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Marine Engineers Messenger Volume 2 Issue 37




Issue 37

14 August 2017










MEM Issue 37

14 August 2017


Arecently published survey has provided a clear snapshot of the shipping industry’s progress with

ballast water management (BWM) system compliance.

Based on input provided by owners and operators with BWM systems onboard their vessels, the ABSled

report covers a range of topics, including installation, commissioning and operations of BWM systems.

“It is important to share with all stakeholders the outcome of the ABS organised workshop on the issues

and best practices with ballast water management systems,” says ABS Executive Vice President for Global

Marine Dr. Kirsi Tikka. “When we hear directly from owners and operators, we are better able to

understand the challenges in the operation of the systems, and for those systems which are operational,

what practices are being followed.”

To form an accurate picture of the current progress with BWM compliance, owners and operators with

installed ballast water management systems were surveyed and invited to participate in the workshop.

Survey results from approximately 30 owners and operators were aggregated to help identify trends and

understand common practices while maintaining anonymity.

In analysing the responses, ABS learned that 57% of the systems installed on the vessels were being

operated. The remaining systems were either deemed ‘inoperable’ or considered ‘problematic.’

The report reveals that some of the major challenges that shipowners and operators face with BWM

systems are related to software, hardware and the crew’s ability to operate the systems correctly. System

operators have had to develop plans to keep up with hardware maintenance and maintain an inventory of

spare parts on a vessel.

A recurring concern expressed by many owners relates to the chemical consumables used for

determining residual oxidants in the ballast water. Proper storage and handling is critical to the operation

of systems employing total residual oxidant (TRO). Another major takeaway from the workshop was the

importance and necessity of maintaining an effective training strategy to ensure crew members can

operate these systems properly and safely. Improved training methods and system manuals will decrease

the number of issues that stem from operational errors.

“This comprehensive report, based on feedback from our workshop, is an important assessment of the

readiness of industry when it comes to ballast water compliance,” says ABS Director for Environmental

Performance Thomas Kirk. “It is important that the practices which are being used successfully by some

vessel owners are shared with others in the industry.”

Readers can download the insightful report by clicking here.




Click here for more information about our favourable advertising rates or





The UN’s International Maritime Organisation’s (IMO) plan to cut shipping’s climate emissions has been

criticised by the Marshall Islands and lobby group Transport & Environment.

Speaking to Politico magazine, Marshall Islands transport minister Mike Halferty said the outline strategy

represents only ‘modest’ progress. “Much more rapid progress will need to be made at the second working

group in October,” he said.

The Marshall Islands is a prominent member of the IMO, holding the world’s second-biggest shipping

registry while being one of the most vulnerable countries to rising sea levels.

Countries meeting at the IMO’s environment committee MEPC71 agreed to ‘headings’ to be included in a

strategy, which itself will be the first step of a broader plan to cut greenhouse gas emissions. The details of

each section are to be decided at a meeting in October, and a draft strategy agreed by 2018. However, the

strategy will not be finalised until 2023.

The seven headings, or titles of each chapter of the strategy, cover the level of climate ambition and guiding

principles for the shipping industry; possible measures for short, medium and long-term action; barriers to

action, supportive measures and technical cooperation; and a plan for a review of the strategy.

Shipping is one of the fastest growing sources of transport emissions and is projected to account for 17% of

global emissions by 2050. But, despite the IMO being first tasked with addressing ship GHG emissions by the

Kyoto Protocol some 20 years ago, shipping is the only industry in the world not subject to climate measures.

Lobby group Transport & Environment’s shipping director Bill Hemmings (left)

said: “Disagreement over how to distribute efforts and the potential costs of measures

remain the biggest obstacle to progress. On a positive note, there was a strong

delegation of Pacific Island nations. These countries, so vulnerable to climate change,

are leading calls for an ambitious reduction target and urgent measures. In any case, as

long as the IMO does not deliver a robust global deal to reduce shipping GHG, the

inclusion of shipping in the EU ETS must remain on the table.”

Meanwhile, a proposal to bring forward the target of improving the efficiency of

new ships’ designs could be decided on next year. The IMO is being called on to

advance the 2025 target date to 2022 following evidence that the current design

efficiency standard, known as the EEDI, is too relaxed to drive ship efficiency. A new independent study for

T&E found recent improvements in the design efficiency of new ships fell back last year.

According to a CE Delft study the average design efficiency of ships built to carry bulk products, crude oil

and natural gas was worse in 2016 than in 2015. The share of new ships complying

with future efficiency standards also decreased in 2016 and the design efficiency of

carrying consumer goods and general cargo appears to be stagnating after a period

of improvement.

