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Marine Engineers Messenger, Volume 3, Issue 58




Issue 58

11 June 2018












s the gates of the Athens Metropolitan Expo closed on Friday evening,

marking an end to Posidonia 2018, many of the 22,000 visitors left

with a feeling that the industry was finally emerging from the gloom. This

could be evident from the number of deals inked during the event.

For instance, Maran Gas Maritime declared options for a further LNG

carrier and its second floating storage and regasification unit (FSRU) at the

South Korean yard, Daewoo S&ME. Turkey’s Besiktas shipyard

announced agreements for ballast water and scrubber rerofits and

Angelicoussis Shipping Group agreed to install Ecochlor ballast water

systems to 36 vessels. And according to Tradewinds, Tsakos Energy

Navigation ordered two 115,000dwt aframaxes from Korea’s Daehan


ABB Turbocharging and Multi Marine Services signed an agreement to

open a turbo charging service point in the Cypriot port of Limassol; and

Airbus signed an MoU with Wilhelmsen to develop an Unmanned Air

System (UAS) for the delivery of ship supplies, in a sign of how fast

technology has started impacting on shipping operations.

Other companies launched new products and services at the event.

DNV GL, for example, released its first cyber security class notations, while

Winterthur Gas announced the inauguration of a training centre in


Theodore Vokos, Executive Director, Posidonia Exhibitions S.A.

said: “This year, on our 50th anniversary, we have witnessed a

tremendous response from the global shipping community. During the last

fifty years, Posidonia has grown to become the undisputed leader in the

calendar of shipping events, a beacon that sets the global maritime agenda,

a must-attend exhibition and conference at the heart of shipping.

“It is where policy makers and industry officials table the sector’s

issues, debate and discuss developments and exchange views, knowledge

and ideas. It is the most internationally recognisable Greek brand and the

heartbeat of one of the most critical sectors of world economy and reflects

the success and the achievements of the Greek shipping family.”

MEM Issue 58

11 June 2018

MEM Contacts:


Bill Thomson

+44 (0) 208 339 6185

+44 (0)777 7668 928


+44 (0) 208 339 6183



The information published in MEM does

not necessarily represent the views of

the publisher. The publisher makes no

representation or warranty as to the

accuracy or correctness of the

information or accepts responsibility

for any loss, damage or other liability

pertaining to the information published

in this newsletter.

©2018 Seaborne Communications Ltd




Speaking at the Posidonia trade fair

in Athens, Knut Ørbeck-Nilssen,

who will hand over the reins of

IACS in July, examined how the

association had evolved during his

time as Chairman. In an industry

undergoing rapid change, he

identified the need for classification

societies and IACS itself to be

adaptable and prepared for change,

while staying true to the core

purpose of classification.

Ørbeck-Nilssen said that over

the past year great progress had

been made in modernising

classification to deal with the

digital transformation of shipping:

“I’m pleased to see the progress

that was made in modernising the

concept of class, to adapt to the

digital transformation we see in

shipping today. I say

transformation because the

progress has truly been

astonishing. IACS has embraced the

challenges and changes ahead, to

support the industry – contributing

to the development of a safer and

more secure maritime world.

Looking ahead, the organisation

needs to continue to focus on being

agile in addressing relevant

industry topics, to strengthen the

role of class and to ensure that IACS

keeps its position as the leading

technical association in these times

of rapid change,” he said.

“On behalf of the IACS

organisation I would like to thank

Knut [Ørbeck-Nilssen] and the DNV

GL IACS team for the great

collaboration throughout this

chairmanship. The Chairman’s

drive and ambition to modernise

classification have prompted

valuable discussions with the

industry and the development of a

robust long-term strategy that

ensures the IACS organisation is

fit for the future,” said Robert

Ashdown, IACS Secretary General.

IACS’ achievements during this

chairmanship cover key areas

such as autonomous shipping,

cyber security, modern survey

techniques, and internal


In autonomy, an IACS working

group has examined all the

relevant resolutions, to identify

which standards present potential

regulatory barriers to

autonomous ship operations. The

findings included barriers relating

to machinery and electrical

systems, safety systems, hull

structures and survey procedures.

As a next step, a pilot project

looked at how to overcome these


To help the maritime

community ensure the cyberresilience

of their assets, IACS

established a joint industry

working group focused on cyber

safety. In its own panel, IACS is

developing a number of

recommendations for the

newbuilding stage to assist

shipbuilders in delivering cyberresilient


As for the association itself,

Ørbeck-Nilssen noted that, for the

first time in almost a decade, IACS

has carried out a substantial

revision of its membership

criteria. In addition, a new

internal benchmarking process

supports members in improving

their performance, while

increasing the transparency of

member’s quality performance.

“These are important steps

towards ensuring that IACS

provides consistency in its highquality

support and becomes

more transparent in its internal

procedures,” said Ørbeck-Nilssen.

In closing, Ørbeck-Nilssen

emphasised his belief in the

continuing importance of IACS in

changing and challenging times:

“The industry is changing. Our

ways of working may be changing.

But the purpose of classification

still remains the same: To protect

life, property and the




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In an increasingly complex, fast

changing, and challenging market,

the role of the classification society

is more relevant than ever, said

DNV GL at a press conference

ahead of Posidonia trade fair in


DNV GL Group President & CEO

Remi Eriksen explained that two

megatrends are impacting the

maritime industry:

decarbonisation and digitalisation.

On decarbonisation, he said:

“The IMO strategy announced last

month targets a 50% carbon

reduction. This is ambitious but

not unachievable. We see some

companies leading the way, and

more efficient ship designs and

better ship utilisation will propel


In terms of digitalisation

Eriksen said: “It’s about connecting

the hardware with services, with

people and with other data

streams to build better ways of

doing business. And the key to

unlocking the value that industrial

data holds is trust. We see

significant interest and demand

for our open industry data

platform, Veracity, from the

maritime, oil and gas, and energy

sectors. It is now closing in on a

million service subscriptions from

1,500 different companies.”

In his presentation, Knut

Ørbeck-Nilssen, CEO of DNV GL –

Maritime, said that the shipping

market was probably at the

bottom of the cycle and looks

forward to continuing modest

upward growth. As part of this

upswing, European yards had

experienced a renaissance, on the

basis of a strategy to specialise in

high technology vessels. DNV GL

was working with many of these

yards, he said, helping to

implement alternative fuels,

working to improve energy

efficiency and providing insight

and technical expertise in hightech

segments, such as cruise,

ferries and offshore vessels.

Decarbonising shipping would

not impact specific ships in the

short term, said Ørbeck-Nilssen,

but required concrete policy

measures and the development of

an action plan by IMO. “The 50%

reduction goal will likely call for a

wide-spread uptake of zerocarbon

fuels, in addition to other

energy efficiency measures,” he

said. “These fuels are not existing

today, and there needs to be a

concerted effort towards

developing these and making them

available in the necessary quantity.

In classification, working with the

industry to create a safe and

sustainable future is at the heart of

what we do. We look forward to

working closely with the IMO and

the wider maritime community to

reach this goal.”

Increasing digitalisation in the

industry came with a host of

benefits, including improving

environmental performance, said

Ørbeck-Nilssen, but there were

challenges as well. Cyber-crime

needed to be addressed: “We see

our industry being more exposed

with cyber-attacks migrating from

the IT world to operational

technology, increasing the risk for

shipping. To help the industry to

tackle those risks, we have put

cyber security high on our

agenda,” he said.

DNV GL is therefore preparing

to publish its first cyber security

class notations – Cyber Secure – on

1 July 2018. The notation builds on

the DNV GL Recommended

Practice on cyber security which

provides guidance on how to apply

ISO/IEC-27001 and ISA-99/IEC-

62443 standards in the maritime


Ørbeck-Nilssen emphasised the

continuing importance of

classification: “Our ways of

working may be changing. But the

purpose of classification still

remains the same: To protect life,

property and the environment.”

Ioannis Chiotopoulos, DNV GL’s

Regional Manager South East

Europe, Middle East & Africa,

looked at the Greek market and

how DNV GL was continuing to

support local customers: “We have

implemented a package of

measures that have enhanced our

services to the local shipping

community, boosted response

times and strengthened the

responsibilities and capabilities in

the region. Our DATE service

centre is fully functional, where

customers have direct access to

technical experts. Additionally, the

approval centre in Piraeus offers

all fleet in service approvals locally

and a chief surveyor who is Greek

is available for 24/7 support. The

Piraeus office is already one of our

great hubs for maritime

innovation and we will continue to

work cooperatively on projects

that tackle the needs of our

customers. Finally, we have

invested not only in Greece but in

making sure that our Greek

customers are at home around the

globe, by posting experienced

Greek speaking engineers to key

locations around the world.”



Bureau Veritas has issued a range of approvals to GTT

(Gaztransport & Technigaz), expert in membrane

containment systems and LNG technology applications.

Bureau Veritas experts have been working with GTT

to approve two new containment systems: the , an

evolution of the Mark III® but with a lower boil-off rate

(BOR) and the GTT MARS, a containment system

developed for LPG carriers that is adaptable to any size

of tank or ship.

Approval in Principle (AiP) has been provided for a

6,500m3 bunker barge (jointly developed between DSEC

and GTT) and the AiP for the design of an

180,000m3 LNG carrier is being finalised. Both

demonstrate GTT’s move beyond containment

technology systems to full ship design.

Additional AiPs have been granted for:

A solution for vapour pocket management allowing

LNG carriers, in compliance with the revised IGC Code,

to operate with an increased filling limit (above 98%).

