Marine Engineers Messenger, Volume 3, Issue 52




Issue 52

19 March 2018












MEM Issue 52

19 March 2018


Speaking at Shipping 2018, the Connecticut Maritime Association’s (CMA)

annual conference, Knut Ørbeck-Nilssen, IACS Chairman and CEO of DNV

GL – Maritime, looked at some of the initiatives taken at the International

Association of Classification Societies (IACS) that were changing the


“It is my duty and honour to encourage the world’s biggest classification

societies to pull together to adapt to this rapid pace of change and create a

strong foundation for IACS as the leading maritime technical association,”

said Knut Ørbeck-Nilssen. The changes at IACS were not a sudden revolution,

where we throw everything we know overboard and start back at one, but

rather an evolution, a gradual transformation to becoming more advanced,

more transparent and more efficient in serving our industry.”

IACS was embracing the challenges of the digital transformation of

shipping and had already launched several projects to help the industry

adapt to recent shifts in markets, regulations and technologies, Ørbeck-

Nilssen noted.

In a dedicated working group, IACS has examined all the relevant

resolutions, to identify which standards present potential regulatory

barriers to autonomous ship operations. In addition, IACS is supporting the industry by leading the work on the

development of a common terminology for different levels of autonomy.

To help the maritime community ensure the cyber-resilience of their assets, IACS established and is taking

the lead in an industry working group focused on cyber safety. The working group addresses common safety

issues with interconnected systems, sharing best practices and keeping up to date with new developments. To

facilitate the use of modern survey technology, IACS is also taking a fresh look at its survey requirements.

Potential revisions could cover advanced non-destructive testing and remote inspection techniques.

IACS itself was a focus of the changes as well, added Ørbeck-Nilssen: “As our way of working changes, the

Association has taken a fresh look at its internal procedures. Our focus is to ensure that the services delivered

by both new and existing members keep up with regulatory developments and meet the highest quality


But even in a rapidly changing world, IACS and the classification societies would stay true to their ideals,

said Ørbeck-Nilssen. “And when everything around us is in motion, class aspires to be a beacon of light setting

the course ahead – with modern requirements, transparent processes and the highest quality of service. The

industry is changing. Our ways of working may be changing. But the purpose of classification remains the same:

To protect life, property and the environment.”



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ABB will deliver a comprehensive scope of power, automation, propulsion and digital solutions for a new

Lindblad Expeditions Holdings vessel that will take passengers on exploration cruises in remote polar areas.

Designed with a focus on safety, environmental sustainability and comfort, this ice-going vessel will be

equipped with ABB’s power and automation solutions, as well as two Azipod DO propulsion units. ABB is the

only supplier of azimuthing electric podded propulsor systems of sufficiently high ice-going class able to meet

the owner’s requirements.

The polar explorer is designed by Ulstein Design & Solutions and will be constructed by the Norwegian yard

Ulstein Verft. The vessel will be delivered in the first quarter of 2020.

The vessel, dubbed “the world’s foremost expedition ship”, will let passengers connect with the outside

environment through specially designed observation areas, as well as allow easy access to off-ship exploring. It

will feature 69 guest cabins and onboard facilities fit for the most demanding travellers.

“We are excited to partner with ABB to help build our blue water vessel, one of the most technologically

advanced expedition vessels in the industry,” said Nikolaos G Doulis, Senior Vice President, New Buildings,

Lindblad Expeditions. “Our selection of ABB is based on our experience of them as a reliable, innovative

partner. ABB Azipod propulsion offers major safety benefits for our vessel with exceptional fuel consumption,

high performance in demanding ice conditions, and remarkably improved onboard comfort.”

“The emergence of a distinct market for expedition cruise ships bound for polar waters plays into two areas

of ABB expertise,” said Juha Koskela, Managing Director, ABB Marine & Ports. “Electrical solutions are more

reliable, efficient and environmentally responsible than their mechanical counterparts, as well as better

aligned with digitalization. Similarly, Azipod propulsion achieves greater manoeuvrability and improves

passenger and crew comfort on board, while its gearless construction reduces environmental risk.”

In addition to enabling the vessel to navigate through sea ice and meet regulations for operating in Arctic

and Antarctic waters, Azipod DO units require 25% less installed power than propulsors of equivalent


ABB Abilit System 800xA will further improve efficiency and safety of the polar newbuild. It integrates

power, propulsion and vessel management systems into one platform, enabling both crew and onshore teams

to get a comprehensive overview of all the information needed to operate the vessel in the optimal way. All

control and monitoring applications have a uniform look and feel, allowing for a more intuitive user

experience. Leveraging ABB Ability Collaborative Operations, the vessel will be connected to ABB’s

Collaborative Operations Centre infrastructure, which monitors the performance of ABB technology on board

and remotely connects operators with ABB experts. This can be particularly crucial for vessels operating in

remote areas.

Ulstein holds options to build two additional ships for Lindblad Expeditions Holdings, Inc. to the same



“We are very aware of plans to build luxury ships with sufficient ice-breaking strength to follow the course

set by the great polar explorers,” said Juha Koskela, Managing Director, ABB Marine & Ports. “We are also aware

that these most adventurous of owners are already planning to choose hybrid electric propulsion and

integrated solutions that enable an increasing level of automation.”

Just as vital to the support of the expanding expedition cruise market will be ABB’s unfolding “electric,

digital, connected” strategy, part of which is focused on seven land-based centres coordinating remote

equipment analysis, monitoring and diagnostics, and predictive maintenance services. ABB estimates that the

approach reduces on-call vessel visits of service engineers by up to 70%, while docking costs can be cut by up

to 50%.


Rolls-Royce has secured an extensive

supply order from long-time

collaborator Sanmar Shipyards for

propulsion and deck equipment for

tugboats the Turkish shipyard is

building for various customers.

The scope of supply includes 42

Rolls-Royce US 205/255 azimuth

thrusters for 21

harbour/terminal/escort tugs in the

60, 70 and 80 tonne bollard-pull range

and high-pressure hydraulic towing

winched for the 80 tonne models. All

vessels are based on new designs

developed by Canadian naval architects

Robert Allan, exclusively for Sanmar.

“We have delivered 150 azimuth

thrusters to Sanmar in a relationship

that spans 15-years,” said Andrea

Cerutti, Rolls-Royce Vice-President Customer & Sales, South Europe. “In addition to this, we supplied various

equipment to milestone projects such as Borgøy, the world’s first LNG-fuelled tugboat, and the 2017 delivered

Svitzer Hermod, the world’s first remotely-controlled commercial vessel. This new contract is another

significant milestone in the Rolls-Royce-Sanmar partnership.”

Unlike conventional supply agreements signed on a project-by-project basis, Rolls-Royce and Sanmar have

entered into a framework agreement whereby Rolls-Royce will supply standard specification products for all

the vessels across a two-to-three-year period. The agreement takes into account options on the standard

product specification to cover specific demands and operational requirements.

“This new arrangement provides both parties with some significant advantages,” said Gary Nutter, Rolls-

Royce Director Customer & Propulsion. “For Rolls-Royce it provides good visibility, allowing us to optimise

production. The benefits for the customer are that we can offer shorter lead times, secure production slots and

the flexibility to customise the equipment in line with specific requirements. It’s a win-win arrangement for

both parties.”

Ali Gurun, Sanmar Projects Director and Member of the Board, added: “The current order book for Sanmar

tugs lends itself to this new procurement arrangement. Rather than having to create new supply agreement for

each newbuild project, this new arrangement allows to effectively have a constant supply of Rolls-Royce

equipment that we can adapt to meet our customers’ requirements. This means we can potentially reduce build

time and streamline the building process.”