The study also reiterated previous findings that a significant proportion of new

ships are over-complying with the EEDI – indicating that the standard’s

requirements need strengthening if it is to stimulate the uptake of new technologies

and drive efficiency improvements.

T&E’s shipping officer, Faig Abbasov (right), said: “Making new ships more

efficient saves both fuel and carbon emissions. It is a no brainer. But the current

EEDI requirements are so weak that ships built in 2016 are becoming less efficient.

If the IMO is serious about reducing shipping emissions the very first thing it should do is tighten the EEDI



Classification society DNV GL has developed a new brochure to offer a set of best

practices for the design of ships subject to NOx Tier III requirements. It also

offers guidance on the considerations that should be taken into account at the

newbuilding stage.

To ensure the success of any newbuilding plan, shipowners should carefully

consider the future operation of their vessels in the newbuilding planning stage,

including the implications of the different technological solutions for reducing

NOx emissions and how to fulfil the NOx Tier III requirements. In order to fulfil

the stricter NOx Tier III emission limits, ship operators have the possibility of

choosing from various options. The optimal compliance option will depend upon

many factors, including a vessel’s individual trading pattern, engine size and

speed. The brochure examines selective catalytic reduction (SCR), exhaust gas

recirculation (EGR), the use of alternative fuels, internal engine modifications,


direct water injection (DWI), fuel-water emulsion (FWE) and intake air humidification.

Installing NOx Tier III-compliant technology can offer benefits beyond simply achieving compliance with

emissions regulations. Demonstrating a company’s commitment to ensuring sustainable operations has become

increasingly important. In addition, the installation of Tier III-compliant technology also goes hand in hand with

direct financial benefits, as many major ports offer substantial discounts on harbour fees if a vessel complies

with third party environmental schemes such as the ESI.


EMSA, the European Maritime Safety Agency, has unveiled a monitoring, reporting and verification system to

help reduce the industry’s CO2 emissions.

THETIS-MRV marks the first of several steps in the EU’s efforts to include the maritime transport sector in

its overall policy to reduce greenhouse gas emissions. The system will enable companies responsible for the

operation of large ships using EU ports to report their CO2 emissions, as required by law from 1 January 2018

under the EU’s Monitoring, Reporting and Verification Regulation.

The move is expected to encourage the uptake of greenhouse gas emission-reduction measures within the

maritime sector, as the emissions data will be made public and updated yearly.

EMSA was tasked to develop a robust system for the monitoring and reporting of verified data on CO2

emissions, annual fuel consumption and other energy efficiency parameters by the European Commission’s

Directorate General for Climate Action. A four-year cooperation agreement between the two parties was signed

in March 2016 mapping out the delivery of cost-efficient services based on the use of existing infrastructure

and supporting arrangements, as well as proven concepts and expertise. Extending the possibilities of the

original THETIS information system, EMSA designed a purpose-built monitoring, reporting and verification

system. This THETIS-MRV system enables companies to work together with accredited verifiers to prepare

monitoring plans in a voluntary module and, importantly, to release emission reports and documents of

compliance to the European Commission and relevant flag state authorities using the mandatory module. Using

the information submitted, the European Commission will publish annual aggregated data per ship covering

fuel consumption, CO2 emissions and average energy efficiency indicators, among others.

To maximise the impact of the regulation and minimise the administrative burden on shipping companies

and operators, the rules apply only to ships above 5000gt which account for around 55% of ships calling at EU

ports and yet represent around 90% of the total share of related emissions. Several consultations took place to

ensure that the views of a broad range of technical experts, including NGOs and industry, were considered for

the development of the system.



Two new 56,000dwt handymax bulk carriers being built by Japan’s Oshima Shipbuilding for Tokyo-based NYK

Bulk & Projects Carriers Ltd. (NYK BP), will feature a Wärtsilä exhaust gas treatment system.

The contract represents Wärtsilä’s first scrubber supply order from a Japanese company.

“We are pleased and proud to be the supplier of choice for these two new ships, especially as it gives us an

inroad into the Japanese market for exhaust gas cleaning solutions. The value proposition that Wärtsilä

presented was clearly the deciding factor in the award of this contract,” says Sigurd Jenssen, Director, Exhaust

Gas Cleaning, Wärtsilä Marine Solutions.


“Together with Oshima Shipbuilding, we compared performance, price and fuel costs of comparable

products developed by other companies before choosing Wärtsilä’s scrubber system,” said a representative

from NYK BP.

