MEM57

MEM
MEM
MARINE ENGINEERS MESSENGER
Issue 57
28 May 2018
ICS SAYS ZERO CARBON FUELS NEEDED TO MEET TARGETS FOR SHIPPING
ICS PREDICTS "SULPHUR CAP CHAOS"
LR TOOL EVALUATES BEST 2020 SULPHUR OPTIONS
SSI CLAIM BIOFUELS WILL MEET SUPLHUR CHALLENGE
ROLLS-ROYCE AND FINFERRIES TO OPTIMISE SHIP EFFICIENCY
ISPS NEEDS UPDATING TO ACCOUNT FOR DRONE ATTACK
AND MORE...

MEM
MARINE ENGINEERS MESSENGER
Telegraph
The Lloyd’s Register report commissioned by the Sustainable
Shipping Initiative on the merits of using biofuels to meet the
impending global sulphur cap rule is way of mark and will do more
environmental harm than good if the shipping industry goes down
the vegetable oil route.
While some biofuels are obviously a good way of reducing
shipping’s environmental footprint, the use of vegetable oils has a
greater impact on the environment than burning fossil fuels.
Not so long ago, there was considerable investment in processing
the Jatropha plant, which was then considered the ultimate green
fuel. It came to pass however that producing the stuff did more harm
than good. The plant is highly toxic, and lush fertile ground was
razed to make a way for Jatropha planting.
The same can be said of palm and corn-based biofuels, which have
proven controversial given the consequent increase in deforestation,
drainage of peatlands, loss of biodiversity and reduced availability of
freshwater. Palm and corn plantations for fuel have also seen an
increase in the use of chemical-based fertilisers and pesticides.
Indeed, the Royal Academy of Engineering published a report last
year stating that burning some vegetable-based biofuels have led to
more emissions than burning fossil fuels. The report, Sustainability
of Liquid Biofuels, advocated greater use of waste products, such as
used cooking oils, ‘fatbergs’, and timber.
Another interesting report by the Hunger Math blog highlighted
the impact on global food production when land that could be used
for food crops is given over to crops for fuel. Have a read of this very
thought proving report here:
https://hungermath.wordpress.com/2015/10/29/how-muchfarmland-is-used-for-biofuel/
While it is commendable that there is a movement to create a
more sustainable shipping industry, the bigger picture has to be
taken into account.
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28 May 2018
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3

EMISSIONS
ICS SAYS ZERO CARBON FUELS NEEDED TO MEET TARGETS FOR SHIPPING
The ambitious CO2 reduction targets
set by IMO for the year 2050 can
only be delivered with the global
rollout of zero CO2 fuels and
propulsion systems, says the
International Chamber of Shipping
(ICS).
Speaking at the annual Summit of
Transport Ministers hosted by the
OECD International Transport
Forum in Leipzig, ICS Deputy
Secretary General, Simon Bennett
said: “As well as being consistent
with the 1.5 degree climate change
goal, the IMO targets are far more
ambitious than what has so far been
agreed for aviation, or indeed the
commitments made by governments
with respect to the rest of the global
economy under the Paris
Agreement. But the shipping
industry greatly welcomes the IMO
agreement because it gives us the
signal we need to get on with the job
of decarbonizing the sector
completely as soon as possible.”
With respect to the IMO goals set
for 2050 – a 70% efficiency
improvement as an average across
the fleet, and a total CO2 cut by the
sector of at least 50% by 2050
(regardless of expected growth in
maritime trade), Mr Bennett said
“these targets can realistically only
be achieved with the development
and global roll out of genuine zero
CO2 fuels.
“To be clear, zero CO2 fuels
means radical and as yet unproven
technologies such as hydrogen fuel
cells using ammonia or methanol or
batteries powered using renewable
energy. While LNG or biofuels will
play an important part in the
transition we only really see these
as interim solutions that won’t
deliver the ambitious targets which
IMO has now set for 2050.
“While we are confident new
zero CO2 technologies will
eventually deliver they are not yet
fully ready for maritime
application, and certainly not yet
for deep sea trades.”
Bennett added: “The
development of these new
technologies will require cooperation
between all relevant
stakeholders particularly
shipbuilders, engine manufacturers
and classification societies, which
are the repositories of the
industry’s technical knowledge.
But when it comes to pure
research into new propulsion
systems this has to be facilitated by
governments within a framework
that needs to be developed by the
UN IMO.”
“To kick start new technologies
we also may need to make some
compromises. For example, in
order to develop hydrogen
propulsion systems, and gain
experience of the serious technical
challenges, we may need to initially
permit use of hydrogen that is still
derived from fossil feedstock rather
than renewables, a technology
which is not quite there yet, though
probably not insurmountable in the
longer term.”
With regard to short term
measures, Bennett said
the industry recognises that there
is a political need among many
governments for new IMO
regulations that will start achieving
further CO2 reductions from the
sector before 2023, so that the
industry stays on track to improve
efficiency, as an average across the
sector, by at least 40% by 2030, as
also agreed by IMO.
The next round of IMO
discussions will take place in
October 2018 in order to consider a
list of possible candidate measures
for CO2 reduction, and the industry
is planning to make some detailed
submissions to that meeting.
“We are particularly focused on
further improvements to the
Energy Efficiency Design Index
(EEDI) for new ships which already
requires a 30% efficiency
improvement for ships built in
2025 compared to 2013, perhaps
moving forward the
implementation dates that
currently apply for certain ship
types such as containerships,”
explained Bennett.
Headded “At the moment we
believe the IMO strategy can best
be delivered with technical
measures alone. We don’t think we
need the smoke and mirrors of
market based measures or the
purchase of carbon offsets to
compensate for emissions which
the sector is quite capable of
reducing itself in line with the
targets now agreed by IMO.
ICS has produced a briefing note
on possible zero CO2 marine fuels
which can be seen here.
4

ICS PREDICTS "SULPHUR CAP CHAOS" AND URGES EU TO FOLLOW IMO STRATEGY
The International Chamber of
Shipping (ICS) fears “chaos and
confusion” unless the IMO urgently
resolves some serious issues
concerning the implementation of
the 0.5% sulphur in marine fuel
cap, scheduled to come into effect
globally overnight on 1 January
2020.
This was the principal
conclusion of the Annual General
Meeting of ICS’s member national
shipowner associations which met
in Hong Kong last week.
ICS Chairman Esben Poulsson,
who was re-elected at the AGM for
a further term, said: “The shipping
industry fully supports the IMO
global sulphur cap and the positive
environmental benefits it will
bring, and is ready to accept the
significant increase in fuel costs
that will result. But unless a
number of serious issues are
satisfactorily addressed by
governments within the next few
months, the smooth flow of
maritime trade could be
dangerously impeded. It is still far
from certain that sufficient
quantities of compliant fuels will
be available in every port
worldwide by 1 January 2020. And
in the absence of global standards
for many of the new blended fuels
that oil refiners have promised,
there are some potentially serious
safety issues due to the use of
incompatible bunkers.”
Poulsson added: “Governments,
oil refiners and charterers of ships
responsible for meeting the cost of
bunkers all need to understand
that ships will need to start
purchasing compliant fuels several
months in advance of 1 January
2020. But at the moment no one
knows what types of fuel will be
available or at what price,
specification or in what quantity.
Unless everyone gets to grips with
this quickly we could be faced with
an unholy mess with ships and
cargo being stuck in port.”
ICS emphasises that
governments will need to make
significant progress on these
issues at a critical IMO meeting in
July about the impending global
sulphur cap, to which ICS – in
cooperation with other
international industry associations
– will be making a number of
detailed technical submissions to
assist successful implementation
of what ICS describes as a
regulatory game changer.
The ICS AGM endorsed its
support for the historic UN IMO
agreement adopted in April 2018
on a comprehensive strategy to
phase out international shipping’s
CO2 emissions. This includes
targets to improve the sector’s
CO2 efficiency by at least 40% by
2030 and 70% by 2050, and a very
ambitious goal to cut the sector’s
total GHG emissions by at least
50% by 2050 regardless of growth
in demand for maritime transport.
ICS member national
associations agreed to contribute
constructively to the immediate
development of additional IMO
regulations that will start to have a
direct impact on further reducing
international shipping’s CO2
emissions before 2023, in line with
the new IMO strategy. They
agreed that ICS should come
forward with detailed proposals
before the next round of IMO
discussions in October on reducing
GHG emissions from shipping.
However, ICS members
expressed serious disappointment
at the apparent intention of the
European Union to press on with
the implementation of a regional
CO2 reporting system at variance
to the global system already
agreed by IMO, despite having
given an undertaking to align the
MRV regulation with the global
regime.
“We are still waiting to see the
final recommendations from the
European Commission following a
recent consultation’ said Poulsson.
“But the industry has made clear
its total opposition to the
publication of data about
individual ships using abstract
operational efficiency metrics that
bear no relation to CO2 emissions
in real life and which will be used
to penalise shipowners unfairly.
“Anything less than a full
alignment with the IMO CO2 data
collection system will be seen as a
sign of bad faith by many non-EU
nations who recently agreed to the
IMO GHG reduction strategy,
precisely to discourage such
unilateral measures which risk
seriously distorting maritime
trade and global shipping
markets.”
5