GTT’s NO96 pressurization system evolution to

provide enhanced maintenance flexibility and safety.

Reduced cooling down features of both the NO96 and

Mark III systems to improve cargo operations.

Matthieu de Tugny, COO, Bureau Veritas Marine &

Offshore, said: "These approvals are helping GTT expand

the range and depth of their technologies. The

increasing sophistication of containment systems and

expansion of their application – as in CMA CGM’s

breakthrough order for large containerships with

membrane tanks – is driving the adoption and

development of gas transportation and LNG as a marine

fuel as well supporting the marine gas trades."

Philippe Berterottière, Chairman and CEO, GTT, said:

"We are very pleased to be granted these approvals by

Bureau Veritas with whom GTT has a very close

partnership for decades. We have demonstrated the

reliability of our latest developments and their ability to

meet the owners’ requirements. I believe these new

systems and designs will help the shipping industry to

move forward and reduce the ecological footprint."The

Republic of the Marshall Islands (RMI) has submitted a


Classification Society ClassNK has

released its ‘Guidelines for

Liquefied Gas Carrier Structures –

Independent Prismatic Tanks’. The

Guidelines specify the technical

requirements specifically related

to the structural strength

assessments of liquefied gas

carriers by using direct


The two components of the

Guidelines include the Guidelines

for Direct Strength Analysis, and

the Guidelines for Fatigue Strength

Assessment which are currently in


The Guidelines for Direct

Strength Analysis specify yield

strength and buckling strength by

direct strength analysis using the

net scantling of primary structural

members as well as previously

released ClassNK Guidelines for

the structures of other ship types.

In addition, the Guidelines feature

specific requirements for

assessment methods taking into

account the complex interaction of

loads between hull structures and

cargo tanks independent from the

hull structures. They target

independent cargo tank structures

and their support structures as

well as hull structures.

The Guidelines specify not only

the design loads dominant for each

structure, strength analysis

methods and corrosion

deductions, but also the design

scenarios in which assessments

are required by the IMO IGC Code,

therefore covering all structural

requirements for LGCs with

independent prismatic tanks.

The guidelines may be

downloaded by users free of

charge from ClassNK’s





German ship-management

company Hartmann Reederei

confirmed that two of its vessels –

the 36,000m3 LEG (liquefied

ethylene gas) carriers Gaschem

Beluga and Gaschem Orca –

powered by the world’s first ME-

GIE (-Gas Injection Ethane) twostroke

engines- have collectively

accumulated 10,000 hours of

operations since entering

operation at the end of 2017.

Capt Ulrich Adami, Fleet

Manager of Hartmann Reederei,

said: “We are grateful to MAN

Diesel & Turbo for developing the

ME-GI engine to burn ethane. The

ME-GIE is very reliable and about

97-98% of our ships’ passage back

and forth over the Atlantic has

been on ethane. Our charterers are

happy with the positive budget

implications that have come with

being able to exploit the fuel on


Adami added: “Overall, the

propulsion system performs very

well with an even better fuel

consumption than predicted, and

we are recording higher seapassage

speeds during heavy

weather in the Atlantic. I believe

the Gaschem Beluga and Gaschem

Orca are among the fastest vessels

over the Atlantic.”

René Sejer Laursen, Sales &

Promotion Manager, MAN Diesel &

Turbo said: “Our inspections of the

cylinder liners on both sides of the

Atlantic have also shown that they

still look like brand new.

Regardless, we continue to look

for ways to further improve the

ME-GIE’s performance and are

currently working on lowering

pilot-oil consumption, which we

ultimately expect to drop down to

just 1%.”

Hartmann says that there is a

potential demand for further

vessels. Market reports also

suggest that a number of Chinese

concerns are looking into cracking

ethylene with ethane as feedstock,

meaning that even more ships

burning ethane will eventually

come on-stream.

Hartmann is part of the JHW

consortium that ordered 5 ×

85,000 m3 Very Large Ethane

Carriers (VLECs) in 2016, each to

be powered by a single MAN B&W

6G60ME-GIE main engine. Upon

construction, the vessels will be

the largest ethane carriers ever


The two vessels are equipped

with propulsion packages supplied

by MAN Diesel & Turbo,

Frederikshavn (Denmark) that

feature a remote-control system

AT3000, a VBS 1350 – ODS Mk5

CP propeller, a rudder bulb and a

shaft generator with frequency

converter that enables it to run on

variable speed between 80 to


The engine can run on a

mixture of LPG and methane, or

ethane, with an unchanged gasmode

efficiency. Such a mixture

may comprise as much as 50%

LPG, while MAN Diesel & Turbo’s

findings thus far indicate that an

even greater LPG percentage can

be used. The company claims that

the negligible

methane/ethane/LPG slip of the

ME-GI engine makes it the most

environmentally friendly, twostroke

technology available.

MAN Diesel & Turbo sees

significant opportunities in the

development of the ME-GIE as the

engine can also run on almost any

form of waste gas.

Such gases could be the light

hydrocarbons or VOCs emitted

from crude oil during storage and

during the loading/unloading of

crude oil. This opens the door for

new applications for the engine in,

for example, shuttle tankers, for

power generation in remote

power plants, or in off-shore

applications – such as FPSOs –

where VOC is abundant and poses

a potential environmental hazard.

The ME-GIE engine features

MAN Diesel & Turbo’s newly

developed pump vaporizer unit

(PVU) that matches the

requirements for the supply of

high-pressure LNG to the ME-GIE

engine. The PVU supersedes

previous fuel-gas supply systems

with its low installation costs,

smaller space requirement and full

pump redundancy. Tier III

operation can also be met in

combination with SCR or EGR

systems. The engine can be

delivered in the 5-90 MW power




Wärtsilä has been contracted to provide engines,

propellers, and control system for a new, large-size

hopper dredger being built by the Netherlands-based

shipbuilding company Damen Shipyards Group.

The vessel will be delivered to UK-based building

materials supplier Cemex UK. Wärtsilä will prepare the

engines ready for use with selective catalytic reduction

(SCR) technology to reduce emissions, making the

vessel compliant with IMO Tier III regulations. When

delivered, the 103m long, 4975gt dredger will be one

of the most environmentally sustainable ships of its

type in operation.

“We are pleased and honoured to be working with

Damen in making this new ship as efficient and

environmentally friendly as possible. Wärtsilä has a

depth of experience in providing solutions for

dredging operations, and the propulsion equipment

selected is the best fit for this vessel,” said Dick

Heidelberg, Account Manager, Wärtsilä Marine

Solutions and Services.

“Wärtsilä were a logical choice for us to work with

for the Marine Aggregate Dredger. Their reputation for

quality and reliability is combined with a longstanding

relationship with our client, Cemex. We are

very pleased to be working together towards the

delivery of the first Damen Marine Aggregate

Dredger,” said Olivier Marcus, Product Manager

Dredging at Damen.

Wärtsilä’s full scope of supply includes two

Wärtsilä 26 engines, two Wärtsilä 4D775 controllable

pitch propellers (CPP), and the Wärtsilä ProTouch

control system. The Wärtsilä 26 engine is widely used

in the dredger market, while the 4D775 CPP is a new

and advanced offering. The Wärtsilä ProTouch

system is said to be a state-of-the-art response to

market demands for a modern, compact control

device. The equipment is scheduled to be delivered to

the yard commencing at the end of 2018. The ship is

expected to commence operations in the North Sea

during the latter part of 2019.

Damen operates more than 50 shipyards, repair

yards, and related companies worldwide. In recent

years the company has ordered Wärtsilä propulsion

machinery for newbuild cargo ships and research




ABB’s power systems have been

selected for a new wind farm

service operation vessel (SOV)

under construction at Turkey’s

CEMRE Shipyard for Louis

Dreyfus Armateurs (LDA). Like its

predecessor, ordered in 2017 and

also based on a Salt Ship design,

this second 83m vessel will be on

contract with Ørsted, one of

Denmarks' largest energy


Among a raft of powering

solutions will be ABB’s Onboard

DC Grid. This is ABB’s solution for

allowing variable speed

technologies to dynamically

optimise system energy use in

line with a vessel’s load

requirements. The company says

the system can result in a 20%

reduction in fuel consumption.

Other installations include

tunnel thrusters, generators,

transformers, batteries, the ABB

Ability Marine Advisory System

OCTOPUS and the company’s

Remote Diagnostics Services. ABB

will also provide its Power and

Energy Management System

(PEMS), which allows battery

power to act as backup for

running generators, again cutting

the need to run spare capacity,

and reducing maintenance and

fuel consumption in the longterm.

When delivered, the vessel will

support operations at Hornsea

Project Two off the UK coast

which, upon completion in 2022,

will become the world’s biggest

wind farm capable of powering

over 1.3 million homes.




The Republic of the Marshall Islands

(RMI) has submitted a paper to the

International Maritime Organization

(IMO) Intersessional Working Group

(ISWG) on the consistent

implementation of the 2020 global

fuel oil sulphur standard under


The submission, which was cosponsored

by the Republic of

Liberia, the Baltic and International

Maritime Council (BIMCO), the

International Chamber of Shipping

(ICS), the International Association

of Dry Cargo Shipowners

(INTERCARGO), the International

Association of Independent Tanker

Owners (INTERTANKO), and the

World Shipping Council (WSC), is

intended to assist the ISWG in

developing guidelines on the

implementation of regulation 14.1.3

of MARPOL Annex VI.