The equipment is scheduled for delivery to the yard in July 2018. The first vessel is due to be delivered to

NYK in the 4th quarter of 2018, and the second in the 1st quarter 2019.



Eco Marine Power (EMP) has begun preparing its Aquarius Marine Renewable Energy (MRE) solution for sea

trials. This preparatory work will lead to the world’s first installation of an integrated rigid sail and solar power

system for ships using EMP’s patented technologies including the EnergySail.

The company cites this as a major step forward towards a more sustainable future for shipping and is

expected to result in the wider deployment of EMP’s solutions on ships ranging from coastal cargo vessels to

bulk ore carriers and cruise ships.

Currently underway is a feasibility study involving several large bulk carriers including the Belgrano, Nord

Gemini and Bulk Chile. For each ship, an estimate of the propulsive power that could be provided by EnergySail

will be prepared according to the routes they operate on. The total amount of solar power that could be

installed on each vessel will be determined. On-board testing and data collection will also be undertaken as


Following the feasibility study, one ship will be selected for sea trials, during which a trial Aquarius MRE

configuration will be installed and evaluated during an 18-month period.

Aquarius MRE is an advanced integrated system of rigid sails, marine-grade solar panels, energy storage

modules and marine computers that will enable ships to tap into renewable energy by harnessing the power

provided by the wind and sun. The use of these alternative sources of power and propulsion will reduce fuel

consumption, lower air pollution and cut CO2 emissions. The rigid sails used by Aquarius MRE are based on

EMP’s EnergySail technology. These renewable energy devices can even be used when a ship is at anchor or in

harbour. Each EnergySail can be configured with a mix of sensors, photovoltaic panels or other power

generation devices.

Commenting on this latest development Greg Atkinson, Chief Technology Officer and Founder of Eco Marine

Power said, “It’s great that we are able to co-operate with Hisafuku Kisen and we very much appreciate their

cooperation in helping us move this important project towards sea trials. We also appreciate the support of our

strategic partners and together we believe Aquarius MRE will pave the way to the widespread adoption of

renewable energy on ships.”


Chikashi Yamane, President of Hisafuku Kisen stated,

“Our company is pleased to be part of this exciting project

which is leading the way towards the use of renewable

energy related technologies on ships.”

The production of each EnergySail to be used during

the sea trials will be undertaken at the workshops of

Teramoto Iron Works in Onomichi, Japan. This company

was also involved in the production of rigid sails in the

1980s and has extensive experience regarding the

manufacturing of high quality marine fittings for ships.

Strategic partners in the Aquarius MRE Project include

KEI System Co. Ltd, The Furukawa Battery Company and

Teramoto Iron Works Co. Ltd. However, EMP is also in

discussions with several companies including potential

investors about their possible involvement in the project

and would like to hear from other companies that wish to

be involved during the sea trials phase of the project.



Wärtsilä is to supply the engines for a new LNG fuelled

research vessel being built for the German government.

Wärtsilä will also supply exhaust cleaning systems based

on selective catalytic reduction (SCR) technology and the

LNGPac system for complete fuel gas handling.

The vessel is under construction at the Fassmer

shipyard in Germany for Bundesamt für Seeschifffahrt und

Hydrographie (BSH), the Federal Maritime and

Hydrographic Agency.

The new 75m Atair will replace her 30-year-old

namesake, and be the first German research vessel

operating on LNG fuel.

The full scope of supply is two six-cylinder Wärtsilä

20DF dual-fuel engines capable of running on either LNG

or conventional liquid fuels, one six-cylinder Wärtsilä 20

engine, two exhaust cleaning systems, and a Wärtsilä

LNGPac fuel storage, supply, and control system.

The engines will have Tier III classification since the

dual-fuel engines comply with this classification when

running in gas mode, and all the engines will be compliant

when operating on diesel because of the Wärtsilä SCR

systems. Furthermore, the engines will be double

elastically mounted to minimise the noise. This special

Wärtsilä technique will enable the ship to fulfil the DNVGL

classification society’s ‘Silent R’ rating, thus allowing the

sonar equipment to be used without disturbance from

underwater radiated engine noise.

“Our dual-fuel technology is unique when it comes to

small bore medium speed engines, and the extended

service intervals and economic fuel

consumption of the Wärtsilä

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costs than is possible with high speed engines. We have worked closely with the Fassmer shipyard and are

proud to have once again been selected to supply the machinery and equipment for this important project,”

says Lars Anderson, Vice President, Engine Sales, Wärtsilä Marine Solutions.

