MEM61

MEM
MEM Issue 61
23 July 2018
MARINE ENGINEERS MESSENGER
VIRGIN VOYAGES NAMES ITS SCRARLET LADY
ICS ENCOURAGED BY SULPHUR CAP PROGRESS
SCRUBBERS CAN BE THE COST EFFECTIVE SOLUTION
CMA CGM SELECTS BIO-SEA BWMS FOR 17 CONTAINERSHIPS
STENA TAKES TWO MORE E-FLEXERS
WIGHT SKY FIRE CAUSED BY CATASTROPHIC ENGINE FAILURE
CAMMELL LAIRD SUCCESSFULLY LAUNCHES SIR DAVID ATTENBOROUGH
AND MORE...

MEM
MARINE ENGINEERS MESSENGER
Telegraph
Japan’s Eco Marine Power (EMP) has released key findings from a
study into the use of solar power on ships and the selection and
installation of related equipment.
The study was carried out over a five year period and included
installation of a trial system on the high speed ro-ro ferry Blue Star
Delos, several ship surveys, computer-aided analysis, plus evaluation of
various equipment in a test lab and also at an outdoor evaluation area.
The overall system design used as a basis for the study was EMP's
Aquarius Marine Solar Power. This system incorporates class-approved
hardware and is able to provide a stable and reliable source of
emissions-free power on-board ships or it could be used as an
emergency back-up power system.
Some key findings resulting from the study included:
● The type of PV module best suited for a ship-based project may vary
depending on a number of factors including the location where the
modules will be installed. In some cases PV modules of differing
types and/or technologies may be required in different locations.
● Careful attention needs to be focused on the way the PV modules are
installed and mounted. For best results specially designed marinegrade
frames suitable for use on ships should be used.
● High quality valve regulated lead acid (VRLA) battery technologies
are suitable for ship-based solar projects. These batteries are cost
effective and require very little ongoing maintenance.
● The installation methods suggested by the PV module manufactures
may not be suitable for ships, and customization of the PV module
may be required in certain cases.
●
A solar power system on a ship combined with DC loads such as
lighting can be an effective way to reduce system cost, lower power
losses & simplify the overall system design.
Commenting on the completion of the study, Greg Atkinson, Chief
Technology Officer at Eco Marine Power said: "We have gained many
valuable insights into the design, installation and use of solar power on
ships during the last five years. These insights have been used to refine
our system design and product offerings and we are now in the process
of deploying commercial systems."
MEM Issue 61
23 July 2018
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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
3

EMISSIONS
ICS “ENCOURAGED” BY IMO PROGRESS ON SULPHUR CAP ISSUES
The International Chamber of
Shipping (ICS) has issued a
statement which says it is
encouraged by efforts made by IMO
Member States to resolve some
pressing practical challenges ahead
of the global implementation of the
0.5% sulphur in fuel cap on 1
January 2020.
Speaking after an IMO working
group meeting, to which the
industry submitted a number of
constructive proposals to help
ensure smooth and
consistent implementation,
ICS Secretary General, Peter
Hinchliffe remarked:
“Although there is still much
work to be done, last week’s
IMO discussions were
positive. Most important is
that governments have
acknowledged the safety
concerns raised by industry
about the use of compliant
fuels including possible
incompatibility. We are
pleased that Member States
have accepted their
obligations under MARPOL
to ensure that fuel is
suitable for use and will not pose a
safety risk to the ship or the crew,
and that IMO has now agreed that
these critical issues should be
urgently addressed by the next IMO
Maritime Safety Committee in
December.”
ICS says it also greatly welcomes
an important statement made by
the International Organization for
Standardization (ISO) to last week’s
IMO working group. “ISO
announced that the existing
industry standard for marine fuel
oils, ISO 8217, already addresses
the new 0.5% fuel blends that will
be used by many ships to comply in
2020. ISO also advised that it will
be providing guidance on the
application of the standard to these
new blended fuels.
“In view of recent concerns,
ISO’s confirmation that no revision
of the standards is needed prior to
2020 is very welcome as is ISO’s
recognition that existing tools to
assess compatibility are
inadequate and its reassurance
that ISO is actively seeking
solutions before the 2020
deadline.”
Hinchliffe added: “It will be
vital for shipowners and crews to
have confidence that new fuels
will indeed be safe and compatible
before taking delivery, which they
will need to start doing several
months in advance of January
2020.”
ICS has also welcomed the
development by IMO, as suggested
by the industry, of a template for
ship specific ‘Implementation
Plans’, which will be adopted by
the Marine Environment
Protection Committee in October.
“This template will help ship
operators to prepare for
implementation and demonstrate
good faith in doing everything
possible to ensure compliance,
which will be important if
compliant or compatible fuel is
not available in every port during
the first few weeks of
implementation. Throughout last
week’s meeting, the industry
stressed the need for a pragmatic
approach to enforcement in the
event of any initial teething
problems that are beyond the
control of ship operators, and IMO
has agreed that Port State Control
authorities may take account of a
ship’s Implementation Plan when
verifying compliance.” Hinchliffe
explained.
ICS says that solid progress
was made by Member States on
draft guidelines for consistent
implementation, fuel oil nonavailability
reporting, verification
issues and amendments to the
guidelines for Port State Control.
ICS is also pleased by the
agreement to apply the 95%
confidence factor of ISO 4259 to
on board fuel oil samples used for
verifying compliance, while
retaining the existing
absolute 0.50% limit for the
MARPOL sample which is
taken during bunkering. ICS
says this should help avoid
potential scenarios where
the sample taken during
bunkering receives an
acceptable test result only
for the in-use fuel to be
found non-compliant.
“More work is obviously
needed to fully address the
important issues raised by
the industry, but the usual
IMO spirit of co-operation
has moved us all
significantly closer to achieving
smooth implementation in
January 2020.” said Hinchliffe.
“During last week’s IMO meeting,
it was again made clear that there
is absolutely no possibility that
the legal date of implementation
will be postponed. It is therefore
of the utmost importance that
shipping companies and
charterers proceed with their
implementation planning without
delay.”
Taking account of the decisions
made by IMO Member States last
week, including the template for
ship specific Implementation
Plans, ICS is now developing
detailed guidance on
implementation of the global
sulphur cap, which it will make
available to shipowners via its
member national shipowner
associations during the next few
weeks.
4

