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MEM<br />

MEM<br />

MARINE ENGINEERS MESSENGER<br />

Issue 55<br />

30 April 2018<br />

ICS SAYS GOVERNMENTS MUST REALISE ENORMITY OF CO2<br />

AGREEMENT<br />

COSCO AND SAACKE AGREE ON EMISSION CONTROL DEAL<br />

UK SHIPPING INDUSTRY NEEDS TO THINK SMART ON<br />

POLLUTION<br />

MAN SCOOPS MAJOR NEWBUILDING ORDER<br />

BEMA FORMS TO INFLUENCE BWTS DECISION MAKING<br />

BETTER DIGITAL STANDARDISATION AND SHARING NEEDED TO


MEM<br />

MARINE ENGINEERS MESSENGER<br />

Telegraph<br />

This edition of your fortnighly Marine Engineers Messenger<br />

arrives to you in a different format, steering you towards our<br />

new website MEM Online (mem-online.com), which I hope you will<br />

find of interest enough to save as a bookmark in your web browsers.<br />

While you might think: “Oh no, not another shipping news site!”, I<br />

have often though that the issues affecting the providers of marine<br />

systems and ship technologies and, indeed those that purchase them,<br />

are not covered as much as the other, more glossy aspects of the<br />

shipping business.<br />

Certainly the developments taking place in the marine<br />

engineering and ship technology communities, such as the<br />

introduction of automation, digitalisation, and energy savings and<br />

emissions reduction systems, are vastly important and vital to the<br />

commercial viability of the shipping fleet. After all, without these<br />

systems and technolgies, new ship designs and shipbuilding<br />

methods, the shipping industry would struggle to meet many of the<br />

stringent regulations that are now in, or about to enter into force.<br />

Many of the shipping news sites tend to focus on the busines side<br />

of things, with few sites focusing only on the technical. As such, MEM<br />

Online has been deveoped to provide the industry with regular, as-ithappens<br />

