärtsilä Subic other major flag states, but an approval by MARIS will talk with both the training centres in the Philippines and Odessa Maritime NMD will in most cases be sufficient. and the OEMS. Training Centre in Ukraine. “It is MARIS’ “We have ECDIS customers in more than goal to certify as many training institutes as co-operation 40 countries and so it is essential that we make possible,” Gundersen explained. MARIS also has a long-standing co-operation all possible training options available. CBT The courseware is augmented by refresher agreement with ARI Simulation, under which, type training is not sufficient. What our courses to ensure competency levels wherever ARI offers simulators with MARIS ECDIS900 partners Seagull is offering is an on board the training is delivered and MARIS supports to training institutes worldwide. “Moving course where CBT is only one of several this through manufacturer training forward, we are going to focus on developing certification. Training institutes that can type-specific training, combined certification document use of the MARIS ECDIS over time and on providing charts and electronic will be certified without a visit from the navigational data through MDS to all ARI company, while training institutes new to installations,” Gundersen said. MARIS ECDIS will be visited and certified. The company has developed an automatic In August, Seagull released the download system of the latest software on MARIS/Seagull ECDIS CBT, which was the board vessels. MARIS Digital Services (MDS) first Seagull ECDIS product specific CBT. At is automatically checked for the latest software the same time, Seagull had completed the when connecting to the company’s servers. If development of an updated version of its the latest software is not installed, the user generic on board CBT ECDIS course meeting will be advised and asked to accept the the STCW Manila Amendments. download and automatic installation of the Like its predecessor, this course was software will take place. certified by DNV SeaSkill and work is MARIS ECDIS is Wheelmark (EU) underway to obtain approvals from Norwegian certified by DNV. The class society is also marIs' steinar gundersen.

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training and assessment elements. In addition “We were the first in the world to offer board training methods. to a number of CBT units the course includes product-specific ECDIS training on board MARIS also recently signed an agreement real-time simulation, use of the ECDIS system through Seagull in line with the IMO model with Consilium to co-operate with the service on board and an extensive workbook,” he said. course 1.27 and to be certified as an and installation of MARIS products through Using the CBT-based approach, a training alternative to training ashore. the latter’s network of subsidiaries and agents report showing at least 95% completion of the “What CBT-based training providers are in more than 50 countries. eLearning module and a test score of at least really trying to do is to meet the “This adds a major force like Consilium to 75% correct answers, together with the course internationally agreed training standards in a our existing service partners to improve our procedure, must be forwarded to Seagull for a world where there is simply not enough shore- worldwide network as a whole,” Gundersen seafarer to get training results documented and based training capacity available,” Gundersen said. TO be eligible for a course diploma. stressed, responding to some criticisms of on Don’t ignore posters and signage As the drive towards electronic methods of communicating continues to gather pace there is a danger that essential safety and operational messages are lost in the willingness to provide crew on board with a limitless supply of information.

owever, there is no substitute for blackouts. The Maritime Progress ISM SafetyWORKS supplying relevant and specific Printed material is not dependant on any range of posters is recognised worldwide, as information at the point of other device, or electrical power to be viewed. being both legislatively correct and a reliable delivery. The argument for photoluminescent safety source of information. hThe advocates for traditional means of signs is obvious. The advantage of printed displaying and providing information to crew safety awareness and training posters, manuals training manuals members cannot deny the benefits that CBT and informative signs can be summed up as Various generic marine training manuals are methods have brought. CBT can provide a follows: available within the ISM SafetyWORKS limitless supply of easily searchable n When strategically placed on board they series. These manuals have the same heritage information and dedicated simulators place the provide a cost effective means of providing as the posters with the same level of scrutiny trainee into real life situations in a safe and important information to the crew. and research going into their production, the controlled environment. n Their presence on board leaves vessel company claimed. But the benefit of static posters, printed management assured that the crew has been Each manual makes reference to supporting manuals and safety signs cannot be ignored sufficiently informed of the essential documentation, legislation and the Safety and this is particularly so at times of high information they contain and provides Awareness and Training posters referred to stress. Well researched and designed material, evidence of this in compliance with the above. The connection made between the placed on board, forms a reliable source of ISM Code. manuals and posters therefore makes for a information and is available at all times to the n Used during training sessions, they are very effective management tool. seafarer. readily available for reference by the crew Down the years, the IMO has adopted It is well known that photoluminescent signs long after the training session has taken standard designs of symbols for use on vessel are the preferred method of indicating the place. safety plans. These symbols are recognised by location of safety equipment and means of Vessel managers would be ill advised to ignore seafarers worldwide. They are used as signs escape on board ship. This has come about the large part printed material has to play to identify life saving appliances, fire because of the isolated nature in which vessels when considering the overall safety extinguishing and fire control equipment on operate and the fact that during incidents it is management of a ship. many of the world’s vessels, offshore not unknown for emergency power to fail. Specialist marine publisher, Maritime installations and terminals. Recent analysis published by the UK P&I Progress, has invested heavily during the past The popularity of these products has Club reveals that despite technological 25 years both in technology and in keeping up encouraged some producers to make illegal advances power problems still exist at sea. to date with the continually evolving safety copies of Maritime Progress’ posters, which The club’s findings show that 7% of its third issues. The company introduced the concept of has lead to inaccurate and unaccountable party property damage claims have been due safety awareness and training posters at sea information being displayed to crew on board