HIGH-SULPHUR FUELS GIVE OWNERS A RETURN
With more
shipowners opting
to install marine
exhaust gas
cleaning systems to
their fleets,
together with the
publication of a
UMAS report
putting paid to the
notion that LNG is a
viable way of
meeting emissions
rules, could highsulphur
fuels
remain the
shipowners’ fuel of choice for
meeting emissions requirements?
Marc Sima, the founder and CEO
of Germany-based FuelSave thinks
so. “High sulphur fuels will remain
the industry’s favoured fuel until
methanol and hydrogen-based
alternatives have attained
commercial viability. Until then,
the pursuit of LNG is just throwing
good money after bad,” he says.
Agreeing with the UMAS findings
that there would be no significant
reduction (if not a potential
increase) in CO2 emissions through
the wider take-up of LNG, he
refutes the suggestion that low
sulphur fuels will become the
industry’s primary fuel source by
2020.
“I really can’t see the global fleet
switching across to low sulphur fuel
in little under two years’ time. Not
only would shipowners have to
make sure their engines are
compatible with the fuel in time, but
assuming they are, they would have
to revise their supply chains,
evaluate compatible lubricating oils,
and then sit back and watch their
operating costs increase. It just won’t
happen. Low sulphur fuels may be
today marginally more expensive
than LNG, but should the industry
make the switch en masse, what are
the refiners going to do, reduce the
cost? I doubt it.”
To meet the 2020 global sulphur
cap, Sima advocates the continued
use of HFO with the appropriate
emissions abatement technology – a
scrubber – as the only cost-effective
and proven solution for emissions
reduction. If a scrubber is opted for,
he says its economic and emissionsreducing
efficiency can be further
optimised by using FuelSave’s
patented FS Marine+ solution.
This is ostensibly a fuel additive
that can be used with almost any
type of two- and four-stroke engine
running on HFO, MGO or MDO. It
uses an onboard hydrogen synthgas
generator to inject a gas and liquid
water/methanol solution into an
engine’s combustion chamber to
significantly improve efficiency. In
pilot tests aboard a heavy lift ship,
fuel consumption was reduced by
25% equating to net savings of 15%.
“When a scrubber is used in
concert with FS Marine+, higher fuel
efficiencies can be achieved since
the scrubber has less work to do,
which equates directly to a greater
reduction in fuel consumption. With
a scrubber working with our
process, we found shipowners can
reduce the amortization rate for the
scrubber which, currently does not
provide a great return on
investment. FS MARINE+ provides a
real solution to emissions reduction,
and without the kind of high
investment the use of LNG or lowsulphur
fuels would require.”
It is also thought that use of the
FuelSave solution could allow for
the installation of a smaller
scrubber due to the improved
exhaust gases, reducing installation
volume and costs. This makes it
possible to install a scrubber on
ships where space is limited.
WÄRTSILÄ SCRUBBERS
FOR BOXSHIPS
Wärtsilä Services has been
contracted to deliver 50MW,
60MW and 70MW hybrid
scrubber systems for retrofit to
containerships operated by a
major shipping line.
The undisclosed European
owner is another significant
player to have opted for marine
exhaust gas cleaning solutions to
meet the 2020 sulphur cap which
puts a 0.5% limit on the sulphurcontaining
fuel burned in marine
engines.
“Our exhaust gas cleaning
system will not only help our
customers’ vessels run on lower
emissions but significantly
improves the air quality and
emission level in coastal and sea
areas in general. By providing
energy-efficient, innovative and
flexible solutions that lower
environmental impact through
reduced or eliminated emissions,
we aim to enable a sustainable
future for next generations,” says
Markus Ljungkvist, General
Manager of Project Sales at
Wärtsilä Services.
The Wärtsilä hybrid scrubbers
have the flexibility to operate in
both open and closed loop. When
operating in open loop mode, it
uses seawater and in closed loop
mode seawater with an additional
reagent to remove SOx from the
exhaust, helping to reduce
emissions in coastal and sea
areas. Wärtsilä will also provide
engineering and site advisory
services for the vessels.
5

CARGILL LAUNCHES INITIATIVE TO REDUCE SHIP CO2 EMISSIONS
Cargill has launched a “CO2 Challenge” to find and scale
new technologies capable of reducing a ship’s gross CO2
emissions by ten percent.
The initiative, focused on decarbonising the shipping
sector, is being launched in partnership with DNV GL,
and Rainmaking, a company which specialises in startup
accelerators, co-working projects and innovation
partnerships.
All businesses and entrepreneurs who have a
product in need of commercial assessment, testing,
investment and scaling can apply to participate in the
CO2 Challenge immediately, with an application
deadline of September 17, 2018.
“The CO2 Challenge is the start of an exciting journey.
By taking this innovative approach, we hope to uncover
new technologies, new ideas and new ways of working
to help our industry meet the challenge of
decarbonization and reduce its impact on global
warming.
“Applicants have a unique opportunity to see their
product make it onto a vessel and, hopefully, into wider
commercial production,” said Jan Dieleman, president of
Cargill’s ocean transportation business.
DNV GL will provide its world-leading technical
expertise throughout the project, helping to conduct
thorough assessments of the technologies proposed and
modelling potential efficiency gains. Cargill adds
trading and operations experience and expertise to the
Challenge, as well as extensive relationships in the ship
financing and ownership sectors.
“The IMO strategy for carbon reduction sets a clear
target for shipping. Initiatives like the CO2 Challenge
are an important part of helping our industry reach
these ambitious but achievable goals,” says Trond
Hodne, senior vice president, sales & marketing
director at DNV GL - Maritime.
“As an industry, we need to explore solutions like
zero-carbon fuels, energy efficiency measures, efficient
vessel designs, and better ship utilization backed by
deep technical knowledge, solid data and analysis. We
look forward to working with Cargill and the
applicants to realize these goals.”
In its 2017 corporate responsibility report, Cargill
affirmed its commitment to improving the
sustainability of its global dry bulk shipping operations
and help lead the maritime industry to a sustainable
future. Cargill aims to reduce its CO2 per cargo-tonmile
by 15 percent by the end of 2020.
“Cargill is confident we will meet our CO2
commitments. This Challenge is focused on extending
that commitment and ability across the industry,” said
Dieleman.
MARINE ENGINES
EPA TIER III CERTIFICATION FOR W34DF ENGINE USING DIESEL FUEL
The US Environmental
Protection Agency (EPA) has
approved the Wärtsilä 34DF
engine as Tier III compliant in
diesel mode operation when
operated with the company’s
selective catalytic reduction
system.
The Wärtsilä NOx Reducer
(NOR) system converts
nitrogen oxides (NOx) with the
aid of a catalyst into diatomic
nitrogen (N2) and water.
Wärtsilä is the first engine
manufacturer to be awarded
this certification.
The benefit of this award is that
shipyards now need only a single
party to certify both the engine and
the SCR system for full compliance
with the latest emission regulations.
The Wärtsilä 34DF has already been
awarded EPA Tier III certification of
emissions compliance from the EPA
in 2017 for operating in gas mode
without an SCR system.
“This is a very meaningful
achievement since it allows
operators complete fuel flexibility
when sailing in NOx
emission control areas. It
represents further validation of
Wärtsilä’s technological leadership
in working towards greater
environmental sustainability and a
cleaner shipping industry,” says
Stefan Wiik, Vice President, Marine
Power Solutions, Wärtsilä Marine
Solutions.
The US EPA Tier III NOx
requirements entered into force in
2016 for Category 3
engine sizes
(engines with a
cylinder
displacement at or
above 30
liter/cylinder) to
be installed in USA
flagged or
registered vessels.
At the same time, the
International Maritime
Organization’s (IMO) NOx Tier
III requirements also entered
into force in North American
and US Caribbean emission
control areas (ECAs) from
January 2016 for vessels with a
keel-laying date on or after 1st
January 2016 and an engine output
of ? 130kW.
The Wärtsilä 34DF engine is
now certified for both the EPA Tier
III and the IMO Tier III emission
standards in diesel mode operation
when installed together with the
Wärtsilä NOx Reducer SCR system,
as well as in gas mode without
exhaust after-treatment.
6