news from the OEMs, the enginebuilders, the system<br />

integrators, shipyards, classification societies, and regulators so that<br />

shipowners, managers and operators have a better understanding of<br />

the systems and technolgies available to them.<br />

MEM Online hopes to report on the developments of all marine<br />

technolgy providers, big and small, so please do use our Vox Pops<br />

section on the website to keep us abreast of your news.<br />

While the fortnighlty periodical will still be continued, it is<br />

intended to provide more indepth coverage of the news that we<br />

publish online and introduce regular feature articles. So, pease do<br />

continue to support MEM, whether by regularly reading the online<br />

news, submitting stories or subscribing to the pdf version.<br />

MEM Contacts:<br />

MEM Issue 55<br />

30 April 2018<br />

Editorial:<br />

editorial@mem-online.com<br />

0208 339 6185<br />

Advertising/Subscriptions:<br />

advertising@mem-online.com<br />

0208 339 6183<br />

Publisher:<br />

publisher@mem-online.com<br />

Website:<br />

www.mem-online.com<br />

The information published in MEM does<br />

not necessarily represent the views of<br />

Seaborne Communications Ltd. The<br />

publisher makes no representation or<br />

warranty as to the accuracy or<br />

correctness of the information or<br />

accepts responsibility for any loss,<br />

damage or other liability pertaining to<br />

the information published in this<br />

newsletter.<br />

©2018 Seaborne Communications Ltd<br />

ADVERTISE HERE AND REACH OUT TO AN MEM COMMUNITY OF<br />

MORE THAN 8000 MARINE ENGINEERING PROFESSIONALS<br />

For more information about our cost-effective advertising rates<br />

Email: advertising@mem-online.com or visit www.mem-online.com<br />

3


EMISSIONS ABATEMENT<br />

ICS SAYS GOVERNMENTS MUST REALISE ENORMITY OF CO2 AGREEMENT<br />

The Chairman of the International<br />

Chamber of Shipping (ICS), Esben<br />

Poulsson, said the adoption by IMO<br />

of a comprehensive strategy to<br />

phase-out shipping’s greenhouse<br />

gases “should be more than<br />

sufficient to discourage those who<br />

mistakenly advocate regional<br />

measures which would greatly<br />

damage global trade and would not<br />

be effective in helping shipping to<br />

further reduce its total CO2<br />

emissions.”<br />

Poulsson was speaking at<br />

Singapore Maritime Week about<br />

the ambitious IMO strategy to cut<br />

total greenhouse gas emissions of<br />

shipping by at least 50% by 2050,<br />

compared to 2008 – with an agreed<br />

efficiency goal, as an average for<br />

the sector, for a 40% improvement<br />

by 2030 compared to 2008, and a<br />

70% improvement by 2050 – so<br />

that the entire sector will be in a<br />

position to decarbonise<br />

completely, consistent with<br />

achieving the 1.5 degree climate<br />

change goal identified by the UN.<br />

“It’s important that<br />

governments recognise the<br />

enormity of what has been agreed<br />

by IMO. While the ultimate goal is<br />

zero emissions, a 50% total cut by<br />

2050 is very ambitious indeed,<br />

especially when account is taken of<br />

current projections for trade<br />

growth” said Poulsson.<br />

“To put this in context, the<br />

aviation sector’s regulators have so<br />

far only agreed to hold its total CO2<br />

emissions at 2020 levels, with no<br />

clear plan for absolute reduction.<br />

Moreover, compared to the 50%<br />

cut agreed by IMO, the<br />

commitments made by<br />

governments under the Paris<br />

Agreement with respect to the rest<br />

of the global economy will not see<br />

total CO2 emissions begin to<br />

reduce until the 2030s, while<br />

shipping’s total current CO2<br />

emissions are already about 8%<br />

lower than 10 years ago despite a<br />

30% increase in trade demand.<br />

”Poulsson remarked “The<br />

shipping industry deserves great<br />

credit for persuading IMO Member<br />

States to respond to the Paris<br />

Agreement in such an ambitious<br />

manner. This includes the detailed<br />

proposals which the industry made<br />

about what the IMO strategy might<br />

look like within weeks of the Paris<br />

Agreement being adopted.<br />

“The shipping industry, very<br />

unfairly, is often criticised for footdragging.<br />

But this new IMO<br />

agreement makes it absolutely<br />

clear that shipping is now far and<br />

away ahead of the rest of the world<br />

economy in the scale of its<br />

ambition.”<br />

ICS is confident that new<br />

technology will eventually deliver;<br />

whether through the use of fuel<br />

cells or batteries powered by<br />

renewable energy, new fuels such<br />

as hydrogen, or some other<br />

solution not yet anticipated.“To be<br />

clear, while LNG and biofuels will<br />

probably form a part of the interim<br />

solution, the very high goals IMO<br />

has now set for 2050 can only be<br />

achieved with the development of<br />

zero CO2 propulsion systems” said<br />

Poulsson.<br />

The new IMO strategy includes<br />

a list of possible candidate<br />

measures to achieve further CO2<br />

reduction while shipping is still<br />

dependent on fossils fuels,<br />

including additional measures that<br />

could be ready for implementation<br />

before 2023. ICS is already now<br />

developing detailed input to IMO<br />

on all these proposals. But most<br />

controversial is further<br />

consideration of applying some<br />

kind of Market Based Measure<br />

(MBM).<br />

The position of ICS is that it<br />

remains sceptical of MBMs as a<br />

means of further incentivising CO2<br />

reduction. Fuel is already by far the<br />

largest cost for shipowners and<br />

this is expected to increase<br />

dramatically as a result of the new<br />

mandatory global IMO sulphur cap<br />

in 2020.<br />

“As IMO debates how best to<br />

implement its strategy we would<br />

much prefer that it concentrates on<br />

further technical CO2 reduction<br />

measures, not least promoting the<br />

development of zero CO2 fuels.”<br />

said Poulsson. “However, should<br />

IMO decide there is a political need<br />

to develop an MBM, the clear<br />

preference of the global industry<br />

would be for a bunker fuel levy<br />

payable to some kind of IMO<br />

climate fund. If such a levy was<br />

developed, the funds should be<br />

deployed to support research into<br />

new low carbon technologies or to<br />

support the roll-out of the<br />

expensive new bunkering<br />

infrastructure that will be required<br />

to supply zero CO2 fuels.”<br />

Poulsson was speaking at<br />

Singapore Maritime Week about<br />

the ambitious IMO strategy to cut<br />

total greenhouse gas emissions of<br />

shipping by at least 50% by 2050,<br />

compared to 2008 – with an agreed<br />

efficiency goal, as an average for<br />

the sector, for a 40% improvement<br />

4


y 2030 compared to 2008, and a<br />

70% improvement by 2050 – so<br />

that the entire sector will be in a<br />

position to decarbonise completely,<br />

consistent with achieving the 1.5<br />

degree climate change goal<br />

identified by the UN.<br />

“It’s important that<br />

governments recognise the<br />

enormity of what has been agreed<br />

by IMO. While the ultimate goal is<br />

zero emissions, a 50% total cut by<br />

2050 is very ambitious indeed,<br />

especially when account is taken of<br />

current projections for trade<br />

growth” said Poulsson.<br />

“To put this in context, the<br />

aviation sector’s regulators have so<br />

far only agreed to hold its total CO2<br />

emissions at 2020 levels, with no<br />

clear plan for absolute reduction.<br />

Moreover, compared to the 50%<br />

cut agreed by IMO, the<br />

commitments made by<br />

governments under the Paris<br />

Agreement with respect to the rest<br />

of the global economy will not see<br />

total CO2 emissions begin to reduce<br />

until the 2030s, while shipping’s<br />

total current CO2 emissions are<br />

already about 8% lower than 10<br />

years ago despite a 30% increase in<br />

trade demand.”<br />

Poulsson remarked: “The<br />

shipping industry deserves great<br />

credit for persuading IMO Member<br />

States to respond to the Paris<br />

Agreement in such an ambitious<br />

manner. This includes the detailed<br />

proposals which the industry made<br />

about what the IMO strategy might<br />

look like within weeks of the Paris<br />

Agreement being adopted.<br />

“The shipping industry, very<br />

unfairly, is often criticised for footdragging.<br />

But this new IMO<br />

agreement makes it absolutely<br />

clear that shipping is now far and<br />

away ahead of the rest of the world<br />

economy in the scale of its<br />

ambition.”<br />

ICS is confident that new<br />

technology will eventually deliver;<br />

whether through the use of fuel<br />

cells or batteries powered by<br />

renewable energy, new fuels such<br />

as hydrogen, or some other<br />

solution not yet anticipated.<br />

“To be clear, while LNG and<br />

biofuels will probably form a part<br />

of the interim solution, the very<br />

high goals IMO has now set for<br />

2050 can only be achieved with the<br />

development of zero CO2<br />

propulsion systems” said Poulsson.<br />

The new IMO strategy includes a<br />

list of possible candidate measures<br />

to achieve further CO2 reduction<br />

while shipping is still dependent on<br />

fossil fuels, including additional<br />

measures that could be ready for<br />

implementation before 2023. ICS is<br />

already now developing detailed<br />

input to IMO on all these proposals.<br />

But most controversial is further<br />

consideration of applying some<br />

kind of Market Based Measure<br />

(MBM).<br />

The position of ICS is that it<br />

remains sceptical of MBMs as a<br />

means of further incentivising CO2<br />

reduction. Fuel is already by far the<br />

largest cost for shipowners and this<br />

is expected to increase dramatically<br />

as a result of the new mandatory<br />

global IMO sulphur cap in 2020.<br />

“As IMO debates how best to<br />

implement its strategy we would<br />

much prefer that it concentrates on<br />

further technical CO2 reduction<br />

measures, not least promoting the<br />

development of zero CO2 fuels.”<br />

said Poulsson.<br />

“However, should IMO decide<br />

there is a political need to develop<br />

an MBM, the clear preference of the<br />

global industry would be for a<br />

bunker fuel levy payable to some<br />

kind of IMO climate fund. If such a<br />

levy was developed, the funds<br />

should be deployed to support<br />

research into new low carbon<br />

technologies or to support the rollout<br />

of the expensive new bunkering<br />

infrastructure that will be required<br />

to supply zero CO2 fuels.”<br />

COSCO AND SAACKE AGREE ON EMISSION CONTROL DEAL<br />

SAACKE Marine Systems has made a significant<br />

breakthrough for its exhaust gas cleaning system<br />

(EGCS) following the signing of a cooperation<br />

agreement with COSCO Heavy Industry Co, the<br />

industrial division of China Ocean Shipping Company<br />

(COSCO).<br />

The agreement, which also includes cooperation<br />

with COSCO subsidiaries COSCO (Weihai)<br />

Shipbuilding Marine Technology (WECOSCO) and<br />

Nantong Ocean Ship Equipment (COSCOYP), covers<br />

the production of emission control systems for all<br />

ship types, which will be delivered under the project<br />

name COSAACKE.<br />

"Our emission control system has proven itself in<br />

practice, is flexible in terms of the closed-loop or<br />

hybrid process and enables the SAACKE emission<br />

control system to monitor all data, even on land. This<br />

as well as the short amortization period and our years<br />

of engineering experience have quickly convinced the<br />

partner," said Peter Breidenich, Director Marine<br />

Systems.<br />

The COSCO order adds to a series of success<br />

stories for SAACKE exhaust scrubbers. The company<br />

recently announced that it has been awarded the<br />

contract for a chemical tanker from the Spanish<br />

shipping company Empresa Naviera ELCANO, SA,<br />

which Chinese shipyard Shanhaiguan New<br />

Shipbuilding Industry will build.<br />

Previously, the German shipping company Carl<br />

Büttner GmbH & Co. KG had already ordered exhaust<br />

gas cleaning systems and steam boilers for the first<br />

four of up to six newbuilds that were installed at the<br />

