Ship Efficiency Review - Issue #09 (June 2016)

a mohtfmarine | energy | environment

ISSUE 09.2016

Eco-Ship Versus Enviro-Ship

The Electric Future

Enviro Lubes Examined

11 32 44

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CONTENTS

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Race Towards USCG Type

Approval

EEDI Does Not Drive CleanTech Uptake

eSHaRk Infested Waters

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Did MEPC 69Meet Expectations? 11

Welcome From The Editor

News Round-Up

Who’s Doing What?

Feature Focus• Did MEPC 69 Meet Expectations?• Eco-Ship Versus Enviro-Ship

Environmental Technology• The News Bulletin• The Race Towards USCG Type Approval• Insight Into Ecochlor’s Journey Towards USCG

Type Approval• Comparing The Costs Of Hull Cleaning• eSHaRk Infested Waters

Electronics & Software • The News Bulletin• Apple iOS For Shipping? • Antifouling Big Data Tool Expands• How Can Third Party Verification Improve

Commercial Credibility?• Who Will Bin The Noon Report?

Fuels & Emissions • The News Bulletin• The Electric Future• All Hail The Decarbonisation Champions• Breaking Down The Barriers To Emulsified Fuel Uptake• Global Average Bunker Price History

Ship Design • The News Bulletin• EEDI Drives Design Debates• The Importance Of Standardisation• Does EEDI Drive Clean Tech Uptake?• Innovating For Polar Code Compliance• Spotlight On The Neo-Panamax

Power & Propulsion • The News Bulletin• Enviro Lubes Examined• Enhancing Propulsive Efficiency• The Best Propulsion Improving Device Is A

Good Hull• World’s Fastest Battery-Powered, Air

Supported Vessel Launched• Green Pumps For Increased Efficiency

Strategies • The News Bulletin• A Historic Inauguration Ahead• Panolin Lubricant Chosen For

Environmentally Considerate Panama Canal• The Role Of Risk Management: Oil Pollution

Posecution Protection• The Changing Face Of Ship Recycling• Smart And Clean Technology As A Service

The Social Scene

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The Electric FutureGlobal Average Bunker Price History32 36

www.fathommaritimeintelligence.com

The industry continues to navigate through hostile market conditions, but innovation continues to prosper. Unlike current market conditions, the progression of clean technologies and future fuel options for the industry is booming. Solutions that can enable ships to comply with

regulatory requirements are evolving rapidly and ship owners are ferociously acting upon ship efficiency.

As the shipping industry voyages through 2016, the reality remains that there are real business advantages that can be gained by improving the efficiency and environmental performance of a

fleet.

When visiting industry trade shows and conferences it is hard to miss the increasing presence of technological solutions that can increase ship efficiency, streamline operations, and lessen the

environmental impact of shipping operations.

In June the industry will gather for the Posidonia International Shipping exhibition in Athens, Greece. My bets are firmly placed on the exhibition halls being awash with ship efficiency and

green solutions.

The historic inauguration of the expanded Panama Canal will also be taking place this month. The canal, which links the Atlantic and Pacific Oceans, underwent an extensive renovation to allow larger cargo ships through its locks, due to the fact that larger modern shipping vessels have literally “out-grown” this vital trade passageway. Once these locks are in operation, ships carrying 3 time the current capacity will be able to transit through the canal. We examine the inauguration, the green features of the new locks and the impact on ship design in this issue.

Also, if you are seeking in-depth insight into the highly anticipated meeting of global minds that took place at the International Maritime Organization during the 69th session of the Marine

Environmental Protection Committee (MEPC) in April, look no further. You will find a briefing that covers all submissions and outcomes in this magazine.

I look forward to welconming you to issue 10.

Catherine AustinEditor

Editor: Catherine Austin

[email protected]

Assistant Editor: Fiona Macdonald

[email protected]

Graphic Design:Ben Watkins

[email protected]

Advertising Sales:Alison Jarabo

[email protected]

Subscriptions Manager:Gemma Couling

[email protected]

Publisher registered address: 27 Sheet Street , Windsor, UK - SL4 1BN

Subscription to this magazine is free. Subscribe online via:

www.fathommaritimeintelligence.comSubscribe by phone: +44 (0) 1753 853 791

For content enquiries, email: [email protected]: @fathommaritime

©2016 Fathom Eco-Efficiency Consultants Limited. All rights reserved. No part of this magazine can be reproduced, or transmitted by any means, electronic, mechanical, photocopying, recording or otherwise without the written consent of Fathom Eco-Efficiency Consultants Limited. Applications for written permission should be sent to the Editor via [email protected].

Any views or opinions expressed do not necessarily represent the views of Fathom Eco-Efficiency Consultants Limited or its affiliates. Whilst every effort has been made to ensure the accuracy and quality of the information contained in this publication at the time of going to press, Fathom Eco-Efficiency Consultants Limited assume no responsibility as to any inaccuracies that occur or their consequences and to the extent of the law, shall not be liable for any errors or omissions or any loss, damage or expenses incurred by reliance on information or any statement contained in this publication.


WELCOME FROM THE EDITOR

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Audited Circulation: 6,088


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ROUND-UPNEWS

Ship Efficiency ReviewNews Round-Up

In a new project, lead by Hempel’s Antifouling Centre of Excellence in Polinya, Spain and sponsored by EEA Grants, Hempel will incorporate renewable raw materials into its antifouling coatings in order to make them more sustainable. Hempel has worked to make its coatings, such as Hempasil and Hempaguard, even more sustainable while continuing to improve the vessel’s hydrodynamics and fuel consumption, say the company.∎

Alfa Laval has announced that it has performed half of the required land-based tests for United States Coast Guard (USCG) approval of its PureBallast 3.1 ballast water treatment system (BWTS). The tests have been carried out on the chemical-free technology at DHI in Denmark. Following the USCG’s decision not to permit the Most Probable Number (MPN) method as a way of testing, Alfa Laval has switched to the USCG permitted CMFDA/FDA method. The remainder of the tests are expected to be concluded within Q2 of 2016.∎

CALIFORNIAN PORT EXPANDS SHORE POWER PROGRAM

HEMPEL TO DEVELOP SUSTAINABLE

ANTIFOULING COATINGS

BWTS PASSES HALFWAY POINT OF USCG TYPE APPROVAL

PROCESS

EMSA TO EMBRACE EMISSIONS MONITORING DRONE

The Port of Hueneme, California in the United States has launched the second phase of its Grid-Connected Shore Power System. The port’s shore power project has been in operation for 30 years with the aim to reduce emissions of particulate matter (PM) by 92%, nitrogen oxides (NOx), and greenhouse gases (GHG) by 55%. In April 2014, Phase 1 of the shore power system went online and has been successfully used by many ships including those from Del Monte Fresh and Hamburg Süd. In launching Phase II, the port has confirmed its continued commitment to the environment, stating that environmental stewardship remains a top priority. Ventura County Transportation Commission (VCTC) is to contribute USD 1.7 million in federal funds for transportation and air quality committed to the shore power project and will become key partners. ∎

The European Maritime Safety Agency (EMSA) is to issue a tender for the procurement of an unmanned aerial vehicle (UAV) to assist with its data and information gathering efforts for ship emissions and fishing activities. The drone tender will be the first one to be put out by the organisation, which currently gathers data on ship safety issues, AIS monitoring, pollution observation and port security through four data hubs across Europe.EMSA’s Executive Director revealed that the tender had been signed to help with data gathering to monitor the environment initially, with the intention of multi-purpose operations in the future. ∎


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ROUND-UPNEWS


The Port of New York and New Jersey welcomed a greater number of cleaner ships docking at the port in the first three months of 2016 thanks to its renewed Clean Vessel Incentive (CVI) Program. The CVI program, which originally ran from 2013 to 2015, provides financial incentives to ship owners and operators calling at the port that have made voluntary engine, fuel and technology enhancements to reduce emissions beyond the regulatory environmental standards set by the International Maritime Organization (IMO). The port’s amended CVI Program was launched on January 1, 2016. In the year’s first quarter there were 253 qualifying ships calling at the port, which is a 35% increase from the same period in 2015. Incentives for clean fuels reached USD 285,000, a 10% increase year on year. The amended CVI program will run through December 31, 2018. ∎

Greek tanker and bulker owner, Neda Maritime Agency Co Ltd has become the world’s first ship owner to be awarded carbon credits through the landmark methodology developed by AkzoNobel’s Marine Coatings business. Neda Maritime has received a total of 13,375 carbon credits that may be worth around $60,000. Each carbon credit accrued represents the avoidance of one tonne of CO2 being emitted to the atmosphere, meaning that the company has offset a total of 13,735 tonnes of CO2 from its business. The carbon credits were accrued by the tanker vessel Argenta, which was converted from a biocidal antifouling system to a premium, biocide-free advanced hull coating from AkzoNobel’s Intersleek range. AkzoNobel’s carbon credits initiative was launched in 2014 in conjunction with The Gold Standard Foundation and Fremco Group and is the first scheme to reward ship owners financially for using sustainable hull coatings to improve operational efficiency and reduce emissions. ∎

Swiss university, Ecole polytechnique fédérale de Lausanne (EPFL), is developing a low-cost filter solution that can be installed on ships’ exhaust stacks to cut sulphur emissions to below 1% and nitrogen oxide emissions to 15% of the current standards.

The Daphne Technology filters consist of a thin metal plate that is nanostructured to increase its surface area and a number of substances deposited in thin layers. The plates are placed vertically and evenly

spaced, creating channels to allow the toxic gases to travel. As the gases are captured by the nanostructured surfaces, the substances are caught in the filter and recycled, leaving the exhaust gas, which becomes inert, to be used in different products, such as fertilisers. The scientist behind this innovation estimates that these nanostructured filters, if they were used by all cargo ships, would reduce sulphur emissions to around twice the level given off by all cars, without ships needing to switch to alternative fuels. ∎

35% INCREASE IN CLEAN SHIPS CALLING AT NEW YORK & NEW

JERSEY PORT

MILESTONE FOR SHIPPING CARBON CREDITS

EMISSION REDUCING NANOSTRUCTURED FILTER TECHNOLOGY UNDER DEVELOPMENT


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ROUND-UPNEWS


ABB have revealed that the total fuel savings of the entire installed Azipod fleet since being launched is estimated to be more than 700,000 tons. To put this into perspective, the average family car uses one ton of fuel annually, therefore this saving equates to the annual fuel consumption of 700,000 cars. Their gearless, steerable propulsion system reduces fuel consumption by up to 20% and is installed on an extremely wide range of vessels. Azipod propulsion units are the market-leading solution for today’s modern large cruise ships. The system is also dominating the growing icebreaking and icebreaking cargo ship sector. The entire installed Azipod propulsion unit base has accumulated 12