PASHA HAWAII SELECTS LNG-FUELLED ME-GI FOR KEPPEL NEWBUILDS
MAN Energy Solutions has won the
order to provide the propulsion
systems for 2 × 2,525-teu
containership newbuildings, which
will join the fleet of Pasha Hawaii,
the U.S. Jones Act carrier in the
Hawaii trade lane.
Each system will comprise a
7S80ME-GI Mk 9.5 main engine, 3 ×
MAN 6L35/44DF GenSets and an
MAN Alpha FPP propeller system.
The vessels will be built at the Keppel AmFELS yard in
Brownsville, Texas to Keppel's proprietary design.
Bjarne Foldager – Vice President, Sales &
Promotion, Two-Stroke Business at MAN Energy
Solutions – said: “With some 200 engines on order or
already in service, the ME-GI’s popularity continues to
grow. This is yet another order within the container
segment and cements the ME-GI concept. More so, the
project at hand shows how our customers pick up on
offers of complete propulsion systems beyond just the
main engine. This confirms our strategic path to
develop into a system provider.”
Doosan Engine will build the main engines in
Korea, which will meet Tier III emission standards by
use of an Exhaust Gas Recirculation system. Similarly,
MAN Energy Solutions Augsburg works will build the
auxiliary engines which will meet Tier III with the aid
of a Selective Catalytic Reduction system. Engine
delivery is scheduled for 2019 with the two vessels,
respectively, due for launch in Q1 and Q3 of 2020.
Pasha Hawaii is based in Honolulu, Hawaii and
provides shipping services between Hawaii and the US
mainland. The company reports that the new vessels
joining its fleet will have a sailing speed of 23.0 knots
and that the ships’ hulls have been fully optimised
using computational fluid dynamics to be among the
most hydrodynamically efficient in the world.
The new vessels will operate fully on LNG from day
one in service, dramatically reducing environmental
impact and increasing fuel efficiency. Energy savings
will also be achieved with a state-of-the-art engine, an
optimised hull form, and an underwater propulsion
system with a high-efficiency rudder and propeller.
PROPULSION
WÄRTSILÄ AND TRANSOCEAN OPTIMISE THRUSTERS
Wärtsilä and
Transocean will
optimise the
maintenance of all
Wärtsilä thrusters
installed within the
Transocean fleet,
while seeking to
significantly reduce
dry-docking costs by
extending the service
intervals of the
thrusters. The
agreement aims to
deliver fewer interruptions to
operations, which will result in
benefits for both parties.
The performance-based
agreement builds on the Wärtsilä
Propulsion Condition Monitoring
Service (PCMS), that collects
performance data from the
thrusters and delivers it to a
Wärtsilä Expertise Centre for
analysis. Service experts analyse the
data and determine a flexible
maintenance schedule
for each piece of
equipment based on the
actual condition of the
equipment.
The agreement
covers five semisubmersible
rigs and
one drillship, each of
which has six to eight
thrusters. Each thruster
will be overhauled once
during the 13-year
agreement period.
Spare parts and personnel, as well
as the installation of the PCMS also
fall within the scope of the
agreement.
Kourtney Dever, GM Sales-
Offshore & Marine, Wärtsilä, says:
“By improving thruster condition
and enhancing the efficiency of
maintenance, we show our
commitment to providing high
performance throughout the
equipment lifecycle.”
FIRST 6UEC45LSE C1
ENGINE TRIALS
Japan Engine Company (J - ENG)
has successfully completed field
trials of its first 6UEC45LSE-C1
engine. The fuel efficient engine,
an evolution of the UEC 45 LSE-B
2 type, will be installed on a roro
ship under construction at the
Kanda Shipyard.
Earlier in July, J-ENG delivered
a 6 UEC 60 LSE-Eco-A 2 type for
installation to Medi Ginevra an
87,000dwt bulker building at
Oshima Shipbuilding for d'Amico.
Its sistership Medi Serapo was
delivered with the same engine
type in May
The UEC 60 LSE engine has
been designed for reduced fuel
consumption performance and
high reliability. The 4th
generation engine incorporates
an electronically controlled Eco
system with improved
functionality and operability,
with in-cylinder pressure control.
7

POWER
CHINESE CRUISE SHIPS CONENCTED TO SHORE POWER
Cavotec engineers have
commissioned a selfpropelled,
batterypowered
shore power
solution at the Taiziwan
cruise terminal at the Port
of Shenzhen, southern
China.
The installation of the
Cavotec AMPMobile
system is aimed at
reducing emissions as
China gears up to develop
its cruise berths. China has already
introduced regulations to support
the adoption of shore power to
reduce emissions.
The unit’s batteries are charged
while it connects vessels to the
grid. This means that no additional
vehicles are required to move it
around the quay, further reducing
environmental impact.
Two other cruise terminals,
Wusong in Shanghai and Qingdao
in Shangdong, will soon be
equipped with similar systems,
setting the standard for shore
power interfaces for cruise
terminals in China.
Cavotec pioneered shore power
in the 1980s, and AMPMobile first
entered service at the Port of Los
Angeles in 2011, with six further
units in service in Californian,
Chinese, and European ports.
AMPMobile is now also used to
power cruise vessels in Canada.
Several such systems have
entered service in Europe in recent
years, and the first came on line in
Asia at the end of 2017, where a
Cavotec AMPShore Reel connects
Asia’s first e-ferry – the Cijian
Island passenger ferry – to
electrical power which charges the
vessel’s battery pack.
CHEVRON RECEIVES NOLS
FROM MAN FOR ACOM
Following successful field testing,
Chevron Marine Lubricants has
been issued with two NOLs (No
Objection Letters) from
equipment manufacturer MAN
Energy Solutions, for the use of
three of its Taro cylinder oils with
the ACOM cylinder oil mixing
system.
Both sets of field tests were
carried out on a 6S90ME-C8 MAN
B&W two-stroke engine using
MAN’s Automated Cylinder Oil
Mixing (ACOM) system.
The first NOL demonstrates the
high performance of Taro Special
HT Ultra, a 140BN product that
has achieved impressive results
helping combat cold corrosion in
slow speed vessels burning high
sulphur fuel and which Chevron
Marine Lubricants was first to
market with in 2017, blended with
Taro Special HT LF, a 25BN
lubricant ideal for low sulphur,
distillate and alternative fuel
types.
The second NOL allows for
blending Taro Special HT 100
(100 BN) and Taro Special HT LF.
8