Chinese shipyard Jiangsu Hantong Ship Heavy<br />

Industry.<br />

5


WÄRTSILÄ WELCOMES GLOBAL SHIPPING’S AGREEMENT TO CUT GHGS<br />

Wärtsilä has announced its strong<br />

support for the agreement reached<br />

last week at the International<br />

Maritime Organization (IMO) in<br />

London. The agreed plan is for<br />

shipping to reduce its greenhouse<br />

gas (GHG) emissions by 50 percent<br />

from 2008 levels by 2050.<br />

“This long-awaited agreement<br />

represents an important milestone<br />

for global shipping. It is critical that<br />

we have an industry-wide<br />

framework for reducing emissions,<br />

and this sends a clear signal that we<br />

should all join forces in promoting<br />

carbon-free shipping,” says Jaakko<br />

Eskola, Wärtsilä’s CEO, pictured.<br />

Maritime transport has always<br />

played a major role in making it<br />

possible for a truly global economy<br />

to function. Shipping connects<br />

countries and markets, thus<br />

forming the backbone of<br />

international trade.<br />

The sector has, therefore, a<br />

responsibility to strive for<br />

sustainable performance in its<br />

operations so that emissions and<br />

pollutants are minimised.<br />

Wärtsilä has long focused its<br />

development work on introducing<br />

technologies that enable shipping<br />

to significantly lower its<br />

environmental load.<br />

“It is vital to note that there is no<br />

single solution for decarbonising<br />

the shipping sector while also<br />

controlling the other pollutants,”<br />

Eskola points out. “A clean-shipping<br />

future must be based on the<br />

combining of different technologies<br />

and various solutions. These will<br />

include cleaner fuels, efficient<br />

vessel designs, hybrid propulsion<br />

technologies, and intelligent<br />

vessels.”<br />

Increased adoption of liquefied<br />

natural gas (LNG) as a marine fuel<br />

will be needed to accelerate the<br />

reduction in GHG. The progress<br />

already made in LNG-related<br />

innovations can lower emissions<br />

of GHG from vessels by as much<br />

as 30 percent. The potential for<br />

even further reductions is being<br />

created by the constant<br />

development of new technologies.<br />

LNG as a marine fuel has a crucial<br />

role in GHG reduction roadmap,<br />

and provides the basis for other<br />

actions to even further reduce the<br />

emissions of shipping. Wärtsilä<br />

puts a great effort to create<br />

offering enabling effective<br />

utilisation of LNG.<br />

Digitalisation is benefitting<br />

society at large and will have a<br />

positive impact on shipping.<br />

Wärtsilä’s Smart Marine vision,<br />

which utilises high levels of<br />

digitalisation and connectivity,<br />

aims at increasing overall resource<br />

efficiency, minimising the<br />

environmental burden, and<br />

increasing the safety and reliability<br />

of maritime transport.<br />

“We should look beyond just<br />

vessel-level emissions. To be truly<br />

effective, we need to target<br />

everything involved in moving<br />

goods and passengers. At Wärtsilä,<br />

we envision a Smart Marine<br />

Ecosystem wherein smart vessels<br />

sail between smart ports in an<br />

environment of optimal efficiency<br />

and minimised emissions,”<br />

comments Jaakko Eskola.<br />

UK SHIPPING INDUSTRY NEEDS TO THINK SMART ON POLLUTION<br />

Providing renewable electricity to ships whilst in port in<br />

the UK could reduce the equivalent of 1.2 million diesel<br />

cars worth of nitrogen oxides pollution and bring £402<br />

million per year of health and environmental benefits,<br />

according to Schneider Electric.<br />

The company says that “pressure is mounting” for the<br />

UK to align with EU air pollution emission targets, and<br />

ships at berth need to cut their fuel consumption and<br />

port authorities and terminal operators need to<br />

integrate shore power capabilities in a simpler and more<br />

efficient way.<br />

“The UK is one of the last global regions to introduce<br />

shore connections at its ports and it will take industry<br />

collaboration and innovation to bring forward the<br />

introduction of portside electricity in a quick and<br />

sustainable manner. There is now a global standard for<br />

shore connections and it is up to our ports now to catch<br />

up with the global norm and demonstrate that we truly<br />

6


elieve in a cleaner, healthier<br />

future,” said Peter Selway, Marine<br />

Segment Marketing Manager at<br />

Schneider Electric.<br />

While road transport pollution<br />

garners public prominence because<br />

it is so visible in our everyday lives,<br />

the company says the impact of<br />

portside emissions on the<br />

environment should not be under<br />

estimated.<br />

Emissions from all vessels’<br />

auxiliary engines at berth in UK<br />

ports in 2016 was estimated to be<br />

equivalent to 2.6% of the total<br />

transport sector emissions of<br />

nitrogen oxides in the UK.<br />

Selway said that the shipping<br />

industry generally has been<br />

receptive to turning of its marine<br />

engines in port and plug into shore<br />

power (Schneider Elctric’ produces<br />

such systems) which can achieve<br />

95% reduction in a vessel’s<br />

alongside emissions and cut fuel<br />

costs substantially. Danish ferry<br />

group Scandlines, for example has<br />

seen an overall energy saving of<br />

between 10-14 per cent in its<br />

equipped vessels.<br />

“It is time now to adopt a new<br />

way of thinking and embrace, as an<br />

industry, the benefits that shore<br />

connections and portside electricity<br />

can bring quickly and costeffectively.<br />

We are fortunate enough<br />

to have the technology at hand and<br />

we must put it to good use,” Selway<br />

said.<br />

FUELS & LUBES<br />

HIGH-SULPHUR FUEL BAN TO HAVE A MATERIAL AND TECHNICAL<br />

IMPACT ON SHIPOWNERS<br />

Finland-based exhaust gas<br />

cleaning pioneer Langh Tech has<br />

explained how last week’s<br />

decision to prohibit the carriage<br />

of non-compliant fuel oil will<br />

have a material and technical<br />

impact on commercial ship<br />

operations.<br />

In a special panel session<br />

during the Sulphur Cap 2020<br />

conference in Amsterdam today,<br />

Langh Tech Managing Director<br />

Laura Langh-Lagerlof (pictured)<br />

told delegates: “If such measures<br />

are adopted, any shipowner,<br />

operator, master mariner or chief<br />

engineer found guilty of<br />

transporting non-compliant fuels<br />

intended for burning in marine<br />

engines could face stringent<br />

financial penalties and possible<br />

imprisonment.”<br />

Amongst the measures to<br />

reduce shipping’s carbon<br />

footprint adopted at the 72nd<br />

session of the IMO’s Marine<br />

Environment Protection<br />

Committee, which met last week<br />

in London, the MEPC approved<br />

proposals to ban the carriage of<br />

high sulphur fuels, submitting<br />

draft amendments to MARPOL<br />

Annex VI for approval and<br />

adoption at MEPC 73.<br />

Should the amendment be<br />

adopted, any a ship without an<br />

approved scrubber or equivalent<br />

arrangement would be banned<br />

from carrying and using bunker<br />

with a sulphur content exceeding<br />

0.50%.<br />

“While we completely support<br />

initiatives to reduce Greenhouse<br />

Gas Emissions and shipping’s<br />

impact on the marine<br />

environment, the MEPC 72<br />

decision makes clear that<br />

technical solutions are now<br />

required if shipowners are to<br />

comply with the sulphur limit<br />

requirements,” she said.<br />

Langh-Lagerlof went on to<br />

emphasise that of all the possible<br />

fuelling options, the use of Heavy<br />

Fuel Oil with a scrubber remains<br />

the “sensible option”.<br />

“Given the continued concern<br />

surrounding methane slip, LNG<br />

fuel could potentially be more<br />

environmentally hazardous than<br />

the current arrangement, while<br />

the direct and indirect costs<br />

associated with burning low<br />

sulphur fuels would have a<br />

considerable impact on the<br />

shipowners P+L.<br />

“The low viscosity, low<br />

lubricity, acidity, flashpoint and<br />

cylinder oil compatibility of these<br />

expensive fuels could also result<br />

in corrosion issues and other<br />

engine problems. With a<br />

scrubber, at least there’s a return<br />

on the investment,” she said.<br />

Referring to the practical,<br />

operational experience of the<br />

Langh Tech scrubber installations<br />

aboard Langh Ship’s fleet of five<br />

containerships, Langh-Lagerlof<br />

explained why the technology is<br />

the only viable option in meeting<br />

the regulatory requirement.<br />

One of the key take-aways<br />

from the conference was how<br />

Langh Tech’s closed loop<br />

scrubber removes oxides of<br />

sulphur from the HFO exhaust<br />

emissions without resulting in a<br />

corrosive wash water typical of<br />

other exhaust gas cleaning<br />

systems.<br />

“With increasing concern<br />

about the corrosive properties of<br />

wash water corroding pipework,<br />

our lightweight, compact<br />

scrubber technology manages to<br />

extract almost all the water from<br />

the scrubber sludge, with the end<br />

result being simply a dry black<br />

waste that can be effortlessly and<br />

cost-effectively disposed off,” she<br />

said<br />

7


ABS-LED RESEARCH IDENTIFIES KEY EAL EVALUATION REQUIREMENTS<br />

ABS, in partnership with Vickers Oil and Imperial College<br />

London, has completed a joint study on the use of<br />

environmentally acceptable lubricants (EALs) on stern<br />

tube bearings. The study evaluated EAL properties<br />

relative to mineral oil-based lubricants and concluded oil<br />

viscosity is the primary property in selecting an EAL.<br />

“Interest in EAL performance has grown following an<br />

increase in the number of new build stern tube bearing<br />

failures in 2014,” said Derek Novak, ABS Senior VP of<br />

Global Engineering and Technology.<br />

“Working closely with our project partners in an<br />

extensive study of EAL properties, we found oil viscosity<br />

is the main determinant in choosing the optimal EAL for<br />

normally operating stern tube bearing installations.”<br />

Primarily driven by US EPA requirements put in place<br />

in 2013, EALs were intended to replace mineral oil<br />

lubricants in marine vessels. During this joint project,<br />

ABS and its partners identified, through<br />

experimental research, key<br />

characteristics of EALs compared to<br />

mineral oil lubricants:<br />

■ Viscosity of EALs is more stable than<br />

that of mineral oils, with respect to<br />

changes in temperature<br />

■ EALs demonstrated relatively lower<br />

pressure-viscosity coefficients than<br />

mineral oils, indicating EALs may form<br />

thinner oil films, potentially<br />

insufficient to protect surfaces from<br />

wear under edge loading conditions<br />

■ Using EALs with higher pressureviscosity<br />

coefficients, compared to<br />

other EALs of the same viscosity, may<br />

provide some safety margin in shaftalignment<br />

sensitive installations<br />

■ EALs may offer less margin in shaft<br />

misalignment conditions, therefore<br />

particular attention should be taken<br />

for correct shaft alignment<br />

■ Using EALs with higher viscosity,<br />

compared to a mineral oil of lower<br />

viscosity, may provide additional<br />

tolerance for edge loading wear.<br />

“The results of this study offer<br />

important insights into both viscosity<br />

selection and the more specialized area of<br />

pressure-viscosity coefficient behaviour,<br />

where no universally-adopted<br />

measurement standard exists,” said<br />

Vickers Oil Technical Director, Chris<br />

Wholley.<br />

“By tackling this issue together with<br />

ABS and Imperial College London, we<br />

were able to develop a deeper<br />

understanding of lubricant behaviour in a<br />

journal bearing, operating both normally<br />

and under edge loading conditions, which<br />

will help us to give the best advice to<br />

owners and operators wishing to reduce the adverse<br />

effects of shaft misalignment, and inform our product<br />

development process.”<br />

SAVE MILLIONS IN DRYDOCK<br />

COSTS AND OFF-HIRE TIME<br />

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The full hull coating scheme has to be<br />