to main engine failures and electrical during the 1980s. ship, the company warned. TO

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TECHNOLOGY - baLLasT waTEr TrEaTmENT Flaws seen in type approval process There is still much to be done by IMO member states to rectify serious flaws in the ballast water treatment equipment type approval process, the International Chamber of Shipping (ICS) said recently.

he ICS said that it is worried that facilities, but rather against shipowners who in 2) availability of BWMS and sufficient shipowners are being asked to good faith may have installed a type-approved facilities to install the systems. invest billions of dollars in new system that when subject to the variables in a 3) Survey and certification requirements for treatment systems that may not real life operating environment, may fail to ships constructed prior to entry into force of Talways work in practice. perform as required. the BWM Convention. Speaking at the end the IMO’s MePC 64 a robustly type-approved system, costing 4) Sampling and analysis procedures for October meeting, ICS secretary general, Peter between $1-$5 mill per vessel, should port state control purposes. Hinchliffe, said: “It is good that many reasonably be expected to operate effectively regarding the problems with the type governments seem to accept shipowners’ under all of the normal operating conditions approval process, as stated, MePC agreed not arguments that it will be very difficult indeed encountered at sea. to open up G-8 for revision. However, there to retrofit tens of thousands of ships within the Therefore, the ICS said that it was was agreement that the issues raised in the timeline of two or three years after entry into disappointed at the unwillingness of IMO InTerTankO paper needed addressing. as a force, as the convention text currently member states to consider re-opening the G-8 result, an MePC resolution would be revised requires. IMO has agreed to develop an IMO Guidelines on type-approval. The organisation to provide greater transparency and expand on assembly resolution, for adoption in 2013, to said that it believed this would make it harder the information that would be supplied with facilitate implementation to work smoothly.” for governments that have not yet done so, to the type approval documentation. Specifically, In forthcoming discussions, the ICS said consider immediate ratification of the BWM this would include more detail on the actual that it will continue to press for its proposed Convention, or for shipowners to invest in the limitations of the BWMS. solution that existing ships should be defined new equipment before they are legally Furthermore, the ballast water circular as those having been constructed prior to entry required to do so. providing guidelines to flag administrations on into force and that retrofitting should not be The ICS issued an intervention document the approval process would be amended to required until the next full five year survey, during the final plenary discussion about the include the issues raised in the InTerTankO rather than the next intermediate survey should BWM Convention at MePC 64, which was submission. this be sooner. supported by China and the some of the There was also agreement with “It is vital that we ease the log jam by world’s largest flag states, including Liberia, InTerTankO’s concerns related to the spreading implementation over five years Malta, Marshall Islands, Panama and Vanuatu. availability of facilities to install BWMS. an rather than two or three,” said Hinchliffe. These flag states’ implementation of the assembly resolution will be adopted aimed at ICS said that it was concerned that a convention will be vital in order for it to have smoothing the implementation once the BWM number of governments did not appear to genuine global application, due to their size, Convention enters into force. appreciate the scale of the challenge faced by the ICS said. a circular will be issued to bring the survey shipbuilders and repairers in order to cope and certification challenges identified by the with the vast number of ships that will be INTErTaNKO paper class societies to the attention of flag state and required to install the new treatment systems. The ICS was not the only major organisation port state authorities to ensure that all are The organisation also expressed to comment of MePC 64’s progress regarding aware of the agreed solution and that vessel disappointment that many shipowners’ ballast water treatment. For example, operators, who comply with this solution, are concerns about the robustness of the type- InTerTankO, along with several co- not improperly penalised. approval process were disregarded, or sponsors, submitted a paper on ballast water regarding InTerTankO’s final point, sidelined during the MePC meeting. “The management for consideration at the meeting. MePC has instructed the Bulk Liquids and BWM Convention was designed to assure the In its paper, the group outlined the four Gases (BLG) and Flag State Implementation ability to meet the required standard by a challenges affecting ratification and effective (FSI) sub-committees that, when finalising the treatment system installed on an operating implementation of the BWM Convention as: sampling and analysis guidelines for port state vessel, not in the vacuum of a test facility,” 1) need for revision of the G-8 Guidelines control, these should not be any more stringent said Hinchliffe. for approval of ballast water management than the type approval process. ICS stressed that enforcement and systems to improve transparency and ensure During the consideration of the type compliance actions would not be taken against appropriate robustness of ballast water approval guidelines and the challenges raised, treatment system manufacturers, or test management systems (BWMS). the incidents relating to failed BWMS that had