The regulation limits sulphur in

fuel oil to 0.50% when operating

outside of designated Emission

Control Areas (ECAs). It was decided

at the 70th session of the IMO

Marine Environment Protection

Committee (MEPC) to retain 01

January 2020 as the effective date

for the shift to the 0.50% global fuel

oil standard. The MEPC issued

Resolution MEPC.280(70) to affirm

this decision. Additionally,

recognising concerns expressed

regarding the implementation of this

fuel oil standard, MEPC 71 agreed to

establish a new output on what

additional measures may be

developed to promote consistent

implementation of the 0.50% global

fuel oil standard.

The RMI’s submission to the IMO

provides technical information

focusing on safety implications and

challenges associated with using

new fuel oil blends compliant with

the new 0.50% sulphur fuel oil

standard. The technical information,

detailed in the Annex to the

submission, aims to cover a wide

range of safety aspects associated

with the switch to 2020 fuels such as

potential issues with blend

components, stability, compatibility

and other fuel oil parameters. All of

these issues are viewed as having

the potential to negatively impact

fuel and machinery systems.

Accordingly, the technical

information also touches upon

operational and technical measures

to address risks during fuel

switching, tank cleaning and fuel

system arrangements (heating

capacities and tank segregation).

The information is intended to

facilitate informed decision making

as the ISWG addresses preparatory

and transitional issues.

The co-sponsors also recommend

that any consequential regulatory

amendments and/or guidelines

necessary to address the safety

issues raised in the submission are

brought to the attention of the MEPC

at its next session in October 2018.

Likewise, it is also proposed that

any potential safety implications

resulting from new blends or fuel

types should be reported to the next

session of the Marine Safety

Committee (MSC) in December


Theo Xenakoudis, Director,

Worldwide Business Operations,

International Registries, Inc. (IRI),

pictured, said: “This paper allows

the shipping community to have a

voice in the development of rules

that shape our industry. ”



As the shipping industry continues

its push to reduce emissions to air,

classification society DNV GL has

announced a new class notation

for exhaust gas cleaning systems


The new notation, Emission

reduction (ER), will cover not only

scrubbers for removing SOx, but

selective catalytic reduction (SCR)

and exhaust gas recirculation

(EGR) systems for removing NOx.

The new notation will be

published in July 2018.

“As the 2020 IMO sulphur cap

on fuel draws closer, we have been

hearing more and more from ship

owners and operators who are

looking for guidance on the

installation and approval of

systems which reduce emissions to

air,” says Knut Ørbeck-Nilssen,

CEO of DNV GL – Maritime.

“Therefore, we are very pleased to

be able to offer the Emission

reduction notation to our

customers. This notation will

enhance the transparency of the

installation and approval process

for owners, the yards, and class,

and give owners the confidence to

invest in these systems.”

DNV GL believes that interest in

installing emission reductions

systems, especially scrubbers, has

risen dramatically in recent

months. In May 2018, the total

number of vessels either ordered

or installed with scrubbers stood

at 817, a jump of nearly 300

vessels in a space of only a few

months. “This increase is due to

several factors, but the trend is

clear,” says Stine Mundal, Head of

Section for Environmental

Certification at DNV GL – Maritime.

“At the same time, we are seeing

that bulk and container vessels are

the segments with the most

installations, overtaking cruise

vessels which had been the early

adopters. This indicates that

owners are making their solution

decisions now and many are

choosing scrubbers to comply with

emissions restrictions.”

The class notation sets out

requirements for the design and

arrangement of EGCS, SCR and

EGR systems, including the piping

systems conveying wash water

and/or treatment fluids, the

exhaust arrangements and

components, control, monitoring

and safety systems as well as

manufacture, workmanship and

testing. The ER class notation is a

natural complement to DNV GL’s

Scrubber ready notation, released

in 2016, which enabled

shipowners to prepare their

newbuildings for the installation of

a scrubber, giving them confidence

that they were prepared for a

smooth and cost-efficient scrubber

retrofit. With ER, shipowners can

now have the same confidence in

the installation and operation of

their new emission reduction



Mitsubushi Shipbuilding and Mitsubishi Hitachi

Power Systems (MHPS) have combined to launch an

advanced exhaust gas cleaning system (scrubber)

targeting larger ships.

The new scrubber, known as the Active Funnel, is

said to be suitable for very large container ships with

high exhaust gas emissions and limited installation

space for SOx abatement systems.

According to the joint developers, the scrubber

contains an optimally-shaped exhaust gas scrubbing

structure which is said to reduce sulphur dioxide in

the exhaust gas of 3.5% sulphur content fuels to

0.1%, enabling ships to comply with .the IMO fuel

sulphur emissions restrictions coming into force in

2020 while still burning cheap high-sulphur fuel oils.

The new system combines MHPS’s exhaust gas

treatment technologies, developed through providing

desulphurisation systems for thermal power plants,

with Mitsubishi Shipbuilding's marine engineering

expertise. MHPS points to the example of its landbased

flue gas desulphurisation systems which have

the capacity to treat the equivalent of seven to 20

times of the emissions from a large size marine

diesel engine.

The solution is said to desulphurise large

amounts of exhaust gas and its flexible design makes

installation possible even in narrow spaces between

the container holds, while maintaining a vessel's

container capacity.

Mitsubishi Shipbuilding and MHPS say the Active

Funnel, which is applicable to both open-loop

systems and hybrid systems, is suitable for

installation on existing ships since it is provided as

one module and has a short retrofitting period.




Wärtsilä and Norwegian

Wilhelmsen Ship Management, a

Wilhelmsen group company, have

signed a 5-year agreement

covering the maintenance of

exhaust gas cleaning systems

installed in three vessels managed

by Wilhelmsen Ship Management.

The agreement ensures that the

vessels are fully MARPOL

compliant and can fulfil the IMO’s

new, stricter sulphur limits,

coming into force on 1 January


All three vessels have a 25MW

Wärtsilä Hybrid Scrubber System,

which has the flexibility to operate

in both open and closed loop,

using seawater to remove SOx

from the exhaust gas. In closed

loop mode additional reagent is

used in combination with sea


The services covered under this

agreement include annual audits

and safety tests to ensure ongoing

MARPOL compliance, calibration

of the Continuous Emission

Monitoring System (CEMS) and

water monitoring system as well

as operational training courses for

the vessels’ crew.

“For Wilhelmsen Ship

Management, operating

sustainably and maintaining

MARPOL compliance is absolutely

crucial. This agreement with

Wärtsilä ensures that we are doing

it in a correct and documented

way to fulfil authorities’

requirements. Additionally, it

allows us to perform long term

cost predictability and channel

more focus into critical ship

management operations,” said Jon

Helge Ulstein, Vessel Manager at

Wilhelmsen Ship Management.

“Wärtsilä’s purpose is to enable

sustainable societies with smart

technologies. We want to build

awareness of sustainability

and provide solutions that help

customers reduce or eliminate

emissions. This agreement with

Wilhelmsen Ship Management

does exactly that by ensuring that

the vessels comply with the strict

sulphurs limits set by IMO’s

standards. Additionally, the

agreement provides Wilhelmsen

Ship Management with

predictability of the vessel

maintenance costs,” said Glenn

Holid, Sales Manager at Wärtsilä


Wilhelmsen Ship Management

is one of the largest third-party

ship managers with a portfolio of

more than 450 vessels and 9,200

active seafarers. Wilhelmsen Ship

Management manages its portfolio

from five offices worldwide and

has a crewing network of 18

manning offices in 12 countries.

As defined in IMO’s regulations,

the global limit for sulphur in fuel

oil used by ships will be reduced

from the current 3.50% m/m

(mass by mass) to only 0.50%

m/m on and after 1 January 2020.





FuelSave, a German fuel and

emissions start-up, has

launched a ground-breaking

technology capable of

optimising the fuel

consumption efficiency of all

marine diesel engines.

The technology, proven in

both in-the-field and laboratory

tests, is claimed to offer a

contractually guaranteed 10%

saving on overall fuel costs,

while significantly reducing CO2


FS MARINE+, a patented

technology that could see ship

operators profit with a threeyear

return on investment, is an

engine efficiency enhancement

solution that uses an onboard

hydrogen syngas generator to

inject a gas and liquid water

methanol mix into the

combustion process, thus

significantly improving


The system, approved by

DNV GL, can be retrofitted to

any vessel and achieves

compliance with IMO tier I and

II for older ships.

Engine maintenance costs

can also be slashed since

FuelSave says the process

makes for a cleaner engine, a

cleaner combustion process,

greater lubrication efficiency

and reduced vibration. This

was demonstrated during a 30-

month pilot application

onboard a European-owned

heavy lift ship.

Results from these trials

verified the performance of FS

MARINE+ through independent

analysis and reports from

engine service and maintenance

companies, as well as from a

university testing institute.

The solution has also

received approvals from a

number of certification bodies.



Alfa Laval has released a new white paper that

explores the impact of fuel choices for complying

with MARPOL Annex VI on boiler and burner


“Depending on the choice made, there can be

many different factors to consider when it comes to

boilers and burners,” says Jeroen Van Riel, Global

Service Manager, Boiler Service at Alfa Laval

(pictured). “There may be boiler modifications

needed to perform optimally with a scrubber, or

there may be issues with fuel line safety and the

properties of alternative fuels. New flame

characteristics, for example, may produce different

results with an existing boiler configuration.”

The paper, entitled MARPOL Annex VI fuel

strategies and their influence on combustion in

boilers, sheds light on a frequently overlooked

aspect of meeting today’s SOx emission regulations.