fully replaced every 10 - 15 years down<br />

to bare steel.<br />

Over that time period, the coating<br />

degrades and becomes rougher until it’s<br />

no longer worth trying to patch it up.<br />

And it costs you a fortune in fuel to<br />

compensate for the additional hull<br />

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www.subind.net<br />

8


WÄRTSILÄ TO MAINTAIN LNG FUEL SYSTEM FOR VIKING GRACE<br />

Wärtsilä and Viking Line have<br />

signed an Optimised Maintenance<br />

agreement for the Wärtsilä LNGPac<br />

system onboard passenger ferry<br />

Viking Grace.<br />

This is the first Optimised<br />

Maintenance agreement made for<br />

Wärtsilä LNGPac, a complete gas<br />

handling system for ships fuelled by<br />

liquefied natural gas (LNG). Viking<br />

Grace was the first passenger ferry<br />

to use LNG as a fuel source. The<br />

agreement includes Condition Based<br />

Maintenance (CBM) and online<br />

support for the LNGPac system.<br />

Additionally, Wärtsilä extends its<br />

existing Optimised Maintenance<br />

agreement, signed in late 2017, for<br />

Viking Grace for another five years.<br />

The agreement enables the<br />

planning and scheduling of Viking<br />

Grace’s maintenance procedures to<br />

suit the shipowner’s business<br />

operations, thus improving longterm<br />

cost predictability. It also<br />

increases performance reliability and<br />

maximises the vessel’s uptime.<br />

A new feature for the LNGPac<br />

agreement is Wärtsilä’s CBM system<br />

that gathers information on the<br />

average gas flow, the temperatures of<br />

the heat exchangers, the use of<br />

energy, and the pressure of the LNG<br />

pumps.<br />

The data helps in planning and<br />

scheduling the above-mentioned<br />

maintenance procedures that<br />

improve cost predictability and<br />

uptime.<br />

Wärtsilä LNGPac is a complete<br />

fuel gas handling system for LNG<br />

fuelled ships. On Viking Grace, it<br />

comprises onboard liquid natural<br />

gas bunkering, two storage tanks,<br />

and handling equipment with<br />

related safety and automation<br />

systems that have been developed<br />

by Wärtsilä.<br />

“Environmental considerations<br />

are, along with the need to optimise<br />

operational efficiency, high on the<br />

agenda of Viking Line,” says Ulf<br />

Hagström, Senior Vice President,<br />

Marine Operations & NB at Viking<br />

Line Oyj.<br />

“Wärtsilä is a forerunner in dualfuel<br />

and other environmentallysound<br />

technology and has<br />

repeatedly shown its excellence in<br />

technical assistance and service for<br />

LOW-EMISSION SHIP PROJECT SEEKS MORE PARTICIPANTS<br />

Eco Marine Power (EMP) of Japan has unveiled its plan<br />

to widen the scope of the Aquarius Eco Ship project and<br />

invite other companies to join this low-emissions ship<br />

design initiative.<br />

As part of this plan, a wider range of technologies<br />

will be studied including fuel cells, air lubrication<br />

systems & electrical propulsion.<br />

The centre piece of the Aquarius Eco Ship is<br />

Aquarius MRE - a patented fuel saving and emission<br />

reduction system that incorporates a variety of<br />

elements including solar panels, energy storage<br />

modules, computer control systems and an advanced<br />

rigid sail design known as the EnergySail.<br />

Elements of Aquarius MRE have already been<br />

commercialised and it is expected that the expanded<br />

project will lead to further fuel and emission reduction<br />

solutions being introduced into the market. EMP<br />

Viking Line and Viking Grace. With<br />

this agreement, we will be able to<br />

utilise the full potential of Wärtsilä’s<br />

knowledge and know-how.”<br />

In addition to Wärtsilä LNGPac,<br />

Wärtsilä has delivered four Wärtsilä<br />

50DF main engines running on LNG,<br />

the transverse bow and stern tunnel<br />

thrusters, two stainless steel fixed<br />

pitch, built-up main propellers with<br />

complete propeller shaft lines and<br />

environmentally sound shaft line<br />

seal systems to Viking Grace.<br />

Since Viking Grace was taken<br />

into operation in 2013, Wärtsilä has<br />

been in charge of its maintenance.<br />

The vessel can accommodate<br />

2,800 passengers, and it sails<br />

between Turku, Finland and<br />

Stockholm, Sweden in the Baltic<br />

Sea.<br />

recently displayed several technologies associated<br />

with the project including a working prototype of an<br />

EnergySail and the EnergySail Automated Control<br />

System (ACS) at Sea Japan 2018 in Tokyo.<br />

Greg Atkinson, Chief Technology Officer at Eco<br />

Marine Power commented; "A primary aim of opening<br />

up and widening the Aquarius Eco Ship project is to<br />

help develop further practical fuel and emission<br />

reduction technologies beyond our current focus on<br />

wind & solar power. We also wish to extend the<br />

project's reach further outside Japan and bring in<br />

additional investors so that we can help other startups<br />

in the maritime clean technology field."<br />

Companies already involved in the Aquarius Eco<br />

Ship Project include Teramoto Iron Works, The<br />

Furukawa Battery Company and KEI System.<br />

9


MARINE ENGINES<br />

MAN SCOOPS MAJOR NEWBUILDING ORDER<br />

MAN Diesel & Turbo main and<br />

auxiliary engines have been<br />

chosen for an order from MSC<br />

Mediterranean Shipping Company<br />

for 11 × 23,000TEU containership,<br />

each equipped with an MAN B&W<br />

11G95ME-C9.5 main engine.<br />

Samsung Heavy Industries<br />

(SHI) will construct six of the<br />

vessels while Daewoo Shipping<br />

Marine Engineering (DSME) will<br />

construct the remainder.<br />

Bjarne Foldager, Vice President<br />

– Sales & Promotion, Two-Stroke<br />

Business – MAN Diesel & Turbo,<br />

said: “This order underlines the<br />

positive, long-term business<br />

relationship between MSC and<br />

MAN Diesel & Turbo. It’s a<br />

significant order that cements our<br />

strong position within the large<br />

containership segment where the<br />

G-type is the market’s preferred<br />

engine.”<br />

The ‘G’ prefix before an MAN<br />

B&W engine means it has a design<br />

with an ultra-long stroke that<br />

reduces engine speed, thereby<br />

paving the way for ship designs<br />

with unprecedented highefficiency.G-type<br />

engines’ longer<br />

stroke results in a lower rpm for<br />

the engine driving the propeller.<br />

This lower optimum engine<br />

speed allows the use of a larger<br />

propeller and is, ultimately,<br />

significantly more efficient in<br />

terms of engine propulsion.<br />

Together with an optimised<br />

engine design, this means that the<br />

MSC newbuildings will enjoy a<br />

reduced fuel consumption and<br />

reduced CO2 emissions.<br />

MAN Diesel & Turbo reports<br />

that, to date, it has 71 × G95<br />

engines on order of which 23 have<br />

already entered service.<br />

Hyundai Heavy Industries<br />

(HHI-EMD) will construct the ME-<br />

C engines for SHI, while Doosan<br />

Engine will construct those for<br />

DSME.<br />

The final vessel in the series is<br />

due for delivery by March 15,<br />

2020. MAN Diesel & Turbo will<br />

also supply the gensets for each<br />

vessel in the form of 3 × MAN<br />

9L32/40 + 2 × MAN 6L32/40<br />

units, all to be constructed by STX<br />

Engine in Korea.<br />

MOORING<br />

FOLGEFONN AUTODOCKING TESTS A SUCCESSS<br />

An innovative autodocking technology has been<br />

successfully tested aboard the 83m ferry Folgefonn,<br />

operated by Norway’s Norled.<br />

During the tests, the Wärtsilä-developed<br />

autodocking system successfully berthed without the<br />

vessel’s Captain having to take manual control. The<br />

system was activated 2000m from the berth and the<br />

vessel continued at normal transit speed. The system<br />

then performed a gradual slowing of speed, activating<br />

an automated line-up and docking manoeuvre until the<br />

ship was secured at the berth. When the ship was<br />

ready to sail again, the system was switched to<br />

departure mode and carried out the same procedure in<br />

reverse.<br />

Full manoeuvring of the vessel, including the<br />

steering and propulsion, is automatically controlled by<br />

the software. However, manual intervention and<br />

control is possible at any time. The automatic function<br />

allows the ship’s officers to focus on situational<br />

awareness outside the wheelhouse, thereby improving<br />

the safety and reliability of the operations.<br />

Wärtsilä’s autodocking technology delivers notable<br />

benefits to operators. These include improved safety<br />

since there is less likelihood of human error; less wear<br />

and tear since the thrusters are efficiently utilised; and<br />

greater efficiency in docking which allows more time at<br />

berth.<br />

10


Norled made the Folgefonn available to Wärtsilä for<br />

further development of a number of Smart Marine<br />

products and systems. Among them are the company’s<br />

energy optimisation system, its hybrid propulsion<br />

system, wireless inductive battery charging technology<br />

and an energy storage device.<br />

The ferry can now be operated with automatic<br />

wireless charging, automatic vacuum mooring and<br />

automated docking.<br />

“We thank Norled for their valued cooperation in<br />

this project. These tests represent an important<br />

element within Wärtsilä’s overall smart marine vision.<br />

Autodocking can become a vital part of our offering to<br />

the ferry and other shipping markets, and will further<br />

promote our activities in leading the transformation<br />

into a new era of high efficiency and profitability for<br />

our customers,” said Roger Holm, President, Wärtsilä<br />

Marine Solutions.<br />

“We are pleased to support Wärtsilä’s efforts for<br />

creating greater efficiencies for marine operators.<br />

Technologies that improve safety, reduce operating<br />

costs, and lower the environmental impact can only be<br />

good for our industry,” said Sigvald Breivik, Technical<br />

director, Norled.<br />

Wärtsilä’s autodocking project is supported by the<br />

Norwegian state-owned Innovasjon Norge (Innovation<br />

Norway).<br />

CAVOTEC SIGNS BREAKTHROUGH ORDERS FOR UNMANNED MOORING<br />

Cavotec says it is set to<br />

revolutionise the operation of e-<br />

vessels by delivering and<br />

maintaining its automated,<br />

unmanned, mooring system<br />

MoorMaster for e-ferry ports<br />

across Norway.<br />

With these orders, MoorMaster<br />

is now the leading technology to<br />

safely and efficiently moor e-<br />

vessels, a segment set for rapid<br />

growth. The orders are worth<br />

approximately EUR9m, of which<br />

EUR 4m was booked in the fourth<br />

quarter of 2017.<br />

On completion of these projects,<br />

Cavotec will have equipped more<br />

than 40 e-ferry ports in Scandinavia<br />

with MoorMaster, thereby<br />

delivering substantial operational<br />

and safety benefits for ferry<br />

operators.<br />

“These projects demonstrate the<br />

unrivalled suitability of<br />

MoorMaster for e-ferry<br />

applications, and the importance of<br />

the technology for this rapidly<br />

growing segment in Norway and<br />

beyond,” said Gustavo Miller,<br />

President Ports and Maritime<br />

Division at Cavotec.<br />

MoorMaster is ideal for e-ferry<br />

applications because the units keep<br />

vessels in preprogrammed<br />

positions to maximise the amount<br />

of time available to charge ship<br />

battery units. The technology is<br />

also claimed to reduce overall<br />

CAPEX for operators, and delivers<br />

substantial operational and safety<br />

benefits.<br />

Following its stated aim of<br />

reducing carbon dioxide emissions<br />

by 40 per cent, Norway has led the<br />

introduction of electrically<br />

powered and hybrid vessels.<br />

Cavotec has become a crucial<br />

partner in this effort through its<br />

development of innovative<br />

automated charging interface and<br />

mooring technologies.<br />

The company's systems have<br />

moored and charged the world’s<br />

first fully electric car ferry, the MF<br />

Ampere, since it entered service in<br />

2015.<br />

Following the success of this<br />

application, Cavotec mooring and<br />

charging technologies have been<br />

introduced at a growing number of<br />

e-ferry berths in Norway, Finland,<br />

and Sweden.<br />

To date, more than 260<br />

MoorMaster units worldwide have<br />

performed some 330,000 moorings<br />

at ferry, bulk and container<br />

handling, as well as lock and shipto-ship<br />

applications worldwide.<br />

“The rapid introduction of e-<br />

ferries in Norway has been the<br />

dominant driver for the wider<br />

adoption of MoorMaster in recent<br />

years, a development that we see<br />

being replicated in neighbouring<br />

markets such as Finland and<br />

Denmark,” said Sofus Gedde-Dahl,<br />

Sales Director E-Ferries at Cavotec.<br />

11


BALLAST WATER<br />

BEMA FORMS TO INFLUENCE BWTS DECISION MAKING<br />

Ballast water treatment system<br />

manufacturers have banded<br />

together to form the Ballastwater<br />

Equipment Manufacturers’<br />

Association (BEMA), providing a<br />

unified voice to influence decisions<br />

affecting the sector. BEMA held its<br />

first Annual Meeting and today<br />

elected the inaugural Board of<br />

Directors.<br />

According to the trade<br />

association, BEMA was established<br />

to meet the “paramount need” for<br />

well-founded information on the<br />

practicability of ballast water<br />

treatment technologies, as well as on<br />

the technical and environmental<br />