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TECHNOLOGY - baLLasT waTEr TrEaTmENT

already been installed were discussed. as a challenges that shipping faces. It’s now about USCG amended its regulations on ballast result, InTerTankO and its industry understanding the risks associated with the water management by establishing a standard partners have been invited to provide case technologies and choosing the right for the allowable concentration of living studies relating to systems that have been treatment,” said katharine Palmer, Lr’s organisms in ballast water discharged from installed but failed to operate. environment manager. “The resources we are ships in US waters. It also amended its InTerTankO said that it will work providing help to narrow down the suitable regulations for engineering equipment by through its environmental committee and options for individual operators. Our Ballast establishing an approval process for ballast ISTeC to gather relevant data on failed cases. Water Treatment Technologies Guide provides water management systems. all the technical parameters of available The numerical limits set by the discharge Guidelines technologies so that operators understand standard in this ‘Final rule’ were supported by naturally, the major class societies are issues, such as space and power reports from the national academy of Science instrumental in the IMO type approval requirements.” and the US environmental Protection agency processes and many have issued guidelines The series includes: Science advisory Board in 2011, as the most and papers on the subject. n How to comply with the BWM stringent that vessels can practicably For example, Lloyd’s register recently Convention. implement and that the USCG could enforce at unveiled what it called a ‘one stop information n Ballast water treatment technologies guide. this time. shop’, which included an online comparison n Ballast water treatment selection tool — an USCG has recently issued two files to help tool and a list of the available technologies. online comparison tool to assist with the explain the new BWM regulations: Under the banner of Understanding Ballast selection of treatment systems. n Guidance on verification of fouling Water Management Series, the class society n Full regulatory guidance, model plans and maintenance and sediment removal said that it introduced a range of tools and approval requirements. procedures, 5th nov 2012. technical guidance to help operators make Meanwhile, the US Coast Guard’s final rule n PowerPoint Presentation (with audio informed decisions that meet compliance with on BWM was published on 23rd March, 2012 narration) - USCG Ballast Water Final

forthcoming requirements of the convention. and became effective 90 days after rule, 5th nov 2012. TO “Ballast water management is one of the big publication, on 21st June, 2012.

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TECHNOLOGY – baLLasT waTEr TrEaTmENT Ballast water- all hands to the pump! As the Ballast Water Convention nears ratification, ballast water systems manufacturers are ramping up their offerings ready for the inevitable last minute rush to fit systems.