SONGA TO SCRUB 14 SHIPS WITH CROE SYSTEM
CR Ocean Engineering (CROE) has been awarded a
contract to retrofit its exhaust gas cleaning system to
14 vessels managed by Songa Shipmanagement, a
division of the Oslo-based BLYSTAD Group. There is an
option to retrofit an additional five vessels.
The CR Ocean Engineering Marine Scrubbers will
be installed on the shipmanager’s oil/chemical tankers
and heavy lift vessels from summer 2018 through to
early 2020.
“We are proud to be working with Songa,” said Nick
Confuorto, CROE President and COO. “They have
proven to be an excellent company to work with and
it’s an honour for us to help them face this major
emissions challenge.”
In addition to the existing 0.1% Sulphur fuel
Emission Control Areas (ECAs) in Europe and North
America, in January 2020 ship’s operating throughout
the world will need to reduce the sulphur content of
the fuel burned to 0.5% S from the current 3.5%.
According to Songa Shipmanagement Managing
Director, Kenneth MacLeod: “We meet our corporate
responsibility knowing that a cleaner environment is
good for the planet. And that’s everyone’s business.”
Allied Shipbroking called Marine Scrubbing
technology, the “fastest and cheapest”way to reduce
harmful diesel fuel emissions to meet the stringent
International Maritime Association (IMO) compliance
requirements for the shipping industry scheduled to
go into effect in 2020.
Based on over 60 years of experience in air
pollution control, US-based CROE developed a
compact scrubbing system for ship application. The
company has three basic designs: Open Loop, Closed
Loop, and Hybrid, all of which can be fitted as a single
stream or multi-stream system.
LR TOOL EVALUATES BEST 2020 SULPHUR OPTIONS
Lloyd’s Register has introduced an
online tool to help ship operators
understand the best options
available for meeting the global
sulphur in fuel oil limit to enter
into force in 2020.
The classification society says
its Sulphur 2020 – Options
Evaluator can bring clarity to what
the potential cost and investment
implications could be for the
various compliance strategies,
such as transition from fuel oil to
MGO, use of scrubbers and HSFO
or use of other compliant fuels
such as LNG or Methanol.
The Options Evaluator allows
ship operators to compare
different compliance strategies by
reviewing emissions output and
comparing the different CAPEX
and OPEX implications of each
option.
LR’s Douglas Raitt, Regional
Consultancy Manager Asia,
commented: “2020 is around the
corner and to date it appears most
operators will transition from fuel
oil to gas oil operations to meet
the global sulphur in fuel oil limit.
Scrubber uptake or LNG and
Methanol as a marine fuel are
slowly evolving, perhaps as a
function of a ‘wait and see’
approach by the shipping industry.
We developed the options
evaluator to give some guidance to
operators who have not yet fully
considered their options for 2020
compliance.”
Justin Murphy, CEO
International Bunker Industry
Association, said: “IBIA is fully
involved at IMO on all matters
marine fuel related and for years
has been the voice of the industry
pushing for practical regulations
whichever options industry
players choose. This options
evaluator tool, one of a number
being developed, is an aid that may
complement owners’ and
operators’ future efforts to
develop a compliance strategy.”
The tool can be accessed here
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6

LNG FUEL
AET OPTS FOR LNG FOR
NEW TANKERS
The market acceptance of liquefied
natural gas (LNG) as ship fuel
appears to be strengthening
following the recent orders for
Wärtsilä’s W34 dual fuel engine and
associated LNG fuelling system.
Two new shuttle tankers under
construction at Samsung Heavy
Industries for Singapore-based AET
Tankers will be installed with the
auxiliary engines along with the
company’s LNGPac fuel system,
pictured. The contract marks the
100th LNGPac unit Wärtsilä has sold
since market introduction in 2009.
The LNGPac system comprises a
bunkering station, the LNG fuel tank
and related process equipment, as
well as the control and monitoring
system.
“A major reason for the global
acceptance of LNG fuel for shipping
is that Wärtsilä realised at an early
stage that more than just a dual-fuel
engine and a stand-alone LNG
system was needed. LNG fuelled
ships require a complete fuel
handling system, and the innovative
LNGPac system very successfully
meets this requirement,” said
Mathias Jansson, General Manager,
Fuel Gas Supply Systems, Wärtsilä
Marine Solutions.
The first LNGPac installation was
for the chemical tanker Bit
Viking operated by Sweden’s Tarbit.
This vessel was converted for LNG
fuel operation in 2011. To date,
LNGPac has been installed across the
range of ship types, including
passenger ferries, tugs, dredgers and
offshore vessels.
Wärtsilä has also been contracted
to supply the 125,000dwt vessels
with its Volatile Organic Compounds
(VOC) recovery technology. This
mixes the VOC with the LNG to
increase fuel efficiency and reduce
CO2 emissions.
Wärtsilä’s full scope of supply for
these ships includes the VOC
recovery plant, the liquefied VOC
fuel tank, the fuel mixing unit,
the LNG fuel tank and fuel supply
system (LNGPac), the gas valve unit
and two Wärtsilä 34DF dual-fuel
auxiliary engines.
MAN TO SUPPLY FULL LNG PROPULSION SYSTEM FOR
FISHING TRAWLER
MAN Diesel & Turbo has been selected to provide a complete propulsion
package and fuel-gas system for the first fishing vessel with LNG propulsion.
An 86m newbuilding purse-seiner, the Libas will be built by Cemre
Shipyard in Istanbul. It will feature a MAN 6L51/60DF main engine, Renk
gearbox, MAN Alpha propeller system and MAN Cryo LNG fuel-gas system
with a 350m³ tank. Liegruppen, the Norwegian fishing group, has ordered
the vessel, while compatriot, Salt Ship Design, has provided the design.
Wayne Jones, Chief Sales Officer with MAN Diesel & Turbo, said: “This is
a pioneering project. At MAN we are convinced that low-emission gas fuels
are the silver bullet to decarbonising the shipping industry and we have
made it our mission to guide our customers through that transition.”
Lex Nijsen, Head of Four-Stroke Marine, MAN Diesel & Turbo: “This is a
very noteworthy win. Our ability to provide this efficient, low-emission,
proven LNG-fuelled propulsion package – a world’s first for this
environmentally sensitive segment – really puts our credentials as a system
provider on display.”
The delivery of the new LNG-propulsion package is part of MAN’s wide
ranging engagement for the establishment of LNG as a shipping fuel. Calling
for a ‘Maritime Energy Transition’ the company considers the use of natural
gases as the fuels of choice in global shipping as the most promising way to
supporting the goal of a climate-neutral shipping industry. Launched in
2016 after COP 21, MAN’s initiative has since found broad support within
the shipping industry and politics.
“We offer a full system approach with regards to gas propulsion”, Nijsen
adds. “This includes new builds as much as retrofits of existing vessels. In
2017 MAN has retrofitted the world’s first container vessel to LNG and more
projects are being realised as we speak.”
In 2015 MAN Diesel & Turbo purchased and fully integrated the fuel gas
specialist Cryo AB. Under the brand MAN Cryo, the company offers systems
for the storage, distribution and handling of liquefied gases.
The scope of the MAN Cryo fuel-gas system covers:
● 350m³ vacuum insulated cylindrical type C tank
● TCS/coldbox with process equipment, manifold and
instrumentation
● emergency shut-down system
● bunker station for supply of LNG to tank.
The system is designed for a net tank volume of 330m³ of LNG and
temperatures down to -163 °C. The tank stores LNG at the lowest possible
temperature and pressure until it is evaporated and supplied to the dualfuel
MAN 6L51/60DF main engine, as consumption demands.
MAN Diesel & Turbo’s uprated MAN L51/60DF engine successfully
passed its Type Approval Test at the end of 2017 where a nine-cylinder test
engine had an output of 1,150 kW/cylinder at a nominal speed of 500/514
rpm. The engine can be employed both as marine main-engine and auxiliary
engine and ran on both fuel-oil (DMA) and natural gas on the testbed.
7