“As the new Atair will be the first vessel in our fleet with LNG technology, we rely on the experience and

expertise of Wärtsilä with respect to the engines and LNG tank equipment. With Wärtsilä’s dual-fuel and SCR

technologies, the vessel will fulfil the IMO’s Tier III regulations in all operational conditions, whether sailing on

LNG or on diesel fuel,” says Kai Twest, Head of Ships and Equipment Division at BSH.

The Wärtsilä equipment is scheduled to be delivered to the yard in mid-2018, and the vessel will enter

service in early 2020.



Two four-cylinder Walong with a nine-cylinder and

eight-cylinder Wärtsilä 26 engines have been selected

by the Huangpu Wenchong and Wuchang shipyards to

power two new research vessels under construction for

the China Ocean Mineral Resources R&D Association


Each engine, mounted to minimise noise and

vibration, will also feature Wärtsilä NOx Reducer (NOR) to

comply with the International Maritime Organisation’s (IMO)

Tier III regulations. Wärtsilä retractable thrusters will also be

supplied to the vessels.

When delivered, the 98m Da Yang 2 Hao, will be used for scientific surveying, including deep sea extreme

environment detection and supported by a 90m long manned submersible support mother ship. Both vessels

are scheduled for delivery in March 2019.



Astilleros Gondan has commissioned the first LNG-powered dual fuel tug ever built in Europe propelled by two

powerful Schottel thrusters fitted with the new SDV45 nozzle.

The 40.2m DUX is the first tugboat of a series of three designed by the Canadian company Robert Allan to

serve Statoil’s LNG gas terminal in Hammerfest, Norway.

A pair of SRP 630 CP Schottel Rudderpropellers will provide main thrust to the vessel, while

manoeuvrability will be enhanced with a 250kW STT 170 FP bow thruster. The vessel is deigned to achieve a

maximum service speed of 15kts, with a high bollard pull of 107t, although an indirect steering force of 167t at

10kts can be achieved. A key feature is a breaking force exceeding 200t.

DUX is the first vessel to feature Schottel’s new VarioDuct SDV45 nozzle, developed to enable high-power

applications along with reduced fuel consumption.

According to the German propulsion

specialist, the SDV45 nozzle marks a

substantial progress in terms of a

vessel’s overall efficiency compared to

other nozzle products. In combination

with a compatible propulsion unit, fuel

savings of up to 10% are possible at a

certain speed, while maintaining a high

rate of bollard pull. Furthermore, due to

the nozzle’s relatively small diameter, it

is ideally suited for operation in shallow


Louis Dreyfus Armateurs Group is

expected to soon provide a second

reference for the nozzle, having ordered

the SD45 for a wind farm service vessel

building at the Cemre Shipyard, in

Turkey. Three Schottel

Rudderpropellers will feature the new




The first steerable thruster with the newly developed Schottel

ProAnode has been ordered from undisclosed Russian interests.

The ProAnode nozzle form and position is claimed to “set new

standards in corrosion protection”, thereby extending the lifecycle of

the thruster. Furthermore, moving the position of the anode from the

outside surface into the cross-section of the nozzle tail leads to

subsequent operational benefits, such as reduced flow interference,

resulting in fuel savings.

Schottel’s core idea was to remove the anodes from the outside surface of

the nozzle, where they are prone to being knocked off by flotsam, such as

wood or ice, or even by slight ground contact. Loss of the anodes is usually

only discovered during maintenance downtime, by which time corrosion

might already have become a problem. Plus, depending on the nozzle’s

diameter and the anode’s material, anodes for up to five years

cathodic protection against corrosion can be integrated into the

nozzle. This enables a reduction of additional anodes for the

hull or other thruster parts.

The new position in the tail of the nozzle not only shields

the anodes, but also offers additional operational potential as

it contributes to the optimal hydrodynamic flow of the nozzle.

As its smooth overall surface reduces flow interference, it

meets the customer’s need for highly efficient propulsion

systems. It results in lower fuel consumption and pays off in

terms of reduced operating costs.




MacGregor has inked and equipment, fabrication, engineering and

project management contract for a complete mooring and riser

system to serve vessels operating at the Moheshkhali floating liquefied natural gas (LNG) terminal.

The order is part of an EPCI contract to provide Excelerate Energy the mooring and gas transfer system for

a floating storage and regasification unit (FSRU). MacGregor's scope of supply includes on-vessel equipment,

Flintstone mooring connectors, as well as project management for the fabrication, procurement and project

management of the complete mooring and riser system for the FSRU operated by Excelerate Energy.