n this article, Tanker Operator has The company also said that it has “On occasion, we find that the cost of our attempted to highlight just some of the production facilities ready and operational system can be inversely proportional to the ongoing initiatives in this growing both in Finland and China and thus production ballast water flow and capacity. Smaller market. We have listed manufacturers capacity will not be an issue. tankers, with smaller flow rates and smaller andI equipment suppliers in strict alphabetical Coldharbour Marine said that land based ballast capacities tend to have shorter sailing order and apologise to the ones inadvertently testing of its inert gas-based, in-tank, in- times and so need a bigger IGG to treat in say omitted. voyage, GLD ballast water treatment system, four days. a bigger tanker with a 10-day Finnish-based Auramarine has recently specifically designed and optimised for large voyage can be treated with a smaller IGG. received an IMO type approval for its tankers, LnG/LPG carriers and bulkers, at This makes for some interesting system CrystalBallast® ballast water treatment Mea in the netherlands is nearly complete, quotations, as we had one recently where we system. with very good results. quoted for three vessels for the same operator, The approval was issued by DnV on behalf also a retrofit on a VLCC was almost the biggest was cheapest, the smallest cost a of the norwegian Maritime Directorate after completed at the time that Tanker Operator bit more!” the company said. the successful land-based and shipboard went to press and following this, the system’s The company claimed to be very testing in accordance with the IMO’s sea trials can begin. competitive on price, not least because many ‘Guidelines for approval of BWM Systems “We’ve had some challenges, but we’re of the systems available cannot handle the (G8)’ and DnV rules. nearly there”, the company said. Full type larger vessels, even by fitting multiple units. auramarine offers a full range of ballast approval is expected by the end the second “The reason that we focus on the larger water treatment systems from 75 cu m per quarter of next year. vessels with the larger flow rates is because hour to more than 3.000 cu m per hour. It is Coldharbour is currently working with Uk our ballast water treatment system is not an in- available in both complete skid mounted MCa, Lloyd’s register, the Chinese line system. We do not filter and treat the modules for newbuilding projects, as well as classification society and the US Coast Guard. ballast water while it is being pumped on prefabricated component kits for retrofits. The company explained that flow rates were board and into the ballast water tanks, we treat The company claimed that configurable not relevant with its system, as it fitted a the ballast water inside the ballast water tanks design and compact size lead to affordable Coldharbour Marine GLD ballast water during the voyage. Therefore, flow rates are capital and installation costs. treatment system, of quite a modest size irrelevant to our system, whether they are 300 auramarine told Tanker Operator that it recently. The longer the sailing time of the cu m, or 600 cu m, or 6,000 cu m,” was looking into an ex-proof version and vessel, the smaller the inert gas system (IGG) Coldharbour explained..” What is important hopes to have the equipment available in the is needed to treat the ballast water within the with our system is the total ballast water coming months. time available. capacity, the shape and size of the ballast water tanks, and the length of the journey. “Vessels with a lower flow rate are usually smaller vessels, with smaller ballast water tanks and shorter voyage times. at 300 cu m, 600 cu m, or 1,200 cu m, our in-tank equipment would probably not fit inside the ballast water tanks, and we do not have the minimum four day voyage time we require to treat the ballast water inside the ballast water tanks. On large tankers, we will have ballast water tanks of 30-50 m high and voyage durations of more than four days. “We have space and we have time. So our system is perfect for that application,” the company said. With a smaller vessel, an in-line system, probably eC or UV, would be far more suitable, particularly at under 2,000 cu m flow

rwO hopes to have an Ex proof version of Cleanballast by the middle of next year rates. (see page 58).

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president sales and marketing said that the company had signed an exclusive manufacturing agreement with a leading european producer of stainless steel pressure vessels, which gives the company access to a 20,000 sq m production facility with 200 staff members and a large workload capacity. The filters – both single and multi-screen have been designed. The latter’s prototypes have been tested up to a capacity of 3,200 cu m per hour, although the filters can be customised, as 50-60% of vessels are in the mid-size range only needing capacities of between 500-1,000 cu m. a test facility is being used at Gdansk in Poland, where Moss Hydro has set up a subsidiary company to handle the engineering and product integrity functions. Stein said that the filter housings will benefit from super-duplex stainless steel