To comply with MARPOL Annex VI, ship owners and

operators can install a scrubber and continue using

HFO, or they can work with one or more compliant

fuels: LNG, MGO or low-sulphur/ultra-low-sulphur

HFO. While the boiler is generally not a part of this

decision, its operation will ultimately be affected.

In the new white paper, each MARPOL Annex VI

fuel strategy is examined individually, together with

its potential effects on boilers and their combustion.

The paper does not argue for or against any of the

strategies, but rather provides a clear and neutral

overview from the perspective of steam production.

Alfa Laval

claims to be


positioned to


knowledge about

this topic, having

developed and

supplied marine

boiler technology

for nearly a

century. Today’s

Alfa Laval Aalborg

boilers and

burners include

solutions for

working with multiple fuels.

In addition, Alfa Laval possesses insight into all

strategies for MARPOL Annex VI compliance. Not

only is Alfa Laval PureSOx claimed to be today’s

leading SOx scrubber solution, the company

develops fuel conditioning and supply systems for

both traditional and alternative fuels.

“As a full-scope supplier, Alfa Laval’s aim is to

provide complete solutions and support, regardless

of the customer’s fuel choices,” says Van Riel. “Our

new white paper can be a valuable tool for

customers in evaluating the issues and getting the

best performance from their boilers, no matter

which fuel strategy they decide on.”


Initial results from the MethaShip

project, a 45-month study funded by

the BMWi (Federal Ministry for

Economic Affairs and Energy), found

that synthetic methanol in particular

is a “fuel with a future”.

Although some of the technical

and financial details need to be

ironed out, the project partners

believe methanol could have

potential as a fuel for all ships if

success is achieved in implementing

statutory framework conditions for

the holistic evaluation of CO2


The project’s partners, led by the

Research and Development

Department at the Meyer Werft, in

Papenburg, Germany, included

Flensburger Schiffbau-Gesellschaft,

Lloyd’s Register, Caterpillar, Helm AG

and MAN Diesel & Turbo.

The results from the SSPA-led

Sustainable Marine Methanol project

(SUMMETH), which researched the

development of methanol-fuelled

marine engine, also concluded that

the eco-fuel is a viable option for

small ships.

The SUMMETH partners, which

included VTT, Lund University,

Scania and the Methanol Institute,

among others, found that methanol

can be used efficiently as a

combustion fuel for smaller vessels,

resulting in reduced particulates,

zero sulphur and a substantial

reduction in GHGs.

SUMMETH was carried out to

investigate and develop a methanol

engine and fuel solutions for smaller

ships and to assess the

environmental benefits and

feasibility of transporting and

supplying sustainable methanol as

ship fuel.

Although methanol is now used

in dual fuel solutions on a few

large vessels such as the Stena

Germanica, it had not been tested

on smaller vessels.

The project included

experimental testing of several

methanol concepts for smaller

engines, in the 250 to 1200 kW

range, and also developed a design

for conversion of a Swedish road

ferry to methanol operation. The

project showed that the use of

methanol fuel in small vessels is

feasible and results in significant

environmental benefits as

compared to conventional fuel oil.

Methanol, a short-chain

hydrocarbon, is a clear, watersoluble,

biodegradable fluid. In

contrast to other alternative fuels,

methanol offers the crucial

advantage of being very easy to

handle, because it is fluid at room

temperature, compared to LNG with

its storage temperature of -162°C.





Type Approved


227 (64)

Shell Marine is launching Shell Marine 40, an engine oil for

use in high-speed diesel engines in the fishing and tug boat

segments, to support and help enhance the performance of

engines on board some of the hardest working vessels at sea.

Shell Marine 40 has been formulated to react to the

combustion processes that take place in high-speed engines,

giving added protection and extended machinery life to

vessels whose unavailability can have disproportionate cost

consequences further along the supply chain.

Fuel is one of the largest vessel operating costs, so

ensuring clean combustion protects both a vessel’s engine

and its operator’s bottom line, points out Marcus Schaerer,

Shell Marine Global Marketing Manager. Shell Marine 40’s

additive system controls piston deposits and helps to

maintain good standards of engine cleanliness to ensure

more efficient burning and higher reliability, he says.

“Poorer-quality oils can thicken or break down. Either

way, the engine can become dirty and less efficient than its

designers intended. The change is typically very gradual –

almost imperceptible, in fact – so it is hard to detect on a dayto-day

basis, but over time the degradation accumulates.”

Whether used to sustain a tug manoeuvring large cargo

ships to facilitate the just-in-time port operations, or a fishing

vessel chasing shoals to leverage fluctuations in market

prices and consumer tastes, selecting the wrong lubricant

can result in premature engine corrosion and wear.

Unplanned maintenance or, in more serious cases, outright

downtime spent on repair can jeopardise the chances of

contracts being renewed or missed catch opportunities. Shell

Marine 40 helps to lower maintenance outlay and hence

helps to improve vessel availability.

“Recent successes in commercial shipping have been built

around the development of innovative solutions, and our

expectations in the fishing and tug markets are based on the

same marriage between product R&D and deep

understanding of the requirements of a specific market,” says

Schaerer. “The high-speed engines that power tugs and

fishing boats face a vastly different operational profile to a

containership or a dredger. We deliver lubricants that

recognise and match the differing needs to help ensure that

vessel engine can perform their jobs reliably and efficiently.”



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Cargotec’s Kalmar business unit

and Yara have inked an

agreement in which Kalmar will

deliver fully autonomous

equipment, software and services

for a unique, fully digitalised

container handling solution at

Yara's Porsgrunn facility in


This means that all the

necessary operations related to

the world's first autonomous and

electric container vessel Yara

Birkeland will be conducted in a

fully autonomous and costefficient

manner, with zero


“With this agreement, Yara

Birkeland is not just the world's

first electric and autonomous

container vessel; it is the world's

first fully digitalised and electric

supply chain, with all operations,

including loading, unloading and

sailing conducted in a fully

autonomous manner with zero

emissions. Kalmar has the proven

equipment and software, and the

know-how to integrate their

solutions into our supply chain,”

said Tove Andersen, EVP

Production, Yara.

Yara, a leading mineral fertilizer

company, last year announced a

partnership with technology

company Kongsberg to build the

world's first fully autonomous,

battery operated container vessel.

Yara Birkeland will reduce

emissions and improve road safety

by removing up to 40,000 truck

journeys annually in a densely

populated area of Norway. The

vessel will transport fertilizer from

Yara's Porsgrunn plant via inland

waterways to the deep-sea ports of

Larvik and Brevik, a journey of 31

nautical miles.

Kalmar will provide the

autonomous loading and

unloading solution for the vessel,

as well as transportation between

the fertilizer production facilities

and the quay.

The Kalmar solution consists

of one Kalmar Automated Rail

Mounted Gantry Crane

(AutoRMG), three Kalmar

FastCharge AutoStrads, a

FastCharge charging station and

related automation and safety

systems. The solution will be

implemented in phases, with the

level of automation gradually

increased over time. The end

result will be a fully autonomous,

mixed-traffic and zero-emission

solution in an industrial


Kalmar will also support

Yara's operations with a full-scale

service contract. The Kalmar Care

contract includes full

maintenance with parts for

Kalmar FastCharge(TM)

AutoStrads including an

availability agreement as well as

preventive maintenance for the

Kalmar AutoRMG crane.

Furthermore, Kalmar personnel

will provide operational,

automation and software support

for the whole solution.

“We are very excited to work

with Yara on this unique

groundbreaking project. The

project involves several firsts for

us, including the first fully

automated RMG for vessel

loading, unloading and container

storage management.

Furthermore, the Kalmar

FastCharge AutoStrads will drive

along the public roads in the

Porsgrunn industrial park, which

is also used by normal road

traffic. We are working closely

with local authorities and other

parties to ensure the safety of

passengers and vehicles at all

times,” said Tero Kokko, Senior

Vice President, Automation and

Projects, Kalmar.




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The oil-to-water lubricated tailshaft

conversion Thordon Bearings carried out

last year to the 26,260dwt Great Lakes

Fleet-managed bulk carrier SS John G.

Munson has successfully completed its first

season as a diesel-powered ship.

The shaft conversion of the 1952-built

self-unloader formed a key part of the

mammoth 12-month power conversion

project completed last year by Fincantieri’s

Bay Shipbuilding yard, in Sturgeon Bay,

Wisconsin, U.S.A.

The vessel’s steam propulsion plant was

replaced with an energy efficient mediumspeed

diesel arrangement. Major works

also included the removal and replacement

of the vessels’ tailshaft, stern tube,

propeller and hub. Thordon Bearings’ supplied its

COMPAC water lubricated propeller shaft bearings, a

Water Quality Package, which conditions the

lubricating water, and shaft protection system


Mechanical Supply Inc. and Belthor Systems,

members of Thordon’s Distributor Network, worked

closely with Great Lakes Fleet on the detailed design,

while Avalon Marine, another Thordon Distributor,

was instrumental in working with classification

society ABS to trial COMPAC under its notation for

extended shaft withdrawal.

SS John G. Munson became the first ABS-classed

vessel with a water-lubricated propeller shaft

arrangement to operate under its TCM (Tailshaft

Condition Monitoring) notation.

Commenting on the success of the conversion,

Thordon’s Regional Manager – Americas, Scott

Groves, said: “September 2017 sea trials confirmed

the MV John G. Munson is consuming considerably less

fuel than it was as a steam ship, reducing emissions

dramatically. The water lubricated propeller shaft

arrangement adds to these cost savings and further

mitigates against any risk of tailshaft pollution.”