BIOFUEL
SSI CLAIM BIOFUELS WILL MEET SUPLHUR CHALLENGE
The Sustainable Shipping Initiative, the charity whose
objective is to create a more sustainable shipping
environment , has said the industry faces huge
challenges in finding affordable zero-emission fuels,
arguing the case for biofuels. Biofuels currently
present the most affordable option for shipping,
though great challenges remain in relation to the scale
of production and sustainability of biofuels, it says.
This report, authored by Lloyds Register and UMAS,
was geared to the needs and requirements of SSI
members, who are mainly involved in deep-sea trades
with container ships, bulk carriers and tankers.
Stephanie Draper, Chief Change Officer for Forum
for the Future and co-chair of the SSI: “The report
makes clear that the technology is with us today, but
investment is needed both to bring the technology to
scale and to encourage a wider take-up. The shipping
industry will need multiple solutions, and investment
for different technologies - not just biofuels - to reach
beyond fuel efficiency to decarbonisation.”
The report also examines electric power and
hydrogen fuel cells, and takes note of the upstream
CO2 emissions which need to be resolved as these
fuels will have to be judged
on an environmental
performance from “well to
wake,” and not just on
emissions from ships. As
shipping is now in concert
with the Paris Agreement,
the benefits of other
land-based technologies
and energy production
should help to drive
down upstream emissions for
ships fuel.
As a result of this report, the SSI are engaged in a
deep-dive into biofuels in 2018 to assess the viability
of biofuels for the world fleet. “Biofuels represent a
stepping stone to further emissions reduction,” said
Tom Holmer, General Manager of the SSI. “Alternative
marine fuels provide a huge opportunity for creating
value and finding sustainable solutions. The SSI will
continue to look at the whole value chain and this
report highlights that the next ten years will see huge
changes in the way ships are fuelled.”
LUBRICATING OILS
SYSTEM OIL BENEFITS FROM ONBOARD BLENDING
Technology (MFT) has published a
white paper explaining how its
blending onboard (BOB)
technology can benefits system oil
as well as provide a close match
between cylinder oil and fuel
sulphur content.
The paper details how BOB –
developed in-house by the AP
Møller subsidiary as a means of
producing cylinder lubricant suited
to different fuel types and engine
operation modes for crosshead
two-stroke engines – has even
more benefits for the engine’s
system oil. BOB significantly
improves the system oil making the
engine more efficient and reducing
fuel consumption. The consequent
reduction in exhaust emissions is
also beneficial to the environment.
System oil cools and lubricates
essential engine components. It is
as well used as hydraulic oil for
operating and controlling engine
components and systems, fuel
injection equipment, exhaust valves
and turbochargers. Under normal
circumstances, the system oil
degrades in the time between
system oil changes; becoming
thicker, losing its detergent
characteristics and becoming
contaminated by wear particles
and possibly by leakage from the
upper cylinder through the piston
stuffing box.
When BOB is employed to
produce cylinder lubricating oil
from the in-use system oil and an
appropriate high BN oil product,
the engine’s system oil is
constantly replenished with fresh
clean oil and therefore the
protection and efficient operating
of the engine is continually
maintained.
The whitepaper also details the
considerable financial savings as a
result of lower maintenance and
less use of the system oil cleaning
system and separator. With BOB,
annual savings on a small bore twostroke
main engine is in the range
of $20-40,000 and for a medium to
large bore engine as much as
$40,000 – 90,000.
The reduction in cylinder
lubrication and engine wear alone
justifies the investment.
Since the concept was first
developed in 2008, MFT initially
supplied BOB systems to vessels in
the Maersk fleets, it is now
available to all shipowners.
Jens Byrgesen, Managing
Director of MFT says; “Users of BOB
have been impressed with the
improved engine performance and
maintenance that have resulted
from the cleaner system oil and
have welcomed the cost savings the
improvements bring.”
8

PROPULSION
VOLT PROCESSOR L-DRIVE TRIALS SUCCESS FOR VETH
What is dubbed the “world’s most
compact electric propulsion
solution” has successfully
completed sea trials aboard the
43m fish farm services vessel Volt
Processor, built by Damen
Shipyards.
The Volt Processor uses 750kW
electric power to undertake
delousing operations and other
service at Norwegian salmon
farms.
The decision to choose a dieselelectric
configuration was based on
the limited space available on
board and the system’s capability
of delivering a flexible power
supply for the 75kW propulsion
installation and for driving the
deck equipment when moored
within a farm. Electric propulsion
has redundancy advantages and is
suitable for Dynamic Positioning.
“That is why Damen decided
the Veth Integrated L-drive would
be the most suitable propulsion
solution”, General Sales Manager
Martin van der Jagt
explained. “Because
of the fact that the
Permanent Magnet
Motor is integrated in
the slewing bearing,
combined with the
special mounting
method, the
alignment of the
headsets and the
adjustments to the
control box, the Veth
Integrated L-drive is
extremely compact. In fact, the
difference in height between a
traditional L-drive and the
Integrated L-drive is about 2m!”
Besides space, the
hydrodynamical design and
efficiency are other important
advantages of the Veth Integrated
L-drive. The water cooled
Permanent Magnet (PM) Motor is
more efficient and produces less
noise than an air cooled
asynchronous motor. In particular,
part load efficiency is higher. At
25% load, the improvement in
efficiency with a PM Motor is 5.2%.
The Veth Integrated L-drive
generates less noise, because it
does not have a gear transmission
in the ship. The electrical steering
further reduces noise production. It
is available with power ranging
from 300kW to 2350kW.
Volt Processor is the first model
in a series of Damen vessels to use
the Veth arrangement.Maersk Fluid
BEARINGS
ALEXIS MARINE TO RETROFIT RIVERTOUGH TO SALT LUGGER
Loisiana-based workboat operator Alexis Marine has
awarded a supply contract to Thordon Bearings for the
retrofitting of 6in diameter RiverTough bearings to MV
Kristin Alexis, the 60ft (18.2m) twin-screw towboat
built by Bollinger Shipyard in 1969.
Both the vessel’s shafts will be withdrawn at New
Orleans yard Bayou Fabricators and Machine Works,
where the original rubber bearings will be replaced
with Thordon’s RiverTough tailshaft bearings.
The polymer bearing manufacturer will also supply
hard-wearing NiCrB sleeves to reduce the impact of
operations in abrasive waters on the shafts.
Mike Alexis, CEO and founder, Alexis Marine, said:
“It is not our first experience with RiverTough; the
bearings have provided trouble-free operation for
our fleet of tow/push boats for several years. We
have had a very good experience with all of the
installations.
“Due to the harsh waters in which these shallow
draught vessels operate, we found that with the
original rubber bearings, we were drydocking once,
sometimes twice a year. We have not had that
problem with the Thordon system. Combined with
the hard coated sleeves, there has been no sign of
wear.”
Scott Groves, Regional Manager Americas,
Thordon Bearings, added: “We are delighted that
Alexis Marine has opted to retrofit RiverTough to the
MV Kristin Alexis. The U.S. workboat sector is
undoubtedly an important market for Thordon
Bearings and an order like this from a returning
customer is indicative of the commercial, operational
and technical advantages our polymer bearings have
over traditional rubber bearing types.”
Alexis Marine operates its vessels as luggers on
inland waterway, serving salt mines around Texas,
Louisiana and the Yazoo-Mississippi delta.
9