The International Maritime Organization (IMO) has agreed on mandatory requirements for ships to record and report their fuel consumption. Under the agreement, which will be drafted for adoption under MARPOL annex VI at MEPC 70, ships of 5,000 GT+ will be required to collect consumption data for each type of fuel used in addition to other specified data.This data will have to be reported to the flag State at the end of each calendar year. Under the ruling, if the ship’s consumption data meets requirements, the flag State will issue each ship with a statement of compliance and will transfer the anonymised data to the IMO Ship Fuel Consumption Database. The data collection requirements could enter into force as early as 2018. ∎

Norway’s Green Coastal Shipping Programme, organised and headed by DNV GL, has doubled its membership from 18 to 35 since its launch in spring 2015. The first phase of feasibility studies for 5 pilot projects have also been completed. Through real projects, learning by doing and the full-scale testing of new technology, the aim is to fulfill DNV GL’s vision of Norway being a global leader when it comes to clean, advanced and efficient coastal shipping. Five pilots were initiated back in September 2015, with projects including several different ship types and infrastructures, with an emphasis on alternative fuel concepts. The second phase of the programme will start in summer 2016. Phase two will see the project bringing industry and policymakers together to define efficient incentives and mechanisms. It will also follow up the pilot projects developed in phase one and lift a second batch of pilots, focusing on zero-emission solutions that include biofuels and hydrogen, as well as LNG and batteries for new segments. ∎

million operating hours in merchant, offshore and special vessel segments. ABB is this year celebrating Azipod propulsion’s 25th anniversary. According to Clarkson’s Research, the leading shipbroker and research firm, the number of vessels with electric propulsion is growing at a pace of 12 percent per year, three times faster than the world’s fleet. ∎

ELECTRIC PROPULSION SYSTEM SAVES OVER 700,000 TONS OF FUEL SINCE LAUNCH

IMO AGREES ON MANDATORY DATA COLLECTION FOR SHIP

FUEL CONSUMPTION

NORWEGIAN GREEN COASTAL SHIPPING PROGRAMME

STEAMS AHEAD


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DOING WHAT?WHO’SEURONAV INKS DEAL FOR HEMPEL ANTI-FOULING AFTER SUCCESSFUL PATCH TEST

PETRONAS INVESTS IN JOTUN’S HULL PERFORMANCE SOLUTIONS FOR LNG SHIP DUO

MAERSK LINE PIONEERS USE OF NEW WASTE HEAT RECOVERY SYSTEM

HAMBURG SÜD LOWERS CO2E EMISSIONS BY 35%

ESL SHIPPING TO FIT INNOVATIVE PROPULSION TECH TO DUAL-FUEL BULKERS

Following a 45-month patch test of Hempel’s Hempaguard hull coating, Euronav has signed a deal to apply the antifouling product to four more of its ships. Using video mapping, Euronav was able to see that the hull coating is behaving as it did when first applied the test patch to the Very Large Crude Carrier (VLCC) Famenne in 2011. The Famenne mainly trades in fouling aggressive warm waters in Asia and the Middle East. Hempel’s Hempaguard product combines silicone-hydrogel and advanced biocide control in a single coating to result in fuel savings of around 6% across the entire docking interval. ∎

Petronas has selected Jotun’s Hull Performance Solutions (HPS) antifouling system for two liquefied natural gas (LNG) ships that it operates in order to cut fuel costs and CO2 emissions by 10%. The Seri Amanah and Puteri Zamrud will feature the HPS, an antifouling coating solution that that combines silyl methacrylate coating technology and an ISO 19030 compliant measurement system to deliver significant and proven emission and cost savings. Previous use of Jotun’s HPS on a bulk carrier owned by Gerbulk, the Penguin Arrow, resulted in the ship’s CO2 emissions being slashed by 12,055 tonnes over a 60-month operational period. This translated to a total fuel saving of USD 1.5 million. ∎

The Arnold Maersk has become the first recipient of a newly developed waste heat recovery system, the “Hydrocurrent Organic Rankine Cycle (ORC) Module 125EJW” manufactered by Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME). The ORC system enables the utilisation of extremely low temperature heat sources to generate electrical power at low-cost and high-efficiency in marine applications. It has an output of 125 kW, generating the electricity using the waste heat of the main engine jacket cooling water (approx. 85°C), and by reducing the load on the vessel’s main generator. Prior to being fitted on the Arnold Maersk, a pilot ORC machine completed performance testing at the factory of Calnetix Technologies, gaining the approval of ClassNK and Lloyd’s Register in 2015. ∎

According to Hamburg Süd’s latest Sustainability Report, the company reduced its CO2e emissions by 35% in 2015 compared with 2009, which they attribute to measures relating to ship design and ship operation. Their environmental target aims to lower CO2e emissions by 45% by 2020. In March 2016, Hamburg Süd also joined the “United for Wildlife” initiative.

ESL Shipping Ltd., is to install WE Tech Solutions’ direct drive permanent magnet shaft generator solution to two of its newbuild vessels, which are to be the first liquefied natural gas (LNG) dual-fuel handysize bulk carriers in the world. The WE Drive Power Take Out (PTO) mode enables propulsion machinery to operate in combinator/variable speed while the direct-drive permanent magnet shaft generator produces electrical power up to 700 kW for the vessel’s electrical network. This can significantly reduce the operating hours of the auxiliary generators to reduce cost and maintenance. The new 25,600 DWT bulkers are to be built at Qingshan Shipyard of Sinotrans & CSC SBICO in China and will begin operation in the Baltic Sea in early 2018, following the WE Tech delivery in March 2017. ∎

Ship Efficiency ReviewWho’s Doing What

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APL SLASH CO² EMISSIONS BY 45% TWO YEARS AHEAD OF TARGET

DANAOS ENHANCES CONTAINERSHIP EFFICIENCIES WITH PROPULSION UPGRADES AND BULBOUS BOW RETROFITS

LEONHARDT & BLUMBERG KITS OUT FLEET WITH DNV’S ECO INSIGHT

SCANDLINES WELCOMES FIFTH HYBRID FERRY INTO FLEETNOL subsidiary, American President Lines (APL) achieved CO2 emissions

reductions of more than 45% between 2009 and 2015, exceeding its 30% target two years early. The company, which has a high focus on sustainable shipping, has achieved this reduction using a more fuel efficient fleet, voyage optimisation, operational efficiency including reducing operating speeds and a maintenance program to optimise efficiency. The reductions were verified by Lloyd’s Register Group according to the Clean Cargo Working Group verification protocol and the ISO14064-3:2006 standard.∎

Danaos Shipping Co. Ltd is to upgrade propulsion systems and rebuild the bulbous bows on two of its container ships to enhance operational efficiency. The 8,500 TEU CSCL Europe and CSCL America ships will be fitted with fixed pitch Kappel propellers, propeller boss caps with fins and EnginePower Limitation. While in dock the ships will also have their bulbous bows rebuilt to reduce fuel consumption and optimise speed by more than 15% compared to 2004. Both ships are powered by MAN B&W 12K98MC-C main engines rated at 68,520 kW at 104 RPM, and with the propulsion retrofits, top speeds of more than 23 knots will be attainable. ∎

DNV GL’s ECO Insight performance management portal has been rolled out across Leonhardt & Blumberg’s entire fleet to increase transparency and harvest further savings. The ECO Insight portal facilitates performance management of a fleet, including voyage, hull & propeller, and engine & systems performance. The solution hooks up to existing data collection processes onboard so there is no requirements to change procedures and can cover any environmental reporting standards such as the Environmental Ship Index (ESI), the Clean Shipping Index (CSI) and the upcoming European Monitoring, Reporting and Verification (MRV) regulation. ∎

Scandlines has christened their newest hybrid ferry, the M/V Berlin. This new ferry, equipped with a diesel electric hybrid propulsion system powered by a Corvus Energy ESS (Energy Storage System), will join the world’s largest fleet of hybrid ferries. M/V Berlin is the fifth Scandlines hybrid ferry to utilise a Corvus ESS. The M/V Berlin is 169.5m long and 25.4m wide, providing double the capacity for vehicles (460 cars or 96 transport trucks). The ferry also uses an optimised propulsion system consisting of propellers and two thrusters. Various other energy-saving solutions have been installed on the ferry, such as LED lighting throughout the interior and variable-frequency control. Four scrubbers for SOx emission removal have been installed on the ferry and it was designed with a hull that is optimised for the sea depths between Rostock and Gedser using advanced CFD (computational fluid dynamics) calculations. ∎

Ship Efficiency ReviewWho’s Doing What

DOING WHAT?WHO’S

NCL OPTS FOR LANGH TECH HYBRID SCRUBBERSNorwegian Cruise Line (NCL) is to install Langh Tech scrubbers to two of its cruise ships from the Breakaway Plus class.The total delivery order includes scrubber units for all five engines on each cruise ship and treatment plants for the scrubber water to ensure compliant discharge. ∎

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The 69th session of the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) was once again the nerve centre for negotiations concerning the regulation of the shipping industry’s impact on the environment.

The gathering of this annual, sometimes twice annual, nerve centre can be described as being alight with debate throughout the week of April 18 to 22, 2016. But amongst the blaze of aspects covered and discussed, did the outcomes of the week meet expectations? The 21-item agenda was packed with submissions from member States, NGO’s and industry associations, all trying to fight for the greater good of the industry. With many controversial agenda items and a whirlwind of standpoints broadcasted over the industry’s trade media, the hype and anticipation for this particular MEPC session was high. Ship Efficiency Review’s assistant editor Fiona Macdonald reviews the outcomes of MEPC 69. (Spoiler alert: The following contains the repeated use of the following statement: “Postponed until MEPC 70”).

BALLAST WATER MANAGEMENT Frightfully close to reaching its entry into force criterion of 35 per cent of the world fleet’s gross tonnage, the Ballast Water Convention is still under hot debate. The absolute final version of this massively impactful regulatory behemoth has not yet been inked and a lot could change between now and entry into force. Naturally, its position on the MEPC 69 agenda was immense and was certainly a crowd attractor.Since MEPC 68, Belgium, Fiji, Ghana, Indonesia and Morocco have ratified the Convention. Currently, it has been ratified by 49 states, representing 34.79 per cent of the world merchant shipping tonnage. At present, only 0.21 per cent is needed for the entry into force criterion to be met. Although as an IMO representative affirmed at a recent Fathom Maritime Intelligence ballast water forum, global shipping tonnage shifts from month to month, in fact he revealed that the world tonnage represented by Flag States that have ratified the Ballast Water Convention had actually dropped by 0.03 per cent between March and April this year. Whilst previously it stood at 34.82 per cent, it

dropped to 34.79 per cent. At this session, it was informed that Peru, representing 0.04 per cent of world tonnage, is expected to deposit its instrument for accession to the Convention in the near future. Finland, representing 0.14 per cent of world tonnage, also announced that it is preparing to ratify. No further ratifications rumblings have come to light since MEPC 69. Since MEPC 66 held in 2014, the amendments to the Guidelines for approval of Ballast Water Management Systems (G8) have been considered with a view to making them more robust. This was due to a concern that Ballast Water Management Systems approved by IMO in line with G8 Guidelines cannot meet the standards depending on the environmental conditions. The pressure of the impending entry into force of the Convention asserted much pressure at MEPC 69, particularly within negotiations on the finalisation of G8 guidelines on the quality and testing of ballast water management systems.Discussions held only surmounted to the decision to re-establish a correspondence group to continue the review of the guidelines. The reasons cited were that there are still some outstanding issues to be solved. An

DID MEPC 69 MEET EXPECTATIONS?