As steam power plants can use 30 to 50% more

fuel than comparable diesel engines, the shipowner’s

decision to convert the Munson under the U.S EPA’s

Steamship Repower Incentive Program has paid

dividends. As a motorship, the owner can now extend

the life of this historic vessel for decades to come,

without detriment to the environment in which it


Thordon Bearings’ Director of Marketing and

Customer Services, Craig Carter, added: “There are a

number of steam-driven bulk carriers that have been

earmarked as potential candidates for power

conversions, some of which, like the Munson, have

already been converted to more energy and

environmentally-efficient means of propulsion.

In early 2016, the Interlake Steamship Co

converted its last steam-powered vessel, the 1959-

built self-unloader Herbert C. Jackson to diesel and

also specified the COMPAC water lubricated bearing


“The conversion of both these vessels illustrates

how well-maintained vessels can operate beyond the

usual 25 years and be cost-effectively retrofitted to

meet today’s more stringent environmental

requirements. A 2012 study by the U.S.

Maritime Administration found that

repowering a laker can achieve 80 per cent of

the efficiencies of a new build at 20 per cent

the cost,” said Carter.

Groves added: “The owners of these

vessels are very pleased at how their water

lubricated arrangement is performing. Both

Interlake and Great Lakes have responded

very quickly to the changes in the shipping

industry and specified COMPAC to meet new

US EPA environmental requirements.”

He also intimated that Great Lakes Fleet is

assessing the performance of COMPAC

installed on the Munson with a view to

converting more vessels in its fleet to waterlubrication.




According to Andrew Marshall, Coldharbour Marine Chief Executive: “We are in the final stages of a successful ballast

water treatment installation for one of our key Greek clients, and we are in negotiations with several other potential

customers in this important market. The ballast water treatment sector is picking up at last.”

“Greek shipowners are important to us,” Marshall continued, “because they operate one of the world’s largest

fleets and focus on the market sectors in which we specialise – big tankers, bulk carriers and LNG vessels. Of course,

their existing ships trade worldwide for many of the world’s blue-chip charterers and Greek owners realise the

importance of being able to operate their ships anywhere, at any time, without hindrance. Ballast water discharge

compliance is essential.

“The retrofit market is also very important to us, but we note that the Greeks are active once again in contracting

new ships,” Marshall said. “If history has taught us anything, it is that Greek owners have excellent timing and are

usually ahead of the game. Following at least two years of minimal ship orders, we expect the level of contracting to

pick up again in the months ahead.”

Coldharbour, which offers an in-voyage treatment system for large vessels based on inert gas technology, is at the

advanced stages of negotiations for

several projects, including installations

aboard some of the largest ships. For the

operators of these vessels, the financial

and reputational risks resulting from

disruptions to terminal operations or noncompliance

are unthinkable: they must be

certain that the necessary discharge

standards can be met.

“We have found that our potential

customers in Greece are thorough in

conducting their due diligence

procedures,” Marshall revealed. “No single

ballast water treatment technology is

100% effective at all times and under all

operating conditions, so there are pros

and cons to be assessed and choices to be

made. It is becoming increasingly clear

that the choice of treatment system is a

critical decision which will have farreaching

cost and reputational

implications, and even a ship’s future

second-hand value could be adversely


Marshall went on to describe the

importance of system choice at the

newbuilding stage. A lack of engagement

on this important decision, he said, could

lead to the installation of a shipbuilder’s

standard system which in some cases may

not be fit for purpose once the intended

operating parameters of the vessel are

factored in.

One important consideration

highlighted by scientific experts is the

question of marine organism re-growth

during long ballast voyages. Neither the

IMO’s type approval process, nor that of

the US Coast Guard, adequately address

this issue, according to Marshall. The

result is that ballast water treated at

uptake could well comply with discharge

standards at that time, but not after the

possible re-growth of organisms during a

long ballast voyage.



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Oldendorff Carriers will trial

Erma First’s ballast water

treatment with the intention of

installing the system across its

owned vessels.

Niklas Richter, Project

Manager of the Oldendorff

Carriers Green Ships Department

said: “We have had an internal

task force working on BWTS for

two years, during this time we

have thoroughly investigated

many systems, particularly those

with US Coast Guard approval. We

were very impressed with the

professionalism of Erma First and

are very pleased to partner with

them on the BWTS project.

Although the fitting of BWTS is

not yet compulsory, we plan to fit

a trial system in July 2018 and

start fitting many of our

owned vessels in 2019 to

have time to train and

implement the system

before vessels are

required to comply with

the regulations."

The Erma First BWTS

is USCG type approved

and IMO approved for nearly all

water types. It is claimed suitable

for small and large ballast-pump

capacities and has as a small

footprint and low power


During ballasting, the water

goes through the filter, where

organisms and sediment with

a diameter larger than 40µ are

separated and further discharged

overboard. The filtered water

enters the Electrolytic Cell. The

treated water then, enters the

ballast tanks. During deballasting,

the system will only

monitor the residual oxidants and

will further intervene if

necessary. The main stages of the

system (filtration and

disinfection) are bypassed.


Tore Andersen, the CEO of Optimarin, the Norway-based water treatment

systems supplier, has said that the market for ballast water treatment

plants is accelerating as system orders “rocket".

According to Andersen recent surge in new business orders and

revenues is indicative of positive developments within the market. The

Norwegian headquartered firm, which has now sold close to 600 of its

USCG-approved Optimarin Ballast Systems (OBS), has seen orders and

income up by over 50% year-on-year.

“We didn’t expect to outperform last year’s figures so

comprehensively,” said Andersen. “The fact that we’ve done so

demonstrates that shipowners and operators are now being galvanized

into action by the ratification of IMO’s Ballast Water Management

convention and the need to conform This is excellent news for the

environment and a positive development for those of us in the BWT sector

that have invested many millions of dollars in testing, certifying and

bringing our systems to market.

“Owners around the world are aware they are under pressure to act on

this major environmental issue, so they’re assessing suppliers to see which

systems are proven, simple, effective and easy to install as both newbuilds

and retrofits. This may be a relatively new regulation, but our customers

want established solutions they know they can rely on. Without that they

can’t trade. It pays to make the right decision and then move on it to avoid

potential bottlenecks. That is exactly what we’re seeing now at Optimarin.

We now expect 2018 to be our new best year in business.”



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


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





MOL 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


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



A month after the successful delivery of New Mein

Schiff 1, the next cruiseship in line, New Mein Schiff

2, has been floated out at Meyer Turku shipyard.

New Mein Schiff 2 will be delivered to the customer,

German TUI Cruises, early next year.

The timetable for the construction of the ship

shows how Turku shipyard has been ramping up

the production volume to meet the increasing

demands from the order book.

“Our block production capacity is already up on

the level with previous high from 2010, when the

shipyard was building Allure of the Seas. Ramping

up the production at the same time as we are

implementing an investment program of 200

million euros has not been a simple task. Still, as

the saying at the shipyard says, if it was simple,

anybody could do it and that would not be good

either”, CEO of Meyer Turku Jan Meyer


The float out of New Mein Schiff 2 marks the

beginning of the final stage of the ship’s

construction. She will now float at the outfitting

pier of the shipyard, where she will be finalised for


“Our new Mein Schiff 1 has successfully

completed her first cruises and has been very well

received by our guests. Our new generation of

ships meets our expectations completely. We are

looking very much forward to taking with

new Mein Schiff 2 a sister ship into service very

soon”, says Wybcke Meier, CEO of TUI Cruises.

New Mein Schiff 2 will be a sister ship to already

delivered New Mein Schiff 1, with added length of

20m from the previous ships in the series. After

the delivery of New Mein Schiff 2, TUI Cruise’s

whole fleet will be built at Turku shipyard.


Mitsui O.S.K. Lines has accepted

the final vessel in a series of

newbuild LNGCs from China's

Hudong-Zhonghua Shipbuilding.

CESI Lianyungang is the sixth

vessel in the China LNG

Transportation Project announced

in April 2013 and will sail under a

long-term charter transporting

LNG that SINOPEC purchases from

the Australia Pacific LNG Project.

This project, which built LNG

carriers in China, follows the

ExxonMobil LNG project,

announced in March 2010, for

which four LNG carriers were

ordered from Hudong and

delivered by April 2016.

Like the five vessels already

delivered for the project – CESI

Gladstone, CESI Qingdao, CESI

Beihai, CESI Tianjin and CESI

Wenzhou – the new vessel is a

membrane type carrier with a

174,100m3 cargo capacity. The

290m long vessel has a dual fuel

diesel electric engine


MOL maintains the strong,

trusting relationship it has

developed with its Chinese

partners through these projects,

and is now working with CCSC on

the Yamal LNG project in Russia.

MOL's LNG transport know-how is

playing a key role in expanding

LNG demand in China as it further

strengthens its ties with the


In addition, MOL is currently

involved in the operation of 96

LNG carriers (including FSRUs)

and, with additional vessels under

construction, aims to further

expand its fleet.



Swedish shipping company Stena

RoRo has placed another order

with China’s Avic International

Weihai shipyard for a pair of

42,400grt LNG-ready cruise ferries.

The 215m long vessels, based

on the company’s new generation

of state-of-the-art ‘E-Flexer’

vessels, will be chartered to

Brittany Ferries to serve its longhaul

UK to Spain routes.

