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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 />
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30 April 2018<br />
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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 />
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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 />
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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