Sanmar’s new portfolio of tug designs has two new additions, a versatile 25m Tractor tug that incorporates a

hull that can be outfitted with 60 to 70 tonnes bollard pull and a 29m ASD tug which can accommodate up to 90

tonnes of bollard pull.



Belgian underwater repair specialist Hydrex says it is carrying out more modifications to a ship’s underwater

areas and equipment in addition to the company’s more common damage rectification work.

The increase in this type of work - to propellers, in particular – follows the recent introduction of the

European MRV regulation which has seen more shipowners look at ways of further reducing fuel consumption

(and emissions) when operating to and from European ports.


The EU MRV (Monitoring, Reporting, Verification)

regulation entered into force in July 2015. It mandates

shipowners and operators to monitor, report and verify

CO2 emissions for vessels larger than 5,000gt calling at

any EU and EFTA port. Data collection requirements

became effective on a per voyage basis in January 2018.

One way of saving fuel is by operating at lower

engine speed. But this can detract from the ship’s overall

efficiency because propellers are generally optimised for

a certain rotational speed.

An example of the company’s performance-enhancing

upgrade work was a recent project carried out on a

229m long bulk carrier berthed in Bremerhaven. In this

case, the bulker’s five-bladed propeller was modified to

achieve optimum efficiency at lower speeds.

“A major benefit of this approach is that the work is

carried out rapidly without the need to take the vessel

out of service for drydocking, which is costly in terms of

both time and money,” said Hydrex Production

Executive Dave Bleyenberg.

“A propeller modification can easily be combined

with any other maintenance or repair operation that

needs to be carried out on the vessel. Thanks to the

flexibility of our teams this allows a vessel to keep its


Fuel savings, although important, are not the only

reason to carry out propeller modifications while ships are afloat. A further case study shows that after several

ice-going vessels suffered propeller damage due to harsh winter conditions, resulting in the blades needing to

be cropped, the customer was keen to reduce the risk of his other container ships suffering similar damage

from ice and other debris in the future.



Thordon Bearings celebrated the twentieth anniversary of its first ever water-lubricated shaft installations on

cruiseships during the recent Seatrade Cruise Global event in Ft. Lauderdale, Florida.

May 2018 will mark 20-years since Thordon Bearings’ water-lubricated propeller shaft bearings were first

installed onboard Princess Cruises’ Grand Princess and Disney Cruise Line’s Disney Magic.

Since those very first installations, the sector has become a major proponent of the conventional waterlubricated

propeller shaft design, with 32 ocean-going cruiseships currently operating the Thordon system

and 11 more on order.

Commenting on the sector’s adoption of the technology,

Thordon Bearings’ President and Chief Executive Officer Terry

McGowan, said: “Environmental protection is of course high on

the list of priorities for cruiseship owners, but system

reliability, reduced operational expenditure and maintenance

are other key factors influencing the purchasing decision.”

“During their years of continuous service, neither Grand

Princess nor Disney Magic, or for that matter, any other cruise

ship operating Thordon’s water lubricated propeller shaft

systems, have experienced downtime, cancellations or changes

to cruise itineraries due to bearing failure, which cannot be said

of other propulsion arrangements.”

While the original bearings on the Grand Princess were

replaced like-for-like during a major refit in December 2016,

after 18.5 years of continuous service, the Disney ship

continues to operate with the original polymer bearings to this


Andy Wright, Fleet Operations Director, Technical

Operations, Princess Cruises, said: “During the vessel’s


scheduled drydocking in 2013, class surveyors found the COMPAC bearings to

be still fit for purpose but recommended changing them at the next drydocking

in 2019. We decided to replace all four bearings in 2016 during Grand’s

extensive refit at the Vigor floating dock in Portland, Oregon.

Adding insight to the case for seawater-lubricated propeller shafts is

Richard Vie, FREng, CEng, CMarEng, FIMarEST, a former Vice-President,

Technical Development and Quality Assurance, within Carnival Corp’s

Corporate Shipbuilding division, and who was involved in the design of the

Grand Princess and subsequent Princess cruiseships.

“There is a raft of reasons behind the cruise sector’s adoption of the

technology. When we built Grand Princess the risks we were addressing were

unscheduled drydockings (there were not many drydocks that could

accommodate a ship of this size at the time) and oil pollution. The cost benefit analysis included, as best we

could, the expected lifetime of the bearings and I believe we assumed one replacement throughout the life of

the ship. Even with this cost figured in, the benefit [of the water-lubricated conventional shaft system] was still


Craig Carter, Thordon’s Director of Marketing and Customer Service (pictured), said: “The success of these

installations after twenty years of service verifies the long-term reliability and performance of seawaterlubricated

shafts. None of the bearings we have installed have required replacement due to wear, no shafts

have been withdrawn and no corrosion issues have occurred. This is why it is the most reliable and pollution

free propulsion design for the cruise industry. Its reliability is unmatched in cruise ship operation.”

Since those first installations, Thordon has supplied its water-lubricated bearing system to most of the

major cruise lines. Of the 17 cruiseships in the Princess fleet, 13 operate with the Thordon system as will three

newbuilds. All the cruiseships in the Seabourn, Disney and Viking fleets have the arrangement, while other

operators using conventional Thordon seawater lubricated bearing systems include MSC Cruises, P&O Cruises,

Oceania, and Regent Seven Seas.



Electrical installation company Bakker Sliedrecht has played an important part in the conversion of Boskalis’

heavy transport vessel (HTV) Finesse into the transport and installation crane vessel (HLV) Bokalift 1.

Bakker Sliedrecht was responsible for the supervision and coordination between the client and all

participating electro technical parties. Both during the conversion at the Keppel shipyard in Singapore, the

installation of the crane by Huisman in China and during the intensive FMEA tests in Cape Town.

During the conversion, the large ballasting tanks, which made the heavy transport vessel semi-submersible,

were converted to give way to the requirements of diesel generators and switchboards. These are necessary for

the new thrusters, which keep the ship in position. Because of the DP2 system, Bakker Sliedrecht had to double

install all electrical installations and drive systems - existing and new - to guarantee safe operations of the

systems at all time. For example, in case of a thruster or generator failure or other calamities.

Bakker Sliedrecht coordinated all installations and the commissioning. All electrical installations,

switchboards, engines and generators

were produced in Sliedrecht or

elsewhere in Europe and then

transported to the yard in Singapore.

In the second phase the company

assisted in the installation of the crane.

In the third phase, the crane vessel was

subjected to a large number of tests in

the Failure Mode and Effects Analysis

(FMEA) at the coast of Cape Town.

"Bakker was ordered to complete the

conversion in 12 months. We succeeded

and that is a very swift lead time for such

a project,” says project manager Johan

van Hal. "For Boskalis, our know-how,

practical attitude, reliability and

flexibility were decisive for awarding us

the contract.”




ABS has been selected by Seacor Marine to class the Gulf of Mexico’s first offshore support vessel (OSV) to

operate hybrid power arrangement.

Seacor requested the BATTERY-Li notation for its Maya OSV currently operated by Mantenimiento Express

Maritimo SAPI de CV (Mexmar), Seacor Marine’s joint venture in Mexico. The OSV is being upgraded to use

lithium battery power, with modifications expected to be completed in May 2018.