For Brittany Ferries, the

investment comes after work

began this spring on a new LNG

(liquefied natural gas) cruise ferry

called Honfleur to serve its most

popular Portsmouth – Caen

crossing. Like Honfleur, which

arrives in 2019, the ships will be

registered under the French flag

and will be crewed by French

seafarers. Together, the three ships

spearhead a five-year fleet-renewal

and modernisation programme

worth around £400M.

“Spain is by far the most

popular foreign destination for UK

holidaymakers, and we have seen

significant growth in demand,” said

Jean-Marc Roué, Brittany Ferries’

president. “Post-Brexit, we expect

this to continue and the

announcement is a clear statement

of intent. As well as passenger

traffic, we believe that an increase

in freight capacity will open the

door to more hauliers seeking

direct access between Britain and

the Iberian Peninsula.”

In April, a Stena RoRo signed a

shipbuilding contract with AVIC for

its fifth Stena E-Flexer RoPax with

options for a further three vessels

for delivery from 2021 and


This newbuild will be chartered

to DFDS on a 10-year bareboat

charter, operating the English

Channel between Dover and Calais.

With a capacity of 3,100 lane

metres and up to 1,000 passengers,

the vessel will be DFDS’s largest

ferry operating in the English


In 2016, Stena RoRo placed an

order for four large RoPax vessels

with the Chinese shipyard AVIC

International with an option for a

further four vessels. The vessel

now ordered is the fifth in the


“The design of the ship will be

worked out in close cooperation

with DFDS. This deal is a good

example of how we work being the

largest and most well-known

tonnage provider in the RoPax

segment,” Per Westling, MD of

Stena RoRo said in April.

The order is part of DFDS’s

renewal of its fleet and will replace

one of the six ferries currently

operating in the English Channel.

“These ships have been

designed not only to the highest

standards of technical and

environmental performance but

also with a high degree of

flexibility, thus ensuring that the

design can be modified in order to

fulfill our clients’ specific needs. As

a tonnage provider we are very

pleased and proud to be trusted by

DFDS to develop this vessel for

their very intensive English

Channel service,” said Westling.


Hyundai Merchant Marine Co., South Korea's biggest

shipping line, has announced that it plans to sign

deals with the country's three major shipbuilders

for 20 vessels.

According to the Yonhap South Korean news

agency, Hyundai Merchant Marine said it has

selected Hyundai Heavy Industries, the world's

biggest shipbuilder by sales, for eight 14,000 TEU

container ships.

The shipping line also selected Daewoo

Shipbuilding & Marine Engineering and Samsung

Heavy Industries for seven and five 23,000 TEU

container ships, respectively.

Hyundai Merchant Marine said it will quickly

conclude negotiations with the three shipbuilders

by working out necessary details.

"We expect to sign letters of intent with the three

shipbuilders in one or two weeks," said Woo Byungsun,

a spokesman of Hyundai Merchant Marine.

Hyundai Merchant Marine plans to formally place

the orders after the Korea Ocean Business

Corporation, a public company handling ship

finance, is set up in July, Woo said.



Russia’s Sovcomflot (SCF Group) and Rosnefteflot

have signed an agreement whereby SCF will provide

technical supervision during the construction of

Rosneft’s new LNG-fuelled Aframax tankers.

The deal is part of a package of agreements signed

in 2017 involving the construction of LNG-fuelled

Aframax tankers for Rosneft, using the latest

technology, in partnership with Zvezda shipbuilding

complex in Primorsky region, and their subsequent

long-term chartering.

Sovcomflot's experience of operating large vessels

in adverse climatic and ice conditions was an

important factor taken into consideration. The

technical specification of the tankers was designed by

Sovcomflot's specialists with the close involvement of

the Far Eastern Shipbuilding and Ship Repair Centre


The 114,000dwt, 1A ice class tankers represent a

new generation of vessels, which will use liquefied


International shipping company

dship Carriers has ordered two F-

500 newbuilds from Taizhou Sanfu

Shipbuilding of China.

The company says that this is part

of a fleet expansion program initiated

earlier this year. Not only do the F-

500 vessels cater to changing

industry needs, they also support a

smaller environmental footprint.

The delivery of the first vessel is

expected by November 2018, and the

second vessel is due to join the dship

Carriers fleet in the first quarter of

2019. The F-500 vessel type belongs

to the new generation of economic

multi-purpose vessels, which have

been specially developed to reduce

fuel consumption and to increase

stowage flexibility. Apart from this,

dship Carriers is looking at further

purchase opportunities on the new

build and second hand tonnage

markets in order to continue its fleet


The technical specifications of

the new vessels make them a highly

sought-after addition to the existing

dship Carriers fleet. With a

combined lifting capacity of 500

metric tons, they will be able to

handle heavy and lengthy project

cargo units. The second hold, with a

length of over 75m, allows for the

loading of extremely long cargo

under deck, so clients can enjoy


natural gas (LNG) as their primary fuel, enabling

environmental emissions to be reduced significantly.

The technical specification of the tankers reflects

international restrictions on the emission of sulphur

oxides, nitrogen oxides and greenhouse gases, which

will take effect from 2020 and will apply, amongst

other things, to the Baltic and North Sea areas.

Evgeny Ambrosov, Senior Executive Vice President

of Sovcomflot, said: “Sovcomflot is a world leader in

the operation of Aframax tankers, with such ships

representing more than a third of the company’s fleet.

Vessels currently managed by SCF have been

successfully shipping crude oil across the Baltic,

North and Okhotsk seas for over 15 years”

SCF Group already provides technical management

for three 30,000dwt Rosneft-owned ice-class tankers

– Arkhangelsk, Murmansk, and Privodino. The new

vessels will be built at Hyundai Heavy Industries and

expected to begin operations in 2021.

enhanced services that provide

more stowage options.

“We look forward to further

improving our services with these

environmental-friendly vessels. Our

clients will benefit in two ways: with

more technical possibilities for a

wider range of project cargo and

with competitive rates due to an

economic fleet,” said Lars Feller,

Global Vice President of dship


South Korean shipbuilder Samsung Heavy Industries (SHI) has secured a US$360 million contract to build four

152,700dwt shuttle tankers for Singapore’s AET.

The SZMT-class tankers will be designed with a state-of-the-art Dynamic Positioning system to maintain a

stable position in South American waters and provide stable connection to offshore plant facilities. The vessels

will also feature a ballast water treatment system and a propulsion arrangement capable of meeting IMO Tier

III requirements.

Since 2010, SHI received orders for all 11 shuttle tankers, securing 66% of the global market. With this

contract, Samsung’s orders for the year amounts to eight containerships, five LNG carriers, and 11 tankers (four

shuttle tankers), adding $2.3 billion to the orderbook.




The International Maritime

Organisation has confirmed it will

evaluate how autonomous ships

will operate under various IMO

guidelines, rules and regulations.

The Organisation’s Maritime

Safety Committee (MSC) endorsed

a framework for a regulatory

scoping exercise, as work in

progress, including preiminary

definitions of Maritime

Autonomous Surface

Ships (MASS) and degrees of

autonomy, as well as a

methodology for conducting the

exercise and a plan of work.

As part of the scoping exercise,

the degrees of autonomy will be

organised thus:

Ship with automated processes

and decision support: Seafarers

are on board to operate and

control shipboard systems and

functions. Some operations may

be automated.

Remotely controlled ship with

seafarers on board: The ship is

controlled and operated from

another location, but seafarers are

on board.

Remotely controlled ship

without seafarers on board: The

ship is controlled and operated

from another location. There are

no seafarers on board.

Fully autonomous ship: The

operating system of the ship is

able to make decisions and

determine actions by itself.

The exercise will identify

current provisions in an agreed

list of IMO instruments and assess

how they may or may not be

applicable to ships with varying

degrees of autonomy and/or

whether they may preclude MASS


Analyses will then be carried

out to determine the most

appropriate way of addressing

MASS operations, taking into

account the human element,

technology and operational


The MSC, which met between

16-25 May, established a

correspondence group on MASS to

test the framework of the

regulatory scoping exercise

agreed at the session and, in

particular, the methodology, and

report back to its next session,

MSC 100 (3-7 December 2018).

The Correspondence Group

will test the methodology by

conducting an initial assessment

of SOLAS regulation III/17-1

(Recovery of persons from the

water), which requires all ships to

have ship-specific plans and

procedures for recovery of

persons from the water; and

SOLAS regulation V/19.2

(Carriage requirements for

carriage of shipborne navigational

equipment and systems); and

Load Lines regulation 10

(Information to be supplied to the

master). It may also consider

SOLAS regulations II-1/3-4

(Emergency towing arrangements

and procedures) and V/22

(Navigation bridge visibility).

The list of instruments to be

covered in the exercise ncludes

those covering safety (SOLAS);

collision regulations (COLREG);

loading and stability (Load Lines);

training of seafarers and fishers

(STCW, STCW-F); search and

rescue (SAR); tonnage

measurement (Tonnage

Convention); and special trade

passenger ship instruments


Speaking at the opening of the

MSC meeting, IMO Secretary-

General Kitack Lim highlighted

the importance of remaining

flexible to accommodate new

technologies, and so improve the

efficiency of shipping, “while at

the same time keeping in mind the

role of the human element and the

need to maintain safe navigation,

further reducing the number of

marine casualties and incidents”.



Hull to Hull (H2H) is an EU-funded

research project established to

develop technical solutions for

safer navigation in close proximity

of other stationary or moving

vessels and objects. It is in its

Concept Definition phase and will

move on to the Technology

Adaption and Integrations Work

Package (WP03) this summer.