"We are happy to be involved in this floating LNG terminal project. This order is a natural step in our

strategy to expand to the FSRU market with one of world's leading players," says Michel van Roozendaal,

President, MacGregor. "This order proves the combined strength of both MacGregor and Flintstone".

MacGregor acquired the majority of Flintstone shares last autumn.



TMC Compressors (TMC) has won a contract from AVIC Dingheng Shipbuilding to supply marine compressed

air systems to two 9900dwt chemical tankers the yard is building for the Norwegian shipping company


Under the contract, TMC will manufacture and deliver a complete Smart Air compressor working air system

to each of the two vessels, plus air driers and filters to the onboard service and control air system. TMC’s Smart

Air compressors are claimed to offer 50% energy savings compared to conventional compressors, reducing

both operational expenses and harmful emissions to air.

Under a separate contract, TMC will deliver two 235kW feed air compressors to both vessels’ nitrogen


“It is encouraging to see that an increasing number of yards and shipowners are paying more attention to

OPEX than before. Our Smart Air compressors are highly energy efficient and provide significant cost savings

throughout the lifetime of a vessel. The maritime and shipping industries have a shared responsibility to

reduce harmful emissions to air, and we are pleased to play a part in this,” says Per Kjellin, managing director

of TMC.

The vessels are scheduled for delivery in 2019.






Orient Overseas Container Line

(OOCL) has appointed Shell Marine

to provide lubricants to the

21,413TEU OOCL Hong Kong,

currently the world’s largest


Drawing on its over 30-year

track-record with OOCL, Shell

Marine laid out its portfolio of

cylinder oil options to match the

owner’s operating profile and fuel

grade expectations as well as to

protect the main engine against cold

corrosion and optimise feed rates.

The vessel operates MAN Diesel &

Turbo’s G-type engines.

“As a supplier, we have considerable experience with the G-type engines. It was crucial that we shared our

knowledge with OOCL at the outset, and that they could offer feedback in the dialogue that ultimately led to the

optimal product selection,” says Jan Toschka, Shell Marine Executive Director.

In addition to Shell Marine’s lubricants, Shell LubeMonitor has been deployed onboard OOCL Hong Kong –

which includes a cylinder oil condition monitoring service that uses shipboard and laboratory analysis to help

optimise engine performance and enable predictive maintenance. The programme includes access to Shell tools

and expert advice to help customers strike and maintain an acceptable balance between feed rate related

cylinder oil costs and wear-related cylinder maintenance expenses. It is now enhanced with a new software

package, Marine Connect, designed to transfer onboard analysis data to the Shell experts easily and securely.

“Working towards the selection of the right cylinder oils is a collaborative process that needs to satisfy

engine-maker approvals, as well as the client’s requirement for proven performance,” Toschka adds. “Our

technical support needs to be based on the same principles, so that ship operators can monitor the condition of

the oil and equipment in the field, and plan effectively when remedial action is necessary.”



Norsafe has secured its largest ever offshore contract to supply lifesaving appliances to ENI’s Coral South

floating LNG (FLNG) facility located in Area 4, approximately 50km from the Mozambique coast.

The order is to deliver 8 freefall systems containing five GES 50 MKIII with HD-50 davits and 3 x GES 45 with

HD-45 davits, to the FLNG facility under construction by Samsung Heavy Industries. The davits will be delivered

in November 2018 and the

lifeboats in February 2021.

The GES 50 MKIII freefall

lifeboat will take up to 70

persons and can drop from a

height of 47 metres with the

GES 45 taking up to 60

persons, having a maximum

drop height of 40 metres.

This represents a

significant milestone for

Norsafe and, combined with

other large orders secured

recently, means that the

company has booked more

than 100 million NOK in

July; an outstanding

achievement given the

current market situation.


“I am delighted that Norsafe has secured such a prestigious contract to supply the first FLNG facility in

Africa. It is testament to the dedication and hard work of our global teams that we have managed to secure so

much business this year,” said Dag Songedal, CEO for Norsafe.

“We will continue to listen to our clients and develop products and services to meet their requirements in a

cost-effective way,” he added.



Odfjell and Hudong-Zhonghua Shipbuilding have selected Becker Schilling TT Rudders for a series of

49,000dwt chemical tankers. The Schilling TT Rudders, equipped with an optimised rudder bulb, were selected

to provide the optimum propulsion efficiency without impacting manoeuvrability. Additional to a firm order of

four tankers for oil products and chemicals there have been signed four options. The first vessel is expected to

be delivered in June 2019.