BALLAST
ANGELICOUSSIS TO RETROFIT 36 SHIPS WITH ECOCHLOR BWTS
Thirty-six Angelicoussis Shipping
tankers and bulk carriers are to be
retrofitted with the Ecochlor
ballast water system, with
installations expected to take place
over the next two years at yards in
Singapore, Dubai, Qatar and China.
The USA-based BWTS
manufacturer will supply the
system for installation to the Greek
owner’s Suezmax and Aframax
tankers, VLCCs, and Capesize and
minicape bulkers.
The Angelicoussis Group fleet is
comprised of bulk carriers, tankers
and LNG vessels. Maran Tankers
Management (MTM) manages the
tanker unit and in 2001 Anangel
Maritime Services Inc (AMSI) was
appointed to manage
Angelicoussis’ bulk carrier fleet.
“We look forward to working
with both Maran and Angangel to
retrofit their fleet of vessels and
continuing to support their efforts
in satisfying regulatory
compliance. Our BWTS is
setting the standard in the
ballast water treatment
industry for operational
performance and reliability,”
said Tom Perlich, President
of Ecochlor.
Ecochlor CEO Steve
Candito added: “Having both
IMO and USCG Type
Approval were very
important factors in the
selection process by ASGL.
Our expertise as well as the
system’s ease of use and reliability
are critical issues to shipowners as
they look for manufacturers that
are absolutely committed to
making sure their vessels are in
compliance with BWT regulations
now, and for the life of the vessel.”
Over the past two years, the
Ecochlor BWTS has been installed
on dozens of tankers with ballast
RIVERTRACE TO REPRESENT BIO-SEA BWTS IN ASIA
water flow rates ranging from 750
to 6,000m3/hr. These installations
were on product tankers, Aframax
tankers and Suezmax tankers at
shipyards in China, Croatia,
Romania, Portugal and Turkey.
Currently, there are two bulk
carrier newbuild installations in
process in China and four tanker
retrofits scheduled over the next
few months.
Water monitoring company Rivertrace recently
signed an agreement with BIO-UV to represent its
BIO-SEA Ballast Water Treatment system in Thailand,
Philippines, Indonesia and Vietnam, as from May
2018.
BIO-SEA by BIO-UV, based in Lunel, France, has
almost 20 years’ experience designing and
manufacturing ultraviolet light (UV-C) water
treatment equipment. The BIO-SEA Ballast Water
Treatment System combines mechanical filtration
and high UV dose disinfection, without any chemical
treatment, and is made with high quality marine
components. BIO-SEA systems are IMO type
approved, USCG AMS certified and have been
submitted for USCG type approval, with safety at the
forefront of its technology, there are no explosive
gases, no induced corrosion and they are
chemical free systems.
Xavier Deval, Business Director of BIO-SEA
stated: “We have equipped many vessels, with
reliable, innovative, modular and cost-efficient
solutions. When selecting representatives for our
solutions we are looking for strong and reliable
partners to complement our existing installation
and service network covering each continent.
This includes systems for new building projects
and turnkey solutions for retrofits, from onboard
study through to onboard installation either at
quay, dry-dock or on voyage.”
Mike Coomber, Managing Director of
Rivertrace said: “We are excited for this fantastic
opportunity to work with BIO-SEA. We are
likeminded organisations with innovation at our
heart. This agreement offers us further
opportunities to provide solutions and
compliance to new regulations helping to reduce
harmful impacts of shipping on the environment."
10

MOL TECHNO OFFERING NEW BALLAST WATER TEST AND
SAMPLING KITS
ML Techno-Trade, a division of the
Japanese shipowning group Mitsui
O.S.K Lines, is offering a new ballast
water test and sampling kit
developed by the Satake
Corporation.
MOL Techno-Trade, a
division of the Japanese
shipowning group Mitsui O.S.K
Lines, is offering a new ballast
water test kit developed by the
Satake Corporation.
The “Viable Organism
Analyzer” can detect the number of viable
organisms in the ballast water and can be used simply and easily onboard,
says the company. The analyser can estimate the number of viable
organisms of

INMARSAT UNVEILS NE W FLEET SAFET
SOLUTION
The International Maritime Organisation’s Maritime
Safety Committee (MSC) has formally approved
Inmarsat’s Fleet Safety solution as a new service to
support the Global Maritime Distress & Safety System
(GMDSS).
Ship owners and operators will now be able to
combine maritime safety and broadband data services in
a single FleetBroadband or Fleet One terminal provided
by Inmarsat.
Fleet Safety builds on Inmarsat’s 40-years of maritime
safety heritage, which, according to Inmarsat, has helped
save the lives of thousands of seafarers. 160,000 vessels
worldwide already use the Inmarsat-C stand-alone safety
service, which is provided at no charge by Inmarsat.
The new service will be delivered over the existing
Inmarsat-4 constellation and the new Inmarsat-6
satellites; the first of which is due for launch in 2020.
Fleet Safety includes a new web-based version of
SafetyNET, SafetyNET II, the international system for
broadcasting and automatic reception of Maritime Safety
Information (MSI) and Search and Rescue (SAR)
communications.
For Maritime Rescue Coordination Centres (MRCC),
Inmarsat has developed RescueNET, a free web-based
service linking current and future Inmarsat Safety
Services, as well as increasing MRCC capabilities with
enhanced, real-time coordination during a search and
rescue operation.
Ronald Spithout, President, Inmarsat Maritime, said:
“Fleet Safety is the most significant advance in maritime
safety services since the introduction of GMDSS in 1999,
and restates our commitment to maintaining and
improving safety services for the maritime industry.”
The IMO also approved the introduction of a GMDSS
service by Iridium on its network, subject to Iridium
passing a number of stringent performance tests. The
Iridium GMDSS solution is consequently expected to be
made available in the early 2020s.
The IMO further approved the request of BeiDou
Navigation Satellite System (BDS), a Chinese satellite
navigation system, for evaluation of its GMDSS proposal
by the IMO’s Navigation, Communications and Search and
Rescue (NCSR) sub-committee.
Spithout added: “I would like to congratulate Iridium
on achieving approval from the IMO to take their GMDSS
proposals to the next stage, and also congratulate BeiDou
Navigation Satellite System on their successful request
for GMDSS evaluation by the NCSR sub-committee. We
look forward to welcoming them both as GMDSS service
providers in the coming years.
“Together, we must strive to maintain and enhance the
exceptionally high standards required by the IMO and
demanded by the maritime industry as the lifeline for
seafarers at sea.”
Type Approved
to IMO MEPC
227 (64)
MARIPUR NF
CLARIMAR MF
ACO Marine's new MARIPUR NF and CLARIMAR MF advanced
wastewater management systems are the merchant, naval and
megayacht sectors most effective solutions for meeting
stringent IMO MEPC 227(64)
rules.
Compact and economical
with the lowest operating
costs of any sewage
treatment plant, CLARIMAR
MF and MARIPUR NF are
proven to reduce
coliform bacteria, TSS,
COD, nitrogen and
phosphorous content to
levels significantly below
the mandated requirements.
Mark Beavis - Managing Director
Nádrazňi 72, CZ -15000 Praha 5,
Czech Republic
Tel: +420 724 011 775
Email: mbeavis@acomarine.com
Web: www.acomarine.com
12