Ship Efficiency ReviewFeature Focus


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extra working group meeting was also planned to be held immediately prior to MEPC 70 in October this year. At MEPC 69 Denmark presented a new concept called “Same Risk Area” at a well attended meeting in connection with the MEPC. The “Same Risk Area” concept is a new way of making risk assessments in accordance with the Convention provisions on exemption (A-4) and Guidelines G7. The concept is intended to make it possible to make a risk assessment for an area rather than only for a single ship’s route. Apparently, due to time pressures, the formal debate on the concept was postponed until MEPC 70. Draft amendments to regulation B3 of the Convention were approved. B3 reflects the requirements of Resolution A.1088(28), which stipulates that existing ships originally required to install BWMS by the implementation date of the Convention, are allowed to be exempted from installation of the systems for a maximum period of 5 years. The draft amendments will be kept in abeyance for circulation immediately upon entry into force of the Convention with a view to subsequent adoption. This drove discussion around the availability of dockyard capacity for carrying out the demand for the

retrofitting of systems. Liberia lead the fight to propose that as long as ballast water exchange is carried out correctly, then the B3 regulation should be modified to permit additional extension time from the installation of systems to existing ships. In fact they proposed an extension to the relaxation period of 15 years. A current industry concern is whether dockyards will have the capacity to retrofit the high demand of systems that is expected following Convention implementation. The majority of member States did not support the Proposal, citing that they required more information. Opinions were seriously divided. The Committee decided that the proposal should be denied and that other delegations should further submit their proposals in order for reconsideration at MEPC 70. At this session, three (3) final approvals were granted to Ballast Water Management Systems using active substances. The number of systems which are type-approved by the Administration (i.e. which can be which can be actually installed on board a vessel) has reached 65 in total. The penalisation of early movers installing BWMSs has also been a cause for concern throughout the industry. There has been much talk of how ship owners that install currently compliant systems now will be at a huge disadvantage if in a few years’ time their treatment systems are not deemed compliant anymore. Brought to the attention of MEPC 69, the query resulted in a draft “Roadmap for the Implementation of the Ballast Water Management Convention”, addressing the issue of BWMS approved in accordance with the first generation of the Guidelines (G8), and stipulated that they should not be penalised.

GREENHOUSE GASES (GHG) This was a controversial and highly anticipated agenda point thanks to the recent happenings at the Paris COP21 climate change negotiations during which the shipping industry was omitted from the resulting Paris Agreement. All eyes were on the IMO to make hard hitting progress to lead the industry in acting upon acknowledging it’s ‘fair share’ of GHG emissions and taking action. One thing was for certain, whilst GHG debates have typically been avoided at the IMO in the past, this session opened the floor to much discussion and feedback from member States. There was general agreement that the IMO that it welcomes the COP21 Agreement and that it will continue to work and launch additional measures to reduce global CO2 emissions.

Ship Efficiency ReviewFeature Focus

Continues Overleaf...


13 Ship Efficiency ReviewFeature Focus

AIR POLLUTION Sulphur Content Of Fuel OilsThe Committee finally agreed that MEPC 70 would host the final decision on whether the global 0.5%sulphur limit is to be implemented from 2020 or 2025. It was agreed that the review currently being conducted by the Steering Committee and that final decision on the date of implementation of the global 0.5% sulphur limit should be made at MEPC 70. This is when the final report of Steering Committee will be submitted.

Fuel Oil QualityThe outcome of fuel oil quality discussions was not as positive as expected. However, at this session, the Committee considered three aspects of possible draft guidance on best practice for fuel oil providers, fuel oil purchaser/user and Member State/coastal State which were developed by the group. As a result of the discussion, it was agreed to continue consideration on the draft guidance by the correspondence group. The Cooke Islands provoked much debated when they suggested that member States should take more responsibility for fuel quality. No further action was taken on these, seemingly inflammatory, comments.

NOx EmissionsThe Nitrogen Oxides (NOx) Technical Code 2008 has faced some concern regarding its clarity in recent times. However, amendments to the testing of gas-fuelled and dual-fuel engines were discussed during MEPC 69, resulting in re-wording and adoption of the amendments in order to ensure full clarity for those ship owners operating with the aforementioned engine types. Furthermore, MEPC 69 resulted in amendments to MARPOL Annex VI on recording requirements within NOx Emission Control Areas (ECAs). It was decided that a new paragraph should be added, stipulating that the time and date entered into and exiting the NOx ECA should be recorded in the logbook, together with the tier and the status of the marine diesel engines installed onboard. These amendments, however, are not due to enter into force until September 2017.

SEEMP The regulation for the Ship’s Energy Efficiency Management Plan was also deliberated, with MEPC concluding that a circular shall be published, when released by the IMO Secretariat, on exceptional circumstances for exemption from the regulation, such as when a ship is travelling to and from repair yards, or if it is on its maiden voyage.

SOx Emissions Finally, the MEPC decided to initiate the revision of the guidelines on the approval of systems for removing sulphur from exhaust gases (scrubbers). ∎

Member States voiced support for work that has to be done in reducing the industry’s GHG emissions, with the Committee seeing much support for the development of a work plan to devise a definition for the industry’s GHG “fair share”. It was proposed through a paper submission that a GHG emission reduction target for international shipping was needed. This didn’t get much traction and the development of the plan was halted and instead the IMO took a very big step forward… The IMO finally agreed to introduce the Data Collection System for Fuel Consumption, which it has been striving to develop since April 2014. The Data Collection System for Fuel Consumption, which will apply to ships with a tonnage above 5,000 GT and will require reporting to Flag States, who will then report back to the IMO database. At this session the draft amendments to MAPOL Annex VI to implement the data collection system were developed and as a result of extensive deliberations were approved. In fact, it was decided that it must be introduced as a matter of priority with the view to adoption at MEPC 70. Further, it was agreed to establish a correspondence group coordinated by Japan in order to promote the development of the relevant guidelines, etc.

The Energy Efficiency Design Index Much debate was sparked by the presentation of the Interim Report of the Correspondence Group on EEDI review required under regulation 21.6 of MARPOL Annex VI. The EEDI Review Group had combed over the status of the technological developments which may contribute to the improvement of the EEDI and deemed that they were sufficient. This was a potentially pivotal point that could impact the EEDI regulation and the reduction rates. If proven necessary, MEPC would amend the relevant requirements, i.e. “when to start the phase,” “the EEDI reference line parameters ”and “the reduction rate”. In the interim report, it was recommended to retain the reduction rates based on the conclusion that the phase 2 criteria can be achieved. However, as a result of the deliberation, it was agreed to continue to conduct the review until MEPC 70 (another one posponed to MEPC 70) considering the lack of data used for this review. It was also stated that focus should be especially on ro-ro ships and ice factors, where existing regulations have to some extent proven inappropriate. China raised the concern that the EEDI calculation does not cater for ships equipped with dual-fuel engines. While the development of such calculation method was supported, it was agreed to postpone and reconsider the proposal at MEPC 70 since the definition in the document submitted by China was regarded as being unclear. Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse conditions were developed at MEPC 69 in order to avoid construction of extremely under-powered ships along with implementation of EEDI requirements.

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15 Ship Efficiency ReviewFeature Focus

When using the term eco-ship I take the term to mean the ship being economical to operate. However, can the term eco-ship also be applied to ships that incorporate environmental advantages in terms of reduced atmospheric emissions, effluents and overall pollution potential that make them a more attractive proposition for an owner concerned about growing environmental regulatory burdens? Perhaps the term enviro-ship might be more appropriate? Of course, increased economy and reduction in fuel usage itself amounts to substantial environmental improvements, with commensurate reductions in all the harmful emissions, which include greenhouse gases being an associated prize. But when imagining a ship that is equipped with a range of pollution reducing technologies that posed the least risk to the surrounding environment as possible, it is hard to imagine that the term eco(nominal)- ship could be sufficient. Also, I believe that the term eco-ship is often used interchangeably to mean the economical-ship and the ecological-ship. Which can be rather confusing. When reporting on technologies that reduce pollution potential, and by pollution in this context I mean emissions,

effluents and the leaching of synthetic chemicals into the marine environment, I find myself increasingly using the term enviro-ship, rather than eco-ship. If anything, just as a means to distinguish and mitigate confusion between economical and ecological. In a sea of solutions that could contribute to making a ship an “enviro-ship”, and with the reduction of the ship’s impact on the natural environment in mind I set out to consider five of the key technologies or fuel solutions that could contribute to a ship being considered to be an enviro-ship. I must add the disclaimer that this feature by no means presents a review of, or seeks to define the technologies that could make a ship and enviro-ship. When considering the need to ensure the minimum effects of drag of the enviro-ship and reducing the risk of invasive species transfer, the hull of the enviro-ship would ideally be coating with an advanced anti-fouling product.. When it comes to fuel choices for the enviro-ship, there are many options to heavy fuel oil (HFO) on the market. However, the alternative fuel option that is most advanced and most readily available at the current time

ECO-SHIP VERSUS ENVIRO-SHIP If you follow the shipping industry’s trade media, the term “eco-ship” pops up

rather frequently. However, does the term “eco-ship” distinguish between the ECO-nomic ship and the ECO-logical ship? And where does the “enviro-ship” fit in?