Rolls-Royce has signed a deal with WestSea Yard, part of Martifer Group, to equip an expeditionary oceanic

cruise ship for Portuguese based cruise company Mystic Cruises.

The vessel, World Explorer, will be the Mystic’s first expeditionary Antarctic cruiseship and the first of

several ships to be built by the Portuguese company for its expeditionary cruise line. The design is the result of

several years of study and development to create the perfect balance between luxury, comfort, efficiency and

environmental friendly operation.

Mário Ferreira, Mystic Cruises, CEO said: “These are very exciting times for us, this project is something that

we’ve been working on for some time, crafting it to perfection to meet our clients’ and the market’s needs.

World Explorer will be the first of our expeditionary cruise ships. She will offer passengers a once in a lifetime

experience of exclusivity and personalised service visiting the vast frozen landscapes of Antarctica and small,

exclusive ports around the world.

“Antarctica offers a unique setting for expeditionary cruises, and we’ll offer the opportunity to explore this

amazing region with all the comfort and luxury of a five-star plus hotel. Aboard the World Explorer, guests will

have the opportunity to marvel at the beauty of the landscape, while enjoying all the amenities of a luxury hotel

with a personalised service, where staff will know their name and preferences.


“Being one of the last unspoiled and untouched regions in the World, Antarctica poses a unique challenge for

cruise companies to offer the high-quality service that guests are used to in other areas, while being

environmentally sustainable. We are very pleased to be working with an industry leading company such as

Rolls-Royce. Since we started our partnership the results have been very positive, and we believe that we made

the correct call in selecting them. For us it’s essential to have a sustainable, efficient and environmental friendly

solution. That is why we opted for the hybrid technology that Rolls-Royce proposed.”

Rolls-Royce has supplied two Bergen, C25:33L8P main engines and a Bergen C25:33L6P auxiliary dual

generator. These connect to a Low Voltage AFE SAVeCUBE Power Electric System which allows the engines to

operate at variable speeds maximising their efficiency for the required power. Rolls-Royce is also providing the

automation and control system, and the complete Promas propulsion system with two CPP propellers

integrated with two flap rudders, also steering gears and tunnel thrusters.

John Roger Nesje, Rolls-Royce, Vice President, Power Electric Systems – Marine said: “Our experience of all

aspects of ship design and construction, has allowed us to help Mystic Cruises, carefully consider World

Explorer ‘s operational profile and identify the optimum combination of technologies to use to reduce emissions

and achieve improved performance and fuel economy.”

The 126m long, 9300gt ship will have an operating cruise speed of 16kts with a strengthened hull and

propellers for traversing ice.



DNV GL surveyors have carried out the classification society’s first offshore drone survey on the

semisubmersible vessel Safe Scandinavia, a 25,383gt tender support vessel owned and operated by Prosafe,

supporting Statoil’s drilling operations off the coast of Norway.

Using camera-equipped drones, DNV GL’s drone pilots checked the TSV’s fairleads and their connection with

the vessel’s two columns as part of the intermediate survey.

“Innovation is one of Prosafe’s core values. We are very pleased that we chose to try the drone survey, as it

helped us optimize our survey requirements and allowed us to save significant amounts of time and money.

Normally, this kind of operation would cause disruption to our client for several days. The drone survey took

only a few hours and was just as effective,” says Ian Young, Chief Operating Officer at Prosafe.

“This was a great opportunity for us to demonstrate our drones’ abilities to check the condition of remote

external components in challenging offshore conditions. The inspection only required the semi-submersible to

de-ballast, then we flew the drone approximately 25 metres below the main deck to check the condition of the

fairleads and their connections to the columns that hold up the TSV. With wind speeds of approximately 15

knots, this went very well and the survey showed that the fairleads and their connections were in a good

condition,” explains Cezary Galinski, Project Manager Classification Poland at DNV GL.

The classification society has carried out multiple drone surveys on both ships and offshore units, inspecting

many areas on board, ranging from tanks and cargo holds to external

structures such as jack-up legs. The inspection of such spaces can

be both costly and time consuming, and even in some instances



dangerous. Using drones to visually check the condition of remote structural components can significantly

reduce survey times and staging costs, while at the same time improving surveyor safety.

DNV GL has built a network of trained drone pilots based in Gdynia, Piraeus, Singapore, Houston and

Shanghai. This allows drone survey inspections to be offered from any of these hubs. At the same time, DNV GL

is developing guidelines and updating our rule set to reflect the use of remote inspection techniques.