wärtsilä’s ballast water treatment offerings were boosted with the purchase of construction, rather than the traditional carbon Hamworthy. steel casings. This gives the filters a Coldharbour has built two systems this year Chinese-based Headway has won several considerable weight advantage by being and next year, the company plans to build 25 orders from european-based owners for its around 50-70% lighter than conventional systems. In 2014, it expects to build 150, the OceanGuard BWMS, including from a Greek filters. Once production is underway, the maximum under the business plan. The company to be fitted on board a tanker. filters can be produced in two weeks, he orderbook is being focused on around five The company has the only ballast water claimed. year docking schedules and the company’s management system from China, which OceanSaver has won orders for its ballast plan is to have five years’ production covered completed successful tests at nIVa in norway water treatment systems to be fitted on board around these schedules. “There will be rapid and it was also the first non-european brand to two Suezmax lightering tankers to be expansion, but we plan to maintain that level obtain DnV type approval. delivered by a South korean shipyard in mid- into the future with newbuild, rather than have at this point in time, orders and applications 2014 to Chevron Shipping. to contract rapidly after the retrofit of OceanGuard BWMS have covered nearly “Competitive pricing, low operating costs, bottleneck,” the company said. every type of vessel, including tankers, the and a compatible technical system were key Maritime and offshore oil & gas company claimed. contract parameters; total cost of ownership engineering company Harris Pye highlighted earlier this year, a new company was (TCO) savings were a decisive factor in its 3600 3D laser scanner for ballast water formed to design and manufacture filters for winning the contract,” said Tor atle eiken, treatment system installation at SMM. the ballast water treatment suppliers. senior vice president sales & marketing, “Since we announced earlier this year that Drammen-based Moss Hydro is led by OceanSaver. we had successfully used our innovative 3600 former OceanSaver head Stein Foss who said “TCO was centre stage. OceanSaver’s BWT 3D scanner to survey the engine room of Neva that a patent was pending on the filter systems, system is a comprehensive cost model for the River, the LnG carrier of “k” Line LnG which should be in place by the end of this industry and when completing hundreds of Shipping (Uk), pre-ballast water system CaD year. Production was due to start as Tanker lightering operations each year, TCO is a design, selection and installation, there has Operator went to press. significant factor. We believe that OceanSaver been great interest in, and use of, the scanner “Current ballast water treatment filters are balances purchase price and long term costs in and our service,” said Harris Pye’s group prone to blockage, threatening the operation of a very efficient manner. technical director, Chris David. BWT systems and therefore the ships that use .“The BWT system offers high quality Taking a full 3D scan enables Harris Pye them. added to this, there aren’t enough filter manufacturing and materials that meet the engineers to rapidly create three-dimensional suppliers in the market, meaning that there heavy-duty operational demands of lightering images of the entire engine room and thus will be huge bottlenecks as IMO ballast water operations. Due to these operations, the system create various ballast water treatment models mandates come into force up to 2016,” Foss will get extensive use. a BWT system in a in order to select the best for a client. The explained. shuttle or lightering tanker can be operated entire engine room survey is not only quick “There are issues with reliability in this more in two years than a VLCC BWT system but causes minimal disturbance to the crew, comparatively young, but very dynamic would be over the life of the vessel. Highly the company said. marketplace. Filters are susceptible to efficient water transfer during operationally The scanner gathers point cloud data, which blockages from all sorts of particles and critical ballast applications cannot be is then processed by Harris Pye’s naval organic objects, from seaweed to ocean compromised,” eiken said. architects through Pointools View Pro in order sediment. That creates critical problems,” he “During the past 18 months we have to create multiple walkthrough 3D videos from said. successfully managed to lower per unit costs the scans. eric Leegwater, Moss Hydro’s vice by 30-40%. Our BWT systems are more

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WantWaanant aan affairafaffffaair wiwith ith 500 sshippingshipshipp p ining companies?