By Catherine Austin, Editor


16Ship Efficiency ReviewFeature Focus

is liquefied natural gas (LNG). The use of LNG as ship fuel would require the enviro-ship to have a dual-fuel engine. LNG reduces sulphur oxide (SOx) emissions by 90- 95% compared to HFO combustion. Nitrogen oxide (NOx) and particulate matter (PM) are also significantly reduced. A lower carbon content of LNG compared to traditional ship fuels also enables a 20-25% reduction of carbon dioxide (CO2) emissions. As long as methane slip during bunkering is monitored, the environmental impacts of LNG are far less than conventional fuels. The transfer of invasive species is an area of great environment impact from shipping activities. The entry into force of the Ballast Water Convention may not have happened yet, but it will in the near future. Therefore, the enviro-ship should be equipped with ballast water management technology. An ultraviolet irradiation (UV) and filtration-based system would be the choice for an enviro-ship as it is effective against a wide range of organisms and prevents the use of chemical (active) substances that can lead to by-products such as chlorinated hydrocarbons/ trihalomethane. However, active substance-based ballast water treatment systems would not demand the power requirements of UV and filtration based systems. So it depends on which way preferences swing when choosing between systems that used either active or non-active substances. Chlorinated hydrocarbons in particular are

known as broad spectrum poisons and evaporate with water into the atmosphere. The Polar Code and US Vessel General Permit regulations both contain legislative clauses concerned with the leaching of mineral-based lubricants into the ocean. Environmentally Acceptable Lubricants (EALs) or seawater lubricated propeller shaft bearings would be a choice for the enviro-ship. Using seawater lubricated propeller shaft bearings eliminates the need for lubricating oils. Likewise, the use of EALs for all above deck equipment, such as crane wire ropes, container lashings, lifeboat falls, shackles and small winch ropes, compared with traditional mineral oil lubricants would further enhance the credibility of an enviroship. Conventional lubricants are inherently persistent in any water body and retain approximately 75 to 90% base oil, greases 10% thickening agent, base oil, and performance enhancing additives, while the constant presence of seawater increases the potential for corrosion, requiring thicker greases to repel water and corrosion inhibitors to minimise corrosion. None of these are conducive to the enviro-ship. An enviro-ship would benefit from synthetic ester-based or vegetable oil-based EALs that are deemed as being biodegradable and of low toxicity to marine biota.∎


17 Ship Efficiency ReviewEnvironmental Technology

ENVIRONMENTAL TECH

BULLETIN

Brittany Ferries has invested GBP 60million to install exhaust gas cleaning systems to its fleet of six cruise ferries.In 2014, Brittany Ferries, which operates out of Plymouth and Portsmouth in the UK, announced it had to spend GBP 320m over the next four years to meet European Union ship emissions guidelines.They were one of five European ferry companies that won EU grants totalling GBP 33.8m (EUR 48m) to fit scrubbers to their ships.Scrubber installations onboard the Pont-Aven and the Armorique, both of which recently returned to service, represent a collective investment of about GBP 30m.Other measures that the ferry company has undertaken include reducing fuel use through strategically reducing ship speeds, cutting CO2 emissions and using anti-fouling hull coatings on the fleet. ∎

South Korea-based shipbuilding equipment manufacturer Panasia Co., is rapidly capturing ballast water treatment technology contracts having secured multiple orders for its ballast water treatment system (BWTS) GloEn-Patrol in recent months. The company, who reported to have raised 85 billion won (USD 75million) in sales last year, is experiencing a tidal wave of orders from both newbuild and retrofit contracts. In early May, Panaisa announced that it had signed a USD 16.5 million contract with a large ship management company in Europe to supply its ballast water treatment system for up to 79 vessels. According to Panasia, they beat 60 rival ballast water technology manufacturers to claim the deal. They also received an order for its BWTS worth USD 3.5 million for six ships at a Japanese shipyard and recently completed a retrofit on a 50K MR Tanker of MOL (Mitsui O.S.K. Lines).∎

Turkish ship owner, Ditas Shipping has confirmed that they will equip two of their newbuild crude oil tankers with MAN B&W exhaust gas recirculation (EGR) technology to reduce nitrogen oxides (NOx) emissions to the International Maritime Organization’s (IMO) Tier III NOx standard. The Tier III standard is the most stringent NOx emission control to-date and requires ships sailing in NOx Emission Control Areas (ECAs) to reduce emissions by 79% compared to the previously set Tier II level.

In order to achieve this, the Ditas Shipping Suezmax newbuild tankers will feature MAN B&W 6G70ME-C9.5 two-stroke main engines with integrated EGR that works by recirculating a portion of the engine’s exhaust gas back to the engine cylinders to reduce the amount of NOx that is formed during combustion. Once built, these ships will be the first vessels with keel-laying after the January 1, 2016 to achieve the NOx emissions requirements set by the IMO’s Tier III standard. ∎

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• Self-Cleaning electrode design

• USCG Type Approval process underway


19 Ship Efficiency ReviewEnvironmental Technology

With only 0.21 per cent needed to tip the Convention’s entry into force, the industry is still caught up in a dense fog surrounding ballast water treatment system (BWTS) selection. This is thanks to the discrepancies between the two dominating type approval certifications; the International Maritime Organization (IMO) and United States Coast Guard (USCG). The fact that the Intentional Maritime Organization’s (IMO) Type Approval requirements have been taken by the USCG and tightened, with a direct impact of ultraviolet (UV)-based treatment methods due to the debate between viable versus non-viable organisms, has greatly impacted the lay of the land in the ballast water technology market. The risk that ship owners face from investing in systems that might not be accepted for use in United States (US) waters sent a shockwave through the market causing many BWTSs to drop out, or conversely thrive as the manufacturers battle to achieve the more stringent requirements set out by the USCG. However, to-date, not one BWTS has received USCG Type Approval versus 65 (some still on the market, some not) that have received IMO Type Approval. Ship Efficiency Review’s assistant editor Fiona Macdonald examines the tough journey to USCG Type Approval and the BWTS manufacturers that are front runners in the race for clinching the title of their BWTS being the first to be granted with the ultimate Type Approval.

The Journey to USCG Type Approval: A Rocky RoadUnlike the process for the Type Approval of BWTS by the IMO, which for BWTS using active substances journeys through granting Basic Approval and Final Approval before awarding final Type Approval, USCG Type Approval consists of a much more drawn out process, making it much harder to break the first stage. This first stage involves systems achieving USCG acceptance as Alternate Management Systems (AMS). Ship operators may use an AMS to manage their ballast water discharges in lieu of ballast water exchange, while the treatment system undergoes approval testing to USCG standard. However, AMS does not equal USCG Type Approval. The sequence of events that leads up to submitting the final application for USCG Type Approval is long and involves meeting 54 requirements split into 4 sections: Design and Construction Requirements; Test Report; Testing for BWMS Components Testing and Evaluation for Active Substances; Preparations, and Relevant Chemicals. In addition, USCG Type Approval may be given for up to three salinities – saline, brackish, and freshwater, and to gain all three in extreme temperatures and vibrations that replicates a ship’s natural feel is no easy feat. As revealed by Meridena Kauffman, a USCG representative who spoke at a recent London Ballast Water Forum, hosted by Fathom Maritime Intelligence and the UK Chamber of Shipping, incomplete applications for USCG Type Approval often delay the whole process or AMS acceptance even further, highlighting this critical as a area on which BWTS manufacturers need to

THE RACE TOWARDS USCG TYPE APPROVAL

work on. Furthermore, the final length and process of Type Approval certifications is still relatively uncertain as not a single system has received USCG Type Approval to-date. In reality the timeframe and exact process of Type Approval is still filled with uncertainty. BTWS manufacturers who are starting the process can go by the experience of others further ahead in the race.To throw more hurdles in place for the runners, the USCG has also indicated that once the Convention is enforced and systems start to receive USCG Type Approval, more and more details will be required for submission and testing may become even tougher.

The USCG Type Approval Front Runners The number of BWTS Manufacturers submitting their systems for USCG Type Approval has seen a rapid rise in recent months. 19 BWTSs are currently going through the USCG Type Approval process; 9 of these are UV-treatment based and the other 10 use electrolysis, deoxygenation, electrochlorination and other active substance-based treatment methods. With Ecochlor, Alfa Laval, OceanSaver and Optimarin deemed the current frontrunners for 2016 Type Approval, it is a question of who will take the gold medal and be the first to be awarded with full USCG Type Approval. The USCG commented that they are hopeful that a type approval will be awarded in 2016, but only time will tell.∎

Ship owners and ballast water treatment technology manufacturers await in intense anticipation, the Ballast Water Management Convention is frightfully close to reaching its entry into force criterion of ratification by

35 per cent of the world fleet’s gross tonnage.


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The latest Guidelines include alterations to the application date of the ballast water performance standard, additions and modifications of definitions, and a revision of standards for installation of BWTS. In 2010, ClassNK published the first edition of its Guidelines on the Installation of BWTS which contained information related to the selection of BWTS, general requirements and precautions related to installation, and a description of the procedure for the approval of ballast water treatment systems by ClassNK. In the latest edition of its Guidelines ClassNK has amended the application date of the ballast water performance standard based on the revised implementation schedule adopted by IMO Assembly resolution A.1088(28). Requirements relating to standards for installation

of ballast water treatment systems have also been expanded upon in the latest edition of ClassNK’s Guidelines in response to the IACS Unified Requirement (UR) M74 Installation of Ballast Water Management Systems that was adopted in September 2015. In particular, additional requirements for tankers carrying flammable liquids have been laid out in order to improve onboard safety, protect the marine environment, and ensure the structural strength and integrity of the ship. The Guidelines on the Installation of Ballast Water Treatment Systems are available on the ClassNK website for ClassNK ‘My Page’ users. Registration for ClassNK’s My Page service is free, go to ClassNK’s website at www.classnk.com and click on ‘My Page Login’. ∎

1 1 Y E A R S A T S E AThe Ecochlor® Ballast Water Treatment System: proven effective and reliable for over 11 years at sea. Meets or exceeds USCG and IMO standards.

Ecochlor System: Simple operation, rugged construction, unique technology.www.ecochlor.com

Ship Efficiency ReviewEnvironmental Technology

CLASSNK UPDATES GUIDELINES ON BALLAST SYSTEM INSTALLATIONSThe Japanese classification society has released amendments to its Guidelines on the

Installation of Ballast Water Treatment Systems (BWTS).


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Ecochlor is a company that has been very active in pursuing regulatory approvals and are very much a front runner in the race for USCG Type Approval. In May this year, they announced that they had successfully completed all land-based and shipboard testing for their ballast water treatment system (BWTS) at the Golden Bear Facility in preparation for submission of the application for United States Coast Guard (USCG) Type Approval. The first shipboard installations of their filtration and disinfection treatment-based ballast water treatment system (BWTS) were performed in 2004. They received Type Approval from the International Maritime Organization (IMO) in 2011, following a testing period of over one year and USD 1 million investment. The first step that the company took on their quest to gain USCG Type Approval was their BWTS achieving USCG acceptance as an Alternate Management System (AMS) in 2013. Fast forward to 2016 and the company is yet to receive USCG Type Approval for their BWTS, despite being the one of the companies closest to clinching the accolade. However, they do expect to be granted USCG Type Approval in 2016. The first action for Ecochlor when starting their journey toward USCG Type Approval for their BWTS was to select an Independent Laboratory (IL) for testing. At the time, Ecochlor only had two ILs to choose from – one was DNV GL and the other NSF. As DNV GL was the only IL to be associated with a classification society and with Ecochlor being interested in getting class approval, they chose DNV GL’s IL. Under the IL, Ecochlor then had to select test facilities for the 3 major tests that must be conducted under the USCG Type Approval requirements; shipboard testing, land-based testing and environmental testing. In 2014, Ecochlor selected the Golden Bear Facility for the shipboard and land-based testing. This facility gave them the opportunity to conduct two types of testing at one institution, something which saved them time and meant that testing could be completed sooner. Ecochlor was required to conduct the testing of three water types: brackish, high saline and fresh. This ensures that their BWTS will hold approval from the USCG, once Type Approved, to operate in all water qualities. Towards the end of 2014, once their testing facilities and IL were selected, Ecochlor submitted their letter of intent (LOI) to the USCG. Any BWTS manufacturers that want to pursue USCG Type Approval must submit an LOI no less than 30 days prior to the initiation of testing. The LOI must outline as much information as possible