BALLAST
CMA CGM SELECTS BIO-SEA BWMS FOR 17 CONTAINERSHIPS
CMA CGM, one of the world’s
largest container carriers with a
fleet of 454 vessels, has contracted
France-based BIO-UV Group to
supply its BIO-SEA ballast water
treatment systems to 17
containerships.
Nine LNG-fuelled 22,000TEU
leviathans currently under
construction at China’s CSTC
Shipyard will each be fitted-out
with two 3000m3/h capacity BIO-
SEA B 10-1500 FX units, while
eight 9000TEU capacity Operaclass
vessels will be retrofitted
with a BIO-SEA B 10-1000 FX unit
capable of treating ballast water
flow rates of 1000m3. This marks
its first BWMS retrofit contract for
an entire ship class.
Benoit Gillmann, President and
CEO, BIO-UV Group, said: “Beyond
the dynamics of this milestone
agreement, the order from CMA
CGM, the world’s third largest
container shipping company,
indicates the industry’s
commitment to reducing the
impact that the transfer of nonindigenous
species has on the
marine environment, and beyond.
The order strengthens BIO-UV’s
position in the maritime
segment and BIO-SEA’s
leading position in the
ballast water market.”
The order, which is
valued at more than €5
million, is the company’s
first BIO-SEA order
following the system’s USCG
type-approval, awarded on
the 21 June 2018.
Xavier Deval, Business
Director, BIO-SEA, said: “We
are excited to be working
with CMA CGM on these
newbuild and retrofit projects,
which represent the first orders
since our USCG-approval. The
order substantiates our view that
BIO-SEA is one of the best
ultraviolet treatment systems
available. It is suitable for all
waters of the world in which these
CMA CGM vessels will operate and
is one of the very few ballast water
treatment systems that is
currently compliant with both
USCG and IMO requirements.”
The UV-type ballast water
treatment system is available as a
skid mounted, semi-modular or
modular system capable of dealing
AQUARIUS UV BWMS COMPLETES USCG TESTING
with flow rates between 10 and
2000m3/h. To date, it is the only
UV system on the market with no
limit for freshwater retention, 24
hours in marine water, and 72h
days for brackish water.
BIO-SEA is two stage treatment
process, with ballast waters
entering a 20μm filter to flush out
any suspended solids and
zooplankton. The filtered water
then enters a titanium reactor to
be put through the ultraviolet
disinfection process. The system is
also equipped with an automated
operating, monitoring and alarm
with power regulation.
Wärtsilä has completed the type approval testing of its
Aquarius UV Ballast Water Management System
(BWMS) and is now finalising the documentation for
submission to the US Coast Guard (USCG). The
documents await final input from the USCG-approved
independent laboratory that performed the tests.
The Aquarius UV received IMO type approval and
Alternate Management System (AMS) acceptance
from the USCG in 2011.
The Aquarius UV BWMS is a flexible system
utilising a two-stage approach involving filtration and
medium pressure ultra-violet (UV) disinfection
technology. The Wärtsilä Aquarius UV is in full
compliance with the IMO D-2 discharge standard.
Wärtsilä’s offering also includes it’s Aquarius EC
(electrochlorination) BWMS, which was type
approved by the IMO’s Marine Environment
Protection Committee in 2013, and which has been
submitted for USCG type approval following
successful testing procedures.
“The reliability, robustness, and efficiency of our
full BWMS portfolio is clearly endorsed with both the
UV and EC technologies having passed the demanding
USCG testing protocol. This puts Wärtsilä in a unique
position in helping marine operators to meet
international regulatory requirements,” says Craig
Patrick, Sales Director, Ballast Water Management
Systems, Wärtsilä Marine Solutions.
9

COATINGS
ECOSPEED TAKES TO THE MERSEY
The hull of the polar research ship
‘RRS Sir David Attenborough’ took
to the water recently protected by
what its maker, Subsea Industries,
claims to be the most
environmentally-safe hull coating
ever developed – the biofoulingreducing
and washable Ecospeed.
Commenting on the success of
the vessel’s launch into the River
Mersey from the Cammell Laird
shipyard in Birkenhead, Manuel
Hof, Subsea Industries’ production
executive, said: “RRS Sir David
Attenborough is now afloat with a
hull protected by the same
Ecospeed coating that has
protected its sisters, Ernest
Shackleton and James Clark
Ross, for many years. It was
incredibly exciting to watch the
launch of this important vessel.”
When the vessel is delivered to
British Antarctic Survey in 2019, it
will undertake world-leading
environmental research into
climate change and ocean
protection. As such, the vessel
required a fully ice-strengthened
coating, without being harmful to
the environment. “Ecospeed fulfils
that requirement,” said Hof.
“Ecospeed is a safe, hard-type
coating with zero metallic
compounds. It eliminates the
potential pollution of polar waters
with heavy metals or biocides and
hull contamination during research
activities, which is extremely
important to the scientific work the
vessel will carry out.
“The hard coating completely
mitigates against the leaching of
chemicals into the marine
environment,” said Hof.
Subsea Industries’ Chairman
Boud Van Rompay said: “We are
delighted that Cammell Laird and
BAS have successfully
launched RRS Sir David
Attenborough. The vessel is a
showcase for an array of
sophisticated technologies and
systems, of which, I am pleased to
say, Ecospeed is one.”
The 15,000gt research vessel,
scheduled for operational duties in
2019, will be one of the most
advanced polar research vessels in
the world. The 128m long vessel
will be capable of 60 days at sea
without re-supply, covering a range
of 18,898 nautical miles at 13
knots.
SHIP DESIGN
OHT ENTERS
RENEWABLES SEGMENT
Norway based Offshore Heavy
Transport (OHT) is set to enter
the offshore renewables market
with a unique new heavy lift
transport and installation vessel,
a customised Ulstein Alfa Lift
design developed by Dutch
design company Ulstein Design &
Solutions BV (UDSBV) in close
cooperation with OHT.
The first vessel (with options
for up to another three) will be
constructed by China Merchant
Heavy Industry (CMHI) with
delivery slated for early 2021.
The 48,000dwt dynamicallypositioned
vessel combines the
benefits of a semi-submersible
transport vessel with a 3000t
main crane. It will have the
capacity to transport and install
up to ten 1500t ultra-large jacket
foundations or eleven 2000t XXL
monopiles plus wind turbine
transition pieces.
“We started the development
of the ULSTEIN Alfa Lift idea back
in 2015 with the driver to
increase the safety of submerged
operations and at the same time
increasing the operability
window for subsea installations
using a crane,” said Edwin van
Leeuwen, Managing Director,
Ulstein Design & Solutions BV.
Torgeir E. Ramstad, OHT CEO,,
said: “When we approached
Ulstein with our intended
strategy UDSBV presented its Alfa
Lift solution on the spot. That was
a direct hit. It allows us to enter
the market, at the same time
expanding on our capabilities in
OHT’s core market.”
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10