aspects of implementing ballast<br />

water management regulations<br />

worldwide.<br />

The idea to form an association of<br />

ballast water equipment<br />

manufacturers dates back many<br />

years. “What makes this time<br />

different,” said BEMA President,<br />

Hyde Marine’s Mark Riggio<br />

(pictured), “is the realisation that we<br />

needed to have a unified voice in the<br />

conversation. BEMA will be that<br />

voice.”<br />

As registered trade association,<br />

the US-based BEMA looks to provide<br />

coordinated, technical, noncommercial<br />

guidance to both the<br />

maritime industry and the<br />

regulatory agencies that are trying<br />

to understand the intricacies of<br />

ballast water treatment.<br />

The Association is expected to<br />

serve as a key resource for<br />

shipowners, designers, testing<br />

equipment suppliers, and regulators<br />

to discuss openly how ballast water<br />

treatment systems work and what<br />

should be the expectations of each<br />

technology operating across a<br />

world fleet.<br />

“It has been encouraging to see<br />

how enthusiastically the equipment<br />

manufacturers have embraced the<br />

organisation,” said Marcie<br />

Merksamer, Secretary General of<br />

BEMA and member of the<br />

formation committee. “We have<br />

had a quick and energetic response<br />

from suppliers representing all of<br />

the major technology types in the<br />

industry and from every region of<br />

the world. BEMA is truly a global<br />

enterprise.”<br />

During the initial formation<br />

meeting in London, held during<br />

PPR5, the organisers discussed<br />

applying for non-governmental<br />

organisation (NGO) observer status<br />

at the IMO in 2018. After consulting<br />

with the shipping industry and<br />

prospective members, their focus<br />

quickly turned to ensuring that the<br />

association first provides value to<br />

the industry and then revisits the<br />

effort of obtaining IMO acceptance<br />

as an NGO.<br />

“There is a lot of value that<br />

BEMA can provide even before we<br />

achieve NGO status at the IMO,”<br />

said Steve Candito, Ecochlor CEO,<br />

member of the formation<br />

committee, and newly elected<br />

member of BEMA’s Board of<br />

Directors. “We have already been<br />

approached by ICS, BIMCO, and<br />

other ship owner associations to<br />

discuss the important<br />

implementation challenges. The<br />

industry wants to discuss solutions<br />

and we are ready to talk.”<br />

Representatives from Cathelco,<br />

Coldharbour, DESMI Ocean Guard,<br />

ERMA FIRST, Evoqua, Optimarin,<br />

Panasia, and Wӓrtsilӓ were also<br />

elected to serve as members of<br />

BEMA’s Board of Directors.<br />

The makeup of the Board<br />

ensures that the organisation has<br />

balance with regard to the<br />

technologies that are being used in<br />

the market, the different regions of<br />

the world that serve the<br />

marketplace, and companies of<br />

different sizes and scope.<br />

Riggio reinforced the need for<br />

this balance. “Representing the<br />

entire market is critical if we want<br />

to be a truly impartial, technical<br />

resource for the shipping and<br />

regulatory community.”<br />

Other elected officers of the<br />

association include Vice President<br />

Efi Tsolaki of ERMA FIRST;<br />

Treasurer Birgir Nilsen of<br />

Optimarin; and Secretary Andrew<br />

Marshall of Coldharbour.<br />

Effective communication keeps your business<br />

afloat in a turbulent maritime environment<br />

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12


FILTERS<br />

MAN APPROVAL FOR ALFA LAVAL HYDRAULIC FILTER<br />

The Alfa Laval Moatti 290 filter for<br />

hydraulic control oil (HCO) has now<br />

been approved by MAN Diesel &<br />

Turbo on its modern two-stroke<br />

engines. The decision follows<br />

validation tests aboard three Stena<br />

Bulk IMOIIMAX vessels, where the<br />

HCO filter’s performance has<br />

exceeded all expectations.<br />

The filter is a high-performance<br />

solution suited to the new<br />

generation of MAN Diesel &Turbo<br />

two-stroke engines, in which<br />

hydraulic control systems have<br />

replaced traditional camshafts. The<br />

valves of these systems are<br />

actuated by a small flow of lube oil, which must be very<br />

finely filtered without creating additional pressure<br />

drop. The new filter achieves this using Alfa Laval<br />

Atrium technology, which provides a tremendous<br />

increase in filtering surface within a compact space.<br />

The filter was approved based on the results seen<br />

on four Stena Bulk vessels.<br />

“We are extremely proud to have the Alfa Laval<br />

Moatti 290 filter validated for use with HCO systems,”<br />

says Herve Gourdon, Business Manager, Filters at Alfa<br />

Laval. “This is the culmination of 10 years of intense<br />

cooperation, development and testing.”<br />

“After almost two years of operation on Stena<br />

Suède, we tested the finalized design for 3000 hours<br />

on three other vessels,” says Gourdon. “MAN Diesel &<br />

Turbo approval was issued when the first vessel<br />

passed that mark, acknowledging our filter’s<br />

performance with hydraulic control oil.”<br />

It has been designed to meet recent MAN Diesel &<br />

Turbo recommendations, which require both an<br />

automatic filter and a redundant filter with high<br />

enough efficiency to retain particles of 6 µm and<br />

below. These are incorporated into the same frame,<br />

with a specially designed changeover valve to prevent<br />

any leakage during<br />

maintenance.<br />

“Alfa Laval makes sure to<br />

stay on top of changing engine<br />

maker specifications,” says<br />

Gourdon. “Our HCO filter<br />

reflects the latest developments<br />

and eliminates the need for any<br />

disposable filter.”<br />

The redundant filter, which<br />

is manually cleanable, can be<br />

used not only during<br />

maintenance, but also for initial<br />

oil cleaning or when new oil is<br />

added into the system. It is not<br />

used, however, to clean the<br />

small flow of oil that provides continuous backflushing.<br />

Instead, this flow is cleaned in a diversion chamber<br />

before it is returned to the sump. “Our solution is<br />

designed so that the redundant filter is not<br />

continuously employed, for example to treat the<br />

backflush,” Gourdon explains. “Rather, the redundant<br />

filter is fully separated in order to ensure it will be<br />

fully operational in the case of emergency.”<br />

The continuous backflushing of the filter is driven<br />

by the pressure of the oil itself. This means no<br />

electricity or air supply is needed, which is one of<br />

several ways the filter simplifies installation. Because<br />

backflushing is performed in the automatic filter stage,<br />

with a cleanable surface-filter cartridge used to<br />

provide redundancy, reliance on disposable filters is<br />

eliminated.<br />

“Ship owners are looking for an economical longterm<br />

solution, rather than a quick fix,” says Gourdon.<br />

“Disposable filter elements add up to a significant cost<br />

over time, whereas components in the Alfa Laval<br />

Moatti 290 filter can be removed for cleaning and<br />

simply put back into operation. Combined with the<br />

reliability achieved by continuous backflushing, that<br />

means a lower operating cost for the filter overall.<br />

CYBER SECURITY<br />

NAVAL DOME TO SECURE STAMCO CAR CARRIER FLEET<br />

Maritime cyber security specialist<br />

Naval Dome has confirmed it has<br />

signed a contract with Piraeusbased<br />

Stamco Ship Management, to<br />

install its maritime cyber defence<br />

system, aboard 55 Pure Car and<br />

Truck Carriers (PCTC).<br />

Stamco Ship Management<br />

provides technical and commercial<br />

ship management services to<br />

various companies like NYK, MOL,<br />

K-Line, China Shipping, Höegh<br />

Autoliners, WWL, Eukor and Glovis.<br />

Commenting on the decision to<br />

protect its fleet from a cyberattack,<br />

Fleet Manager, Stamco Ship<br />

Management, said: “Since our<br />

formation in 1997, our ethos has<br />

been to ensure our fleet operates<br />

safely and responsibly, to prevent<br />

injury, loss of life, and damage to<br />

property and the marine<br />

environment. We see cyber<br />

security as being very much an<br />

important component of that<br />

safety policy.<br />

“The decision to select Naval<br />

Dome was because its system has<br />

been designed specifically for<br />

shipboard application and requires<br />

little intervention from ships’<br />

crews. It has proven itself in realtime<br />

operations.”<br />

Naval Dome will install the<br />

security system onboard the<br />

vessels’ bridge, navigation,<br />

communication and machinery<br />

control systems to deliver<br />

maximum, multi-layered<br />

13


Type Approved<br />

to IMO MEPC<br />

227 (64)<br />

protection from any existing or future cyber security<br />

threat.<br />

Ital Sela, Naval Dome CEO, said. “We are delighted<br />

that Stamco has chosen Naval Dome to protect the<br />

critical systems aboard its fleet. The decision is<br />

indicative of the shipping industry’s growing<br />

realisation that if systems are not protected they will<br />

remain a soft target with easy pickings for the cybercriminal.<br />

If ships go unprotected, hackers can easily<br />

penetrate critical systems, without raising any<br />

suspicion until it is too late.”<br />

Earlier this month a security industry report<br />

revealed that ransomware is now the most common<br />

type of malware, accounting for 39 percent of<br />

malware-related hacks. The Verizon report found that<br />

attacks are also moving into business-critical systems,<br />

which encrypt file servers or databases, inflicting more<br />

damage and commanding bigger ransom requests.<br />

“Aside from the safety implications should a ship’s<br />

navigation, communication and machinery control<br />

systems be breached, there can be significant financial<br />

loss, with potential “ransom” pay-outs of millions of<br />

dollars to almost anonymous criminals,” said Sela.<br />

“One thing that is really hampering change is the<br />

reluctance of shipowners to admit they have been<br />

hacked and system providers to acknowledge their<br />

equipment is not as secure as they believe them to be.<br />

“While this is understandable, an anonymous<br />

platform similar to the Confidential Incident Reporting<br />

Programme (CHIRP), whereby shipowners and<br />

operators can report security breaches, would help<br />

others avert attack and provide the industry with<br />

greater information on how best to mitigate against<br />

the increasingly advanced methods and systems<br />

hackers have at their disposal.”<br />

CYBER SECURITY ACADEMY BE SETS UP<br />

Wärtsilä is partnering with the cyber security company<br />

Templar Executives to establish a cyber academy in<br />

Singapore. The academy will offer courses designed to<br />

support and enhance the collective cyber maturity of<br />

the wider shipping community, notably operators and<br />

owners.<br />

“We believe this is a first for the maritime industry;<br />

a centre of excellence including a cyber academy,<br />

combining threat intelligence and cyber education<br />

designed to support collaboration for our customers<br />

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14


and the wider maritime<br />

community,” says Marco Ryan,<br />

Chief Digital Officer at Wärtsilä.<br />

The cyber academy’s courses<br />

will cover a range of relevant<br />

topics, from cyber security<br />

coaching for senior management<br />

to cyber awareness for all<br />

organisational levels within the<br />

maritime industry. The academy,<br />

which is located in the Wärtsilä<br />

Digital Acceleration Centre in<br />

Singapore, will become<br />

operational from 1 May 2018 and<br />

initially courses will be delivered<br />

in Singapore and London.<br />

“Cybercrime damages are<br />

predicted to cost the world 6<br />

trillion dollars annually by 2021,”<br />

says Andrew Fitzmaurice, CEO at<br />

Templar Executives and continues:<br />

“The NotPetya attack last year put<br />

the maritime industry firmly on<br />

the radar, highlighting the need for<br />

a paradigm shift in response to the<br />

escalating cyber threats. Our<br />

ground-breaking initiative with<br />

Wärtsilä aims at creating the first<br />

ever maritime cyber emergency<br />

response team to support the<br />

industry on a global scale.”<br />

In delivering this initiative,<br />

Wärtsilä and Templar Executives<br />

will be actively contributing to<br />

sustainable cyber security<br />

solutions across the maritime<br />

environment. This includes<br />

building a cyber security reporting<br />

portal for the sharing of threat<br />

intelligence, as well as operational<br />

and resourcing expertise to jointly<br />

develop Cyber as a Service options.<br />

The partners will also work<br />

together with key stakeholders,<br />

including the Singapore<br />

government and CSO Alliance<br />

(Company Security Officers).<br />

“We are excited to collaborate<br />

with Templar Executives in<br />

offering the maritime industry a<br />

totally new initiative. Templar<br />

Executives has a proven track<br />

record in delivering discreet and<br />

valued solutions that improve<br />

cyber resilience and maturity to<br />

global markets, which is why we<br />

have chosen them as our strategic<br />

cyber security partner,” says Mark<br />

Milford, Vice President, Cyber<br />

Security at Wärtsilä.<br />