about the IL selected, the test facilities selected and the general schedule for testing. Thus far, 32 BWTS manufacturers have submitted LOIs and out of the 32, 16 are currently engaging in testing, say the USCG. In February 2015, the Ecochlor BWTS was lifted on the Golden Bear Facility (GBF) vessel, via a 20 ft shipping container as per the GBF requirements, that state all BWTS equipment must fit into this size container unit. In April 2015, the Ecochlor BWTS underwent its first commissioning test. For this, manufacturers are allowed to be present, but are not allowed to operate the system. This first commissioning test was used as the first of five shipboard tests for the Ecochlor BWTS. These tests have to be conducted throughout a period of at least 6 months. The Golden Bear vessel was in port from April to May 2015 and it was during this time that the Ecochlor BWTS was subjected to tests with brackish and high saline water. Under the USCG rules five tests conducted for each water type. In May to August 2015, the Golden Bear sailed from the west coast of the US to the east coast of the US and then on to Europe. The ship board tests were performed when the vessel called at ports in California (US), Boston (US), Barcelona (Spain) and Naples (Italy). From September 2015 to March 2016, Ecochlor began the final process of land-based testing of the BWTS with fresh water. With all testing complete, Ecochlor is now finalising environmental testing at Retlif Laboratory. Once these tests are complete and data has been reported and summarised DNV GL as the IL will review the test data and submit a report of their findings for compliance with the Final Rule to the USCG. Ecochlor will then submit an official application to the USCG within the next few months. If successful, their journey to USCG Type Approval will be complete, a mere three years after it first began. ∎

INSIGHT INTO ECOCHLOR’S JOURNEY TOWARDS USCG TYPE APPROVAL

For those companies scoping how to start with United States Coast Guard (USCG) Type Approval for their ballast water treatment systems (BWTS), insight into the experiences of others that have

advanced through the process can prove invaluable.



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The routine cleaning of a ship’s hull and propeller to remove biofouling accumulation is a routine, periodical practice for most ship operators. Although there has been much innovation and advances in antifouling product development with resulting products that manufacturers claim prevent the build of surface biofouling, for ship operators that haven’t invested in these products, navigating hull cleaning services and costs remains on the agenda. Therefore, with easing ship owner and operator’s hull cleaning endeavours in mind, GAC commenced work on developing a unique online calculator that provides a method to compare savings that can be achieved through using different hull cleaning techniques. In April 2016 they officially launched a powerful online calculator tool that enables ship owners and operators to compare the costs associated with different hull cleaning methods. The Environhull calculator takes into account ship size, speed, voyage, fuel type, temperature and the chosen antifouling coating that is used and can be accessed by PC, laptop, tablet and smart phone. It also considers the associated and sometimes hidden

costs of using diver brushes or other abrasives that can damage hull coatings and lead to further expenses. It then compares the cost of these parameters with the fuel savings achieved by using traditional cleaning technologies and GAC’s own HullWiper Remotely Operated Vehicle (ROV) that claims to save 50-100% on fuel and operational costs. The calculator first asks the user to select the ship type from four options; bulk carrier, container, LNG/LPG and tanker. It then asks for the vessel size, operational speed and hull paint type. Ship voyage routes is next on the menu along with selecting fuel type and inputting charter rates. The user must select one of three fouling types; soft fouling, soft fouling with weeds or weeds and barnacles before proceeding. Once all of these fields are complete the calculator churns out two key figures based upon flat bottom clean and or side cleaning; the conventional cleaning cost and the HullWiper cleaning cost. It also gives the user hidden costs associated with diver cleaning and additional costs from fouling. This online calculator also gives more information around cleaning data, fuels costs on the route. The calculator is hosted on www.gacc.environhull.com ∎

COMPARING THE COSTS OF HULL CLEANING

Hull and propeller fouling is a big, costly issue for the industry

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The technology being developed amongst the project partners as part of the eSHaRk (eco-friendly Ship Hull film system with fouling Release and fuel saving properties) project incorporates a fine-tuned fouling release system, based on PPG’s premium 100 percent silicone binder technology, and a self-adhesive film specially designed by MACtac for underwater use. The project will address two key aspects relating to marine antifouling coatings. The first is productivity improvement with through the development of an easier and faster application of the fouling release system without the traditional constraint of overcoating intervals. The second is ensuring the minimum impact on Environment, Health and Safety requirements, waste reduction, no VOC emission and minimising the need for safety equipment at time of application. PPG’s SIGMAGLIDE® self-adhesive film is the antifouling product that sits at the epicentre of the project.

The eSHaRk technology applies PPG silicone fouling release technology onto a self-adhesive film specially designed for underwater exposure. As part of the project, new robotised application technology is being developed by VertiDrive which will be used to apply the film on large commercial vessels in an automated way. Furthermore, the surface morphology of the film will be optimised to enhance drag reduction, fuel savings and emissions reduction benefits to a level previously unattainable, say PPG. Following extensive laboratory testing, including flow channel drag reduction experiments conducted in a state of the art flow channel at HSVA, several small scale in practice applications have been successfully conducted and PPG is now looking for full scale testing and validation in operational conditions before market entry with the support of ND Coatings/Meyer Werft. PPG say evidence from a number of trial applications to-date evidence that the film system is offering a growing number of clear advantages at the newbuild stage. Going forward, PPG reports that both the number of trials, as well as the size of trial vessels will be increased in order to validate the system thoroughly prior to full scale commercial launch. According to PPG Product Manager Christophe Cheikh, this project is pivotal as although there are a number of fouling protection technologies currently exist in the marine market, a number of these solutions face challenges concerning their environmental impact, the efficiency of application and fouling protection potential. Which is a growing concern for the industry. Therefore, it was time for PPG to step up to address through the eShark project. For Cheikh, one thing he is certain of is that this new film-based technology has the potential to set a new standard in the market for fouling protection products.The eSHaRk project has a targeted launch date of 2018.∎

eSHaRk Infested Waters

An innovative project led by PPG, MACtac, Meyer Werft/ND Coatings, VertiDrive and Hamburg Ship Model Basin HSVA has set its sights on delivering an automatic application process for allowing an innovative

self-adhesive/fouling release film to be used on commercial sea-going vessels. PPG’s protective and marine business recently announced that the project had received an injection of EU funding.


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25 Ship Efficiency ReviewElectronics & Software

ELECTRONICS & SOFTWARE

BULLETIN

The drive for smarter shipping operations will result in further alliances being formed in the industry. Rolls Royce’s VP of Innovation, Engineering and Technology Oskar Levander voiced this prediction whilst addressing the Smart Operations Singapore conference, held in May this year. Levander supported the notion that advances towards smarter shipping operations must be supported by integrating the people in onshore offices and the ship together. Whilst this is a common statement made by many at these kinds of conferences, this was only a starting base for his predictions. The reality of a shipping company moving to optimising and managing its fleet from a shore based office is that heavy investment is required. Therefore, such heavy investment would only enable those companies with larger fleets to invest and move towards smarter, shore-based operations. This is what will drive alliances in the industry said the Rolls Royce representative. For smaller companies to reap the benefits of integrated, shore-based operations the market will see more consolidation. Or as Levander put it “new allied players and digital alliance”. ∎

Navico has secured International Maritime Organization (IMO) Type Approval for its SIMRAD MARIS ECDIS900 Mk 5 and Mk 15 electronic chart data information systems (ECDIS) by the Russian Maritime Register of Shipping (RMRS). The approved navigation systems are designed for use onboard ships that are required to comply with the SOLAS Convention (Safety of Life at Sea Convention), as amended. This stipulates that from July 1, 2012, newbuild passenger ships of 500 GT or more and new tankers of 3,000 GT or more must install ECDIS with suitable backup systems, with other rules governing other vessel types to be phased in to July 1, 2018. Following RMRS approvals last year for a suite of Navico/SIMRAD equipment, and a formal approval for the earlier generation MARIS900 Mk 4, this latest type approval is expected to make a significant impact in the commercial maritime and fishing sectors, particularly at a time when ECDIS is becoming mandatory for a large percentage of the world’s fleet in order to maintain high safety standards. ∎

Inmarsat officially launched their Fleet Xpress broadband solution in the first quarter of the year, stating that its arrival marks the start of new era that will see ‘smart’ ship operations become a reality. Fleet Xpress is based on Inmarsat’s new Global Xpress (GX) satellite constellation, which was launched into orbit during 2015. It combines the high data speeds of Ka-band with the FleetBroadband L-band service for unlimited backup. As a fully integrated service, it switches automatically between Ka-band and L-band, ensuring an ‘always on’ guaranteed connection with a committed information rate. Uniquely, Fleet Xpress can also empower third party application providers to enhance their existing services to maritime customers, and to develop a host of innovative new applications. This will include applications that drive ship

efficiency, real-time ship performance monitoring and more. The Inmarsat Service Enablement Platform (ISEP) allows Inmarsat’s Certified Application Partners to develop and publish innovative, content-rich applications that integrate with the Fleet Xpress service. To take advantage of the new service, ships will require a 1m or 60cm Global Xpress antenna and terminal, and a FleetBroadband terminal (either FleetBroadband 500 or FleetBroadband 250). This equipment is pre-commissioned on the network to provide quick and easy plug and play deployment, say Inmarsat. The Fleet Xpress hardware includes a Network Service Device (NSD) to manage bandwidth and traffic flow through Inmarsat-tested antennae and type-approved user terminals, offered by hardware partners Intellian, JRC and Cobham SATCOM.∎

SMART SHIPPING TO DRIVE INDUSTRY ALLIANCES

NAVIGATION SYSTEMS WIN RUSSIAN TYPE APPROVAL

INMARSAT OFFICIALLY LAUNCH FLEET XPRESS BROADBAND


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AkzoNobel’s big data tool that was launched to support ship owners and operators in quantifying potential fuel and CO2 reductions from the application of marine antifoulings now includes cruise ships. Intertrac Vision was created by AkzoNobel scientists in partnership with leading academic and commercial research institutes, including University College London (UCL), MARIN, Newcastle University as well as consultation with more than 30 ship owners and operators worldwide.The online tool was launched in late 2015 as a free, digital consultancy service. It takes into account total hull roughness (micro and macro) and roughness associated with biofouling and applies computational fluid dynamics (CFD) to different hull forms in order to make accurate predictions on the impact of Akzonobel’s marine fouling control coatings on the comparative powering requirements of a vessel. The tool uses hundreds of thousands of datasets and processes individual vessel parameters using proprietary algorithms and models to assess the impact of each fouling control coating. Key parameters involved include ship