NAVIGATION & SOFTWARE
RAYTHEON ANSCHÜTZ ANNOUNCES NEW RADAR NX
SOFTWARE
Navigation company Raytheon
Anschütz has announced its new
navigational radar and chart radar
software, Radar NX. The company
explains that an intuitive user
interface and a smart range of
scalable functionality characterise
the new Synapsis Radar NX
application.
Raytheon Anschütz developed
the Radar NX software in an agile
development process leveraging
the expertise of experienced
marine radar users and the knowhow
of specialized user interface
designers. With the new radar and
chart radar application, Raytheon
Anschütz completes the Synapsis
NX series of innovative bridge
navigation systems.
Björn Schröder, product
manager for radar and ECDIS said:
“Radar NX was developed in
accordance with human-centered
design principles. The user
interface concept perfectly
matches our new ECDIS NX, which
has been presented last year and
which earned user feedback of an
unparalleled intuitiveness in use.”
The optimised grouping of data
and current settings provides
operators with clear situation
awareness. In addition, the quick
access bar makes the most often
used operations and functions
available at a fingertip. Operators
benefit from a superior nondistracted
overview, situation
awareness and a fast
interpretation of the radar
picture.
Radar NX delivers customers
optimised performance in
tracking and anti-clutter
processing. It can also include an
advanced, smart radar video
merging function, which
integrates the video of multiple
radar transceivers into a single,
unobstructed radar video.
The software is scalable to
include additional functionality
beyond basic IMO standards to
support special customer
requirements such as helicopter
tracking and guidance.
The company says that the
Radar NX application builds on the
technical foundation provided by
the Synapsis Integrated
Navigation System (INS). This
means the integrated INS
functions, such as radar/AIS
target management, alert
management or sensor integrity
monitoring, are also available for
a stand-alone radar system.
The system will be formally
launched at the SMM exhibition in
Hamburg this year.
DNV GL RELEASES IMO DCS
REPORTING TOOL
DNV GL has released a new online
reporting tool to speed up and
simplify IMO DCS reporting, The
EU MRV (Monitoring Reporting &
Verification) and IMO DCS (Data
Collection System) are designed as
the first steps in a process to help
the maritime industry reduce GHG
(greenhouse gas) emissions from
ships. They both require ship
owners and operators to gather
and submit fuel consumption data,
which will be used to track vessel
GHG emissions.
“DNV GL has had a verification
tool for the EU MRV in place for
some time, and this has now been
extended to also cover the
requirements of the IMO DCS,”
says Geir Dugstad, Director of Ship
Classification & Technical Director,
at DNV GL – Maritime.
RESERACH
DAMEN TAKES LEAD ROLE
IN EU NAVAIS PROJECT
Damen Shipyards Gorinchem, in
close cooperation with
Netherlands Maritime Technology
(NMT), is to coordinate the
NAVAIS programme, an EC-funded
initiative to improve sustainability
in shipbuilding and maintain
Europe’s leading role in complex
vessel construction.
The programme kicked off on
June 1st, with the Innovation &
Networks Executive Agency of the
European Commission (EC)
signing the grant agreement.
NAVAIS aims to maintain the
European shipbuilding industry’s
world-leading position in the
design and construction of
complex, value-added and highly
specialised vessels whilst further
integrating sustainability into
designs.
The European Commission, via
its research and innovation
programme Horizon 2020, will
invest €6.5 million in NAVAIS over
four years.
11

SAFETY
SHIP LOSSES CONTINUE TO FALL BUT CYBER-CRIME THREATENS PROGRESS
Large shipping losses have declined
by more than a third (38%) over the
past decade, according to Allianz
Global Corporate & Specialty SE’s
(AGCS) Safety & Shipping Review
2018, with this downward trend
continuing in 2017. Yet recent
events such as the collision of the oil
tanker Sanchi and the impact of the
NotPetya malware indicates the
shipping sector is being tested by a
number of traditional and emergent
risks.
There were 94 total losses
reported around the world in 2017,
down 4% on the previous year – the
second lowest in 10 years after
2014. Bad weather, such as typhoons
in Asia and hurricanes in the US,
contributed to the loss of more than
20 vessels, according to the annual
review, which analyses reported
shipping losses over 100gt.
“The decline in frequency and
severity of total losses over the past
year continues the positive trend of
the past decade. Insurance claims
have been relatively benign,
reflecting improved ship design and
the positive effects of risk
management policy and safety
regulation over time,” says Baptiste
Ossena, Global Product Leader Hull
& Marine Liabilities, AGCS.
“However, as the use of new
technologies onboard vessels grows,
we expect to see changes in the
maritime loss environment in future.
The number of more technical claims
will grow – such as cyber incidents
or technological defects – in addition
to traditional losses, such as
collisions or groundings.”
There are multiple new risk
exposures for the shipping sector:
Ever-larger containerships pose fire
containment and salvage issues. The
changing climate brings new route
risks, with fast-changing conditions
in Arctic and North Atlantic waters
posing new hazards. Environmental
scrutiny is growing as the industry
seeks to cut emissions, bringing new
technical risks and the threat of
machinery damage incidents at the
same time. And the industry
continues to grapple with balancing
the benefits and risks of increasing
automation onboard. The NotPetya
cyber-attack caused cargo delays
and congestion at nearly 80 ports,
underlining the threat of cyber
risks for the sector.
Almost a third of shipping losses
in 2017 (30) occurred in the South
China, Indochina, Indonesia and the
Philippines, up 25% annually,
driven by activity in Vietnamese
waters. This area has been the
major global loss hotspot for the
past decade, leading some media
commentators to label it the “new
Bermuda Triangle”.
Outside of Asia, the East
Mediterranean and Black Sea
region is the second major loss
hotspot (17) followed by the
British Isles (8). There was also a
29% annual increase in reported
shipping incidents in Arctic Circle
waters (71), according to AGCS
analysis.
Cargo vessels (53) accounted for
over half of all vessels lost globally
in 2017. Fishing and passenger
vessel losses are down year-onyear.
Bulk carriers accounted for
five of the 10 largest reported total
losses by GT. The most common
cause of global losses remains
foundering (sinking), with 61
sinkings in 2017.
Wrecked/stranded ranks second
(13), followed by machinery
damage/failure (8).
Intriguingly, the analysis
showed that Friday is the most
dangerous day at sea, with 175 of
1,129 total losses reported to have
occurred on this day over the past
decade.
Human error still a big issue. It
is estimated that 75% to 96% of
shipping accidents involve human
error. It is also behind 75% of
15,000 marine liability insurance
industry claims analysed by AGCS –
costing $1.6bn.
“Human error continues to be a
major driver of incidents,” says
Captain Rahul Khanna, Global Head
of Marine Risk Consulting, AGCS.
“Inadequate shore-side support
and commercial pressures have an
important role to play in maritime
safety and risk exposure. Tight
schedules can have a detrimental
impact on safety culture and
decision-making.”
Better use of data and analytics
could help, Khanna believes. “By
analysing data 24/7 we can gain
new insights from crew behaviour
and near-misses that can identify
trends. The shipping industry has
learned from losses in the past but
predictive analysis could be the
difference between a safe voyage
and a disaster.”
The consultant believe cyber
incidents like the global NotPetya
malware event have been a wakeup
call for the shipping sector, since
many operators previously thought
themselves isolated from this
threat. “As technology onboard
increases, so do the potential risks,”
says Khanna.
At the same time, new European
Union laws such as the Network
and Information Security Directive
(NIS), which requires large ports
and maritime transport services to
report any cyber incidents and
brings financial penalties, will
exacerbate the fall-out from any
future failure – malicious or
accidental.
“The current lack of incident
reporting masks the true picture
when it comes to cyber risk in the
marine industry,” says Khanna.
“The NIS directive will bring more
transparency around the scale of
the problem.”
The increase in autonomous
shipping could add to the problem,
but Allianz Global believes that
legal, safety and cyber security
issues are likely to limit the wider
take up of the crewless ship. The
increasing use of drones and
submersibles, meanwhile, could
have the potential to make a
significant contribution to shipping
safety and risk management,
according to the report. Future use
could include pollution assessment,
cargo tank inspections, monitoring
pirates and assessment of the
condition of a ship’s hull in a
grounding incident.
12