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streamlined than ever, offering ship operators Steinsvik, chief technical officer, Optimarin. alaska. uninterrupted flow, continuous operation, high Optimarin was one of the companies that The two sets of BP 3000 systems will be filtration efficiency, robust quality and long advocated for changes to the G8 Guidelines, installed as sub-assemblies, capable of treating life at a very competitive price,” said Houtan which failed to materialise at IMO’s MePC 64 ballast water flow rates of up to 3,230 cu m Houshangi, OceanSaver’s CeO. meeting. per hour. a 40-micron filter with IeCex OceanSaver currently has 52 BWT systems In addition, the company said that potential explosion proof rated control system will be on order and seven systems in operation purchasers of BWT equipment should enquire installed in the main ballast line in the pump worldwide. Its Mark II system is DnV type about type approvals status and the room. The first installation is scheduled for approved and has further undergone DnV’s equipment’s suitability for the vessel type and December 2012, while the second installation approval programme for installation and safety trade. is to be completed by July 2013. standards. By the time of SMM, there had been 23 “It is crucial for shipping operators that the Optimarin has started to conduct type approvals issued and at least another 10 ballast water treatment systems they select are independent testing of filters provided by Boll were believed to be in the pipeline, the robust, cost-effective and have all the & kirch, Filtersafe and Filtrex. company said. “The industry can handle the necessary approvals for international trading,” “Filter performance is critical to the safe influx, provided something is done now,” the said Jim McGillivray, BaLPUre general and economical operation of all merchant and company said at SMM. Those planning manager for Severn Trent De nora. “Severn offshore vessels. We have decided to test our drydockings between 2013 and 2016 should Trent De nora has made a formal submittal to filter types, each built on different plan to retrofit BWT equipment. the US Coast Guard (USCG) for the technologies, in challenging water conditions Optimarin is marketing its BWT offering for designation of BaLPUre as an alternate to provide accurate assessments of each filter retrofits to the small to medium size vessel Management System (aMS). With the and to further integrate high performance range with pumping capacities of up to 3,000 acceptance of BaLPUre as an aMS, the type filtration processes in Optimarin’s specialist cu m per hour. For tankers, an explosion proof approved ballast water treatment system will BWT technology,” said Tore andersen, the version should be ready by the end of this be accepted for use on board vessels trading in company’s sales and marketing director. year, the company said. US waters, like the Seariver tankers, that need Higher levels of nitrate concentrations in the RWO claimed to be the first German to comply with the USCG Final rule.” Yellow Sea east of China and southwest of manufacturer to obtain a GL certificate for its eighteen BaLPUre systems have been South korea have created higher densities of ballast water treatment unit CleanBallast. installed/sold thus far to international algae, leading to algae blooms – a rapid The GL approval Certificate confirmed that shipowners operating various vessel types increase or accumulation in the population of the CleanBallast system, with a capacity of such as LnGCs and VLCCs and more. algae in an aquatic system. algae bloom 150-3,750 cu m per hour, complies with the Wärtsilä’s aQUarIUS eC ballast water concentrations may reach millions of cells per GL regulations. management system (BWMS) has been milliliter. Moreover, the electrical and electronic granted basic approval by IMO’s MePC 64 The company has set up a test barge close to components fulfil the stricter GL requirements meeting in October. Busan and Geoje from which a series of tests in comparison to the IMO requirements The initial application for basic approval are being conducted on 500 cu m filters regarding environmental assessment was submitted to the IMO through the Dutch supplied by the three filter manufacturers. (vibrations, low temperatures and damp heat). Human environment and Transport On-site testing will monitor filter capacity, The electromagnetic compatibility (eMC), Inspectorate (ILT) in September 2011 and was ensuring that each filter more than adequately which is not taken into account in the IMO- reviewed by the Joint Group of experts on the cleans and processes large volumes of requirements, was also tested. The system Scientific aspects of Marine environment seawater from this area, as well as related software was also subject to a review Protection (GeSaMP) ballast water working guaranteeing reliability of uninterrupted and according to the GL-guidelines. group in april 2012. trouble-free operation. Martyn ayris, rWO’s managing director application for IMO final approval was “Simply we want to, first hand, evaluate said that thus far more than 70 orders had been submitted immediately following the filtration performance in challenging marine won for the system, including from the tanker endorsement of basic approval by MePC-64. environments and apply this experience to sector. a key element of the final submission was further improve and optimise Optimarin’s He explained that an ex-proof version an investigation on the impact of the treated BWT system performance,” said andersen. should be available by the middle of next year, ballast water on uncoated and coated materials all tests will be verified by a third-party. as much preliminary work had already been typically used in marine and offshore “We will be working with a third-party in all undertaken. He also said that company was construction. It is expected to be endorsed at testing. This is to underline our commitment marketing towards the mid-range capacities, MePC 65 in 2013, having successfully to value-based technology and to distinguish rather than the larger units. completed the mandatory review by GeSaMP. us as a leading suppler of BWT systems. We Severn Trent De Nora has won a contract IMO type approval is expected shortly are pursuing a clearly defined goal: to from aker Philadelphia Shipyard to supply its thereafter. maintain and extend our position as a market BaLPUre BWT system to two crude oil Wärtsilä now offers the aQUarIUS eC leader in BWT technology over the coming tankers under construction at the yard. and aQUarIUS UV, which both became part years through top-quality products, to provide The type-approved BaLPUre system was of the portfolio following the acquisition of first class service and to create simple and selected to be fitted on board two new 115,000 Hamworthy in January 2012, in addition to the flexible, innovative technology, specifically dwt aframaxes being built for Seariver MarIneX UV ballast water management designed to suit the various operational Maritime. They will be trading regularly in the system, which has been jointly developed and

environments of our customers,” said kurt Pacific Ocean between the US West Coast and marketed with Trojan Technologies. TO