“ABS recognises the economic and environmental benefits of hybrid powered vessels to reduce fuel

consumption and emissions in the marine and offshore industries,” said ABS Director for Offshore Support

Vessels, Dr Wei Huang. “This milestone reinforces our safety mission and promotes development of alternative

power applications and energy storage systems that optimize efficiencies.”

“The hybrid power solution on the Seacor Maya (pictured) has the potential to significantly reduce fuel

consumption—by as much as 20%,” said Seacor Manager of Engineering, Tim Clerc. “Integrating new

technologies is complex. To help Seacor realise the benefit of using cutting-edge hybrid power, we partnered

with ABS, to class the lithium battery system, to help validate its reliability. The operational savings gained

from a hybrid power solution will also reduce emissions and facilitate our compliance to strict environmental


ABS will provide the optional BATTERY-Li notation, on three additional OSVs operated by Mexmar, planned

to upgrade to a similar battery system. The conversion to hybrid power for Seacor Azteca, Seacor Warrior and

Seacor Viking is expected to be completed in July 2018.



Alfa Laval is to implement a connectivity programme for PureSOx scrubbers, building

on the company’s new Remote Emission Monitor (ALREM), a data reporting and

storage device.

“Customers want to eliminate hassle and downtime, so that they can spend more

time performing,” said Olaf Van Heerikhuizen, Manager Service Gas Systems.

“Connectivity is the key, as we’ve already seen in ALREM projects with major

PureSOx customers. The ALREM lays the groundwork for a range of data-driven

services that will make compliance – and life on board – much easier.”

The first service to be rolled out in the PureSOx connectivity programme is one

that simplifies proof of compliance and is available on all vessels where the ALREM is

installed. Rather than analysing scrubber compliance data themselves, customers

receive user-friendly, graph-based reports via the Alfa Laval Touch Control system

on board.


“This is immediate pain relief for customers, whose scrubbers are legally required to log around 50 data

signals every three minutes,” said Van Heerikhuizen. “Instead of interpreting a hundred pages of raw sensor

data for just a few days of operation, they get a finished compliance summary that they can hand over directly

to authorities.”

If they choose, customers can review the data for their vessel or fleet via an online portal. Accessible on a

subscription basis for a simple monthly fee, the portal lets them view their vessel’s route and receive a SOx

compliance summary for the dates they select.

The capabilities of the ALREM go far beyond reporting, which paves the way for additional services to come.

The system can log not only the required compliance data, but also PureSOx diagnostic and performance data

that can be sent to the cloud for processing by Alfa Laval analysts. This provides a foundation for conditionbased

maintenance services and new levels of scrubber optimization.

“In the course of testing the ALREM, we’ve been able to use the diagnostic information to find the root

causes of an alarm and arrive on the vessel with the right parts and information to solve the issue quickly,” said

Van Heerikhuizen. “As the system grows more sophisticated, we’ll be able to provide more predictive

maintenance and help customers trim their scrubbers for even better performance and energy efficiency.”



Water microbiology expert aqua-tools will present a paper to Asian

tanker owners on the importance of taking onboard analysis of ballast

waters in verifying system performance and compliance with the

Ballast Water Management Convention.

Carine Magdo, aqua-tools’ Business Development Manager, will

explain the differences between indicative and detailed analysis

methods, detailing the optimum approach to sample taking and water


“The tanker segment is one of the main investors in ballast water

treatment technologies, yet there is little information explaining how

the convention’s requirements will be effectively policed. This is a

major problem,” says Magdo.

“With most tanker operators mandated to install a ballast water

treatment system, how will they know if their in-operation systems are

compliant or not? If they wait until Port State Control inspectors to

come onboard to take samples and perform detailed analysis of the

treated water, then a vessel could be delayed indefinitely. Ship

operators do need to carry out regular water tests to make sure their

systems are fit for purpose.”

Unlike detailed analysis methods, where samples need to be assessed in laboratories by specialists in water

microbiology, indicative testing can be carried out by any crew member at any stage during the ballast water

discharge operation. Results take a matter of minutes.

Referring to several cases where indicative testing has been used to establish a vessel’s compliance or

incompliance, Magdo will explain to delegates attending Riviera’s Asian Tanker Conference how the indicative

method can assess system efficiency across all three factions required of the D2 Standard.

She will then go on to detail the technology behind the company’s B-QUA test kit which, she says, completely

extracts the Adenosine Triphosphate molecule present in all living organisms, even those protected by a hard

shell, such as molluscs and crustaceans. By using bioluminescence, any organism will glow proportionately to

the amount of ATP present in a water sample.

“While there is no absolute method for analysing the viability of the 4000-plus different organisms

transported in a ship’s ballast water tank, the advantage of the B-QUA kit is that it measures each faction

required by IMO with the same method in less than one hour. The reliability of our second-generation

technology ATP2GTM has been independently verified following a six-year R&D programme, and in the field

during a project onboard the research vessel Meteor,” she says.

Edwin Lampert, Riviera Maritime Media’s Head of Content, said: “With its focus on monitoring techniques,

compliance and performance testing, Carine’s paper is timely. It speaks to tanker owners’ central preoccupation

in this area, in as much that they want to know at what point a ballast water system’s performance

is good enough to meet the regulatory requirement. We know there is a lot of tanker industry interest in this

paper and anticipate a lively Q&A session.”

Magdo will present her paper during Riviera Maritime Media’s Asian Tanker Conference, which takes place

in Singapore between 27th and 28th March. The company will also carry out live demonstrations of its B-QUA

test kit to showcase its simplicity, reliability and effectiveness.




Eniram, now part of Wärtsilä, has launched Eniram Mobile

to offer real-time decision-making support via mobile


Eniram Mobile, developed with Royal Caribbean Cruises,

was created to support situational awareness based on

collected historical and real-time data coupled with

predictive analytics. By making these insights transparent

through mobile technology, captains, fleet managers, and

senior executives get instant access to the information

needed for effective and timely decision making. It makes

planning more effective in view of safety and operations

efficiency management.

“Now is the time for the industry to harness the benefits

of situational awareness,” said Johan Backas, Managing

Director at Eniram. “Eniram Mobile offers an

unprecedented level of transparency that not only leads to

better decision making, but which also helps our customers

develop their ways of working. It enables them to react fast

on potential operational issues based on analytical


The mobile notifications cover various operational

aspects including safety, energy management and security.

Decision makers get the latest information for speed over

ground, trim, list, high wind and weather forecasts. The

insights delivered via the mobile notifications are based on

available vessel data and the analytical capabilities of the

Eniram Insight Factory, which is in the centre of Eniram’s


“We’ve anxiously been waiting for this. We can now

distribute the right data to the right people to take the right

decisions at the right time. The feedback has been

unequivocally positive, even from the most senior

captains,” said Patrik Dahlgren, SVP, Global Marine

Operations for Celebrity Cruises, a Royal Caribbean Cruises


Eniram Mobile was officially launched at Seatrade Cruise

Global 2018.

Type Approved


227 (64)





Cathelco is supplying marine growth prevention systems

(MGPS) for four jack-up barges owned by Gulf Marine

Services, the operator of self-propelled, self-elevating

support vessels.

The systems will protect the barges against blockages in

pipework caused by the growth of barnacles and mussels

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which can impair the efficiency of engine cooling

systems and ancillary equipment.

The systems will be installed over the coming

months when the Kikuyu, Kawawa, Kudeta and Keloa

return to the GMS yard in Abu Dhabi for scheduled

maintenance work.