H2H was established in

November 2017 to develop

solutions using the European

Global Navigation Satellite System

(EGNSS), EGNOS and Galileo, that

can enhance safety in busy waters

and during close manoeuvring,

helping mariners to take the

correct navigation decisions and

creating the fundamental

conditions for autonomous vessel

navigation. H2H aims to create a

system that will allow proximity

zones to be set for own vessels as

well as neighbouring objects, with

high precision and high integrity.

H2H focuses on solutions for

measuring the location and

orientation of a vessel and creating

a 3D digital twin representing the

vessel’s hull, which is linked to a

coordinate system, e.g. WGS84.

This data can then be used as an

input to an autonomy controller.

H2H will also support manual

navigation, providing reliable input

for the captain or navigator to

make better informed decisions.

This could potentially be achieved

by e.g., displaying the digital twin

on the ECDIS or other display


The project is coordinated by

Kongsberg Seatex, a subsidiary of

Kongsberg Maritime, developing

solutions for maritime sensing and

connectivity. Expert project

partners include SINTEF Ocean and

SINTEF Digital for broad researchbased

expertise; KU Leuven, a

leading European university and

expert on inland waterways

navigation; and Mampaey Offshore

Industries, a Dutch company

specialised in towing, berthing and

mooring systems.

H2H is divided into nine work

packages, of which four are led by

Kongsberg Seatex. The pilot system

will be developed in WP03, where

the main objective is to define

precise sensors and

communication systems, and


develop an integrated solution

based on the best available

technology. The solution will be

implemented using protocols and

3D models described in the

concept. The project will also

research specific needs related to

auto-mooring and inland

waterways, perform lab testing of

various sensors and technologies

and develop test scenarios for

demonstrations scheduled for

2019 and 2020 in Norway’s

Trondheimsfjorden, in Rotterdam

harbour and inland waterways in


“We will implement the pilot

system that will form the basis for

all three demonstrations. This

includes integration of sensors,

building 3D models, and

implementation of relative GNSS

and communications protocols,”

said Per Erik Kvam, Project

Manager, Kongsberg Seatex.

Classification society ClassNK has released its

Guidelines for Concept Design of Automated

Operation/Autonomous Operation of ships. The

guidelines incorporate basic elements on concept

design safety for automated ship operation systems.

In the automobile field, research and development

on automated driving systems is being conducted

worldwide. In the maritime industry, efforts towards

the development of automated operation systems for

ships are being made aiming to improve navigation

safety, working conditions onboard, ship operation, and

more. This development of automated operation

systems is expected to be achieved step by step for

merchant ships in order to support their crews, except

in some cases.

As the onboard operations and duties performed by

ships’ crews vary widely, design developments for

automated ship operation are expected to be carried

out under various conditions and concepts. It is

essential to clarify the targeted operations/duties that

would be automated, distinguish the division of roles

between the crew (humans) and the automated

operation systems (machines), and establish common

understanding between everyone involved in the

operation of the ship.

In light of the above, ClassNK developed these

Guidelines with safety in mind in order to address the

elements which must be considered in the concept

design of automated ship operation systems. As there

will likely be a variety of different design developments

when it comes to the automated operation of ships, the

Guidelines have been tentatively published as a

“provisional version” which will be finalized through

proper review and revision after being applied for a

certain period of time. ClassNK also plans to develop

further guidelines for various stages on the automated

operation of ships from development of design to actual





According to ABB Turbocharging,

fleet operators can save time and

money by choosing its Tekomar

XPERT, with the performance

evaluation software upgraded to

offer faster access to data that

enables enhanced fleet


By evaluating deviations and

quantifying potential fuel oil

savings, ABB’s Tekomar XPERT

offers an excellent value

proposition, delivering accurate

advice that mitigates high fuel costs

and reduces the environmental

footprint. The upgrade of the

sustainable propulsion

performance monitoring solution,

already used by over 1,000 ships,

includes a dynamic new interface

with essential information in an

intuitive display.

Beat Güttinger, Head of

Tekomar for ABB Turbocharging,

said: “With this new upgrade,

Tekomar XPERT offers marine

customers an instant overview of

their entire fleet. Whether an

operator oversees five ships or

many more across an international

fleet, the benefits are evident.

Customers can quickly pinpoint

vital data, such as vessel reporting

activity and savings potential, and

select criteria including engine and

ship type to filter results. This

saves time and money by making it

faster and more convenient for

customers to identify and analyse

essential data for optimal

performance monitoring.”

XPERT analyses the

performance of any two-stroke

diesel main engine, any auxiliary

engine and any turbocharger for

whatever configuration is found on

a vessel. Advanced diagnostics,

combined with intelligence, allow

ship operators to immediately

focus on fixing potential problems,

rather than initially spending many

hours analysing them.

The upgrade enhances the

overall service offering, with

popular existing features kept for

consistency and complemented by

user-focused improvements.

Connectivity is a key benefit, with a

fleet manager able to overlook

crew to respond immediately

based on smart insights. The

software also provides a platform

for engine licensors and builders to


“This upgrade of Tekomar

XPERT supports a new level of

quality control,” said Güttinger.

“With the new overview screen, a

fleet operator can instantly get a

sense of priority actions required

across a fleet and sub-fleets, 24/7.”

Tekomar XPERT was

incorporated into ABB’s

comprehensive digital portfolio in

2017, with the rapid development

of XPERT reflecting ABB

Turbocharging’s ongoing

commitment to innovation,

technology and continuous


Looking ahead, XPERT will be

further integrated, enabling ship

management companies to know

more about vessel operations and

achieve more from their fleets for

better business performance.


C-MAP, the provider of commercial marine charting and cloud-based software solutions for fleet management

and route optimisation, has launched a new version of C-MAP FleetManager.

The web-based enterprise solution now gives shoreside managers more insight into their fleet’s

performance for more informed decision-making though powerful analytics.

Fueled by Microsoft Power BI, C-MAP FleetManager gives immediate access to fleet data with interactive

reports via a personalised dashboard. Customers can now connect data sources and see a graphical

representation of all their ship’s data through interactive dashboards. Analysis reports can be created easily, in

real-time, offering increased visibility and transparency into the performance of their fleet.

Feedback from C-MAP pilot customers about the new FleetManager solution has been positive. A global ship

operator who is a long time user of C-Map services said: “The new analytics tool has enabled us to dive deeper

than ever in to the performance management of our vessels, giving real-time insights in a simple and structured

way. This is a fantastic new leap forward for the product. The new analytics tool has saved so much time in

running regular reports by presenting the crucial data on my dashboard, and the C-MAP development team has

been helpful in tailoring the reports upon request.”



ABB has secured contracts to

install its OCTOPUS software on

nine heavy lift vessels

transporting modules for the

Tengiz oil field expansion by

Tengizchevroil (TCO). OCTOPUS

will enhance the safety and

efficiency of the heavy-lift vessels

carrying out the transportation

work by indicating the optimal

route based on weather and

forecasted vessel motions.

TCO has contracted China’s

COSCO SHIPPING to carry out the

transportation work, which will

see modules weighing up to

1,800t moved from fabrication

yards in Korea and Europe to the

trans-shipment ports in the Black

and Baltic seas. From there, the

modules will be further

transported to western



subcontracted part of the work to

its partners – NYK Group, Chung

Yang Shipping, Dongbang

Transport Logistics, Hanjin

Transportation and CJ Korea

Express – which resulted in a

string of new orders for OCTOPUS.

As part of the delivery, ABB will

also install sensors on each vessel

to generate real-time roll and

motion data for both the cargo and

vessel. This information, accessible

to officers on the bridge and

support teams ashore, is critical to

ensuring high levels of safety and

cargo protection. As part of the

implementation, ABB will,

through its ABB Ability Platform,

make defined data points

available for the expansion

project through Cloud-to-Cloud

Integration, enabling TCO to

monitor specific KPIs and project


ABB estimates that 90% of

vessels in this sector already use

OCTOPUS in their operations.



Satcom Global is to roll out its

flagship Aura VSAT service across

Zodiac Maritime’s fleet of tankers,

bulkers and containerships.

Currently the ship management

company has Aura installed on 36

vessels, but the new agreement

will see this increase to 80 by the

end of the year

Alex Stewart, Chief Operations

Officer at Satcom Global, said: “We

are delighted to continue our

relationship with Zodiac and

provide them with a futureproof

solution for their fleet

communications. As a

technologically minded

organisation, Aura VSAT is the

perfect solution to grow with their

needs. This year all Aura

customers will benefit from a

range of network enhancements

including increased footprint

and bandwidth as HTS (High

Throughput Satellites) come


Following a successful trial

of the service, Satcom Global

began the installation

programme in 2017, utilising

ports across Europe and Asia.

Satcom Global’s team are

installing Intellian v100 Kuband

antennas and Iridium Pilot

L-band back-up terminals across

the fleet. Wi-Fi access points

provide crew with the ability to

access communications in private,

using their own devices.

Zodiac Maritime, commented:

“We have a responsibility to

ensure the welfare of our clients’

valued workforce and we

appreciate that access to

communications is a key part of

that. We want the crew we manage

to be able to communicate with

the wider world without

restriction or delay. As a vessel

charterer, it’s also essential that

technology on-board our vessels

performs to the highest standard,

meeting the expectations of our

customers. Aura outperforms

several VSAT solutions we have

experienced over recent years, so

we’re very happy with our choice.”