DNV GL AND RCL PUBLISH CYBER SECURITY PAPER
Classification society DNV GL and cruiseship operator
RCL have published a white paper to help shipowners,
yards and vendors reduce the risk of cyber-attack
during the cruiseship building process.
The paper, Cyber security by design: A proposed
approach applied to modern cruise ship newbuilding,
explains how to approach threat management for IT
and OT integrated systems alongside the design,
construction, testing and commissioning of complex
vessels.
Using threat modelling techniques to illustrate the
cyber security gaps that can be found in newbuilding
verification projects, the paper demonstrates how
best to detect and address these gaps. It also lists
examples of remediation actions by the
owner/operator, yard and cyber-physical system
vendors, all of whom play an active role in effective
cyber security defence.
By involving information security teams in cyber
risk assessment activities which target vessels, their
interfacing systems and the newbuilding lifecycle,
improvement areas can be clarified and gaps in the
cyber system over the life cycle of the vessel can be
pointed to, states the paper.
A key aspect of the paper details how RCL and
shipbuilder STX France split the IT and OT systems
aboard the Symphony of the Seas and Celebrity
Edge into parallel tracks.
P&I CLUB WARNS ABOUT CARGO HOSE FAILURE
François
Drezet, Technical
Department System Engineer
for STX France, who is quoted in
the paper, says: “ It is important for us to improve the
overall newbuilding chain. I think that now is the right
time to integrate cyber security in the system
engineering process. Later, it will become more
difficult to fill the security gap. This first experience
was really interesting for the yard. Even if we were
requesting for our sub-contractors to implement
some best practices, we discovered that it is not
enough. Every participant learnt from the others, each
of us having specific knowledge that improved the
global cyber security of the ship.”
Will Perez, Cyber Security Director for Royal
Caribbean Cruises, says: “Using the proposed
methodology, we can address cyber security threats
together with the vendors, and that is something we
were never able to do before. This is the first time in
this industry that we can achieve this level of
communication and collaboration from the yard and
the vendors to effectively resolve cyber-securityrelated
questions and issues during newbuilding, and
do this as an integrated team.”
This paper is the result of the cooperation between
both DNV GL’s and RCL’s maritime cyber security
teams.
Senior Loss Prevention Executive,
David Nichol at UK P&I, discusses
the lessons learnt from a recent
incident involving the failure of a
cargo hose, resulting in an oil spill:
“A tanker was fixed to load a
petroleum product cargo at an
offshore anchorage by ship to ship
transfer (STS). After making fast
alongside the storage vessel, cargo
tanks were inspected and preloading
checklists completed.
“A flexible cargo hose supplied
by the STS service provider was
connected between the respective
vessels manifolds. During transfer
operations, the cargo hose
ruptured near the receiving
vessel’s manifold, causing oil to
spray on deck and overboard.
“The crew responded
immediately by raising the alarm,
instructing the storage vessel to
stop the transfer and by taking
prompt action to confine and
collect oil spillage on deck. Only a
very small quantity of oil was
released into the sea.
“The investigation into the
incident concluded that the failure
of the hose was related to its
condition as there was no evidence
that the agreed pumping rate or
pressure in the system was
exceeded. Markings on the hose
indicated that it was last pressure
tested more than two years before
the incident and no valid
certificate of inspection and test
could be produced on demand.
“The crew should carefully
inspect transfer hoses as far as
safely accessible and request
access to the hose documentation,
cross checking that identification
markings match up and protesting
any defects or anomalies. Industry
guidelines require that periodic
tests of hoses are undertaken at
intervals not exceeding 12
months.”
Lessons learnt from this incident
include:
● STS transfer operations must
be performed taking into
consideration the requirements of
the vessel STS operations plan,
MARPOL regulations for the
prevention of pollution during
transfer of oil at Sea, the STS Guide
and the vessel safety management
system;
● Cargo transfer hoses should be
fit for purpose and provided with
valid records of test and
inspection;
● Any evidence of deficient or
non-compliant transfer hoses
should be protested and thereafter
investigated / rectified by the
responsible party.
● This incident demonstrates the
vital importance of the crew
keeping a vigilant deck watch
during transfer operations and in
responding rapidly to contain a
spill in accordance with drilled
procedures
13