The academy partnership was<br />

formalised with a Memorandum of<br />

Understanding signed between<br />

Marco Ryan and Andrew<br />

Fitzmaurice on April 23 in<br />

Helsinki.<br />

NAVIGATION & COMMUNICATIONS<br />

BETTER DIGITAL STANDARDISATION AND SHARING NEEDED TO CUT CO2<br />

The international shipping industry<br />

needs to work more quickly<br />

towards global digital<br />

standardisation if it is to reduce its<br />

CO2 emissions, according to<br />

Argyris Stasinakis, a partner with<br />

ship tracking intelligence company<br />

MarineTraffic.<br />

Stanaskis, speaking at the<br />

Singapore Maritime Technology<br />

Conference, said that more<br />

information exchange between<br />

shipowners, shippers, ports,<br />

equipment manufacturers and IT<br />

companies was needed to meet the<br />

ambitious CO2 emission reduction<br />

targets set by the IMO.<br />

"Reducing shipping's<br />

environmental footprint isn't just<br />

about fuel choice and vessel design.<br />

It's about deploying our assets<br />

intelligently. This can only be done<br />

if the industry is able to build a<br />

common approach to data<br />

standards and be more prepared to<br />

share this data.<br />

“If we are to unlock the potential<br />

contained in the vast quantities of<br />

official and validated crowdsourced<br />

information generated by<br />

shipping, we need to take a more<br />

open approach," said Stasinakis.<br />

AIS company MarineTraffic is<br />

part of the IMO's Global Industry<br />

Alliance, a public-private<br />

partnership working towards<br />

building a low carbon maritime<br />

transportation system. The<br />

company believes that more<br />

industry stakeholders should be<br />

taking a holistic approach to<br />

optimising the voyage from berth<br />

to berth and go far beyond current<br />

routeing services. Open data and<br />

transparency can positively<br />

contribute to the overall<br />

competitiveness of the shipping<br />

industry, significantly improving<br />

efficiency.<br />

Stasinakis added: "I<br />

passionately believe in the<br />

concept of positive disruption in<br />

the shipping industry. The<br />

benefits of better data are<br />

significant: lower fuel<br />

consumption, lower emissions,<br />

improved berth occupancy,<br />

tighter time windows for<br />

delivery of services."<br />

15


MAERSK TO TRIAL SEA MACHINES' IA SYSTEM<br />

A.P. Moller-Maersk will trial Sea Machines Robotics‘<br />

perception and awareness technology aboard ice-class<br />

containership Winter Palace.<br />

The agreement is significant in that it represents the<br />

first-use of “computer vision” based on Light Detection<br />

and Ranging (LiDAR) and perception software on a<br />

container vessel to augment transit operations.<br />

Similar to Advanced Driver-Assistance Systems<br />

(ADAS) commonly found in automobiles – which alerts<br />

drivers of roadway hazards and prevent accidents – Sea<br />

Machines’ system uses advanced sensors to collect a<br />

continuous stream of information from a vessel’s<br />

environmental surroundings, identify and track<br />

potential conflicts, and efficiently display the knowledge<br />

in the wheelhouse. The system facilitates safer and<br />

more efficient maritime operations.<br />

Maersk’s goal of the collaboration is to prove the<br />

technology aids the seafarers, can remove the line of<br />

sight restriction from the bridge, and provides the<br />

infrastructure for a future autonomous collision<br />

avoidance system.<br />

“This partnership with Maersk marks our first foray<br />

into the shipping sector and allows us to positively<br />

contribute towards the operator’s technology goals. Our<br />

mission is to propel the maritime industry forward with<br />

21st century technology,” explained Michael Johnson,<br />

founder and CEO of Boston-based Sea Machines.<br />

P. Michael A. Rodey, Senior Innovation Manager, A.P.<br />

Moller-Maersk, said: “Our team first met Sea Machines<br />

around three years ago when they were developing the<br />

concepts of their first autonomous systems, and already<br />

we were impressed with their technical capability,<br />

planned product path, and practical understanding of<br />

the future needs of the marine market.<br />

0“For this containership situational awareness<br />

programme, we aim to prove the technology increases<br />

our safety, efficiency and reliability. Autonomous<br />

vessels are not an end goal for Maersk nor is unmanned<br />

vessels; what is more of interest is the technology along<br />

the journey and the value it brings.”<br />

FIRST COMMERCIAL LP-SCR SYSTEM DELIVERED<br />

Shell International Trading and<br />

Shipping Company Ltd (STASCo)<br />

has signed a contract with BMT<br />

which will see the shipping giant<br />

purchase its own in-house licence of<br />

BMT’s industry-leading navigation<br />

simulator, REMBRANDT.<br />

Following several years of using<br />

REMBRANDT as a project<br />

engineering support tool, STASCo<br />

has purchased an advanced desktop<br />

version of REMBRANDT with<br />

consoles and will use the simulator<br />

to support a range of on-going and<br />

future projects involving navigation<br />

and STS operations. The current<br />

training facility will be expanded<br />

upon when STASCo relocate back to<br />

its international headquarters in<br />

London next year.<br />

Jim Brown, Marine Facilities<br />

Manager at STASCo said: “Having<br />

used BMT’s services for many years,<br />

we recognize the value in having<br />

access to the REMBRANDT<br />

simulator software in house, to<br />

assist in feasibility studies at the<br />

early project phases and to support<br />

NAVIS LAUNCHES NEW BLUETRACKER MODULES<br />

Navis has introduced two new<br />

Bluetracker modules to simplify the<br />

process of preparing tender<br />

descriptions of ships for timecharter<br />

agreements based on<br />

operational ship data. They can also<br />

facilitate seamless tracking of ship<br />

performance in order to foster<br />

energy-efficient ship operations.<br />

“Fleet and performance<br />

managers can use the improved<br />

availability of performance data<br />

from ongoing ship operations for<br />

the entire fleet in a number of<br />

different ways,” said Guy Rey-<br />

Herme, President of XVELA and<br />

Head of Maritime Solutions at<br />

Navis. “The Charter Monitor and<br />

Voyage Monitor modules are<br />

another step forward in our<br />

commitment to providing ship<br />

owners, ship managers and<br />

operational decision making and<br />

learning opportunities.”<br />

Phil Thompson, Managing<br />

Director at BMT added: “STASCo is<br />

justifiably seen as one of the most<br />

progressive ship operators globally<br />

with one of the world’s largest fleets<br />

of owned and chartered vessels. We<br />

see this partnership with STASCo as<br />

a positive affirmation in<br />

REMBRANDT, reinforcing the<br />

confidence STASCo has placed in the<br />

simulator and its capabilities.”<br />

charterers with the tools they need<br />

to make data-driven decisions<br />

based on real time ship<br />

performance information, to<br />

further optimize operations and<br />

improve energy efficiency.”<br />

The Bluetracker Charter<br />

Monitor module documents fuel<br />

consumption vs. speed and<br />

compares the operational<br />

performance values with those<br />

16


defined in the charter-party, while<br />

also considering weather factors. If<br />

deviations occur, an automatic<br />

warning function will alert the<br />

performance manager or<br />

superintendent to initiate<br />

corrective action to prevent<br />

unnecessarily high fuel<br />

consumption and potential speed<br />

claims.<br />

As part of the tendering process,<br />

the Charter Monitor can be used as<br />

an information exchange platform<br />

between the ship manager and<br />

charterer for ship particulars that<br />

contain accumulated performance<br />

data from running ship operations.<br />

Simple user management controls<br />

access for efficient collaboration<br />

between the inspection and<br />

chartering department of the ship<br />

owner as well as with the<br />

charterer.<br />

Monitoring the impact of sailing<br />

practices on fuel consumption<br />

during a voyage is a key way to<br />

save fuel for ships that have been<br />

chartered, particularly on a voyage<br />

basis. This is the case for bulk<br />

carriers and tanker vessels. Based<br />

on a defined voyage distance and<br />

arrival time, the Bluetracker<br />

Voyage Monitor module documents<br />

a vessel’s operations on the basis of<br />

either constant speed, power or<br />

rpm.<br />

The Voyage Monitor accounts<br />

for reported and sensor-driven<br />

ship data as well as weather<br />

factors. All data is automatically<br />

checked to determine their<br />

plausibility, consistency and<br />

completeness. A traffic-light system<br />

shows whether a ship is sailing<br />

within the voyage-specific<br />

tolerance corridor and is thus<br />

operating in an energy-efficient<br />

manner. If for instance, the ship’s<br />

estimated time of arrival changes,<br />

the corridor can be recalibrated<br />

during the voyage.<br />

Performance managers and<br />

superintendents can configure<br />

voyage KPIs for analytical purposes<br />

and monitor the fuel-saving voyage<br />

practices.<br />

“The industry needs a reliable,<br />

measurable foundation from a<br />

fleet’s data pool in order to<br />

produce automated evaluations<br />

with clear KPIs,” Rey-Herme said.<br />

“The comparability of data in terms<br />

of energy efficiency and emission<br />

compliance is a fundamental<br />

requirement – both for time<br />

charters and voyage charters.”<br />

The latest software upgrade of<br />

Bluetracker One, Navis’s fleet<br />

performance management<br />

platform, also includes<br />

enhancements to the benchmark<br />

module and the Energy Efficiency<br />

Operational Indicator (EEOI)<br />

module. The benchmark module<br />

enables all ships to be compared<br />

and ranked on the basis of an<br />

individual score. This score is<br />

drawn from cumulative<br />

measurements of various<br />

performance criteria during a<br />

specific period of time. The EEOI<br />

module generates monthly EEOI<br />

reports for each ship. The EEOI<br />

scores of ships are ranked in<br />

accordance with specific company<br />

and ship-class greenhouse gas<br />

criteria.<br />

NEWBUILDS & DELIVERIES<br />

FIRST SAYARINGO STAGE TYPE LNGC LAUNCHED<br />

Mitsubishi Shipbuilding has held the christening<br />

ceremony for a next-generation liquefied natural gas<br />

carrier building for a Mitsubishi Corporation and NYK<br />

Line joint venture.<br />

Diamond Gas Orchid, the first Sayaringo STaGE type<br />

vessel, is designed to achieve significant improvements<br />

in both LNG carrying capacity and fuel performance<br />

due to a more efficient hull form and an innovative<br />

hybrid propulsion system.<br />

After completion in late June, the LNGC will go into<br />

service transporting LNG for the Cameron LNG Project,<br />

a project in the U.S. state of Louisiana in which<br />

Mitsubishi Corporation and NYK Line are jointly<br />

participating.<br />

The Sayaringo STaGE succeeds the Sayaendo, a<br />

vessel highly acclaimed for its improved Moss-type<br />

spherical tanks. The adoption of apple-shaped tanks in<br />

the new Sayaringo STaGE however is said to enable an<br />

increase in LNG carrying capacity without changing the<br />

ship's beam, while incorporation of a hybrid<br />

propulsion system has significantly boosted fuel<br />

efficiency compared to the Sayaendo.<br />

With a 73,800dwt, and the total holding capacity of<br />

the vessel’s tanks is 165,000m3.<br />

STaGE, an acronym deriving from Steam Turbine<br />

and Gas Engines, is a hybrid propulsion system<br />

combining a steam turbine and engines that can be<br />

fired by gas. Efficient use of the engines' waste heat in<br />

the steam turbine results in substantial improvement<br />

in plant efficiency, enabling high-efficiency navigation<br />

throughout a full range of speeds.<br />

17


FINCANTIERI DELIVERS SEABOURN OVATION<br />

Italian shipbuilder Fincantieri has delivered Seabourn<br />

Ovation from its Sestri facility to Seaboun Cruise Line.<br />

It is the second vessel Fincantieri has built for this<br />

Carnival Cruise brand<br />

The 40,350gt sister to Seabourn Encore, (pctured)<br />

delivered from Fincantieri’s Marghera yard at the end<br />

of 2016, is, 210m long with a 28m beam and capable of<br />

reaching cruising speeds of 18.6kts. Passenger capacity<br />

is for 600 persons in 300 all-oceanfront suites<br />

featuring a private veranda.<br />

Richard D. Meadows, President of Seabourn Cruise<br />

Line, stated: “We are pleased to take delivery of<br />

Seabourn Ovation, offering yet another reason for<br />

luxury travellers to choose us for their next holiday. It<br />

has been an incredible journey to see the ship come to<br />

life, and the Fincantieri team has done a fantastic job in<br />

UZMAR SHIPYARD BUILDS 100TH RAL-DESIGN TUG<br />

the construction of the ship. The<br />

combination of Adam Tihany’s design<br />

vision and Fincantieri’s fine craftsmanship<br />

have resulted in yet another stunning<br />

creation. We are very proud to welcome<br />

her to the Seabourn family”.<br />

Giuseppe Bono, CEO of Fincantieri,<br />

commented: "Completing such a ship with<br />

this level of luxury and complexity is not<br />

always an assuming result, and therefore<br />

we are very proud of it. Furthermore, for<br />