Iridium Communications has

announced that seven additional

service providers have signed

agreements to provide the Iridium

Certus service for maritime

applications. Globecomm, Network

Innovations, Pivotel, MVS USA,

IEC-Telecom, MetOcean and

Samsan Enterprise Company now

further broaden the base of

Iridium’s distribution for its nextgeneration

L-band broadband


These seven companies will

play a critical role in delivering

what will be the fastest and most

competitive L-band satellite

broadband solution to the

maritime industry, enabling a truly

global “connected ship”

environment. This announcement

comes shortly after Iridium

became the second recognised

service provider for the Global

Maritime Distress Safety System

(GMDSS), ending a decades long

industry monopoly and continuing

the company’s maritime vertical

momentum. Iridium is now

working to introduce GMDSS

service as soon as possible.

Iridium Certus service

providers are representative of the

global nature of Iridium’s network

and its partner ecosystem. In an

industry that has lacked variety in

available communications

offerings, Iridium Certus will

provide a new, complete satellite

communications solution that is

high quality and competitively

priced. Operating over Iridium’s

next-generation, global low Earth

orbit (LEO) satellite network called

Iridium NEXT, Iridium Certus will

be the only satellite broadband

solution that can provide reliable

connectivity anywhere in the


Wouter Deknopper, vice

president and general manager of

maritime at Iridium, said: “These

partnerships are a testament to the

need for choice in this industry,

especially one that meets the

needs of every vessel, regardless of

location, size and budget.”

Iridium Certus is currently

undergoing live testing on state-ofthe-art,


terminals, built by Thales and

Cobham. The VesseLINKby Thales

and SAILOR 4300 by Cobham

terminals are testing well and

delivering positive results,

validating network performance

expectations, including

achievement of 352 Kbps data

speeds and high quality voice



Original research commissioned by Inmarsat suggests

that the maritime industry is more amenable to

adopting analytic, management and operational tools

applied through the Internet of Things (IoT) than many

commentators have supposed.

The release of Industrial IoT: Maritime is part of the

Inmarsat Research Programme 2018, which provides a

cross-sectoral study on digitalisation in the global

supply chain and is due for publication on June 26th.

The full report, which is based on 750 interviews

conducted by technology market research company

Vanson Bourne, investigates use of, attitudes to and

predictions for IoT-based solutions across the maritime,

transport and logistics, energy, mining and agriculture


Stein Oro, VP of Applications Sales, Inmarsat

Maritime, said: “Respondents suggest that their average

expenditure per business on IoT-based solutions will

amount to US$2.5 million over the next three years.

They say that IoT-based solutions will attract a larger

share of their IT budgets than any other ‘next

generation’ technology, while early analysis of other

segments places maritime ahead of energy, agriculture

and mining.”

Drilling down into the report, owners show

themselves as upholding the maritime industry’s

fixation with costs. While 51% of respondents say that

revenue generation does not figure in their

considerations, 75% say that they have realised, or

expect to realise savings using the IoT. Route

optimisation is typical and is identified by 57% as in use

or on trial.

Regulation is providing a separate prompt for

adoption. With rules inexorably tightening on emissions

from ships, 65% of respondents say they already use

IoT-based solutions to monitor fuel consumption, rising

to the 100% by 2023.

Inmarsat is currently involved in a number of IoT

projects in the maritime sector as part of its Certified

Application Provider programme working with

companies such as Rolls-Royce and Samsung Heavy

industries to provide energy management




Evac, which provides integrated

waste, wastewater, and water

management systems to the

marine and offshore industries, is

to acquire Cathelco, a

manufacturer of equipment for

ships and offshore installations.

Evac believes Cathelco to be a

good fit: Cathelco customers

include Evac’s current marine and

offshore customer groups,

including ship owners, shipyards,

fleet managers, rig owners and

operators, oil companies, navies,

and designers.

The acquisition gives Evac the

opportunity to further expand its

cleantech solution portfolio to its

customers with the addition of

new systems, while also opening

up new business opportunities in

terms of ballast water treatment

systems. It will extend Evac’s

offering in three main areas:

pipework anti-fouling systems;

hull corrosion protection systems;

and ballast water treatment


Evac Group CEO and President

Tomi Gardemeister sees clear

advantages in the acquisition. “An

extended cleantech system

offering, together with an

enlarged sales and service

network, will allow us to offer a

more comprehensive range of

solutions and services to our


Justin Salisbury, Group

Managing Director of Cathelco

Group, says: “Our already broad

geographic footprint and

expertise in cleantech systems

will be augmented considerably

by Evac’s broad portfolio, which

will enable our customers to meet

all their needs from a single

reliable partner.”

“This acquisition provides a

tremendous opportunity for Evac

and Cathelco to work together to

become a leader in the field of

ballast water treatment systems,”

adds Gardemeister. “Demand for

these types of solutions is growing

rapidly following the introduction

of new IMO and US Coast Guard

(USCG) regulations relating to

ballast water treatment.”


Oman Drydock Company’s (ODC)

recently appointed CEO Said bin

Homoud Al Mawali has outlined

his visionary plans to make ODC

one of the world’s largest and

most modern ship repair yards.

“We are already delivering top

class services to our customers,

utilising our existing first-class

facilities, which are now

complimented by the recent

investment in a new floating

dock. We are always striving for

the best service offering and

options to our customers, and

continual investment is key to

delivering this.” commented Said.

ODC’s facility, strategically

located in Duqm, on Oman’s

Indian Ocean coastline, is

equipped with the latest

equipment. In total the yard

covers an area more than 2.4

million square meters. The

shipyard has two ULCC size

graving docks (410m x 95m and

410m x 80m), five quays, with a

total of 2,800m of alongside

berthage with water depths of

between 9 and 10 metres, and 14

jib cranes with lifting capacities

of between 40 and 100 ton. Its

five workshops cover outfitting,

electrical works, machinery,

hulls, blasting and painting, and a

cryogenics clean room for LNG

tanker repair work.

Since ODC began operations in

2011 the yard has carried out

some 570 repair/conversion

projects, and in response to

recent market demands, ODC has

managed to build a strong

portfolio of experience in

carrying out both ballast water

management system installation

and scrubber retrofitting, making

it one of most attractive yards in

the region.

“Our aim is to be the first

choice for shipowners for ship

repair and conversion operations

of commercial tonnage and Naval

vessels, as well as the offshore

industry, not only in Oman, but

the entire Middle East, and with a

strong order book and promising

year ahead, we are in an

advantageous position,” said Said.

In a strategic move to

continue the evolution of its

operations ODC is also

considering ship building.




Newport Shipping Group

announced during Posidonia that

it has opened new offices in New

York City, Shanghai, and Athens

as part of the company’s “near

customer, near market” efforts,

expanding its presence in key

shipowning and ship repair

communities around the world.

The London-headquartered

company has existing offices in

Istanbul and Singapore.

A key aspect of the group’s

expansion is to ensure that

shipowners with operations in all

the major maritime hubs have

easy access to Newport Shipping’s

unique ship repair and financing


Speaking during Posidonia

Athens 2018, Chief Executive

Officer Erol Sarikaya said: “The

shipping industry requires global

capabilities and is dependent on

personal relationships. Having

offices in key maritime locations

means we have local people, with

local knowledge on the ground in

daily contact with shipowners and

shipyards. We have excellent

teams in place in each market we


The Athens, Istanbul, Shanghai,

and Singapore offices are focused

on customers’ ship repair and

technical needs while New York

and the London headquarters

manage Newport’s corporate and

international operations.

Commenting on the ship repair

market, Sarikaya said: “The

industry is undergoing

tremendous change. The

introduction of mandatory

requirements to reduce shipping’s

impact on the environment, in

particular, will have a significant

material impact on most


“While the larger players are

likely to have capital in place for

retrofitting ballast water

treatment systems, scrubbers and

other compliant systems, or to

invest in newbuilds, the reality is

that shipowners with smaller,

older fleets – those that make up

the majority of the world fleet –

will benefit greatly by minimizing

working capital costs in an

already capital-intensive industry.

“We can support these small to

medium-sized operators by


Gibraltar-based shiprepairer Gibdock has reported an

upswing in inquiries at western Mediterranean yards

as shipowners investigate the retrofitting of system to

meet emissions abatement and ballast water

treatment regulations.

“With owners required to respond to new rules on

invasive species and emissions, the Western Med’s

gateway repair facility is seeing a stronger than

expected surge in interest in ballast water

management system and exhaust gas scrubber work,”

says Richard Beards, Managing Director, Gibdock,

itself a beneficiary of the boom.

“We have undertaken significant ballast water

work over the last 18 months and in the first half of

financing their retrofits, while

they benefit further from the

opportunities presented through

our cooperation shipyards within

the lower cost regions of the

Pacific/Atlantic trading zones.”

Sarikaya added: “With offices

in strategic shipping locations

around the world, together with

ship repair facilities in China,

Turkey, Indonesia and Singapore,

all shipowners, big or small, now

have comprehensive servicing

and financing options available to

them for their drydocking and

equipment retrofits. We cooperate

with highly-skilled and costcompetitive

shipyards that can

serve owners globally.”

Newport Shipping plans to

open offices in other locations and

announce new cooperation

agreements in coming months.

2018 we have had more enquiries than ever before,”

says Beards, indicating that ballast water system

retrofits are taking precedence over scrubbers.

Gibdock projects to date have included the

installation of skid-mounted UV ballast water

treatment systems for well-known owners in the

offshore support and cable laying sectors.

However, the yard has established a proven record

for scrubber retrofitting. One of its most notable

projects involved five product tankers for Norbulk.

“Upcoming changes in legislation will mean more

owners will be looking to carry out retrofits to keep

them compliant,” adds Beards.


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