CRUISESHIP TESTS ENHANCE WÄRTSILÄ’S NAVIGATIONAL OFFERING
Wärtsilä reports that its in-house capabilities are enabling the company to create further advances in operational
efficiency and safety for ship owners and operators.
The latest in the company’s drive towards harnessing innovative and creative technologies to build more
sustainable and cost-efficient shipping took place in a successful testing programme onboard the cruise ship Costa
Atlantica, belonging to Carnival’s Costa Crociere fleet. The testing enabled the crew to have better understanding of
the ship’s trim, thereby enhancing both safety and efficiency. This has been made possible through the combined use
of Wärtsilä’s Eniram Trim and Nacos Platinum systems.
By introducing the Eniram Trim functionality, which allows immediate response to changing conditions and the
maintaining of an optimum trim in real time, for use with Wärtsilä’s Nacos Platinum control system for navigation,
automation and dynamic positioning, substantial operator benefits can be accrued. These include better operational
visibility, fewer workstations, and improved customer support in the collection and subsequent analysing of data. The
combining of the Eniram and Nacos technologies makes the system easier to use, and creates greater availability of the
needed guidance information. This information is available on all the Nacos screens, thus providing greater visibility
and awareness. The overall result is improved efficiency and safer operation of the vessel.
“This programme fits well into
Wärtsilä’s digitalisation strategy, our
vision for a smart marine future and our
roadmap of horizontal integration
across Wärtsilä’s unrivalled product
portfolio. We are uniquely positioned to
utilise complementing technologies
because of our extensive product
portfolio and broad range of in-house
competences, and this testing
programme confirmed our ability to
create a better value chain for data
collection and analytics,” said Maik
Stoevhase, Director Automation,
Navigation, Communication, Wärtsilä
Marine Solutions.
Eniram, a specialist company
providing energy management
technology to reduce fuel consumption
and emissions, was acquired by
Wärtsilä in 2016 to be a catalyst in
creating a digital and performance
driven company. The Eniram Trim
analysis is based on a unique model of a
vessel’s hydrodynamic characteristics,
the information gathered by attitude
sensors installed on the vessel’s hull,
and the vessel’s automation and bridge
systems. The input gained enables the
Eniram Trim to calculate the optimal
trim in real time, which leads to lower
fuel consumption and greater cost
savings than is possible with
conventional trimming methods.
The Wärtsilä Nacos Platinum system
represents a combination of control
systems for navigation, automation and
dynamic positioning, as well as power
and propulsion. By integrating all these
functions into a single system, the
vessel can be navigated, controlled and
monitored from various onboard
positions. The truly multi-functional
operator stations enable flexibility and
convenience.
SAVE MILLIONS IN DRYDOCK
COSTS AND OFF-HIRE TIME
Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state
of the hull when the ship came out of the water, without any cleaning or touch-up in drydock.
When your hull coating never needs
replacing or major repair, you can
save a lot of money in drydock fees, offhire
time, materials and labour.
Most hull topcoats are designed to be
replaced once or twice every five years.
The full hull coating scheme has to be
fully replaced every 10 - 15 years down
to bare steel.
Over that time period, the coating
degrades and becomes rougher until it’s
no longer worth trying to patch it up.
EU Office
Phone: + 32 3 213 5318
Fax: + 32 3 213 5321
info@ecospeed.be
And it costs you a fortune in fuel to
compensate for the additional hull
friction.
Imagine a coating that’s guaranteed for
10 years and is expected to last 25
without replacement or major repair. A
coating that gets smoother over time, not
rougher!
Imagine coming into drydock after 3 or 5
years and finding that your hull coating
only requires a few minor touch-ups and
doesn’t even need to be washed off.
Call us today for a quote to convert your hull to Ecospeed or start off right, with
Ecospeed, on a new build.
US Office
Phone: + 1 727 443 3900
Fax: + 1 727 443 3990
info@ecospeed.us
www.subind.net
13

SHIP SECURITY
NAVAL DOME WELCOMES SIEMENS’ CHARTER OF TRUST INITIATIVE
Naval Dome, the award-winning
maritime cyber security system
provider, has welcomed the
Charter of Trust initiative
implemented by German
technology group Siemens and
which has since welcomed a
“who’s who” of global technology
companies and brands.
The Charter looks to address
the cyber security challenges that
arise from increasingly digitalised,
“cloud”-based infrastructure,
businesses and industrial
environments. The initiative aims
to establish a reliable basis
“where confidence in a
networked, digital world can take
root and grow”.
Encouraging shipping industry
leaders to support the
development or to establish a
maritime-specific cyber charter of
their own, Itai Sela, the CEO of
Naval Dome, said: “Over the last
few years, our ships have become
more automated, more
computerised and more
connected. Amazing advances
have been made, but all of this
means that vessels are more
susceptible to cyber-crime.
“The developments taking
place in ship automation,
Intelligent Awareness, data
capture and 3D printing will
create significant challenges for
the shipping industry if it is
unable to provide assurances
that its systems, data and
infrastructure are safe.”
There is currently more than
8.4billion connected systems and
devices globally, a figure analysts
predict will hit 20.4 billion in just
two years’ time. Against this, all
the cyber security breaches last
year cost the world €500 billion.
Sela, who will be presenting a
paper at the European Maritime
Cyber Risk Management Summit
in June, furthered: “That more
companies have signed Siemens’
Charter of Trust is clearly
indicative of the importance
other industries place on
securing their systems and data.”
The Charter of Trust,
introduced by Siemens in
February, was initially signed by
founding companies Airbus,
Allianz, Daimler Group, IBM,
MSC, NXP, SGS and Deutsche
Telekom.
ISPS NEEDS UPDATING TO ACCOUNT FOR DRONE ATTACK
In March, AES Corporation,
Enel and Atos joined the group
and last week Cisco, Dell
Technologies, RSA, SecureWorks,
TÜV SÜD, a testing, inspection
and certification services
company, and French oil major
Total signed up.
“Cyber security is a top
priority for these companies,”
said Sela. “When Total signed up
to the Charter, its Chairman and
CEO Patrick Pouyanné said ‘the
consequences of a successful
cyber-attack can be extremely
harmful: it can impact the safety
of our staff and facilities, degrade
our finances, reveal the private
data of our customers or even
damage our reputation. By the
nature of its industrial activities
and the issues at stake, a
company like Total is more than
willing to sign The Charter of
Trust, whose principles make it
an unprecedented cyber security
initiative’. The maritime industry
cannot afford to be complacent.”
Martek Marine’s CEO Paul Luen has
warned of a growing threat that the
use of drones poses to the
commercial shipping fleet, calling
for changes to the ISPS code
requirements for Ship Security
Assessments (SSA) & Ship Security
Plans (SSP).
“ISPS needs an urgent update to
address the growing threat that
drones pose to safety and security
of commercial shipping,” said Luen.
“It is critical that awareness is
urgently raised, and procedures
updated to counter the growing
threat before it’s too late.”
His primary concern is that
terrorist can use drones to deliver
an explosive charge through the
deck of an oil/gas tanker or on a
passenger ship with potentially
catastrophic result.
“Vessels in port, at anchor or on
coastal transits are potential
sitting ducks and currently
powerless to know if or when
they’re going to be attacked, let
alone be in a position to defend
against the threat,” he writes in a
blog posted on the company’s
website.
Markek Marine, a UK-based
marine equipment provider,
whose product portfolio includes a
drone detection and identification
system, believes the ISPS Code
does not take aerial threats from
drones into consideration.
According to the company, ships
security officers are also
concerned.
Based on the results of poll of
ship and company security officers
from within Martek’s existing
client base, Martek Marine says
“most were totally oblivious to the
emerging threat of drones nor had
they even contemplated this threat
in their periodic reviews of the
SSA/SSP”.
Luen urges maritime
organisations to raise the issue at
the regulatory level. “We support
the industry to ensure the
mandatory objectives of ISPS - to
detect security threats and take
preventive measures against
security incidents affecting ships
or port facilities used in
international trade – are fulfilled
in its implementation,” he said.
14