“Bio-fouling organisms grow rapidly in warm,

shallow waters and therefore Cathelco MGPS are

widely used on jack-ups to prevent the problems

caused by blockages in pipework,” said Stevenson

Verghese, Managing Director, Cathelco Middle East.

Cathelco will supply two types of MGPS systems

for each of the vessels, one to provide protection

when they are in transit with hulls floating on the

water and the other for when the platforms are in

the elevated position.

The sea chest installations will consist of two pairs of copper and aluminium anodes connected to a control

panel, whilst in the elevated position copper anodes will be used protect the submersible pumps. In operation,

the copper anode produces ions which flow through the pipework and create an environment where mussel

and barnacle larvae do not settle or grow. At the same time, the aluminium ions produce an anti-corrosive layer

on the internal surfaces of pipes.



Alfa Laval has introduced a new tamper-proof oil content monitor (OCM) and data recorder that functions as a

stand-alone solution for upgrading an existing oily water setup.

Based on the BlueBox data recorder that is an integrated part of its PureBilge separator system, the standalone

BlueBox SA monitors the discharge from existing bilge water treatment systems.

If the oil content is above the set 5 or 15ppm limit, the BlueBox SA prevents the overboard discharge valve

from opening, which ensures that no non-compliant discharge can occur.

“For overboard discharge to take place, a whole range of conditions

must be verified, such as the direction of the sample flow through the

OCM,” said Shinya Tanehashi, Alfa Laval Global Sales Manager. “All key

operational data, including GPS position, alarms and any unlocking of

the BlueBox SA cover, is logged and stored for 18 months.”

By installing the BlueBox SA to work with an existing oily water

treatment system, shipowners can minimise the risk of oily water

discharge. Not only does the BlueBox SA provide vital safeguards, it also

sends a clear message to crews that environmental compliance is

something to be taken seriously.

“All of the data stored in the BlueBox SA can be exported in PDF

format and downloaded to a USB memory stick,” Tanehashi explained.

“That makes it a simple matter for the crew to show the vessel’s

compliance to coast guard or Port State Control authorities.”


Norwegian suppliers Framo, Maritime Partner, Norbit Aptomar, and NorLense have come together to create

the OSRV (Oil Spill Recovery Vessel) Group to offer a complete oil spill response solution.

“Our aim is to be a one-stop-shop where we pool our efforts and act as a total systems supplier of safe,

highly functional, and well-tested technology. The emergency response equipment has undergone thorough

testing and quality assurance drawing on 40 years of oil spill response experience,” said Jørgen Brandt

Theodorsen, Area Manager, Oil & Gas Pumping Systems, at Framo.

The OSRV Group offers a package solution that covers everything the customer needs, from detection and

containment to recovery of the spill. All conducted with reliable equipment that can handle the challenges if an

accident occurs.

“The customer only has to deal with one of the partners to get access to a complete system that covers

everything and is fully adapted in terms of functionality, volume and size,” added NorLense’s Roy Arne Nilsen.

Aptomar’s radar and infrared camera identifies and produces an overview of the oil slick, whereas Maritime

Partner's powerful, high-speed vessels are perfect for pulling equipment such as booms in place. The oil is


contained with booms from NorLense, and then recovered onto a vessel with the Framo TransRec Oil Skimmer

System. This is equipment that is in use worldwide, and the technologies are tested annually as part of realistic


“Oil spill response is a complex operation,” said Lars Solberg, Sales and Marketing Director at Norbit Aptomar.

“This is a turnkey solution where customers have access to emergency preparedness expertise without

themselves having to acquire this. With our package solution, supply vessels can easily be upgraded and used as

part of new emergency response tenders. It is quick and easy for shipowners to convert existing vessels to offer

new services to oil companies.”



Rolls-Royce has unveiled a sophisticated situational awareness system that fuses multiple sensors with

intelligent software to mitigate against the safety risks navigators face when operating vessels at night, in

adverse weather conditions or in congested waterways.

Officially introduced during the Seatrade Cruise Global event in Fort Lauderdale, USA, the Rolls-Royce

Intelligent Awareness (IA) system is the first of its kind to be made commercially available that uses data

collection to enhance navigational safety and operational efficiency.

Iiro Lindborg, Rolls-Royce, General Manager, Remote & Autonomous Operations, said: “The IA system forms

part of our ongoing development of the autonomous ship, but we decided to make the technology available today

as it offers real benefits to the existing shipping environment. IA is undoubtedly one of the most significant

advances made to-date in terms of ship navigation safety. It provides bridge personnel with a much greater

understanding of the ship’s surroundings.”

Essentially, what IA does is fuse the data from multiple sources to provide a comprehensive overview of the

vessel’s external situation, in four User Interface modes; Virtual Reality (2D and 3D), Augmented Reality and

Precision mode.

Building on the findings from its participation in the AAWA (Advanced Autonomous Waterborne

Applications) project and the customer collaboration programmes with Stena and Mitsui O.S.K. Lines, Rolls-

Royce has been able to develop technology that creates a 3D map of a vessel based on Light Detection and

Ranging (LIDAR). This is a remote sensing method that uses light in the form of a pulsed laser beam to measure

distances. It can be linked to GPS data to create 3D environments that allow crews to ‘see what the human eye


“We can use the IA system in any ship where there is a need for better situational awareness, particularly

during night-time sailings or in adverse weather conditions,” said Lindborg. “It provides an advisory solution to

supplement basic information available from ECDIS and RADAR, with the LIDAR 3D map creating an accurate

bird’s-eye view of the surrounding area.”

Henrik Grönlund, Sales Manager, Remote & Autonomous Solutions, Rolls-Royce, said: “IA is a game-changer

with so much potential. It is being launched at a cruise event because we see IA’s greatest benefits in passenger


shipping. But as additional sensors and applications are added to the platform, other high-value ship types,

such as large container ships, will follow.”

An IA system will be installed onboard the 165m passenger ferry Sunflower, which Mitsui O.S.K. Lines

(MOL) operates between Kobe and Oita, Japan, via the Akashi Kaikyo, Bisan Seto and Kurushima Straits.

Explaining the reason behind the decision to install IA, MOL Director Kenta Arai said: “Sunflower ferry

operates in some of the most congested waters in the world and will provide an opportunity to test rigorously

Rolls-Royce’s intelligent awareness system. This can give our crews an enhanced decision support tool,

increasing their safety and that of our vessels.”

Karno Tenovuo, Rolls-Royce, SVP Ship Intelligence, added: “Projects such as this allow us to see how IA can

be best adapted to the individual requirements of our customers.”



Cobham Satcom has launched its Sea Tel 9711 Triband maritime antenna system, which leverages unique

technology and capabilities from global communications company Viasat Inc. The Sea Tel 9711 Triband is the

first and only 2.4m maritime stabilised antenna capable of delivering full 2.4m gain performance across any C-,

Ku-, or Ka-band network to maximise high-speed, high-quality broadband connectivity for high-demand

maritime segments, such as Cruise, Energy and Government.

The triband antenna system leverages radio frequency (RF) technology provided by Viasat to enable

compatibility across any Ka-band satellite network operating in any orbit. The system offers seamless,

automated electronic switching, which provides unmatched

operational continuity for vessels with demanding bandwidth,

reliability and coverage requirements.

The Sea Tel 9711 Triband delivers the same leading radio

performance and deep functionality as its predecessor, but with the

added flexibility of automatic switching in seconds between all

three maritime frequencies. The result is a solution that will

dramatically enhance the business case for digital transformation

throughout industries operating in the maritime environment.