WIGHT SKY FIRE CAUSED BY CATASTROPHIC ENGINE FAILURE
A Marine Accident
Investigation Branch
(MAIB) report into
the fire aboard the
Isle of Wight ferry
Wight Sky last year
concludes the cause
was catastrophic
failure of one of the
passenger ferry’s
main propulsion
engines, a six-cylinder
Volvo Penta D16C-A
MH. While the fire
was swiftly contained
and controlled, the
vessel’s marine engineer suffered serious burns to his
hands and face.
An immediate investigation conducted by the
vessel’s engine maker, Volvo Penta UK, concluded that
the most probable trigger for the failure was debris in
the engine’s oil channels following engine rebuild by
service engineers RK Marine Limited (RKM).
However, while this was not supported by direct
evidence, the MAIB report indicated that debris of
significant hardness and size, if lodged between the
main bearing and crankshaft journal, limited lubrication
and blocked the oil supply to the big end bearing,
resulting in machinery failure.
An engine failure had occurred previously, in July
2017, where the engine developed a coolant loss
problem. Although the ship’s crew and RKM were
unable to diagnose the cause, several cooled
components, including the turbocharger and associated
exhaust piping, were replaced, but the problem
persisted.
On 4 August, the cylinder head was replaced by RKM,
but on testing the engine, smoke was observed at the
engine exhaust. A week later, the turbocharger was
replaced, when the engine was run up one of the two
exhaust valves on cylinder unit sheared, resulting in the
lower half becoming embedded in the piston. The
failure was not investigated but was attributed by RKM
to incorrectly adjusted valve tappet clearances.
RKM was then contracted to carry out a full rebuild
of the engine, with a mix of new and used components
from other D16 engines in the fleet for the rebuild. Upon
installation, however, the vessel’s soft patches had not
been removed, and the rebuilt engine was lowered in
sections into the engine room. Prior to the explosion,
the rebuilt engine had run for 5½ hours.
During the investigation following the explosion, the
engine cylinder block, sump pan, clutch and external
pipes of the engine were removed by RKM in the
presence of MAIB inspectors. Specialist engineers from
Volvo Penta, Sweden, examined the engine components,
also in the presence of representatives from the MAIB,
RKM and shipowner Wightlink.
Signs of overheating
of the main bearing at
the top end of its journal
nearest to big end
bearing were observed
and the main bearing
shells were found to
have turned. Both the
bearing shells and
journal had suffered
severe damage, but there
was no evidence of
debris embedded in the
bearing shells.
Volvo Penta's report
concluded that, when the
shells for main bearing turned, they blocked the
lubricating oil channel on the main journal leading from
the journal to cylinder unit crank pin. This caused the
big end bearing to seize on the crank pin, leading to the
failure of the bearing bolts. The rotating crankshaft then
hit the unrestrained connecting rod, which impacted
against the side of the crankcase, puncturing it and
breaking the piston cooling oil gallery.
Its report concluded: “We believe the breakdown
was occurred due to remaining debris in the engine oil
channels and the main bearing after the overhaul.” It
also reported that both of the oil filters tested contained
high quantities of particulate matter, some of which
were over 1mm in size.
While debris in the engine’s oil channels was the
most probable cause of the engine failure, rebuilding the
engine in a clean and controlled environment and
transferring it complete into the engine room would
have reduced the likelihood of debris ingress, the MAIB
report concluded.
It also found that the engine was not fitted with a
wear detector, which could have provided a warning
before the engine failed.
Volvo Penta has since written to all Volvo Penta
dealerships in the UK and Ireland to provide guidance
on good practice for engine repair and rebuild and to
ensure that:
1. Volvo Penta UK is informed of any major engine
failure resulting in injury, fire or flood;
2. Where appropriate, soft patches are removed to
allow removal and reinstallation of complete
engines;
3. Engine assembly is completed in a clean
environment to prevent debris being built in
4. Following rebuilds, engines are load-tested on a
dynamometer and certificates issued confirming the
required performance;
5. Records of component measurements are kept.
The MAIB also recommended that Volvo Penta
consider providing a wear particle detection system for
those marine engines that cannot be easily serviced
onboard.
14

NEWBUILDS & DELIVERIES
STENA TAKES TWO MORE E-FLEXERS
Stena has decided to exercise its option to build an
additional pair of long E-Flexer vessels. The two vessels
are scheduled for delivery in 2022 from the Avic Weihai
Shipyard, China.
“We are very pleased to have ordered two additional
E-Flexer vessels from Stena RoRo. We foresee increasing
demand for freight capacity in Northern Europe and our
new vessels fit very well in matching anticipated market
developments as we prepare ourselves for further
expansion. At this stage we haven’t decided where within
our route network these two vessels will be deployed and
are currently evaluating several options,” said Niclas
Mårtensson, CEO Stena Line.
The new order and the four further options are
important milestones for Stena RoRo.
“These vessels are the result of good cooperation
between Stena RoRo and the AVIC Weihai Shipyard. With
their strong design capabilities, Stena Line will be able to
optimise its capacity to accommodate the vessels within
most parts of its route network,” said Per Westling, MD
Stena RoRo.
As with the previous E-Flexer vessels, energy
efficiency and sustainability will be key design features.
“We want to lead the development of sustainable
shipping and set new industry standards when it comes
to operational performance, emissions and cost
competiveness,” said Mårtensson.
The two new 1200 passenger-capacity ships will be
larger than the three E-Flexer designs currently being
built for Stena Line. The first three E-Flexer ships will be
215m long with 3 100 lane meters whilst the next two
ships will measure 240m with a freight capacity of 3 600
lane meters.
“We are building on our successful RoPax concept
mixing freight and passenger traffic. Through
standardisation we can secure a reliable operation and by
investing in tonnage that is flexible we can provide an
even better product that will ultimately support our
customers and help them to grow”, said Niclas
Mårtensson.
A total of eight vessels have now been ordered by
Stena from Avic Weihai Shipyard in China. The first one is
planned to operate on Holyhead-Dublin and the next two
delivered to Stena Line are planned to operate on the
Liverpool-Belfast service. Three other vessels will be
chartered out to external ferry operators by Stena RoRo.
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15

FINCANTIERI TO BUILD TWO LNG CRUISESHIPS FOR TUI
Fincantieri has been awarded a
contract to build two LNG-fuelled
cruiseships for TUI Cruises.
The 161,000grt concept ships
will be built at the Monfalcone
shipyard and based on a
prototype project developed by
Fincantieri aimed at reducing fuel
consumption and minimising
environmental impact. The
vessels are slated for delivery in
2024 and 2026.
“With the new class of ships
we are responding to the wishes
of our guests and creating
offerings that will also inspire
new cruise passengers. As with
the other ships in the fleet, the
passenger/space ratio remains
generous,” said Wybcke Meier,
CEO of TUI Cruises. “The decision
to run the two additional lowemission
new builds is a logical
continuation of our
environmental strategy”.
Giuseppe Bono, CEO of
Fincantieri, added: “These will be
the largest ships ever built in
Italy: we proved once more we
can provide the market with the
best mix of reliability and
innovation, pillars of Made in
Italy and distinguishing features
of Fincantieri in the global
shipbuilding landscape.
The project we developed and
offered to the client allowed us to
achieve this outstanding
commercial record, which is not
just about adding a new brand to
our client portfolio, but also a
confirmation of the absolutely
cutting-edge technological
content of our products.
All of these factors consolidate
our leadership in the field and
further extend the workload
horizon of our shipyards, which
has no comparables in any other
industrial sector”.
In addition to these newbuilds,
TUI Cruises will be introducing
new ships in 2019 and 2023.
FEDERAL DEE DELIVERED
Japanese builder Oshima Shipyard
has delivered the latest in a series
of 34,500dwt handysize bulkers to
Canada’s Fednav.
MV Federal Dee is one of 22
vessels Oshima is building for the
owner, the largest operator of iceclass
dry-bulk carriers and
Canada’s leading ocean-going, drybulk
shipowning and chartering
group. Fednav operates a modern
bulker fleet of over 100 ships, the
majority of which are owned.
Earlier this year, Fednav also
contracted for the replacement of
its MV Arctic by ordering a new
30,000dwt Polar Class 4 mine
support vessel from JMU Shipyard
of Japan. The ship will be flagged
under Canadian registry and begin
service as of 2020.
Investing more than US$600
million into its newbuilding
programme, the company has
continued confidence in the
shipping markets and its
commitment to the Arctic, St.
Lawrence, and Great Lakes trades.
16