NEWBUILDS & DELIVERIES
SEASTREAK COMMODORE ENTERS SERVICE
New York-based Seastreak has taken
delivery of its new six hundred passenger
capacity fast ferry, Seastreak Commodore,
from the Gulf Craft shipyard, in Franklin
Louisiana. The Commodore-class vessel,
designed by Incat Crowther, is the highest
passenger capacity USCG K-class highspeed
ferry in the United States.
The vessel succesfully completed
seatrials in April, but at the time of
writing was undergoing U.S. Coast Guard
New to Zone inspections and will be placed
into service immediately after these tests
have completed.
“We are extremely proud of our
engineering/operations group, and the
entire Seastreak team who have worked
diligently for several years to build the
highest capacity U.S.C.G. sub chapter K
high-speed passenger catamaran ever constructed in
the United States,” said the owner in statement posted
on its website
Capable of speeds of 35kt, Seastreak
Commodore’s propulsion arrangement is based
around four Tier III compliant 12V4000M64 MTU
diesel engines producing 7274hp, connected to four
Rolls Royce S63 water jets, making her the largest and
fastest vessel in the Seastreak fleet. During sea trails a
top speed of 39kt was achieved.
The fast cat is features an advanced navigation and
bridge system supplied by Furuno. This includes two
32in band high-speed radars, FLIR night vision
technology, and a state-of-the-art Furuno ECDIS chart
plotting system.
The Commodore is also equipped with an onboard
climate control system provided by Daikin’s VRV IV
heat pump system, with infrared sensors on each
deck, to help fine-tune temperatures throughout the
vessel.
Seastreak is revitalising the fast passenger ferry
services market in the New York metropolitan area,
offering high-speed catamaran services to points in
Manhattan, central New Jersey, Nantucket, Martha’s
Vineyard, and more with a fleet of robust vessels.
In 2016, when the newbuild order was announced,
Seastreak said it plans to upgrade and repower three
Seastreak class vessels (Highlands, New York and
New Jersey) over the next several years. These vessels
will also be retrofitted with MTU engines Rolls Royce
water jets.
Seastreak is reported to have aside $24 million
dollars for the Commodore-class vessel and the fleet
upgrades.
BRAVENES SRI CHRISTENED AS VAN OORD CELEBRATES 150 YEARS
A subsea rock installation (SRI)
vessel building for Van Oord, was
christened this week on the
Wilhelminakade in Rotterdam, as
part of the Dutch dredging company’s
150th anniversary celebrations.
Bravenes, the third vessel to join
Van Oord’s SRI fleet, has been
designed to stabilise and protect
subsea pipelines, cables and other
structures at depths down to
1500m. The innovative design is
unique in that it can install rock in
three different ways: through a
fallpipe inserted through the
moonpool, through a fallpipe over
the side, and through a tremie
pipe over the side. It can also
carry out subsea rock
installations at close proximity
to offshore platforms.
Combined with its ability to
load and install large
rocks Bravenes is claimed an
ideal solution for the offshore
wind and cable market.
“Bravenes is equipped with the
latest innovations to improve vessel
safety and efficiency, for example a
fully automatic fallpipe loading and
transport system. Bravenes will
allow Van Oord to maintain its
leading position in this market,”
said Maurits den Broeder, Van
Oord’s Managing Director Offshore.
After the christening
celebrations, the vessel will be set a
course for Norway to work on
various North Sea projects. From
mid-July, it will be carrying out
stabilisation operations for Nord
Stream 2, the gas pipeline that will
stretch from Russia to Germany.
15

WORLD'S FIRST LNG-FUELLED DREDGER CUTS STEEL
Damen Shiprepair Dunkerque has started work
the conversion of the trailing suction hopper
dredger (TSHD) Samuel de Champlain from dieselelectric
propulsion to dual-fuel capability
combining MGO and LNG.
The shipyard cut first steel for the
prefabrication of a new section of hull that will
hold the new generators and other equipment.
Speaking at the steel cutting ceremony, Damen
Shiprepair Dunkerque (DSDU) CEO Mark Jan van
den Akker noted that LNG is a fuel of the future
with an important role in the movement towards
lower emissions, and that the conversion of
conventional diesel vessels to dual-fuel by adding
LNG capability is a viable option.
“The Samuel de Champlain is the first such
conversion to be done by DSDu and the yard is proud
to be at the forefront of this transition,” he said.
The conversion, Europe’s first dredger to be
converted for LNG fuel use, is part of an EU-supported
initiative to promote LNG propulsion in short-sea
vessels operating along the European Atlantic coast
and is being made possible by a subsidy from the
European Commission’s Innovation and Networks
Executive Agency (INEA) via its Connecting Europe
Facility programme.
Samuel de Champlain, owned by in GIE Dragages-
Ports, will play an important role in demonstrating
the feasibility of using LNG as a fuel on smaller
vessels.
ECO TOUR VESSEL FEATURES SILENT DRIVE
Under the contract, Damen is delivering a turnkey
package that includes engineering, procurement and
support. Engineering studies are being subcontracted
to LMG MARIN FRANCE. The current propulsion
system of the Samuel de Champlain is diesel-electric
burning MGO, and so the package includes the change
of generators to dual-fuel models and the installation
of onboard LNG storage facilities.
The new engines will be installed on a new block
which is being prefabricated in DSDu’s workshop and
this will be installed later this year while the vessel is
in drydock.
The converted Samuel de Champlain, the largest
vessel in the GIE Dragages-Ports fleet, is expected to
be operational by December 2018.
Australian designer Incat Crowther has announced
the launch of ‘Spirit of the Wild’, a new 33m tour
vessel for Gordon River Cruises, and the first in
Australia to operate in World Heritage-listed
wilderness with Silent Drive.
Built by Richardson Devine Marine, Spirit of the
Wild is fitted with a pair of MTU 10V2000M72 main
engines, powering a hybrid electric system, consisting
of a pair of ABB-motors, driving hybridready
ZF gearboxes. Particular attention
was given to the mounting of the engines
and gears to reduce the transmission of
vibration and noise. The main engines’
modest rating is tailored to the local
manning requirements. In open water, the
vessel will use Boost mode from the hybrid
system, which matches motor speed to
engine speed to seamlessly add electric
power. In this mode, the vessel operates at
25 knots.
When the tour comes to the World
Heritage-listed Gordon River, Silent Drive
mode is engaged. In this mode, the main
engines are shut down and the vessel runs
on electric power.
Spirit of the Wild exhibits low noise and vibration,
even in Boost mode. Engine ventilation systems and
the engine room were addressed with a fullyengineered
acoustic insulation system. Attention was
paid to fittings and door openings, with seals and
bushes used extensively to stop rattles and gaps. In
Silent Drive mode, the sound level readings in the
passenger areas are as low as 45dbA.
16