For Ka-band operation, the Sea Tel 9711 Triband will be

delivered standard fit with a Viasat RF solution. This capability will

enable the antenna system to operate on Viasat’s high-capacity

satellite networks as well as on any current or future Ka-band

satellite constellation, including those operating in Low, Medium

and High elliptical orbits. To facilitate practically seamless

switching between services in all bands, the new rack-mounted

Triband Modem Arbitrator enables out-of-box integration of three

separate modems to support different frequencies across different

satellite networks all in real-time. The Modem Arbitrator is

expandable to support additional modems as well as redundant

datacentre configurations.


Fleet Safety from Inmarsat, a new service incorporating FleetBroadband and a Maritime Safety Terminal (MST),

has been recommended for Global Maritime Distress and Safety System (GMDSS) recognition, after its

performance was subjected to intensive review by a group of International Maritime Organisation-appointed


The milestone recognition was confirmed at a Sub-Committee meeting on Navigation, Communications and

Search and Rescue (NCSR) on 23rd February, where delegates acknowledged an International Mobile Satellite

Organization (IMSO) experts technical review finding that Fleet Safety surpasses the requirements of

resolution A.1001(25) initially for the MEAS region. NCSR will now recommend that the May 2018 meeting of

the Maritime Safety Committee approves Fleet Safety as a recognised service to support the public service on

which seafarers rely.

Operating on L-band via the Inmarsat fleet of four I-4 satellites, Inmarsat FleetBroadband terminals are

equipped with the same GMDSS functionality as Inmarsat C. Today, around 160,000 Inmarsat C terminals are

installed on ships operating worldwide.

“For almost 40 years, Inmarsat has been focused on the safety of mariners throughout the world and,

following the recommendation to include Fleet Safety in GMDSS, we can proudly restate our commitment to

both maintaining and improving the safety services we offer to the maritime industry,” said Ronald Spithout,

President, Inmarsat Maritime.


IMO is reviewing GMDSS under a wide-ranging modernisation Plan, looking to take advantage of changing

satellite infrastructure and advances in maritime software and hardware to enhance the system.

Spithout said that Inmarsat would liaise closely with IMSO and its network of technology and channel

partners over the coming months to finalise and implement the proposal recognised by NCSR and which will be

put in front of the Maritime Safety Committee in May.

All vessels of 300grt and above, and all passenger ships sailing on international voyages are required to be

fitted-out with GMDSS compliant equipment. To be compliant, GMDSS must meet performance standards set

out by IMO in A.1001(25).


Aker Arctic Technology and ICEYE, a leader in syntheticaperture

radar (SAR) technology for microsatellites, has entered

into an agreement to develop and provide ice information and

related services for customers operating in ice conditions.

Combining the new SAR data from the microsatellites with

data from maritime environments provides new and costefficient

service to marine users. During the one-year pilot

phase Aker Arctic aims to develop and test the services with its

partners. During the first year ICEYE will launch also two more

satellites which will be included in the service. The service aims

to increase situational awareness in the polar sea areas.

Aker Arctic sees benefits of the new SAR data to improve

understanding of the ice conditions in certain specific areas,

thus also supporting the development on the new shipping routes and maritime construction. With extensive

experience in Arctic sea technology and the greater maritime industry, Aker Arctic will utilize ICEYE's SAR data,

collected with satellites such as ICEYE-X1, to extend and improve services to the customers of Aker Arctic.

ICEYE is on track to launch its next SAR-enabled satellite, ICEYE-X2, as soon as during this summer.

Providing high resolution images and extensive global data, ICEYE's vision is to launch a constellation of up to

18 SAR satellites to allow users to accurately image any point on Earth every few hours.



Scientists at Rice University, New Mexico State University and the Department of Energy’s Oak Ridge National

Laboratory (ORNL) have grown single-atom-thick graphene monocrystals to unprecedented sizes.

The technique could mean that graphene can be produced in any size, making it suitable for roll-to-roll

production. The researchers reported in Nature Materials their success in growing atom-thin sheets of

graphene a foot long and a few inches wide, limited only by the width of the equipment. The single crystal of

two-dimensional carbon grows at an inch per hour in a custom-built chemical vapor deposition (CVD) furnace.

When graphene is grown in a typical CVD furnace, crystalline islands form on the substrate. They come

together as they grow but because they are not turned the same way, carbon atoms adjust where they join to

form five- and seven-member rings known as defects. On the larger scale, these appear as grain boundaries that

affect graphene’s electrical, thermal and optical properties.

The ORNL team solved the problem by building a furnace that pulls the substrate through a thin channel

where it is exposed to a two-part stream. The first is a buffer of hydrogen and argon pumped continually

through the deposition tube and the second is a hydrocarbon feedstock delivered to the substrate through a

small nozzle.

Experiments showed that changing substrates and hydrocarbon precursor also changes the direction of

graphene’s growth because the catalytic activity is different. Cutting the material along the desired orientation

eliminates that issue.



Kongsberg Digital has signed the British Columbia Institute of Technology (BCIT) as a pilot-customer for the

cloud-based application of the sophisticated K-Sim simulation technology. BCIT will be among the first to offer

simulation as a service by integrating K-Sim with the new Kognifai digital platform, to enable its students to

train anytime and anywhere.

The K-Sim Engine TPP, the first maritime engine room simulators, will soon be running in the Kognifai cloud

environment, extending the K-Sim product offering from traditional classroom and full-mission simulators to

include self-study training where students can use their own computers to access high quality, simulation-


ased courses. With cloud-based training, instructors can assign exercises to students who can complete them

anytime and anywhere. The training provider can complement traditional simulator training in the centre with

training beyond physical confines and opening hours.


Marlink and Seagull Maritime have entered into a partnership to introduce a change in onboard training,

creating an online, satcom enabled environment for the distribution and updating of e-learning material. The

partnership combines Marlink and Seagull’s respective domain expertise to streamline and automate e-

learning content distribution and management. Additional functionality will be offered later this year to enable

fully digitalised services with the Seagull software running on Marlink’s XChange centralised IT and

communications management platform, providing full on-board hosting, and monitoring of Seagull’s market

leading software to improve crews’ knowledge and qualification.

This new solution will reduce maintenance effort for shipping companies while the crew can stay qualified

and up to date on the latest safe and efficient vessel operation practices. Offering distribution of training

content ‘over the air’ will ensure the system is kept up-to-date with the latest e-learning modules and software

versions according to the customer’s specific training requirements. Online distribution will also eliminate

manual work and physical shipments, which will reduce cost for the ship operator.

The solution is claimed to be running successfully on the first pilot vessels.



Lloyd’s Register of Shipping reports that IMO has adopted amendments to MARPOL Annex V, published as

Resolution MEPC.277(70), and also published ‘2017 Guidelines for the implementation of MARPOL Annex V’ as

Resolution MEPC.295(71).

The primary changes are related to a new definition of ‘E-waste’ and also new requirements for cargo

residues, including cargo hold washing water. The format of the garbage record book was revised to include the

new garbage category for E-waste.

Shipowners and managers are advised to ensure that the shipboard garbage record book is revised to meet

the new format as from 1 March 2018. Note that there is now Part I for general garbage other than cargo

residues and Part II for all cargo residues, as defined in MARPOL Annex V Regulation 1.2.