Classification Society ABS has joined the Unmanned Cargo Ship Development Alliance to advance autonomous


“Increased digitization, advanced technologies and new levels of connectivity are changing the way the

maritime industry operates,” says ABS Greater China Division President Eric Kleess.

“In the coming years, we will see significant changes in the way ships are designed and built, with a strong

drive to develop autonomous vessels especially in China. As a key member of this alliance, ABS is aligned

closely with industry to support safer and more sustainable maritime operations.”

The Unmanned Cargo Ship Development Alliance, chaired by HNA Technology Group, was officially launched

at the end of June and expects to deliver the unmanned cargo ship by October 2021.

“Through this collaborative effort, we will apply the latest technologies to develop a new autonomous ship

concept,” says HNA Technology Group Vice Chairman Li Weijian. “The newly formed alliance is advancing new

innovations in ship design and operations, and working to promote the safe adoption of these assets in the




Hyundai Heavy Industries (HHI) has developed an

Integrated Smart Ship Solution (ISSS) capable of

optimising the navigation and management of ships

Said to be the first of its kind in the global

shipbuilding industry the ISSS standardises ways of

navigation depending on the level of skill and

experience of navigators. It collects and analyses

real-time information on navigations to enhance

efficiency and safety of ships. The solution is

expected to cut annual operating costs by 6%.

Developed to coincide with the introduction of

IMO’s e-Navigation, a strategy to bring about

increased safety of navigation in commercial

shipping through better organisation of data on ships

by 2019, HHI says the demand for smart ships is

expected to grow further.

Smart ship technology is a system that helps

ships’ efficient operation by using ICT and big data.

HHI developed the initial smart ship technology in

2011 and has applied the system to about 300 ships. Moreover, in May this year the shipbuilding group signed a

memorandum of understanding on establishing a partnership in the smart ship sector with the National

Shipping Company of Saudi Arabia (Bahri).

Lloyd’s Register’s Luis Benito, Innovation, Strategy and Research Director, Marine and Offshore said: “HHI’s

technology seeks to align with delivering the key benefits we believe the maritime industry will most benefit

from through the adoption of connected, digital and autonomous technologies as the next generation of

shipping embraces digitalization. According to Clarkson Research, about 6500 ships are to be ordered globally

for the next five years. Considering the global shipbuilding market share HHI takes up now, ISSS is to be

installed on approximately 700 ships for the comparable period.”

ISSS is developed on the back of INTEGRICT which is Hyundai Electric’s, a newly spun off company of HHI,

intelligence energy management system. ISSS provides a wide range of ship information to operators including

optimal navigation routes and navigation speed along with a slope status of the front and back hull of a ship

that minimize resistances a ship takes on voyage. The solution allows safer and more efficient management of

ships by collecting and analysing energy data and monitoring status of engines and propellers. The ICT solution

already completed field tests as well by being mounted on a 6,500 PCTC and a 250,000dwt VLOC.

An HHI official said: “As we have always been, we will continue to exert our efforts to lead the global

shipbuilding market with differentiated technological edges through the digital innovation.”




German shipyard Blohm+Voss is applying a new hull surface preparation technology developed by Hubert

Palfinger Technologies (HPT) that is claimed to “set new standards in quality and efficiency and makes a

sustainable contribution to environmental and occupational safety.”

The Hull Treatment Carrier (HTC) process, which will be applied to all repair and refit projects at the yard, is

an automated application process that uses high pressure water at 3000bar to remove 1200m2 of existing

coats per hour. B+V claim the process results in 30 per cent less paint required for recoats.

Compared to common manual application techniques, the automatic surface preparation and coating

process allows for “an exact and uniform colour composition”. This results in reduced consumption of the

colour coating as well as a smoother application of the antifouling coat providing a less rough surface, which

ultimately leads to fuel savings when the ship is in operation.

A further advantage cited is reduced environmental impact due to a reduction in VOC emissions.

The collaboration between the shipyard and Palfinger began in May 2016 with the first successful test runs

on a 4045TEU Hapag-Lloyd containership Quebec Express

When the vessel drydocked at Blohm+Voss, the coating was fully removed, partially using the HTC system.



A new global project to help protect

marine ecosystems from the negative

effects of invasive aquatic species has

been given the go-ahead for


The GloFouling Partnerships

project – a collaboration between the

Global Environment Facility (GEF), the

United Nations Development

Programme (UNDP) and the

International Maritime Organisation

(IMO) – will address the transfer of

aquatic species through the build-up

of aquatic organisms on a ship’s

underwater hull and structures.