SANMAR DELIVERS ITS FIRST DELIÇAY TUG TO SVITZER
The first 70 tonne bollard pull
version of Robert Allan’s TRAktor
2500-SX tractor tugs has been
delivered to Denmark’s Svitzer.
Svitzer Vale, built in Turkey by
Sanmar Shipyards, is the second
TRAktor 2500-SX to be delivered
and the first 70 tonne
configuration of this tug, which
Sanmar has dubbed the Deliçay
class.
In order to allow for a high
bollard pull in this length hull, the
beam is relatively wide for the
length. To prevent potential
directional stability issues, the
stern of the hull features the
simple but extremely
effective StRAke stabilisers
developed by Voith and Robert
Allan. The result is an efficient,
highly controllable and
manoeuvrable tractor tug despite
having a low length to beam ratio.
The 25.3m long hull features a
raised forecastle deck for
operation in rough weather and
for keeping the lower
accommodation space above the
design waterline for MLC
compliance. Primary tank
capacities at 100% full are
85.5m3 fuel oil, 12.5m potable
water and 4.9m3 fire-fighting
foam.
Main propulsion consists of a
pair of Caterpillar 3516C diesel
engines each rated 2100kW at
1600 rpm driving Rolls Royce US
255 FP P30 azimuthing drives
through straight line carbon
shafts.
The electrical plant consists of
three identical Caterpillar C 4.4
diesel gensets, each with a power
output of 86kW, 50Hz, 400 V.
FIFI 1/2 capability is provided
by a Fire Fighting Systems SFP
250×350 XP horizontal
centrifugal pump, driven off the
front of starboard main engine. A
remote operated monitor model
FFS1200/300LB with
1200/300m3/hr sea water/foam
capacity if fitted on the starboard
side.
Deck machinery features a
DMT Model TW-E250KN double
drum, frequency controlled
electric drive towing winch with
tension and length indication,
constant tension.
Typical of Robert Allan tug
design is the significant noise and
vibration reduction measures
which have been implemented
throughout, including resiliently
mounted main engines, resiliently
mounted gen-sets and auxiliary
engine, high attenuation engine
exhaust silencer systems,
ventilation intake air silencers,
sound dampening deck and
bulkhead treatments, and other
critical insulation measures.
According to the
designer, during seatrials Svitzer
Vale met or exceeded
performance expectations.
KHI LAUNCHES AMIS
NATURE BULKER
Kawasaki Heavy Industries has
launched the ‘Amis Nature’, the
55,000dwt bulk carrier the
Japanese builder’s Kobe Works is
building for Amis Nature Inc.
This vessel, KHI’s sixth energysaving
bulker, will be delivered in
August 2018.
Amis Nature has a flush deck
with forecastle and five holds that
are designed for optimum transport
of grains, coals, ores and steel
products. Four 30t deck cranes are
installed along the centre in
between hatch covers to enable
cargo loading and unloading in
ports that lack cargo handling
facilities.
Providing propulsive power to
the single screw vessel is a
Kawasaki-MAN B&W 6S50ME-B8.2
diesel engine delivering 7730kW
MCR at 108rpm. The engine, which
features electronic fuel injection,
drives a highly efficient propeller. A
Kawasaki semi-duct system with
contra fins (SDS-F) and rudder bulb
with fins (RBS-F) further contribute
to the vessel's overall efficiency.
17

SHIP DESIGN
GRIMADLI NEWBUILDS BASED ON CG5G BATTERY POWERED DESIGN CONCEPT
Naval architect Knud E Hansen has
signed a contract with the Nanjing
Jinling Shipyard to develop the
basic design of several large ro-ro
vessels, based on a concept
developed jointly by Italian ferry
operator Grimaldi Group and the
Danish ship designer.
The new vessels, the first of
which is expected to be delivered
in 2020, will have a length of 238m,
a 34m beam and a gross tonnage of
64,000t. They will be able to
transport over 7800 lane meters of
rolling units, equivalent to
approximately 500 trailers.
The design of the newbuilds
was developed by the Technical
and Energy Saving Department of
the Grimaldi Group together with
Knud E Hansen in close
cooperation with the shipyard. The
ro-ros are known as the Grimaldi
Green 5th Generation (GG5G).
Wärtsilä has signed up to participate in a project led by
Greek shipping company Arista to develop an LNGfuelled
dry bulk carrier. China’s Yangzijiang
Shipbuilding (YZJ) has been earmarked to build a series
of up to 20 vessels based on the new design.
The Finnish company will develop a propulsion
design concept based on two Wärtsilä 31DF dual-fuel
engines without additional gensets. Its Eniram
subsidiary will assist in the development of monitoring
and optimisation tools geared to improving ship
efficiency and performance.
The ultimate aim of the project is to design a vessel
compliant with all known, applicable, and anticipated
regulations proposed by the International Maritime
Organization (IMO). These include the Energy Efficiency
Knud E Hansen, Managing
Director Finn Wollesen, said: “It’s
been a pleasure to cooperate with
Grimaldi on the design of these
vessels. The collaboration has been
very fruitful and enabled us to
develop a new generation of
vessels that represents real
advancement in terms of
sustainability and efficiency by
using various new technologies.”
The vessels will use electricity
in port, courtesy of large lithium
batteries, thus guaranteeing zero
emissions whilst at berth. These
batteries will be recharged during
navigation, through shaft
generators adding the so-called
peak shaving system, and with the
aid of 600m2 of solar panels.
The other main technical
innovation of the design is the air
lubrication system under the keel
creating bubble layers which will
PROJECT FORWARD ADVANCES BULK CARRIER DESIGN
reduce friction and hydrodynamic
resistance and consequently the
emissions deriving from fuel
consumption.
The vessels’ hull will also be
covered with special no-toxic
silicon paints characterised by
low surface roughness which will
reduce friction with the sea and
does not release any substances
into the water.
As far as sulphur emissions are
concerned, special onboard
devices will combine the sulphur
released by the propulsive
cylinders with the salt contained
in sea water, exploiting its natural
chemical reaction, producing
gypsum, which can be reused on
the ground or disposed of in
nature.
Three of the ships will be
operated by Grimaldi Lines in the
Mediterranean while the remaining
three, which will be ice-class, will
be purchased by the Group’s sister
company Finnlines and deployed in
the Baltic Sea.
Speaking in April, when the sixvessel
shipbuilding contract was
signed Grimaldi Group Managing
Director Diego Pacella, said:
“Reducing fuel consumption and,
consequently, cutting harmful
emissions are categorical
imperatives for our Group. It is the
first time in the world that such
powerful batteries, equivalent to
those equipping 90 Tesla cars, will
be installed on ships.”
Design Index 2025, SOx post 2020, and NOx Tier III
without any after treatment.
“Project Forward represents a milestone for the
shipping industry, since it brings a substantial
discontinuity to traditional ship design and
performance. The project establishes LNG as a global
marine fuel, and we welcome Eniram’s involvement.
They have proven expertise in energy management
technology, and this know-how will be of great
importance. The aim of the project is to arrive at a fully
elaborated decision support tool, which will be
extremely valuable in enabling us to predict, monitor,
optimise, and also demonstrate the actual performance
of the vessels,” said Antonis Trakakis, Technical
Manager, Arista Shipping.
18