us it is an even more remarkable industrial<br />

achievement if we consider that it is the<br />

second delivery within a few weeks and<br />

that other two units will take the sea from<br />

our yards in the coming two months. Four<br />

cruise ships belonging to different kind of market<br />

segments, for three different ship owners: no other<br />

shipbuilding group can provide such references and<br />

our goal is to further grow and improve".<br />

Seabourn Ovation will begin her maiden season with<br />

an 11-day inaugural voyage departing May 5 from<br />

Venice to Barcelona. The vessel will be officially<br />

christened at a ceremony in Valletta, Malta on May 11.<br />

The international actresses and singer, Elaine Paige,<br />

will be the godmother and officially name the ship<br />

during the celebration.<br />

Fincantieri has built 82 cruise ships since 1990 (59<br />

from 2002), 65 of which for Carnival’s different brands,<br />

while other 44, including agreements, are currently<br />

being designed or built in the Group’s yards, 9 of which<br />

for the shipowners of the American group.<br />

Uzmar Shipyard of Turkey has<br />

begun construction on its 100th tug<br />

to a Robert Allan Ltd design, a<br />

RAstar 3200-W destined for<br />

service on Canada’s West Coast<br />

with SAAM-SMIT Canada.<br />

This new tug is claimed to<br />

represent the state-of-the-art in<br />

design and construction of ASD<br />

escort tugs in a sub-500grt hull.<br />

With its RAstar hull and deep<br />

skeg, the design is optimized for<br />

generating high indirect escort<br />

forces and is capable of providing<br />

towing operations from the stern.<br />

The tug features several other<br />

features such as gas detection,<br />

explosion-proof deck equipment,<br />

off-ship fire-fighting capability, and<br />

one of the first applications of an<br />

IMO Tier III emissions compliant<br />

propulsion package on a tug.<br />

This delivery, scheduled for<br />

early 2019, will mark a milestone<br />

in Uzmar’s history of building high<br />

quality tugs with speed and<br />

efficiency.<br />

Robert Allan Ltd reports that<br />

Uzmar has construction underway<br />

of eight other RAL tugs at its<br />

modern shipyard in the Kocaeli<br />

free zone. These include six new<br />

RAstar 3200s and a pair of<br />

RAmparts 3000 tugs. In addition,<br />

Uzmar will soon start building 20<br />

tugs each of 50-85 tonnes BP.<br />

18


SDAMEN TAKES NEW TUG ON "ROAD SHOW"<br />

The first of Damen’s new RSD 2513 harbour tugs is<br />

touring European ports to give owners and<br />

operators an opportunity to board the vessel and<br />

assess its operational performance.<br />

The tug’s radical new design is the result of<br />

extensive industry consultation to develop a vessel<br />

with the power and flexibility to manoeuvre ever<br />

larger vessels safely, quickly and efficiently within<br />

restricted waters.<br />

The 25m RSD Tug 2513 combines elements of<br />

tractor tugs and ASD tugs to create a class of vessel<br />

that effectively has two bows,<br />

enabling it to always operate<br />

bow first. The result is a tug that<br />

is equally effective at bow<br />

assists and stern assists.<br />

A Damen Twin Fin skeg also<br />

contributes to the effectiveness<br />

of the design, giving the RSD Tug<br />

2513 excellent course-keeping<br />

characteristics. Bollard pull is<br />

75t ahead (push) and 71t astern<br />

(pull).<br />

This ‘bow first’ capability also<br />

gives tug operators a vessel that<br />

is exceptionally efficient. The<br />

design brings additional benefits<br />

including a higher freeboard<br />

than is usual on a tug of this size.<br />

This improves safety and stability. The RSD Tug<br />

2513 also features a wide range of additional<br />

features including the new Damen Safety Glass for<br />

the wheelhouse.<br />

This is shatterproof glass similar to that used in<br />

cars and it represents a huge step forward in crew<br />

protection because the glass does not fragment<br />

when struck by a heavy object. Other innovations<br />

include the glued superstructure to counter noise<br />

and vibration, and Damen’s remote monitoring<br />

system.<br />

19


ROLLS-ROYCE AND HURTIGRUTEN TEAM UP IN CRUISESHIP UPGRADE<br />

Norwegian cruise ferry operator<br />

Hurtigruten hs signed a Letter of<br />

Intent with Rolls-Royce for a major<br />

environmental upgrade<br />

programme to hybrid power. The<br />

main engines on up to nine cruise<br />

ships will switch from diesel to gas<br />

power and the upgrade will also<br />

include installation of a hybrid<br />

battery system.<br />

The deal comprises the supply<br />

of equipment to six existing<br />

passenger cruise vessels, with an<br />

option for a further three. The<br />

ships will completely change their<br />

power system with the installation<br />

of new Rolls-Royce LNG-engines as<br />

part of a new hybrid system. The<br />

upgrade will enable the former<br />

diesel-powered ships to reduce<br />

CO2-emissions by at least 25 per<br />

cent.<br />

Daniel Skjeldam, CEO of<br />

Hurtigruten, said: “This is an<br />

investment for the future, and a<br />

historic day for us, for the<br />

environment and for the whole,<br />

long Norwegian coastline. The<br />

combination of battery packs with<br />

the most environmentally friendly<br />

and effective gas engines in the<br />

market will provide a huge gain for<br />

the environment.”<br />

Hurtigruten was recently<br />

awarded licenses by the Norwegian<br />

Government for seven out of 11<br />

coastal ferry routes. The yearround<br />

service, on the renowned<br />

passenger and cargo route from<br />

Bergen in the southwest to<br />

Kirkenes in the north, has 34 stops.<br />

One of the key requirements from<br />

the Government of the route’s<br />

operator was a reduction in CO2-<br />

emissions. With its plans for a<br />

major upgrade, Hurtigruten will be<br />

able to continue operating its<br />

existing fleet on the route and at<br />

the same time meet these new<br />

stricter environmental demands.<br />

Astrid Opsjøen, Rolls-Royce,<br />

Vice President Product Sales &<br />

Advanced Offerings, said:<br />

“Hurtigruten is planning an<br />

upgrade with our newest and most<br />

environmentally efficient engine,<br />

powered by natural gas. This is<br />

another great innovation from our<br />

engine factory in Bergen, where we<br />

have more than ten years of<br />

experience of powering ships<br />

purely by gas. Together with other<br />

new energy system installations,<br />

Hurtigruten will make its older<br />

ships work as efficiently and<br />

environmentally as if they were<br />

new.”<br />

The intentional agreement<br />

specifies that Rolls-Royce is to<br />

deliver two of its Bergen<br />

B36:45L&PG gas engines as the<br />

main engines to each ship. These<br />

LNG engines set a new standard in<br />

power and efficiency with<br />

exceptionally low emissions of<br />

NOx, CO2, SOx and particulates.<br />

Rolls-Royce will also supply the<br />

latest electrical power SAVe Cube<br />

system, designed with a single<br />

integrated drive switchboard for<br />

the whole vessel. Additional<br />

battery power will also be installed,<br />

making the ships hybrid powered<br />

and contributing to making them<br />

even more environmentallyfriendly.<br />

The propulsion system is<br />

planned to also include the Promas<br />

system, which combines rudder<br />

and propeller into one fuel efficient<br />

unit.<br />

MEYER DELIVERS BLISS<br />

Germany’s Meyer Werft has<br />

handed over the 167,800grt<br />

Norwegian Bliss to Norwegian<br />

Cruise Line (Miami, USA) following<br />

extensive testing of all machinery<br />

and systems, sea trials and<br />

intensive crew training both at sea<br />

and in the Dutch port of<br />

Eemshaven. Norwegian Bliss is the<br />

11th ship built for Norwegian<br />

Cruise Line by the Papenburg<br />

based shipyard.<br />

20


DAMEN DREDGING EQUIPMENT ROLLS OUT NEW DOP DREDGER<br />

Damen Dredging Equipment has<br />

launched a new DOP Dredger Series<br />

following the success of its DOP<br />

submersible dredge pump, which<br />

has arguably proven its versatility in<br />

applications around the world.<br />

Olivier Marcus, Damen Product<br />

Director Dredging, explained: “The<br />

knowledge and" experience we have<br />

gained over the years has now led to<br />

The International Association of<br />

Classification Societies (IACS) has<br />

cited quality, modernisation and<br />

transparency as the way forward for<br />

its members as the shipping<br />

industry faces a complex and<br />

increasingly competitive future.<br />

“IACS and its twelve Member<br />

societies need to act as a guide for<br />

the shipping industry, identifying<br />

the path for others to follow, said<br />

IACS Chairman Knut Ørbeck-Nilssen<br />

in the association’s 2017 Annual<br />

Review.<br />

“When many in the maritime<br />

community feel like their businesses<br />

are in dire straits, IACS and its<br />

Members, the top classification<br />

societies, need to be a beacon of<br />

light setting the course ahead – with<br />

modern requirements, transparent<br />

processes and the highest quality of<br />

service.”<br />

The three themes of IACS’<br />

strategy build on the work done by<br />

the organisation and its Member<br />

classification societies last year and<br />

position the Association well for the<br />

many challenges that lie ahead, he<br />

said.<br />

2017 highlights include<br />

achieving full compliance with the<br />

International Maritime<br />

the development of a new standard<br />

series of DOP Dredgers focusing on<br />

maximum sand production at<br />

significant depths and practical<br />

transport and assembly due to the<br />

limited unit weights.”<br />

In recent years there has been<br />

more demand for specialised<br />

dredgers from hydroelectric<br />

dam/water reservoir operators,<br />

sand mining<br />

companies, and<br />

dredging companies<br />

carrying out sand<br />

winning for<br />

reclamation projects<br />

Marcus said:<br />

“There are probably<br />

tens of thousands of<br />

hydropower dams<br />

and water reservoirs<br />

in the world built in<br />

CLASSIFICATION & GUIDANCE<br />

MODERNITY AND TRANSPARENCY THE BEDROCK FOR THE FUTURE<br />

Organisation’s Goal Based<br />

Standards; ongoing industry<br />

involvement in cyber security<br />

and autonomy; and the launch<br />

of new membership criteria.<br />

Ørbeck-Nilssen said: “2017<br />

was a year in which the<br />

maritime world’s key players<br />

had to get to grips with tectonic<br />

changes in markets, regulations<br />

and technology. I am proud to<br />

say that both IACS and its<br />

Member societies rose to that<br />

challenge with their work across the<br />

year.<br />

“Together we achieved<br />

significant progress in modernising<br />

the concept of class and in adapting<br />

to the digital transformation of our<br />

industry.<br />

“In IACS, we strive to ensure that<br />

our own standards allow for<br />

innovative practices that utilise the<br />

flexibility available within ship<br />

regulations while maintaining highquality<br />

and delivering on our<br />

unceasing commitment to a safer<br />

and more secure maritime world.<br />

“IACS’ 2017 Annual Review<br />

testifies to these endeavours, as well<br />

as offering a roadmap for how the<br />

organisation and its members will<br />

ensure they continue to provide,<br />

the last decades. As the flow of the<br />

river is dramatically reduced, the<br />

sediment it carries settles by the<br />

dam. The DOP dredger is ideal to<br />

tackle dam maintenance work.”<br />

DOP dredgers are also very good<br />

for deep sand winning. Mining<br />

companies are going deeper and<br />

deeper for minerals. And separately,<br />

there is a lot more land reclamation<br />

taking place.<br />

“The DOP dredger, with the<br />

submerged DOP pump, can go much<br />

deeper to win sand when compared<br />

to a Cutter Suction Dredger,” said<br />

Marcus.<br />

The new series makes use of the<br />

standard DOP 150, 200, 250 and<br />

350, which have a mixture capacity<br />

ranging from 600m3/h to 2,400<br />

m3/h.<br />

openly and transparently, the<br />

highest quality classification<br />

services to the maritime industry.”<br />

Robert Ashdown, IACS’ Secretary<br />

General, added: “With the maritime<br />

industry facing complex and<br />

competing demands, IACS continues<br />

to play a leading role by bringing<br />

familiar technical assurance<br />

processes to bear against new and<br />

unfamiliar technologies.<br />

“Our 2017 Annual Review<br />

showcases the work that IACS’<br />

Member societies have undertaken<br />

in this respect, while also<br />

emphasising our continuous<br />

commitment to quality operations<br />

and, by way of the Class data<br />

provided, to acting in an ever more<br />

transparent way.”<br />

21


FEATURE ARTICLE<br />

CUTTING IT IN THE DREDGING SECTOR<br />

Thordon Bearings has witnessed a marked<br />

increase in orders for its Composite cutterhead<br />

shaft and intermediate ladder bearings from a<br />

market that appears to have escaped the pitfalls of<br />

the fluctuating market conditions that have<br />

impacted so many other shipping sectors.<br />

Indeed, an International Association of Dredging<br />

Companies (IADC) report published at the close of<br />

2016 stated that the sectors’ finances have increased<br />

on 2014 figures largely because of large scale energy<br />

and infrastructure projects, such as the Suez Canal<br />