In addition, there is a requirement for the cargo declaration made by shippers to classify solid bulk cargoes

(in accordance with the criteria set in a new Appendix I) as harmful to the marine environment (HME) or non-

HME (regulations 4 and 6) of MARPOL Annex V. The format of this cargo declaration to be used by ships

engaged in international voyages can be found in section 4.2.3 of the IMSBC Code. For ships not engaged in

international voyages, each Flag Administration may determine the means of declaration to be used.

LR further advises shipowners to take this opportunity to review their shipboard procedure on handling

HME cargoes, including cargo hold washing water.



Bureau Veritas has developed a comprehensive approach to support

shipowners in addressing maritime cyber risks. A new series of

classification notations, guidelines and services have been introduced

to enable owners to comply with regulatory requirements, safeguard

their crews and protect their assets from both malfunction and

malicious attack.

The first notation, SW-Registry, focuses on software change

management ensuring that installations of tested new software

versions are properly tracked, while a second notation, SYS-COM,

addresses cyber security, and is directed at preventing malicious

cyber-attacks. SYS-COM is a voluntary notation covering the exchange

of data between ship and shore.

Bureau Veritas is thought to be the first classification society to

offer a notation for this specific risk. Gijsbert de Jong, Marine

Marketing & Sales Director, Bureau Veritas, (pictured) said: “As

vessels become increasingly ‘smart’ and reliant on digital systems,

both cyber safety and security have become a major concern for

shipowners seeking to protect their data, people, assets and

operations. The approach developed by Bureau Veritas enables

shipowners to address risks relating to digital onboard systems,

including the major cybersecurity threat to communications between

ship and shore.”

The new notations are supported by specialist testing services

delivered by Bureau Veritas and its partners. Testing services for

cyber safety include software code analysis for potential safety risks and simulations using a mathematical

model of the ship to test the code in hazardous situations. Cyber security risks are addressed through a security

risk assessment possibly completed by software penetration tests.

Jean-François Segretain, Technical Director, Bureau Veritas added: “Bureau Veritas continues to invest in

developing specialist skills to help our clients leverage the power of digital systems to improve fleet efficiency

and performance, while keeping their ships, crew and data safe.”

Additionally, NI 641- Guidelines for Autonomous Shipping was released at the end of December. This

guidance note contains the basis for the risk assessment of ships including autonomous systems, the goal-based

recommendations for a minimum level of functionality of autonomous and the guidelines for improving the

reliability of essential systems within autonomous ships.

Further tools and services are planned for 2018, including a certification scheme covering all onboard

systems and equipment and an additional class notation covering continuous monitoring of the state of the

onboard systems and logging of security events to ensure traceability.



Deltamarin has signed a contract with China’s Guangzhou Shipyard International (GSI) for consultancy and

engineering services for the DFDS ro-pax ferries. Deltamarin earlier carried out contract design of the ship

concept for GSI in close cooperation with the owner.

The Finnish designer will provide the yard with basic and detailed design together with Safe Return to Port

(SRtP) documentation.

“This significant order supports Deltamarin’s strategy to further strengthen our position in the passenger

vessel segment. We are very proud of this new contract and extremely happy to start cooperation with GSI to

ensure that DFDS will get the next-generation vessels to support their growth strategy in the Baltic Sea,” said

Deltamarin’s Managing Director Janne Uotila.

The shipbuilding contract for two ro-pax ferries was signed in February between DFDS and GSI. Both ships

are planned to be delivered in 2021 from GSI’s Nansha yard.

The 230m ro-pax ferries will have 4500m lane and 600 passenger capacity. The ships are planned to be

deployed on one of the Baltic routes connecting Lithuania to either Sweden or Germany. They will be built to

the newest environmental standard offering the lowest possible fuel consumption and emissions. They will also

be fitted with exhaust gas scrubbers and have ice class 1C.

Deltamarin earlier worked with GSI during the construction of the semi-submersible heavy lift vessel Xiang

Yun Kou for Cosco Shipping.



Offshore Ship Designers (OSD) has unveiled a new series of Ice Class vessel designs, especially suited for marine

services around the development of new arctic ports, terminals and offshore structures.

A prerequisite for this type of vessel, operating under arctic conditions, is the ability to deal with the

presence of first-year or floating ice, cold conditions and less developed shore facilities. Apart from the ability of

the vessels to perform their specific tasks, typical design requirements are increased strength, special

installations for tank heating and winterization, high manoeuvrability and limited draft.

Development of this series of designs follows the extensive experience OSD has gained with the development

of the shallow-draft anchor-handling tug supply vessels Arctic and Antarctic for Ark Shipping. Arctic and

Antarctic were designed in close co-operation with the owner, have a Bureau Veritas 1A Ice Class Notation, and

are fully equipped to operate in the challenging and extreme conditions of the Caspian Sea, where ice formation

of around 80 cm during the winter period is not exceptional.

Herm Jan de Vries, technical manager at OSD, explains: “We have incorporated feedback from our clients into

the designs. As such, the new OSD ice-class series is a response to identified market needs, covering a variety of

tasks, such as supply of bulk and break cargo, towing, anchor handling, ice management, personnel transfer,

environmental clean-up and safety/stand-by duties.

“In order to meet these diverse roles, the propulsion plant of the vessels can be adapted to suit the

operational profile. Options include installation of controllable-pitch or fixed-pitch propellers, with or without

nozzle, driven by a diesel direct, hybrid or full diesel electric power plant. The use of podded propellers is also

possible. In this way, optimal performance can be achieved in various conditions such as maximum bollard pull,

higher speed transfer duties, slow-speed duties for ice management or stand-by duties.”

The designs are available, as standard, in three different lengths at 50m, 65m and 80m, and have a bollard

pull ranging from 45 up to 70t.

Herm Jan de Vries says: “Due to the limited length and cargo capacities, the smaller design is best suited for

towing and pushing, ice management and anchor handling duties. The middle design brings the best of both

worlds, while the larger design is typically aimed at the supply function, having a large deck area and ample

tank space below deck. However, it can also perform light construction and safety standby duties.”



The first of two polar expedition cruiseships for China Merchants Industry Group (CMIG) has been launched at

Haimen Shipbuilding’s base in Jiangsu.

The launch of the polar expedition cruise ship is the first ship of the China Merchants Industry Polar

Expedition Cruises series project and is also China’s first home-grown cruiseship. The launch marks the

beginning of a substantive first step in the domestic construction of China’s cruise liners.

During the launching ceremony earlier this month, Hu Xianyi, General Manager CMIG, pointed out that the

realisation of local autonomous production of cruiseships is a clear requirement of “Made in China 2025” and an

urgent need to support the rapid development of the domestic cruise industry.


Subsidiary China Merchants Heavy Industry (CMHI) has steadily and effectively promoted various

preparations for the design and construction of polar cruise ships, and also carried out related work such as the

construction of supporting facilities and the planning and design of professional cruise bases. The strategy is to

provide a cruiseship class built to international standards, with a focus on providing reliability, quality and

superior performance for shipowners from various countries.

Speaking on behalf of the Jiangsu Provincial Government, Qin Yan, deputy director of the Jiangsu Economic

and Information Commission and director of the Department of National Defence Science and Technology, said

China Merchants Industry has led cruiseship production in Jiangsu Province, “creating a splendour for China's

new era and new journey.”


Incat Crowther has taken delivery of City Jet 1 and City Jet 2. The 28m passenger ferries are part of a six-vessel

new build programme for the Cancun-based operator, Ultramar. The vessels will operate at high frequency

across the enclosed lagoon adjacent to Cancun, reducing travel times by up to 70%. The ferries were built by

Midship Marine in Harvey, Louisiana.