SATELLITE MONOPOLY ENDS WITH IRIDIUM RECOGNITION
The International Maritime Organisation’s
Maritime Safety Committee has verified
that the Iridium network meets the
requisite criteria to provide mobile
satellite services in the Global Maritime
Distress and Safety System. The IMO will
also adopt the “Statement of Recognition”
proposed by the United States as a
Committee Resolution.
Both decisions are significant in that
they end monopoly in the satellite
industry which, hitherto, has only one
company authorised to provide satellite
GMDSS service. Iridium now joins
Inmarsat as an approved provider of the service.
The MSC also agreed that Iridium and the United
States, the delegation sponsoring Iridium’s application
at the IMO, will work with the International Mobile
Satellite Organization (IMSO), which will monitor
progress in Iridium’s implementation of the service.
The IMSO will report to the MSC once a Public Services
Agreement has been entered into between Iridium
and the IMSO, likely marking the start of this service.
“This is a historic moment for the maritime
industry and an honour for Iridium to be the second
ever recognised provider for GMDSS services,” said
Bryan Hartin, executive vice president, Iridium.
“This is the dawn of a new era for mariner safety.
We’ll bring a new choice and upgraded capabilities for
mariners along with our truly global coverage that will
for the first time extend the reach of satellite-based
GMDSS to even the most remote waterways.”
Iridium formally began the process to become a
recognized GMDSS mobile satellite service provider in
April 2013. Iridium plans to begin providing GMDSS
service in early 2020.
ROLLS-ROYCE AND FINFERRIES TO OPTIMISE SHIP EFFICIENCY
“This has been a long time coming, and we are
ecstatic to gain this very important recognition from
the IMO. We are equally proud to ensure mariners
will have access to this critical system from
anywhere in the world that they sail,” said Matt
Desch, chief executive officer, Iridium.
“Iridium has established itself as a trusted
maritime safety provider for over a decade, and this
recognition is a testament to both that trust and the
capabilities offered by our satellite network.”
The announcement comes one day before Iridium
is scheduled to launch its sixth Iridium NEXT mission
with SpaceX, delivering five more Iridium NEXT
satellites to low earth orbit as part of the continuing
upgrade to its existing satellite network. The launch
is scheduled for May 22nd at 12:47:58 pm PDT
(19:47:58 UTC). The Iridium network is a
constellation of 66 low-Earth orbit (LEO), crosslinked
satellites that provide reliable, low-latency
satellite communications to the entire world,
including the poles.
Rolls-Royce and Finnish shipowner
Finferries have signed a
collaboration agreement to jointly
develop strategies and solutions to
optimise the safety and efficiency of
marine operations through
developing the technology for
decision supporting systems and to
demonstrate remote and
autonomous ferry operations.
A key focus of the collaboration
will be to consider a new research
project, called SVAN (Safer Vessel
with Autonomous Navigation),
whereby Rolls-Royce and
Finferries will look to implement
the findings from the Advanced
Autonomous Waterborne
Applications (AAWA) research
project, which formally ended in
late 2017.
Funded by Business Finland,
AAWA brought together a number
of stakeholders from a myriad of
shipping industry sectors to
research the commercial and
technical viability of a next
generation of advanced ship
solutions. Both Rolls-Royce and
Finferries were involved in the
project.
Karno Tenovuo, Senior Vice
President, Rolls-Royce Ship
Intelligence, said: “We are
extremely pleased that the
collaboration we had with
Finferries in the AAWA project is to
continue. This new collaboration
agreement could take safer, cleaner
shipping to the next level. Rolls-
Royce will develop solutions to
enhance the safety and efficiency of
marine operations in the ferry
sector, which will be demonstrated
in the test platform provided by
Finferries.”
Mats Rosin, Finferries’ CEO,
added: “We are excited to further
deepen our collaboration with
Rolls-Royce. Finferries wants to
actively take part in ventures where
cutting-edge technology is utilised
to increase the safety in maritime
operations. We believe this
cooperation will benefit both our
customers and the environment as
the focus is on increasing reliability
of marine traffic.”
The cooperation agreement was
announced today at the Turku Fair
and Congress Center, during the
NaviGate 2018 exposition.
19

PAXOCEAN AND NEWPORT SHIPPING GROUP SIGN COOPERATION AGREEMENT
UK-headquartered Newport
Shipping has added to its global
network of ship repair yards
with facilities in Singapore,
Indonesia and China, following
the signing of a cooperation
agreement with Singapore-based
PaxOcean.
The agreement, specific to
PaxOcean’s Pertama (Batam,
Indonesia), PaxOcean Singapore
and PaxOcean Zhoushan
facilities, brings Newport’s tally
of ship repair yards to six,
totalling 13 drydocks and
providing annual drydocking
capacity for more than 1000
vessels.
Newport Shipping Group CEO
Erol Sarikaya said: “We are
delighted that PaxOcean has
added three shipyards to
Newport Shipping’s network of
shipyards. These three ship
repair yards help to strengthen a
growing portfolio of ship repair
facilities around the world.”
Newport Shipping Group
already has cooperation
agreements in place with the
Zhoushan Longshan and Fujian
Huadong shipyards in China, and
the Cicek Shipyard, in Tuzla,
Turkey. The company is also in
the process of finalising
agreements with other yards,
coatings suppliers and original
equipment manufacturers.
While the group’s repair yards
are all strategically located
within the lower cost regions of
the Pacific/Atlantic trading
zones, “they are all state-of-theart
facilities capable of handling
all ship types and sizes and
carrying out highly complex ship
repair projects and retrofits,”
said Mr. Sarikaya.
“We now have the ability to
offer a total annual drydocking
capacity for more than 1,000
vessels, offering shipowners the
freedom to drydock where best
suits their operational needs.”
Commenting on the decision
to work together with Newport,
Mr. Tan Thai Yong, Chief
Executive Officer, PaxOcean
Holdings Pte Ltd, said:
“Newport’s overall strategy to
provide shipowners with a
standardised drydocking for all
their ship repair, maintenance
and equipment upgrades
complements PaxOcean’s
capabilities in executing and
delivering quality, reliable and
cost-efficient solutions.
“We found Newport
Shipping’s unique financing
capabilities particularly
attractive since vessels repaired
at Newport’s docks will be fully
paid for before leaving the yard.
This de-risks any payment
problems and reduces
considerably the shipyard’s
administrative burden.”
Another novel aspect to the
cooperation agreements
Newport Shipping has with its
yards, is the procurement and
delivery of equipment and spare
parts for ship repair projects.
Roy Yap, Newport Shipping’s
Chief Operating Officer said: “The
agreements we have in place
with shipowners covers all
maintenance costs in addition to
drydocking costs, such as spare
parts, equipment upgrades,
specialist and retrofit works,
such as those for BWTS or
scrubbers. By procuring the
delivery of spare parts upon
vessel arrival, we help
shipowners eliminate
unnecessary time off-hire, while
optimising project time and
planning for the shipyard.”
20

SELEKTOPE INVENTOR JOINS CSI
The Clean Shipping Index (CSI)
has accepted I-Tech AB, the
antifouling additive supplier, as a
member of the non-profit
organisation.
I-Tech intends to promote the
benefits of choosing less
environmentally impactful
antifoulings and educate CSI users
on the impact of coating types,
such as those containing I-Tech’s
Selektope additive on the ranking
of ships under the labelling
system.
CSI-ranked vessels are eligible
for reduced fairway dues from the
Swedish Maritime Administration
(SMA) and reduced port fees at
the ports of Brofjorden, PetroPort,
Gothenburg, Vancouver, Prince
Rupert and Gävle. The discount
available is dictated by a ship’s CSI
ranking. The cleaner the ship, the
greater the financial incentive
which creates a win-win situation
for both the environment and
business. For cargo owners and
forwarders, the ranking system
can also be used to select more
sustainable shipping options.
As part of the CSI ranking
process, a 25-part questionnaire
covering the parameters of SOx,
NOx, CO2, chemicals, water and
waste and particulate matter is
completed for each vessel. Ship
owners must declare what type of
coating is in situ on their vessel
and points are allocated according
to the environmental impact, with
less environmentally impactful
coatings receiving a greater
number of points. The number of
points received overall from
declarations made on the
questionnaire determine the
vessel ranking and discounts
available.
“CSI welcomes I-Tech’s
commitment to a clean
environment and reduction of the
ecological footprint of shipping.
We are proud to welcome them
onboard as a member,” said
Maarten Verdaasdonk, Project
Manager of the Clean Shipping
Index.
Philip Chaabane, CEO of I-Tech
AB, pictured, said: “I-Tech AB
joined the CSI in support of their
vision to encourage ‘clean ships
sailing in healthy seas’. Our
membership of CSI is aligned with
our Company’s vision to support
the transition to cleaner ships
with reduced emissions. We are
proud to be part of such an
experienced and knowledgeable
network in sustainable shipping.”
21