This man can share much insight from his experiences. After all, his varying high level roles have put him at the coalface of smart shipping development for the past decade or more. As always, Coles prompted listeners to cast their minds into the future and scope the potential that the industry could grasp if engaged in smart shipping, e-navigation and connected working. He reflected upon how the power of Apple’s iOS operating system is present into everyone’s lives, connecting the varied range of Apple products that we have in our possession without us even realising. Have you ever stopped to think how powerful it is to have your iPhone, iWatch, iPod and iMac (if you are a prolific Apple fan) all connected, sharing all of your digital content, photos, music, contacts, messages etc? I know I certainly hadn’t. The Apple iOS platform allows users to connect just one user profile to a range of devices and it will share all of your content across each, which can all be controlled by the user. This is the kind of platform the industry needs, and that will be the future, Coles affirmed with much gusto. His message was that we can all work together with the same information, like the Apple operating system. All of the elements already exist in the industry as does the connectivity required to support such a system, we just need a platform. An

powering requirements, fuel oil consumption, fuel oil cost, CO2 emission predictions. With the addition of cruise vessels, the tool can now provide owners with proof of the ROI from the comparison of fouling control coatings prior to application. The Project Lead for Intertrac Vision has stated that by including cruise ships in the tool, Akzonobel can support the long term profitability and sustainability of the cruise industry. The company has also stated that they expect to LNG vessels to the technology shortly as part of the continued evolution of Intertac Vision. ∎

infrastructure to host it.Coles spoke heavily around how the status quo of the ship to shore relationship needs to change. He believes that more and more decision making will be made from the shore in coming years and decades. The need to take mundane paperwork and tasks off the ship, allowing crew to concentrate on what is important, running the ship and getting it safely, and efficiently, from A to B is more crucial than ever he says. And the ecosystem that Transas is currently developing will support this transition. But to transit to the industry that Coles speaks of, we need to change current attitudes to smart attitudes, says this expert. Also, the role of the master and the chief officer was something Coles put under the spotlight many times during his speech. People within these roles are now being expected to be a “super mariner”, as Coles puts it, and this needs to change to there being more shared responsibility, he stressed. The master needs to feel more enabled and automation needs to support his decisions, he says.However, the fact that automation can only take the industry so far was heavily emphasised by Coles. His belief is that the attitude has to change towards how we work between ship and shore in order for us to move into a smart shipping world. ∎

ANTI-FOULING BIG DATA TOOL EXPANDS

APPLE iOS FOR SHIPPING?When the CEO of Transas, Frank Coles takes to the podium at a conference you know you are in for an

engaging 15 minutes. His speech at CMA Shipping 2016 was no different.

Ship Efficiency ReviewElectronics & Software


27

Many claims are made by eco-technology manufacturers regarding their ability to cut fuel usage and, importantly, deliver cost savings for shipowners and charterers. But ultimately is it the credibility of these claims that will dictate whether or not they are to be believed; who is making the claim? How have they arrived at the figure? And what proof do they have?

There are many new technologies, fuels and tools being introduced to the market. However interesting and innovative they may seem, shipowners and operators must be presented with a sound business case enabling them to understand exactly how a vessel will benefit. It is crucial that they completely understand the ROI that each solution promises and how that will impact future operating costs. Common sense dictates that the industry will be much more receptive to a proven, measurable technology than one with hypothetical, unverified projections. In today’s operating environment, risk aversion is a necessity. Despite the current downturn in fuel prices, the market remains challenging and many companies have turned to ‘clean tech’ for existing vessels and newbuilds to improve efficiency, environmental credibility, and to deliver a competitive edge. The multiple technologies available range from dramatic state of the art air lubrication or harnessing wind power, to fuel additives and software solutions that can provide subtle changes or decision support. Each provides different measurable data, and different conditions present unique variables that need to be filtered out of the results they produce. But the one thing that they all have in common is that proven results are crucial to commercial success. As the breadth of solutions increases, securing the interest of the market becomes more difficult, which is why independent third-party data capture and analysis to provide easily understandable and tangible evidence for their claims is as critical as ever. Measurement and analysis conducted by credible and well-known industry data specialists provides a solid foundation from which to credibly communicate the potential of a technology to both potential clients and investors. Norsepower’s Rotor Sail Solution is an excellent example. Norsepower offers a modernised version of the Flettner rotor, a spinning cylinder using the Magnus effect to harness wind power to deliver forward thrust. When the wind conditions are favourable, Norsepower Rotor Sails allow the main engines to be throttled back, saving fuel and reducing emissions while providing the power needed to maintain speed levels and retain voyage time. One Norsepower rotor sail was installed as a trial on Finnish ship owner, Bore’s, 9,700 DWT Ro-Ro carrier, M/V Estraden. ClassNK-NAPA Green monitoring and analysis was also installed to verify the efficiency savings delivered by the rotor sail. To deliver an accurate result it was essential to take into account factors such as wave and wind resistance, propeller efficiency and the effect of different drafts and tide conditions. By continuously monitoring the ship’s performance NAPA identified the baseline efficiency for a vessel without the technology active. With this baseline in place analysis can identify and filter out the effects of waves, tides and draft on fuel consumption. From this analysis NAPA was able to confirm a fuel saving of

2.5% from a single Rotor Sail. As a result of the proven effectiveness of this technology, Bore installed a second Rotor Sail on the same vessel, the first commercial order of the technology. This installation has also been verified by NAPA with fuel savings of 6.1% recorded on the vessel with the addition of the second Rotor, more than doubling previously recorded savings. This data analysis and verification has been fundamental to Norsepower’s business development by proving the effectiveness and applicability of its technology on operational commercial vessels. A syndicate led by Power Fund III, a clean tech venture fund managed by VNT Management, has now invested €3 million to support Norsepower’s growth and market expansion. In addition to the expanded market potential offered by the first commercial purchase, this evidence has also helped Norsepower increase its enterprise value and protect the ongoing commercial activities of the company. It could be argued that current market conditions may stifle innovation. However there are clear opportunities for fuel savings technologies that genuinely deliver results. Shipowners and operators are more risk averse than ever, so unverified estimates or model trials often don’t provide the assurance that boards must have to make crucial purchasing decisions. But by enlisting rigorous real-time monitoring and analysis, technology companies can elevate themselves from the crowd and make the leap from ‘interesting and innovative’ to ‘established and proven’. And that commercial credibility is what provides the business case for installation. ∎

HOW CAN THIRD PARTY VERIFICATION IMPROVE COMMERCIAL CREDIBILITY? By Jouni Salo, Product Manager,

Shipping Solutions, NAPA



29

Since the time between noons is based on the time kept by the ship, this is not always 24 hours. The time kept by the ship is changed by the crew depending on which time zone she is operating in. Therefore a ship sailing westward gains time, which means when the clocks are adjusted on board, the time to the next noon is now 25 hours. Likewise, for a ship sailing eastward the time between the two noons ends up being only 23 hours. For a ship on a voyage of several days, the data received from noon reports is not easily comparable as the data sample every day along the voyage is different based on whether the ship’s time was changed by the crew or not. In addition, the managers that monitor these reports ashore, receive them at different times of the day and night as the ships change time zones. This means that the companies do not know in real time what every ship is up to. One would wonder why the entire shipping industry would lay the foundation of ship monitoring and reporting based on a moving target, i.e. ship’s noon time which varies based on the ship’s location. The reason GMT has not been picked as the accepted standard for timekeeping is perhaps because the industry is steeped in tradition or may be even linked to the origins of the noon report. Historically, the only time the ship accurately knew its position in the open ocean was at noon every day. At all other times the position of the ship was based on an estimated calculation (also known as Dead Reckoning) from the previously determined position. To determine the accurate position of the ship, the officer on watch, used the sextant and the chronometer to calculate the longitude in the morning and the latitude at noon. It was important to determine the position of the ship to know what course to steer. Gradually with better communication and an advantage in knowing the best ETA, reporting the latest position of ship

became a practice and hence the story of the noon report began. The initially noon position reports were sent over telex and radio. Today some noon reports have become so elaborate that it takes the designated crew several hours (from morning to noon) to collate all the data required from different areas of the ship, i.e. cargo control rooms, engine rooms, bridge, etc. However, what started and evolved as an innocent position report has slowly but steadily become a monster – with various formats of noon reports being provided to not just ship owners and managers, but also charterers, sub-charterers, weather providers, ports and terminals, oil majors, commodity traders, agents, etc. to name a few. Adopting GMT as the standard time for all reporting, would in today’s global era, certainly make life a lot less complicated. Unlike in the past where accurate position was known only at ship’s noon, today the GPS position is available throughout the day. With modern communication systems and real-time data collection platforms, it no longer makes sense to continue noon reporting. Real time access to on-board data will not only provide companies the status of vessels at any given time and more importantly at the time of need, but also free the crew to deal with the actual task of operating the vessel efficiently in today’s minimum manning environment. To ensure the efficiency of the larger global supply chain (in which shipping plays a significant part), it is likely that a single unified time will eventually evolve to be the norm. There is no question that early movers will have substantial edge over their rivals when they can show greater efficiency and control of operations. It remains to be seen as to who is courageous enough to break with perhaps a 100 year tradition and bin the noon report in its current form. This in itself will be a giant leap for an industry that is known for being reactive instead of proactive in embracing change. ∎

WHO WILL BIN THE NOON REPORT?

Virtually every shipping company today uses noon reports to understand and monitor what is happening on their ships. These reports are traditionally sent by the Captain every day, based on data gathered

manually by the crew. The content and format of the report is usually pre-agreed by the company and sent at noon. The noon report has grown over the years to give a snapshot of what has happened on board the

ship since the previous noon i.e., in the last 24 hours.

By Capt. Melvin Mathews, Maritime Director, Eniram


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31 Ship Efficiency ReviewFuels & Emissions

FUELS & EMISSIONS

BULLETIN

Millions of Euros of funding has been awarded to German innovators Becker Marine for their LNG PowerPac system under the framework of the German government’s mobility and fuel strategy, promoting LNG as an alternative fuel for marine applications.LNG PowerPac combines a gas-powered generator with a 1.5mW output and a 20ft LNG ISO tank within a 2x40ft container footprint. It can deliver 8.2 tonnes of LNG, creating a supply of energy on board for up to 30 hours.If a ship should require a greater volume of LNG fuel, LNG PowerPac containers can be stacked on top of each other in a modular fashion, thus giving up to 60 hours power supply. Once the container ship is moored, standard loading equipment at the port of call lifts the PowerPac on board. There, it provides energy to the on-board power supply during layover. Becker Marine say that it offers a simple and flexible fit with the vessel’s loading configuration. According to the German company, its output matches the voltage of the onboard electrical system and can be controlled by onboard electronics with no additional transformers and frequency converters required. ∎

DNV GL has launched a brand new class notation that supports ship owners in making their newbuild vessels “scrubber-ready”. Acknowledging that exhaust gas cleaning is a technology that is set to stand firm in the industry, DNV GL have continued their efforts to support ship owners in future proofing their vessels in order to stay a step ahead of future regulation. The notation can be awarded to ships that have planned and partly prepared for the installation of an exhaust gas cleaning system (EGCS) for the removal of SOx at a later date and identifies the general type and category of scrubber systems than can be installed on the vessel. It also details the level of scrubber readiness, with the minimum scope attesting that the space available and future installation arrangement meets class and statutory requirements. This can be expanded to include more extensive preparations, through to a complete review of the scrubber documentation according to main class rules, including the certification and installation of piping and sub-systems. For shipyards, working with the SCRUBBER READY standard gives an easy framework within which to offer future-ready ship designs to the market. ∎

The Antwerp Port Authority has signed a 30-year concession agreement with energy provider ENGIE to develop an Alternative Energy Hub for liquefied natural gas (LNG) at the port. The Alternative Energy Hub will be the first shore-to-ship LNG bunkering in Europe for inland and coastal navigation, dredgers and tugboats. The project is to consist of three different parts. An LNG shore-to-ship bunkering station for inland navigation; LNG and CNG filling stations for road transport; and charging stations for electric vehicles.