The main deck cabin can accommodate 118 passengers in high-end seating. Sliding doors are fitted at both

the forward and aft ends of the cabin for ease of access. The aft deck features a bathroom, electrical closet,

standing room for passengers, and plenty of room for luggage. Also featured on the aft deck is a raised engine

hatch increasing maintenance space in the engine room. As with all other Ultramar boats designed by Incat

Crowther, the vessels are fitted with forward and aft hinged boarding ramps on both sides that facilitates rapid

loading and unloading.

The pilothouse sits on a

raised platform, affording good

visibility over the bow. The roof

deck features 140 external

passenger seats with room for

emergency life floats. The low

draught vessel is powered by

two Yanmar 6HYM-WET engines

pushing fixed-pitch propellers

for a service speed of 22kts at

85% MCR.



Samsung Heavy Industries(SHI) has taken an order for a 180,000m3 capacity LNG carrier for an undisclosed

overseas owner. The contract includes an option for a further a vessel.

SHI's 2018 orders to date include eight containerships, one LNG carrier, and two tankers totalling 11 vessels

valued at US$1.03 billion. The new LNGC contract extends the order total to 12.

Last year, SHI won US$3.3 billion worth of LNG related newbuild orders including three LNGCs, two LNG-

FSRU, and an FLNG.

A SHI spokesperson said: "Growing demand for eco-friendly LNG would boost newbuilding market from this

year. SHI's clear leadership in this market is based on accumulated technology and experience from building

110 LNG carriers and many other pioneering projects. We intend to continue to lead this value-added market

for 2018 and beyond."


Kawasaki Heavy Industries has delivered the Pacific Breeze a 182,000m3 capacity liquefied natural gas (LNG)

transport vessel to Kawasaki Kisen Kaisha, Ltd. ("K" Line). The vessel is scheduled to be used to transport LNG

from the Ichthys LNG Project in Australia.

This vessel, the world's largest MOSS-type LNG carrier, has a cargo tank capacity of 182, 683m3, an increase

of 5,000m3 cargo tank capacity of Kawasaki’s earlier designs. The design features four spherical MOSS-type

cargo tanks, of which two tanks are stretched MOSS-type tanks with a cylinder of 1.6m in height added to the

equatorial ring section of the conventional spherical tank.

The thermal insulation system of the LNG tanks adopts the proprietary Kawasaki Panel System developed

in-house, which offers outstanding heat insulation performance for an LNG boil-off rate of no more than

approximately 0.08% per day.

The cargo tank section is protected by a double-hull and

double-bottom design, so even if the carrier's hull were to

sustain damage the LNG tanks within would remain safe and


The bridge is designed with state-of-the-art electronic

navigation equipment concentrated in one location for greater

ease of operation as well as panoramic windows offering a

360-degree view to the outside.

The vessel operates a Dual Fuel Diesel engine capable of

burning both oil and gas while a conventional generator

engine can only burn oil for fuel.



Kotug Smit Towage has taken the newly-built Damen ATD 2412 Twin Fin tug Buffalo into service for its

European harbour towage activities.

Buffalo is the third tug that Damen has built for Kotug Smit Towage, following the tugs Rotterdam and

Southampton. The tug has a length of 25m, a width of 13m and with her 72t bollard pull and is the fifth ATD

2412 Twin Fin in the Kotug Smit Towage fleet.


Mitsui Engineering & Shipbuilding Co (MES) has delivered the 66,000dwt bulk

carrier Christina from its Tamano Works to Ostria Marine. Christina is the 16th

ship delivered based on MES’s Eco-Ship neo66BC design. With five cargo holds

the vessel is designed for the transportation of various cargos including coal,

ore, grain, as well as steel pipe and hot coil. Hatch opening are the largest for

this type of vessel in terms of both length and width


The steel cutting ceremony of Seven Seas Splendor [sic] the second ultra-luxury cruise ship which Fincantieri

will build for Regent Seven Seas Cruises, a brand of Norwegian Cruise Line Holdings, took place this month at

Fincantieri’s shipyard in Ancona. The delivery is scheduled for early 2020.

The 55,500gt Seven Seas Splendor is designed to accommodate 754 passengers in 375 suites.

Fincantieri has built 80 cruise ships since 1990 (57 from 2002), while 45 ships are currently being designed

or built in the Group’s yards.



Damen Marine Components (DMC) and Van der Velden Marine Systems (VDVMS) recently announced a merger.

The two companies are operating together as Damen Marine Components Netherlands (DMC NL).

DMC has been operating ever since the early eighties of the last century in the Damen Shipyards Group,

whilst VDVMS has been operating as an independent part of the Damen Shipyards Group’s components division

since 2013. Damen states that in many ways the merger represents a

continuation of a successful working relationship. However, the

decision was taken to bring the two companies closer together in

order to enhance performance.

Steef E.F. Staal, managing director explained the thinking behind

the move. “This alignment means clients will have access to an

increased portfolio of propulsion products in one place. At the same

time, it combines the extensive market knowledge of two wellestablished

partners, paving the way to more efficient products and

services going forwards.”


Bureau Veritas has appointed Andreas Ullrich as Global Market Leader, Passenger Ships & Ferries. Andreas

succeeds Jean-Jacques Juenet, who retires in April, and will deliver the global marketing and technical


Matthieu de Tugny, COO, Bureau Veritas Marine & Offshore commented: “This is a very important

appointment in an important market where understanding innovation – in new fuels, in new client focused

features and, above all, in safety are paramount. As ship size increases, and a new breed of exploration ships

take passengers into remote and cold places, we are very pleased to have Andreas on board with us to support

us in promoting safety and innovation.

“Taking over from Jean-Jacques was always going to be a challenge. We are in the process of completing an

effective hand-over period of nearly six months – introducing Andreas to clients and meeting stakeholders - as

well as the Bureau Veritas network around the world.”

Ullrich graduated in naval architecture at the University of Rostock in 1989. He has nearly three decades of

classification experience, principally with cruise shipping. His classification career began at GL (later to become

DNVGL) in 1989. He moved through a number of roles involving responsibility for the management of cruise

ship newbuilding projects and ship type manager for passenger ship. He was technical support manager for

Carnival Maritime’s AIDA branded fleet and a supporting expert to the German delegation at IMO – advising on

fire protection and passenger ship issues.



Evoqua Water Technologies’ SeaCURE Ballast Water Treatment system has been nominated in the technology

category of the GST & Shipping2030 Europe Conference and Awards, which takes place in Copenhagen later

this month.

The Green Ship Technology of the Year Award is presented to a company that has developed an innovative

technology that benefits the shipping industry with a focus on “greener operations”, demonstrating shipping’s

efforts to operate more sustainability.

According to the Informa Group, the organiser of the prestigious shipping event, the number of entries were

overwhelming but the judging panel “was impressed” enough to nominate SeaCURE in the final round of the

Award Competition.

Matt Granitto, Business Manager, Ballast Water (USA), said: “We are absolutely thrilled to have our SeaCURE

ballast water management system nominated for this award. Having played host to COP15 in 2009 and home to

the Maersk Group, Copenhagen is synonymous with sustainable shipping. That the Green Ship Technology

Awards will take place in this city is a clear indication of the shipping industry’s

commitment to safeguarding the marine environment.”