expansion. Yet while this has resulted in increased<br />

demand for dredging tonnage, it is the dredger<br />

operators’ corporate social responsibility and<br />

environmental sustainability ethos that is the main<br />

driver behind the demand for Thordon’s proprietary<br />

polymer bearings.<br />

George Morrison, Thordon Bearings’ Regional<br />

Manager, Western Europe, Africa and Aus/NZ,<br />

explains: “Most dredging companies have instigated<br />

plans to achieve their sustainability goals with<br />

solutions that can reduce substantially the impact of<br />

operations on the marine environment. This includes<br />

the use of biodegradable lubricants, but what we are<br />

finding is that operators are also looking at solutions<br />

capable of melding high performance and<br />

environmental sustainability with cost efficiencies.”<br />

The through-life performance of Thordon’s<br />

Composite cutterhead shaft and intermediate ladder<br />

bearings not only affords increased longevity but<br />

compared to traditional arrangements, operational<br />

costs are much lower due to the longer periods<br />

between replacement, less downtime and the<br />

obsolescence of grease.<br />

Thordon bearings are lubricated by seawater,<br />

negating the need to purchase, use and store costly<br />

greases and bio-degradable lubricants, resulting in a<br />

much safer, pollution-free operation. In addition to<br />

offering high resistance to abrasion, with little by way<br />

of friction, noise and vibration, the bearings are<br />

ostensibly maintenance-free and the intermediate<br />

ladder bearings can be changed with the shaft in-situ.<br />

The ladder bearings operate in combination with a<br />

hard, stainless steel shaft or hard coated shaft liner<br />

such as Ni-Cr-B, and routinely outwear rubber<br />

bearings by a factor of two or more, significantly<br />

reducing maintenance downtime and costs over the<br />

operating life of the dredge.<br />

“Wear rates in the abrasive conditions most<br />

dredgers operate are typically half that of rubber<br />

22


earings, reducing maintenance downtime over the<br />

life of the vessel,” says Morrison. But performance is<br />

not the only reason why the dredging sector has<br />

moved away from traditional bearing materials.<br />

“With the emergence of more stringent regulations<br />

most dredgers are now fitted with water-lubricated<br />

cutterhead shaft and intermediate ladder bearings to<br />

mitigate against the risk of polluting the ecologically<br />

sensitive environments in which most dredgers now<br />

operate. Operators simply cannot risk polluting seas<br />

and sediments with grease and oil. Water-lubricated<br />

ladder bearings are often a key factor in being<br />

awarded these sensitive area projects.”<br />

An important milestone in the sectors’ acceptance<br />

of the self-lubricating bearing technology was the<br />

installation to the 123.80m mega-cutter suction<br />

dredger D’Artagnan, delivered to DEME in 2005. The<br />

success of the installation was affirmed in 2014 during<br />

drydock, when the bearings were removed for<br />

inspection.<br />

At the time, Frederick Mertens, DEME’s then<br />

Assistant Vessel Manager, said: “The bearings have<br />

performed well and have shown a positive wear-life<br />

compared to metallic bearings. For the intermediate<br />

ladder bearings, we noticed even less wear so did not<br />

replace them.” He furthered that compared to bearing<br />

systems that use expensive bio-degradable greases,<br />

Thordon’s water-lubricated bearings are “a real costsaving<br />

alternative”.<br />

NMDC, the owner of the 97m heavy duty cutter<br />

suction dredger Al Mirfa, found the Composite<br />

cutterhead bearings to be similarly unaffected, when<br />

the vessel drydocked earlier this year. After ten years<br />

and more than 100,000 operating hours dredging up<br />

silt, sand, rocks and stones in some of the toughest<br />

marine environments imaginable, Rafid Qureshi,<br />

Managing Director, Ocean Power International Inc, a<br />

Thordon distributor, noted “the Thordon Composite<br />

bearing was still in perfect working condition.”<br />

Maarten Jansen, Thordon Bearings’ Regional<br />

Manager – Eastern Europe and Middle East, says:<br />

“These dredgers operate in some very tough<br />

environments, which require a tough, durable bearing<br />

capable of withstanding the excessive wear and tear<br />

encountered during dredging operations. These vessel<br />

types place inordinately high loads on the cutter shaft<br />

bearing which, in the past, often resulted in the<br />

replacement of traditional greased bronze and rubber<br />

bearings every six to eight months. That the Thordon<br />

solution didn’t need replacing after ten years of heavy<br />

duty service is indicative of the durability and<br />

robustness of our polymer bearings.”<br />

Although Thordon has been supplying Composite<br />

dredger bearings to the sector for 35-years, the<br />

D’Artagnan order was pivotal in that it spurred<br />

demand for the environmentally-sound bearing to<br />

some of the most prominent and largest, state-of-the<br />

art dredgers ever built: Artemis (959mm shaft), JFJ de<br />

Nul (950mm shaft), , Al Sadr (800mm shaft), Al Mariah<br />

(717mm shaft), Huta-9 (800mm shaft).<br />

One recent order for the Canada-based company’s<br />

elastomeric cutterhead bearings, specially formulated<br />

to provide superior wear life in very abrasive water<br />

conditions, is for a 6500 cubic metre dredger building<br />

for an undisclosed owner at China’s Jiangsu Haixin<br />

Shipping Heavy Industry Co. When delivered the<br />

vessel will take up dredging duties in the South China<br />

and East China Seas.<br />

COMPANY NEWS<br />

UK P&I CLUB JOINS FORCES WITH GEOLLECT<br />

The loss prevention team at UK P&I<br />

Club has announced it has been<br />

working with Geollect, the UK and<br />

US based Geospatial Intelligence<br />

Company, to provide its members<br />

with cutting edge data feeds with<br />

geospatial analysis, providing<br />

essential information on ports and<br />

locations across the globe.<br />

Geollect creates proprietary,<br />

dynamic algorithms within userfriendly<br />

software to deliver a new<br />

form of timely and actionable<br />

intelligence. The data is collated<br />

from satellite imagery, social media<br />

updates, intelligence data,<br />

geospatial data and the Club’s own<br />

information to build up a complete<br />

picture of worldwide maritime<br />

incidents and alerts.<br />

An interactive map has been<br />

created for UK P&I members and<br />

allows users to zoom into ports and<br />

locations, providing both map and<br />

satellite views.<br />

As well as listing collision areas,<br />

live incident reporting,<br />

infrastructure repairs to port areas<br />

and the latest piracy reports, the<br />

map also links to UK P&I Club’s<br />

‘Lessons Learnt’ experience,<br />

allowing users to click from the<br />

portal through to more thorough<br />

information on the Club’s website.<br />

George Devereese, Senior Loss<br />

Prevention Executive, UK P&I Club,<br />

said: “We believe there is a<br />

compelling need within maritime<br />

risk to modernise and fuse<br />

disparate reporting mechanisms.<br />

Visualising the political atmosphere<br />

on top of port infrastructure and<br />

activity layers via geospatial data<br />

services can provide insights into<br />

the risks associated with each<br />

specific port and the Club is aiming<br />

to create the most extensive<br />

incident and information resource<br />

within the P&I industry.<br />

“Incorporating Geollect’s data<br />

and information will give us an<br />

operational advantage over our<br />

competition, as well as providing us<br />

with lower operational risk and<br />

increase efficiencies. This is just the<br />

start for us and we will look to our<br />

members to let us know what other<br />

information will be useful.”<br />

Cate Gwilliam, CEO, Geollect said<br />

“The key to our success has been<br />

our agility and ability to adapt to<br />

the customer requirements, this<br />

has only been possible through the<br />

strong relationship we have built<br />

with UK P&I. ”<br />

23


HARLAND AND WOLFF APPOINTS JONATHAN GUEST AS CEO<br />

Jonathan Guest (pictured right),<br />

currently Director of Business<br />

Development and Improvement for<br />

Harland and Wolff Heavy<br />

Industries Limited, has been<br />

appointed as Chief Executive<br />

Officer of Harland and Wolff Group<br />

PLC and Harland and Wolff Heavy<br />

Industries Limited. He will replace<br />

Robert J Cooper, who is set to retire<br />

later this month<br />

Robert began his career at<br />

Harland and Wolff as an accountant<br />

in 1974. He rose through the ranks<br />

CSSC AND MACGREGOR<br />

OPEN CHINESE JV<br />

MacGregor and the China State<br />

Shipbuilding Corporation's (CSSC)<br />

Nanjing Luzhou Machine Co Ltd<br />

(LMC) celebrated the opening of<br />

their first joint venture in Nanjing,<br />

China on April 10.<br />

CSSC LMC and MacGregor have<br />

established a solid foundation of<br />

trust through 30 years of successful<br />

cooperation. This joint venture is<br />

said to begin a new era of a longterm<br />

strategic cooperation.<br />

With common efforts from both<br />

parties, the joint venture will be<br />

gradually developed to be the<br />

centre of excellence for air<br />

compressors. The cooperation will<br />

be expanded step by step to cover<br />

other suitable products in the<br />

future.<br />

Sun Wei, Vice President, CSSC<br />

Group says: "This joint venture<br />

establishment is a new cooperation<br />

model between our companies who<br />

both operate in the challenging<br />

market conditions. CSSC Nanjing<br />

Luzhou and MacGregor have built a<br />

solid foundation through 30 years'<br />

friendly cooperation. The new joint<br />

venture will combine MacGregor's<br />

strengths in design, technology,<br />

management and global after-sales<br />

service with Nanjing Luzhou's<br />

strengths in domestic production<br />

and sales based on the scale and<br />

industry strength of the CSSC Group.<br />

By actively exploring effective and<br />

innovative ways of cooperation, we<br />

are together able to achieve a winwin<br />

situation and good market<br />

prospects for the joint venture."<br />

of the firm during a time of great<br />

transition including the<br />

privatisation of the company and<br />

its purchase by Norwegian stock<br />

exchange listed Fred. Olsen Energy.<br />

He has been widely acknowledged<br />

as the CEO who returned H&W to<br />

profit through a successful strategy<br />

of diversification leading the firm<br />

into the renewable energy sector,<br />

design engineering and the growth<br />

of the ship repair and conversion<br />

business.<br />

Jonathan has worked for 23<br />

years as a professional engineer<br />

and executive director in a range of<br />

industries including marine,<br />

manufacturing, automotive,<br />

engineering and construction.<br />

Jonathan has previously held<br />

positions of Operations Director of<br />

façade company McMullen<br />

Architecture and Managing<br />

Director of the interior fit out<br />

specialist MJM Group in Newry<br />

Robert said he is delighted that<br />

Jonathan has agreed to succeed<br />

him. He has ably fulfilled the role<br />

of Director of Business<br />

Development and Improvement at<br />

Harland and Wolff for the past 4<br />

years. He is a major asset and the<br />

company is in very good hands.<br />

The role of CEO of Harland and<br />

Wolff comes with huge<br />

responsibilities which go beyond<br />

our immediate existence as a<br />

successful and innovative<br />

engineering firm. The brand is<br />

known throughout the world and I<br />

know he will provide excellent<br />

leadership for the team at Harland<br />

and Wolff, which is now in its<br />

158th year.”<br />

Jonathan added: “I have been<br />

involved with Harland and Wolff<br />

from the earliest stages of my<br />

career and I cannot express how<br />

delighted I am to take charge of<br />

this magnificent company. Robert J<br />

Cooper has left a legacy of stability,<br />

innovative spirit and a can-do<br />

approach which has benefited us<br />

hugely. He took some very tough<br />

decisions during his career to<br />

assure the continuing survival and<br />

eventual success of the company<br />

and I intend to continue this good<br />

work.”<br />

WÄRTSILÄ AND SINGAPORE MPA PARTNER UP<br />

Wärtsilä has partnered up with the Maritime and Port Authority of<br />

Singapore (MPA) to promote maritime innovation and R&D. The<br />

partnership covers four different streams: digital acceleration, cyberphysical<br />

security, intelligent vessel and port operations.<br />

Wärtsilä and MPA have also agreed to support and leverage start-ups<br />

and small and medium enterprises in Singapore in these four streams.<br />

Through the partnership, the two organisations are developing and<br />

field testing intelligent vessels capabilities with local operators, and<br />

pathways to safe and sustainable autonomous operations. This will<br />

include exploring reliable, secured, and cost-effective data exchange<br />

between ports and vessels, supporting just-in-time operations, and other<br />

value adding applications.<br />

The organisations will also educate and create awareness on maritime<br />

technologies as well as synergise and showcase activities across both the<br />

MPA Living Lab and Wärtsilä Digital Acceleration Centre (DAC).<br />

24

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