The concession will take effect on 1 October 2016. Following the construction of the LNG bunkering station, LNG will be continuously available in the port from 2017 onwards. ∎

CONTAINERISED LNG SUPPLY SOLUTION GETS GIANT GERMAN GRANT

DNV GL LAUNCH SCRUBBER READY CLASS NOTATION

PORT OF ANTWERP TO GET ALTERNATIVE FUEL HUB


32Ship Efficiency ReviewFuels & Emissions

THE ELECTRIC FUTURE

Onshore power supply is known to many as ‘cold ironing’ in reminiscence of a time when ships had coal-fired engines that would go cold when the ship’s crew stopped stoking the engine with coal when in port. These days, cold ironing represents the practice of a ship’s main engines being shut off when the ship is berthed, the flow of diesel fuel being halted and the ship connecting to onshore power supply so that it runs solely off electricity. In the last few years there has been a flood of interest in shore power within the commercial shipping industry, investments in the technology and infrastructure is growing and this practice that once was pioneered by the military for naval ships is now increasingly being invested in for use by commercial ships. This uptake of shore power by the commercial industry has in part been accelerated by the fact that ships are responsible for around 50% of the total air emissions emitting from ports and the regulators are cracking down on ship emissions and environmental impact. Powering a berthed ship from a port’s electrical grid is a major method of reducing SOx, NOx, particulate matter, VOC, and depending on the electricity mix available, CO2 generation. Many sources quite that shore power offers a staggering 95% emission reduction potential. Also, noise and the vibrations linked to the use of auxiliary engines at berth are a common nuisance for port area residents. These vibrations are completely eliminated when shore power is utilised. The demand from ship operators for shore power has also increased as they strive to meet increasingly stringent environmental regulations in ports. The presence of shore power infrastructure in ports makes them more attractive, especially to cruise operators and offshore vessels. However, a significant barrier to shore power uptake for commercial shipping ports previously inhibited widespread investment in the technology at the start of this decade. This barrier was the lack of an international standard for shore connection systems. Various ship voltages and frequencies, and vendor- and site-specific cable connections meant that a ship was more likely to be tied to a single port than to be able to take advantage of other ports with shore power available. A

shore connection standard is very much a lynchpin because ships are going from one continent to another berthing in different ports, amongst many different ship types. Interoperability between all these ship types and ports was a major factor that had to be overcome through an international standard adoption in order for the investment floodgates to open. This barrier was overcome through the adoption of the

international standard IEC/ ISO/IEEE 80005-1 in 2012. This standard specifies voltage, cables, plugs and major safety requirements for each ship type. Effectively, this new standard enables ships to plug into any port worldwide. Another factor that sways the

ports decision to invest in shore power technology, like any other technology investment decision, is the financial benefits. For ports, the process of weighing up the environmental and financial benefits against the upfront investment for the electrical system in port and costs associated with providing onshore power, such as maintenance and electricity costs, is the first step. It is widely reported that providing onshore power can offer an attractive business case for ports: by selling electricity for slightly more than purchase prices, onshore power represents a new revenue axe for port entities. Furthermore, it can increase the port’s attractiveness to ship owners and operators and boost business. Then, return on investment calculations are a function of the occupation rate of the berth, the power supplied and the differential between energy purchase and selling price. According to shore power giants Schneider Electric, the investment in their ShoreBox shore power solution can be recouped within four years and they advise that ports seek out regional funding streams that can support shore power investments, for example in Europe that available

The global electrification trend is rapidly expanding in the shipping industry, driven by the challenge of improving air quality and reducing noise at global ports associated with berthed ships.


By Catherine Austin, Editor


Ship Efficiency ReviewFuels & Emissions33

under the TEN-T (Trans- European Transport Network) framework. This time last year, the Port of Bergen officially opened its shore power system for offshore supply vessels (OSV) by connecting the anchor handler Skandi Vega, a DOF Group vessel to the Norwegian grid. At the opening ceremony at the port, representatives stated that if all OSVs were to connect to Bergen’s shore, annual savings could lead up to EUR 320,000 and to a whopping EUR 21million if all ships used onshore power. From a ship owner’s perspective, to take advantage of shore power at ports the ship first needs to be made ‘shore power ready’ by installing shore-power cable receptacles and an associated electrical management system. This cost is much lower for newbuilds that are constructed with shore power connection equipment, as opposed to making structural changes to retrofit an existing ship with the same equipment. While costs can vary significantly, Schneider Electric estimates that incorporating shore power equipment into a newbuild would typically cost around EUR 8,000 as opposed to anywhere in-between EUR 200,000-500,000 for existing ships. In light of the emissions and noise reduction potential and the financial investment and returns, shore power

remains a growing choice for many ports. The Port of Marseille joined the growing list of ports that have installed shore connection. In February, the port of Shanghai announced that it is to build six electric generators at its cruise ship terminals to provide onshore power to ships at berth. The first high-voltage electric generator will undergo a trial run by September this year at the Shanghai Wusongkou International Cruise Terminal, one of the city’s two cruise liner ports. The Port of Hueneme, in California recently launched the second phase of its Grid-Connected Shore Power System. The shore power project at the port has been running for 30 years with the aim to reduce emissions of particulate matter (PM) by 92% and nitrogen oxides (NOx) plus greenhouse gases (GHG) by 55%. In April 2014, Phase 1 of the shore power system went online, and has been successfully used by many ships including those from Del Monte Fresh and Hamburg Süd. In April, Finnish power and automation titans ABB signed a Memorandum of Understanding (MOU) with Cavotec that that connected them in partnership to offer turn-key cold ironing solutions to ports together. With infrastructure growing and alliances between technology providers blooming, it seems that the future is electric.∎

The study report acknowledged the fact that market penetration by alternative fuels has already begun. Nonetheless, despite progress being made with cleaner and greener fuels, the shipping industry’s greenhouse gas emissions (GHG) are substantial. Therefore, the spotlight is on the industry to decarbonise. For the EU, their drive to explore ways in which this sector can decarbonise is partly fuelled by shipping’s share of GHG emissions in Europe. In 2013, shipping emissions represented 4% of the EU’s GHG emissions. Without action, experts say that the shipping industry’s emissions are expected to more than double by 2050 compared to 2010 (+51% in the EU), owing to global economic growth and the associated transport demand. In a move to assess which fuels are best placed for the decarbonisation of shipping activities, JRC examined the shipping sector, including market share, emission related issues, fuel standards and present legislation. They also analysed different alternative fuels, engine types and the introduction of alternative fuels,

even extending as far as reviewing low sulphur grade diesel fuels, biofuels, traditional fuels, gaseous fuels and battery operated propulsion, Fischer-Tropsch (FT) or synthetic diesel, pyrolysis oil, hydrogen in combination with fuel cells, solar power and wind energy as potential alternatives. The scope of this research project was rather colossal. Results from the study revealed that from a long-term perspective, moving to LNG and methanol is strategically attractive as each of the two fuels has a biofuel counterpart, biomethane and biomethanol. This means that ships and infrastructure built for LNG and methanol can be used to supply bio methane and bio methanol without a large overhaul of installations. This could equate to using the two fuels as transition fuels before making a major shift to biofuels. However, their potential use will depend on a number of factors, including environmentally sustainable biomass feedstock for their production, cost-effective production technologies and ultimately on their market penetration. ∎

ALL HAIL THE DECARBONISATION

CHAMPIONS A study conducted by the European Commission’s Joint Research Centre (JRC) has found that liquefied natural

gas (LNG) and methanol are the fuels best suited for the decarbonisation of the shipping sector.

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Ship Efficiency ReviewFuels & Emissions35

Endeavouring to rectify the somewhat tarnished perception of emulsified fuels a Finnish company, Keppel Offshore & Marine’s subsidiary Blue Ocean Solutions (BOS), successfully broke down the domineering barrier to emulsified fuel uptake in the shipping industry by proving that their water-in-fuel emulsion technology actually improves the condition of an engine. This recent milestone for emulsified fuels may shock some naysayers that believe that water-in-fuel emulsions can cause more damage than good, but the recent testing of BOS Emulsified Fuel System (EFS) that conducted by an independent, well reputed engine diagnostics company gives the proof needed to quash concerns.

FLAME MARINE COD-ANALYSIS (0% and 8% water)The tests were conductedon a DOOSAN MAN B&W 12K98ME-C6 engine.

• Engine Load & RPM : 21.7% / 57.8 RPM (MCR 54,120kW / 97 RPM)• Cylinder Oil consumption : 15.0 lit/hr (ExxonMobil Mobilgard 570)

• Fuel Oil %S and Vanadium Content : 3.2% / 164 ppm (before engine)

The fuel savings potential for the BOS EFS is also significant. BOS state that the performance of 2-5% fuel savings has been proven and verified by ship owners and classification societies DNV GL and Lloyd’s Register. In order to ascertain accurate fuel saving data, the company uses fuel flow meters. Wärtsilä has also tested the system under the Project Hercules on medium speed engine Wärtsilä 6L20CR operating under Miller cycle with a two-stage turbocharger and running on marine gas oil (MGO). The tests confirmed improved fuel efficiency with no need for chemical additives. With consistent results, verified by independent classification societies on ships and engine manufacturer on test bed, the BOS EFS has proved that emulsified fuel can bring significant fuel savings adding to the well-established NOx reduction, if done correctly. BOS are in fact somewhat of a pioneer of emulsified fuel technology. Dr Jerry Ng KL, the founder and CEO of Blue Ocean Solutions was one of the members of the team that pioneered the application of emulsified fuel technology to motor ships at the University of Newcastle, UK. His R&D work goes back to the early 1980’s.