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coNfeReNce RePoRt Is crew mentoring the answer? The latest conference in Tanker Operator’s series “Making Money in a Tough Market” was held in Singapore last October and looked at several pressing issues.* iving their views were senior crew P&I. Ratings wages are dictated by shortage. I think that we are still going to face executives from BS unions. We are not able to control this very a tough time for at least the next two to three Shipmanagement, MTM much, as we have to reach a midway point and years. And that is also subject to everybody Shipmanagement, MMS Tokyo we have to agree what the wages going to be co-operating, working together and pumping G(Singapore Branch), Advanced Polymer for the next year and they are not really very in more young people into the shipping Coatings, NYK Shipmanagement (retired) and controllable. industry and giving people clear career paths Lyras Shipping. “Officers’ wages are dictated by supply and into senior levels,” he warned. Arvind Sharma, director - loss prevention demand and some balance is emerging for “Should we reduce the number of crew? I and HR (marine), BS Shipmanagement group junior officers. I am happy to see that over the would tend to be very careful on that said that the challenge today is to reduce last five years to six years, a lot of responsible particular one. I personally feel that the operating costs in every area in order to owners and shipmanagers have been creating numbers that we have on board are sufficient, survive in the prevailing economic new openings, creating new cadets, getting but they are not excessive. environment. new cadets, training new officers,” he said. “Many owners have taken a short term view Currently, crew costs are one of the highest. However, with senior officers it is a and shifted to lower cost crew. That’s a very “We have had increase in crewing costs…in different picture. There are as many entities good fix. It does give short term reviews. But the last few years that I have been looking and bodies as there are many opinions. “I have it’s very destructive in the long term. We have after the crewing, we have seen wages seen opinions of some big industry parties shortage of people. We have accelerated increase by 25%, 30%, 35% in the last three to saying that there is no shortage. I tend to promotions. We have many people who still four years, which is tremendous by any disagree with that because every day I see a require more experience, jumping up into the industry standards. And even now, although major crisis somewhere where we are short of next position. If you don’t give them they have started flattening out a bit, they have some senior officers, or some boast by promotion, there are many people outside who not stopped rising. Wages are basically a somebody else. are desperately looking for them. They will component of supply/demand and unless that “For sure there is a shortage. Everyday, we leave you and take their promotion somewhere is faced, they will keep rising,” he said. face a situation where senior officers are else. But what it leads to is many people who “The four main expense areas that we have demanding some kind of an extra perk, or do not have the requisite experience sitting in in crew costs are wages, travel, training and increase, because they know that there is a senior positions. And because of that, we have incidents, accidents, injuries, damages going up more and more. “So, my question is, we talk about retention, does it have any bearing on crew costs? I think it has a lot to do with the crew costs. If we are able to hold our people and if those people are happy to work with you, they will not auction themselves to the market bidders. You will be able to meet your matrix requirements. To a certain extent, you will be employing steady people. “I know a lot of owners and good managers who do care about retention…but do all of us care about retention? Or do we still treat the seafarers as a disposable commodity? (conference chairman) Dimitris Lyras mentioned the culture in the office…the lack of experience in the office and I fully agree with that. “On the travel side, my comment is only that travel costs are necessary costs. You can’t do without the travel costs. You want to run ships, you have to send people to join the Arvind Sharma, Director - Loss Prevention and HR (Marine), BS Shipmanagement Group.