The project will focus on the

implementation of the IMO Guidelines

for the control and management of

ships’ biofouling, which provide

guidance on how biofouling should be

controlled and managed to reduce the

transfer of invasive aquatic species.

Marine bio-invasions are the

source of significant environmental

and socioeconomic impacts that can

affect fisheries, mariculture, coastal

infrastructure and other development

efforts, ultimately threatening

livelihoods in coastal communities.

The GloFouling project will build

on the success of the GEF-UNDP-IMO

GloBallast Partnerships project, which

worked to build capacity to implement

IMO’s Ballast Water Management

(BWM) Convention. The BWM treaty

addresses the transfer of potentially

invasive aquatic species in the ballast

water of ships.

The new project will build capacity

in developing countries to reduce the

transboundary introduction of



Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state

of the hull when the ship came out of the water, without any cleaning or touch-up in drydock.

When your hull coating never

needs replacing or major repair,

you can save a lot of money in drydock

fees, off-hire time, materials and labour.

Most hull topcoats are designed to be

replaced once or twice every five years.

The full hull coating scheme has to be

fully replaced every 10 - 15 years down

to bare steel.

Over that time period, the coating

degrades and becomes rougher until it’s

no longer worth trying to patch it up.


And it costs you a fortune in fuel to

compensate for the additional hull


Imagine a coating that’s guaranteed for

10 years and is expected to last 25

without replacement or major repair. A

coating that gets smoother over time,

not rougher!

Imagine coming into drydock after 3 or

5 years and finding that your hull

coating only requires a few minor

touch-ups and doesn’t even need to be

washed off.

Call us today for a quote to convert your hull to Ecospeed or start off right,

with Ecospeed, on a new build.

EU Office

Phone: + 32 3 213 5318

Fax: + 32 3 213 5321

US Office

Phone: + 1 727 443 3900

Fax: + 1 727 443 3990



iofouling-mediated invasive aquatic species. Stefan Micallef, Director, Marine

Environment Division, IMO, said: “IMO has been at the forefront of the

international effort to tackle the transfer of invasive aquatic species by ships.

Addressing ship’s hull fouling is a crucial step to protect marine biodiversity. The

treatment of hulls to reduce fouling by aquatic organisms has the additional

benefit of reducing greenhouse gas emissions, since the drag of ships is reduced.”

The GEF, UNDP and IMO collaboration has already proved to be highly

successful through its 3-tier (“Glo-X”) implementation model for driving legal,

policy and institutional reforms, delivering capacity-building activities and

encouraging technology transfer through public-private partnerships at the

global, regional and national levels. The GloBallast project completed its work in 2017. The ongoing GloMEEP

project is aimed at supporting the implementation of energy efficiency measures for shipping.

The GloFouling Partnerships project concept was approved by the GEF Council in May 2017, with a total

funding of US$6.9 million earmarked for implementation. The project is now going through a detailed

preparation phase to be resubmitted to the GEF for endorsement before implementation can commence. The

full name of the new project will be “Building Partnerships to Assist Developing Countries to Minimize the

Impacts from Aquatic Biofouling” (GloFouling Partnerships).

The GloFouling project preparation will be undertaken by the IMO Secretariat, which has invited interested

Member States are encouraged to inform the Secretariat of their intention to participate in the new project as

soon as possible.

Andrew Hudson, Head, UNDP Water & Ocean Governance Programme, said: “GloFouling Partnerships will be

an excellent opportunity to help tackle one of the key remaining vectors for the transfer of invasive aquatic

species, which cause sizeable impacts on economies and livelihoods. GloFouling was the natural follow up to

the GEF-UNDP-IMO GloBallast Partnerships programme which recently concluded after delivering a series of

important achievements in reducing the transfer of harmful aquatic organisms through ships’ ballast water”.

Chris Severin, Senior Environmental Specialist from the GEF, said: “The implementation of the GloFouling

Partnerships will be instrumental in battling aquatic invasive species, and will not only lead to healthier more

robust marine ecosystems, but also positively impact economic opportunities and the livelihoods of millions of

people across the globe. I am confident it will be another success in the fruitful partnership between the GEF,

UNDP and IMO”.

MEM Marine Engineers Messenger

Editor Patrik Wheater

Contributions: Charlie Bartlett

Publisher: Seaborne Communications Ltd



The information published in MEM does not

necessarily represent the views of Seaborne

Communications Ltd. The publisher makes no

representation or warranty as to the accuracy or

correctness of the information or accepts

responsibility for any loss, damage or other liability

pertaining to the information published in this


©2017 Seaborne Communications Ltd


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