BRITISH PARTNER ACCEPTED INTO BP'S LNG FLEET
BP Shipping has accepted delivery
of ‘British Partner’, the first of six
state-of-the-art new Partnership
class LNG Carriers from South
Korean shipbuilder DSME.
Each 173,400m3 vessel in the
series, the largest LNG vessels to
be operated by BP Shipping, is
fitted with two 13,600 kW nextgeneration
M-type, electronicallycontrolled,
gas-injection (ME-GI)
propulsion systems and DSME’s
proprietary full reliquefaction
system (FRS). The arrangement
provides a thermal efficiency of
around 51.7%. An exhaust gas
recirculation system has also been
installed to reduce emissions and
the gas combustion system
onboard minimises the potential
for releasing methane gas to the
atmosphere.
The Partnership vessels also
feature a five-stage compressor
that raises the pressure of the gas
from just above atmospheric
pressure to 300bar. It is then sent
to the engines for fuel – or to the
reliquefaction system. When the
reliqufaction plant is in use, up to
70% of the gas discharged from
the compressor is cooled to a
temperature where it returns to
liquid form. This is then pumped
back to the cargo tanks, allowing
the ships to deliver more LNG to
the market.
Vessel efficiency and
performance is further optimised
by way of an improved 295m long
hull form, since the larger
carrying capacity delivers greater
flexibility in terms of the places
where they can operate.
“BP is set to increase its LNG
supply significantly over the next
four years thanks, largely, to new
projects in the US, and off the
coast of Mozambique,” says Oli
Beavon, technical vice president
for BP Shipping. “The new
Partnership class ships will give
us the necessary capacity to
transport those extra volumes
around the world.”
BP Shipping says that while its
LNG business has grown by 30
per cent in the past year, margins
are eroding. “To be competitive,
therefore, it’s vital that the new
LNG carriers are also costeffective.
The kind of market
growth we’re seeing has
inevitably led to increased
competition,” says Jonty Shepard,
Chief Operating Officer for LNG.
“Profit margins are dropping off
as the big trading houses start to
get involved in LNG for the first
time.”
While the vessels have been
designed to transit the Panama
Canal, they will be able to load
and discharge cargoes at a far
wider range of LNG ports and
floating facilities than the
company’s existing LNG tonnage.
Around half of BP’s upstream
portfolio is currently gas, and the
business expects that to grow as
more major projects come online.
Natural gas, and LNG in particular,
will form a major part of this
growth – the 'Evolving Transition'
scenario in BP's 2017 Energy
Outlook forecasts that global LNG
trade will grow seven times faster
than pipeline gas trade.
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17

CAMMELL LAIRD SUCCESSFULLY LAUNCHES SIR DAVID ATTENBOROUGH
A major milestone for UK shipbuilding was reached
with the successful launch into the River Mersey of the
state-of-the-art polar research ship ‘RRS Sir David
Attenborough’.
More than 3000 shipyard workers, engineers,
scientists and maritime industry experts gathered
with special guest speakers, including worldrenowned
naturalist and broadcaster Sir David
Attenborough, to celebrate the remarkable
engineering achievement.
Commissioned by the Natural Environment
Research Council and built by Cammell Laird for
operation by the British Antarctic Survey, the vessel
marks the biggest shipbuilding contract in Britain for
30 years.
Keynote speaker the Rt Hon Claire Perry MP,
Minister of State for Energy and Clean Growth said at
the launch: “This incredibly exciting event marks the
next stage in the construction of this remarkable new
polar research ship. The RSS Sir David Attenborough
will use sophisticated technology to monitor polar
activity and will help strengthen our position at the
forefront of climate and ocean research.
“The Government’s £200 million investment in
polar research will allow us to gain a crucial insight
into polar oceans to combat the devastating effects of
climate change, and through our commitment to clean
growth, we are putting vital science and innovation to
mitigate global warming at the heart of our modern
Industrial Strategy.”
Sir David said: “Britain began exploring the
Antarctic over a century ago when it seemed to be an
empty wilderness of little importance to the world as a
whole. Now we recognise that what happens at the
Poles is of the greatest importance to everyone,
everywhere.
“The UK and the British Antarctic Survey have
been making discoveries in both regions that enable
us to better understand these global processes and
this wonderful new research ship will enable British
scientists to continue their crucial work in both the
Arctic and Antarctic for decades to come.”
The launch of the RRS Sir David Attenborough is
an important milestone in UK shipbuilding, with
Cammell Laird leading the country’s resurgent
market position. Cammell Laird CEO John Syvret CBE,
said the launch of the RRS Sir David
Attenborough underpins this commitment and
ambition.
“I want to thank NERC, British Antarctic Survey,
Rolls Royce, Lloyds Register, Houlder Offshore and
the entire supply chain for their commitment and
support. This is one team, ‘team UK’ working in
partnership to deliver a unique ship with unique
capabilities and capacity. I also want to thank our
workforce and their families as well as Wirral
Borough Council, the Rt Hon Frank Field and all in
the community who have supported Cammell Laird
on our journey to date. We are now back in the
premier league of the shipbuilding world, it has been
a Herculean effort by all to get here, this launch raises
the brand profile and as a result provides increased
global recognition, which bodes well for the future.”
Professor Dame Jane Francis, Director of British
Antarctic Survey, added: “This is a fantastic moment
for all of us. At British Antarctic Survey our
scientists, engineers, and support teams – especially
those mariners and project managers who have been
working closely with the amazing teams at Cammell
Laird – are tremendously excited to reach this
milestone. It is an incredible achievement, and one
that everyone in the country can be proud of.”
18

SCARLET LADY NAMED AS BRANSON CUTS STEEL ON SECOND SHIP
As the first ship in its series of
adult-only cruiseships was named
Scarlet Lady, Finacantieri’s Sestri
Ponente (Genoa) yard cut first steel
on Virgin Voyages' second vessel in
an event attended by Virgin Group
Founder Sir Richard Branson and
Virgin Voyages President and CEO
Tom McAlpin.
Virgin Voyages 11,000gt
second ship, of similar design to
the first of class, is scheduled for
delivery 2021, while Scarlet Lady
will set sail in 2020. A third vessel
is planned for 2022. All feature
over 1400 guest cabins that can
host more than 2700 passengers,
accompanied by 1150 crew.
The development of Virgin
Voyages ships will stand out for
its design as well as for its
particular attention to energy
recovery, featuring cutting-edge
alternative technologies that
reduce the ship’s overall
environmental impact. For
example, their ships will be
equipped with an energy
production system of
approximately 1 MW, which uses
the diesel engine’s waste heat.
While at the shipyard, Virgin
Voyages also announced that they
are eliminati ng single-use
plastics for their guests and
replacing them with recyclable
and reusable materials.
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