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ships…they can be certainly improved with “We cannot do without training, we cannot are simply reluctant to reduce the feed rates. better planning,” he said. do without a good safety culture on board, and They are bit scared, or worried about Moving on to training, Sharma said; that is where we need to focus and save our excessive cylinder liner wear. “Damages, losses, incident, accidents, injuries, costs. Not cutting costs on wages, or on “I will not go into too much detail into the continue to rise in the industry, unfortunately. number of people, but cutting costs, which are well-known formula to generate specific fuel Is training a cost, or an investment? I still going in losses, cutting that money which is oil consumption other than that we are using come across people who make statements that just going out in damages in claims. That is this to calculate the reduction by 0.2 grams per training is a cost, or an investment, or who where we need to increase our efficiency, bhp/hour. If we are reducing the fuel rate by make statements that training is a cost - it is a increase our team work. 0.2 grams, how much is the savings in costs? cost. I still see people who say that the market “Having majored and motivated skilled And how that is offset with the cost of a liner? is bad, we cannot take any more cadets. I still people on board will automatically reduce “We did the calculation for a VLCC engine. see people who say ‘no we are not sending your costs. This is where we need to focus. If you calculate from the formula the excess of people for training,’ we are cutting down the Not focus on the wages so much, I mean the lube oil, which you are consuming per day is training budgets. In my opinion -short sighted. wages…of course…once we have more of our about 150 litres. If you reduce the cylinder “There is a greater need for soft skill own people and there is less poaching, of lube oil consumption by 0.2 grams per training, which is dealing with motivation, course the wages will stabilise, there are bhp/hour, you will save about 150 litres per with team work, with people management and enough people - supply and demand - the day, which comes to about 36,000 litres per people taking personal responsibilities. This is wages will stabilise. But this is the area where year on a VLCC, about 20,000 litres for an more pressing, more urgently needed, than the we need to focus for cutting our costs,” he Aframax and for an MR, it adds up to about need for technical training and teaching them concluded. 12,000 litres. how to do passage planning. Of course this is Salil Kumar, general manager, technical at “Excess consumption expressed in US required, but this in my mind is much more MMS Tokyo, Singapore Branch talked about dollars. If you consider the cylinder lube oil important. lubricating oils, which form a major part of a cost as $2.1 per litre, which is a bit on the low “How about cadets? Should they be left vessel’s daily OPEX. side, as today, the cylinder oil rates are with their own devices? Should they be used He started by discussing the main engine somewhere around $2.3, if I am not wrong. on board as cheap labour? Or should they be cylinder oil feed rate. “Maker’s recommended So, for a VLCC you are spending an trained with the focus that they are all minimum feed rate for cylinder oil…normally additional $75,000, for Aframax $43,000 and management level officers after all. We need for an Alpha Lubricator the minimum they say for an MR it’s about $27,000. to focus also on our cadets, what kind of you can go is 0.6 grams per bhp/hour. And for “If we consider that the liner is getting worn training we are doing for them. a mechanical type, you can go up to 0.8. But down faster, though the results are not so bad, “When you invest in training, you are when we are actually checking our ships, we even if you take the worst case scenario that probably going to save a lot of money in find a much higher feed rate being maintained the liners are getting worn down, the recovery damages, in claims and in P&I and hull on board. What is the reason for this? Why are of all six or eight cylinder liners ranges from machinery costs. So, it’s money well spent- the recommended feed rates not achieved? The three to six years, depending on type. For a it’s an investment. primary reason is that the vessels’ engineers VLCC, because it’s an incidental unit, the cost of a liner is somewhere around $42,000. This cost can be recovered in say four and a half years. “So, this is what needs to be explained to the crew and even to the people who are in the office. We have to reassure and convince the people who are operating the ships and people who are on board the ships, that even if we reduce the cylinder oil feed rate, you can recover the cost of all the liners within three to six years. If the vessel is operating at economical speed, then the period is longer. “This is where we need to reassure and convince the crew, which is a tough undertaking. You go on board, you tell them, still then they will come back, as they are very reluctant to reduce the feed rates. We can undertake very close monitoring of the wear down by regular checks and there are some tools, which are also available to monitor this wear down. So, it is not so difficult to reduce the feed rate. It just has to be pursued,” Kumar

concluded. TO

Salil Kumar, General Manager, technical at MMS tokyo, Singapore Branch. *To be concluded in the January 2013 issue.

60 TANKEROperator l November/December 2012 TO Nov-Dec 2012 p59-60 & OBC_p2-7.qxd 26/11/2012 19:07 Page 3 TO Nov-Dec 2012 p59-60 & OBC_p2-7.qxd 26/11/2012 19:07 Page 4

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