MARINE ENGINEERS MESSENGER
14 August 2017
EMISSIONS PLAN UNDER FIRE
EMSA INTRODUCES CO2 MONITORING TOOL
AQUARIUS VESSEL PLANNED FOR 2018
FIRST PROANODE NOZZLE DELIVERED
NORSAFE SECURES ITS LARGEST EVER LSA DEAL
DRONE SUCCESS FOR DNV GL
IMO TO ACT ON BIOFOULING
MARINE ENGINEERS MESSENGER
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.
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MEPC 71 EMISSIONS DECISION UNDER FIRE
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
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
DNV GL RELEASES UPDATED NOX TIER III COMPLIANCE GUIDE
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
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 INTRODUCES CO2 MRV TOOL
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.
WÄRTSILÄ TO SCRUB NEW JAPANESE BULKERS
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.
AQUARIUS VESSEL PLANNED FOR 2018
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
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.
DUAL FUEL FOR NEW ATAIR
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
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
20DF engine enable
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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.
WÄRTSILÄ ENGINES TO POWER NEW
CHINESE RESEARCH VESSELS
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.
SCHOTTEL’S NEW NOZZLE DEBUT
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
FIRST PROANODE NOZZLE DELIVERED
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 MOORING SYSTEM FOR
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 TO SUPPLY COMPRESSORS TO UTKILEN TANKERS
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
The vessels are scheduled for delivery in 2019.
FUELS AND LUBES
SHELL LUBRICATION FOR
THE WORLD'S LARGEST
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 SECURES ITS LARGEST EVER OFFSHORE LSA CONTRACT
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.
BECKER RUDDERS FITTED FOR ODFJELL NEWBUILDS
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 AND MYSTIC COOPERATE ON ECO-FRIENDLY CRUISESR
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.
DRONE SURVEY SUCCESS FOR DNV GL
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.
ABS JOINS AUTONOMOUS SHIPPING ALLIANCE
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
HHI ISSS CUST OPERATING COSTS FOR NAVIGATORS
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.”
B+V ADOPT NEW HULL PREPARATION PROCESS
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.
IMO TO ACT ON BIOFOULING
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
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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
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correctness of the information or accepts
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pertaining to the information published in this
©2017 Seaborne Communications Ltd