In 2017, Evoqua unveiled its remodelled SeaCURE BWMS to provide optimum

high flow rate performance from what is now one of the smallest

electrochlorination system on the market. The system can treat flow rates of up to

6,000m3/h from a single 2m x 1.5m skid. It is also the only electrochlorinationbased

BWMS with a dual function in that can also be configured to work as a

vessel’s marine growth prevention system.

Commenting on the ballast water market, in general, Ian Stentiford, Global VP

Electrocatalytic Systems (pictured), said: “The number of different BWMS

technologies on the market now has been whittled down to a handful. I think

many shipowners have now made the decision on what technology best suits their

specific requirements, vessels and operations, so it’s a question of which

manufacturer within that category is best positioned to supply it. That we have

been nominated for this award delivers confidence to owners that SeaCURE

provides the differentiation we claim.”

The Green Ship Technology and Shipping 2030 Europe (GST2030) conference is organised by Informa and

will be held at the Tivoli Centre in Copenhagen, Denmark, from 20th March to 23rd March. It is expected to

attract over 450 marine professionals, who will be able to choose between three conference streams on each



The advanced multi-layered cyber defence solution developed by Israel-based Naval Dome has been shortlisted

for two prominent shipping industry awards.

Naval Dome’s Maritime Cyber Protection System (MCPS) has been nominated in the Marine Intelligence

category of Riviera Maritime Media’s (RMM) 2018 Marine Propulsion Awards, and Informa’s Shipping2030

Innovation of the Year Award.

RMM’s judging panel selected the MCPS on the basis that it can significantly improve a ship or fleet’s

efficiency, economy and operation, while Informa judges nominated the solution because of its focus on

'smarter operations', in light of the industry's drive to digitalise shipping operations.

Itai Sela, Naval Dome CEO, pictured below, said: “We are absolutely honoured to be nominated for these two

prestigious awards, so soon after the official market introduction of our new technology, in 2017. With Informa

and Riviera, two of the industry’s leading event producers, now including

maritime cyber security in their conference and awards programmes, they

further raise awareness of the importance of protecting ship systems from a


Using intelligence agency security technology, Naval Dome’s MCPS is designed

to prevent internal and external cyber-attacks with minimal human intervention.

It integrates with existing systems and software, providing real-time cyber alerts

and blocks malicious files to prevent unauthorised access to critical systems and


During trials, Naval Dome performed a series of cyber-attacks on live

navigation systems, engines and other machinery control systems. The attack

was able to shift the vessel’s reported position, mislead the radar display, turn

on and disable machinery, and override the fuel control, steering and ballast

systems. In a second test using the MCPS software, the same attack was carried

out, but the hack was unsuccessful, unable to penetrate any of the ship’s systems.




Subsea Industries’ NACE coatings inspector Manuel Hof explains why shipowners can no longer afford

to gloss over the marine environment issue

“Today’s ships are expected to demonstrate their environmental credentials in many different areas, including

emissions, non-toxicity, fuel savings and more.

That’s why Subsea Industries stresses that its underwater coating systems provide an optimum solution for

reducing fuel consumption by maintaining a smooth surface and reducing fouling in the most environmentallysafest

way possible.

Indeed, independent tests carried out in the Netherlands and Canada have verified that all the company’s

coatings – Ecospeed, Ecoshield, Ecofix, Ecolock and Ecolast –are totally biocide-free and 100% non-toxic. This

means there is no negative effect on the water column or the wider marine environment at any point in their


Furthermore, virtually zero volatile organic compounds (VOCs) are released into the atmosphere during

application, unlike the massive amounts of VOC and zinc anode emissions associated with conventional hull

coating or protection systems.

Zinc anodes are used to limit corrosion to metal surfaces that come into contact with seawater; the idea

being that the anode corrodes rather than the steel surface to which it is fixed. Anodes thus can release highly

toxic metals into the water, particularly when the hull protective coating is damaged leaving the steel exposed.

As hard coatings, Subsea Industries’ coatings are much more resistant to damage than conventional paints.

Our coating systems require only two coats of 500µm each applied to bare steel, aluminium or glassreinforced

plastic. These two layers form a homogenous protective coating capable of lasting the life of the

vessel. No primer, no midcoat, no tiecoat, or no topcoat are needed.

Typical antifouling paint is applied in three or four layers and needs to be reapplied every three or four

years. This will reach a point where the surface becomes too uneven because of the number of layers and

resulting internal stress build-up. Then a full re-blast and re-coat will be required, meaning a considerable

environmental hazard is created each time, resulting in creation of potentially toxic debris during blasting and

VOC emissions when the fresh paints are applied.

Many hull coatings contain biocides to prevent fouling by marine organisms, although the strongest and

most effective biocide, tributyl tin (TBT) has now been banned. For the biocide to work, the coating must


elease toxins into the water. Where there is a high

concentration of shipping, such as in ports and busy

shipping lanes, these toxins can rise to a high-level,

which has an adverse effect on fisheries and other

marine life. As Subsea Industries’ products are totally

biocide free no toxins are released.

If a conventionally-coated hull is cleaned to remove

fouling, even more biocides are released into the

water, along with surviving organisms which are

detached from the hull. The risk of introduction of

invasive non-native species is thus very high, a similar

risk to that imposed by discharge of ballast water.

Concerns have been expressed that even more nonindigenous

species (NIS) may be transported through

hull fouling than through ships’ ballast water.

In most ports around the world, underwater

cleaning has come under scrutiny out of fear that

viable NIS are released and spread by the operation, rather than contained and disposed of. Several ports and

countries have banned underwater cleaning out of concerns of the pulse release of biocides and an increased

risk of transferring NIS.

Another important outcome of the independent test carried out by the Dutch authorities was the submission

of the results to port authorities and environmental agencies worldwide in order to allow underwater cleaning

of our coating systems. As a result, several economically important ports have made an exception to the ban

and this only for our coatings. These ports recognise the negative impact of biocidal paints and want to support

environmentally safe solutions.

Subsea Industries has designed special tools that can be used for regular frequent in-water cleaning of hulls

coated with Ecospeed. No damage is caused to the surface of the coating and none of the coating is removed – in

fact the cleaning process makes the hull even smoother, further enhancing the hydrodynamic characteristics.

A hydrodynamically smooth hull, with an absence of fouling build-up, has a significant positive impact on

fuel consumption.

A fouled hull carries with it a fuel penalty. The worse the fouling, the slower the ship will sail at a given rpm.

More power will be required to keep the ship sailing at a given speed. This means higher fuel consumption.

Depending on the degree of fouling, this can be as much as 85% more. Higher fuel consumption results in more

greenhouse gases and other emissions which pollute the earth’s atmosphere.

The annual fuel consumption by the world fleet is estimated at 350 million tonnes. This implies an annual

CO2 output of approximately 850 million - 1.1 billion tonnes. On a global scale the potential for the reduction in

fuel consumption and greenhouse gas emissions is enormous. If 80% of the world fleet would switch from

biocidal antifoulings to our coating systems, this would save an estimated 28.5 million tonnes in annual fuel

consumption and 90 million tonnes in annual CO2 output.

We offer a TBT-free, copper-free and biocide-free solution, which release no toxins at any stage, improves

with maintenance, and helps reduce emissions of greenhouse gases, sulphur and nitrogen oxides, particulate

matter, zinc anode emissions and VOCs. This makes our coating systems the Best Available Technology for

companies that take their environmental responsibility seriously.”

MEM Marine Engineers Messenger

Publisher: Seaborne Communications Ltd

Contributions: Bill Thomson



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


©2018 Seaborne Communications Ltd


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