BREAKING DOWN THE BARRIERS TO EMULSIFIED FUEL UPTAKE

However, despite the numerous references and consistent test results, BOS has been cautious with public announcements until there have been adequate independent verifications by namely: classification societies, engine manufacturers and ship owners. They believe that it is important that the 2-5% fuel savings, trouble free operation and improved maintenance has to be independently verified. Anything else is hearsay and unproven. That is their firm standpoint. The number of repeat orders that BOS receives from ship operators is testament to the reputation and proven benefits of the BOS EFS. APL recently placed a repeat order for 10 additional BOS EFS for their 10K TEU container vessels after successful implementation on two of their “I” class containers. The first of the ten additional installations started on July 2015 and all 10 installations are expected to be completed by June 2016. Both “I” class vessels have been operating the EFS with savings of more than 2% successfully and without any problems for than 2 years. The company also secured a repeat order from Diamond Shipping, one of the largest owner and operator of modern medium range product tankers in the world. They will also be installing 2 BOS EFS units to Carnival P&O cruises in late May/early June this year. Other BOS customers include Regent Seven Seas Cruises, Townsend Thorensen, London Overseas Freighters, B&I amongst others. ∎

Water-in-fuel emulsion is a technology that has been plagued by concerns over the impact potential on marine engines over the last decade or more. This hasn’t been aided by many manufacturers

popping up in the market and dropping out again within a matter of years.


36

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Ship Efficiency ReviewFuels & Emissions


37 Ship Efficiency ReviewShip Design

SHIP DESIGN

BULLETIN

Global NGO Peaceboat has set its sights on delivering the world’s most sustainable cruise ship. The Ecoship project’s 55,000 GT ship design will be inspired by nature and include a number of eco-features such as renewable technology to increase energy efficiency. The design of the Ecoship vessel will combine wind energy, anti-drag elements and cleaner fuels to achieve 20% cuts in propulsion energy, 50% cuts in electricity load and a 40% reduction in CO2 emissions compared to similar ships built before 2020. Developed by a team of over 30 engineers, scientists and thinkers from the fields of ship-building and eco-technology including renewable energy, architecture, biophilia and waste management, the Ecoship will feature a propulsion system that will achieve higher efficiency than any cruise ship today and aims to break new ground in how natural propulsion is perceived in the cruise industry. ∎

Korean shipbuilding group Hyundai Heavy Industries (HHI) currently holds the greatest market value of newbuilding contacts on order globally, according to conducted by Vessel Values. According to the analysis, wherein the top 5 global shipyards were ranked according to their current orderbook values, HHI currently holds newbuilding contracts surmounting to USD 24.423m. Korean shipbuilding group Daewoo grasps second place on the ranking, with newbuilding orders to the value of USD 19.901m. Then fellow Korean shipbuilder, Samsung, holds fourth place on the ranking with an USD 10.469m orderbook value. China State Shipping Corp holds third place on the ranking with USD 15.072m and Japanese shipbuilders Imabari rank fifth with an USD 9.894m orderbook. However, although HHI holds the number one spot on this ranking, they have suffered the largest decline, down by 12%, but fifth-placed Imabari of Japan, enjoyed a 9% increase in the value of its orderbook. ∎

REEDEREI NSB have been presented with an Innovation Award for its patented widening concept that it both developed and implemented on three container vessels. The vessels MSC GENEVA, MSC CAROUGE, and MSC LAUSANNE were widened in 2015, each over a period of three to four months. By widening, the vessels become significantly more efficient and thus more economically attractive to charterers and owners. The widening process required each vessel to be cut in to four parts and then new pre-fabricated segments of

steel are inserted before everything is rejoined. The conversion also includes fitting the vessels with a bulbous bow more suitable for slower speeds and a new propeller. Due to the increase in container capacity, REEDEREI NSB Energy Efficiency Transport Index (EETI) improves by 30%.When slow steaming speeds this figure can rise to 50%. The Innovation Award was presented at the European Marine Engineering Conference and Awards in the first quarter of this year. ∎

PROJECT AIMS TO DESIGN WORLD’S MOST SUSTAINABLE CRUISE SHIP

KOREAN SHIPBUILDER GROUPS DOMINATE GLOBAL

ORDERBOOK TOP 5

REEDEREI NSB AWARDED FOR WIDENING PROJECT


38

In fact, the EEDI was a regulation that was hailed as a catalyst to stimulate continued innovation and technical development of all the components influencing the fuel efficiency of a ship from its design phase. Therefore, it holds the potential to greatly impact ship design and clean technology uptake. A three-step phase-in of the EEDI occurs in five-year increments: 10% greater efficiency for ships delivered between 2015 and 2019, 20% between 2020 and 2024, and 30% after 2025. Future ship efficiency improvements are determined relative to a baseline average efficiency of ships built between 1999 and 2009. Regulation 21.6 of MARPOL Annex VI requires, at the beginning of phase 1 and at the midpoint of phase 2, the review of the status of technological developments which may contribute to the improvement of the EEDI. The fact that the regulation states that if proven necessary, MEPC will amend the relevant requirements, i.e. “when to start the phase,” “the EEDI reference line parameters” and “the reduction rate ” means that any changes could yield great ramifications for ship design. Any changes made would induce significant change that would most certainly

impact ship design. Therefore, all eyes were on an interim report from the EEDI review group of the IMO in April. Therefore, the presentation of the EEDI Review Group’s Interim Report of the Correspondence

Group on EEDI review required under regulation 21.6 of MARPOL Annex VI by Japan provoked much debate. In the interim report, it was recommended to retain the reduction rates based on the conclusion that the phase 2 criteria can be achieved. In summary, the EEDI Review Group proposed that:

1. The current regulatory time periods and reduction rates for attained EEDI should be retained;

2. More descriptive information on innovative technologies should be included in the IMO EEDI database;

3. Length Breadth and draft should be included in the database. Alternatively dimensional ratios could be included; and

4. A revised coefficient for ice-class ships should be included in the Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66))

One of the comments from during the session was that ships that have not used the EEDI have managed to keep the same energy efficiency as those that have. The Clean Shipping Coalition (CSC) stated that over-compliance is occurring, with over a third of ships built in 2015 surpassing the EEDI Phase 3 requirements. Even without using technologies and slow steaming methods, energy efficiency of ships is still improving. CSC also stated that market changes are driving efficiency gains with those

ships built to adhere to the EEDI and those ships not both achieving the same energy efficiency. Although they did not state that the EEDI is not having a direct impact, CSC suggested that different ship types should have different requirements for energy efficiency and asked the committee group to consider this. They also drew on the importance of making sure that gains in the EEDI are still kept moving forwards as there is some risk that ship design could go back to how it was previously if energy efficiency gains are not being met through the direct use of the EEDI. CSC suggested that the committee group continues its work and looks into the phase 2 requirements for future decisions. Finland agreed with CSC’s comments, suggesting that safety should also be considered and reviewed by the correspondence group, including the use of power correction factors for ice class ships. Interferry supported Finland, highlighting that cargoes and Ro-Ros in particular are customised for EEDI with Turkey proposing that dimension parameters in data for EEDI are included to contribute to data collection for technology improvement purposes. As a result of the deliberation, it was agreed to continue to conduct the review considering the lack of data used for this review. So no immediate changes at this time, but no guarantee that changes to the EEDI regulation and its 3-step phase-in timeline are yet to come.∎

EEDI DRIVES DESIGN DEBATES

Ship Efficiency ReviewShip Design

Through the development of the Energy Efficiency Design Index (EEDI), the International Maritime Organization (IMO) established a regulation for new ships that aims to promote

the use of more energy efficient (less polluting) equipment and engines.


39

But when it comes to specifying BWTS to manage this process there are different considerations facing new build vessels and existing ships. Yards need to identify the options for installing ballast water treatment systems in original specifications – both within the construction programme or through retrofitting. This, as advised by Lloyd’s Register, may involve providing system drawings to show how a selection of different treatment options could be fitted, ensuring that sufficient space has been allocated for retrofitting treatment systems if they are not included in the initial build. Service connections should also be fitted to ballast systems in preparation for retrofitting of the selected treatment equipment. For existing vessels, operators will need to be aware of all modifications necessary to fit systems, and it could be necessary to obtain schematic arrangements and equipment drawings from the system supplier in order for the technical department to develop a work plan. This may alternatively be provided by the supplier but the ship operator will still need to provide the vessel’s ballast water system drawings, functional requirements and details of compartmental spaces where the equipment is to be fitted.

Careful ThoughtSelecting a treatment system should involve a number of key steps to ensure success. The first is to consider initial aspects such as vessel type and characteristics, ballast capacity and flow rate requirements before moving onto technical and operational considerations. These include the time required for treatment to be effective, ballast and treatment pumping rates, characteristics of ballast system, health and safety, in-service operational requirements, explosion proof equipment (particularly apposite for oil tankers), power requirements and onboard systems, controls and alarms, and space constraints. Following these steps, treatment options need to be considered. For example, will the requirement be for filtration or treatment or a combination of both? What chemical options are required? Will mechanical means such as cavitation (the formation of vapour cavities in a liquid) be required and what about UV radiation and ultrasonic? Careful thought needs to be given to choosing a supplier and reviewing specifications before moving ahead to the final stage of purchase and installation. And here, experience in the sector counts – the benefit of opting for a supplier that understands the legislation, has established marine experience and expertise with a worldwide reach and can ramp up volumes very quickly as the regulations kick-in cannot be overstated if project systems are to be designed and delivered on-time (and supported on a global basis). Ship operators will need to provide a tender specification for the potential ballast water treatment which includes control suppliers detailing technical requirements covering pump flow rates and diagrams of the pipework with connection details, pumping capacities and valve sections clearly shown. Compartment details, available power supply and routing for control cabling

and certification requirements also needed to be included. Furthermore, in addition to price it will be important to factor in installation and commissioning costs in the tender alongside training requirements, forecasted operating costs, maintenance and support, delivery times for supply and fitment and any special yard facilities or ship modifications for equipment installation. Ballast water systems should also include an integrated visual alarm for the purposes of cleaning, calibration and, if necessary, repair and maintenance – and these events should be recorded by any control equipment integrated with, or certainly located close to, the ship’s ballast water systems.

This year will see the IMO’s Ballast Water Management (BWM) convention finally ratified, which will have a significant impact on the marine sector. It is estimated that more than 60,000 vessels

worldwide, including 5,000 oil tankers, will need to be retro-fitted with BWTS to ensure compliance.

THE IMPORTANCE OF STANDARDISATION

By Ian Hamilton, Ballast Water Treatment Systems (BWTS) project leader, CMR Group


Ian Hamilton is the sales manager for marine electrical wiring control and

instrumentation specialists CMR UK.

He is a specialist in creating and delivering new business diversification

strategies and has a wealth of experience in engineering businesses with previous positions held including managing director and sales director.

His role within CMR is to identify and acquire new business opportunities specifically but not exclusively in the

marine and energy markets. This includes leading the global ballast water treatment systems’ team,

where he is playing a pivotal role in the development of a range of value

added solutions, alongside work in the development of new products for the wind turbine and monitoring markets.


www.cmr-group.com


40

Control TechnologyCumulative investments of over USD 30bn are expected to be made into ballast water treatment systems over the current decade, according to a Frost & Sullivan study. This will involve thousands of maritime vessels requiring a system to be installed between now and 2020, driving massive requirements for orders. However, all these systems will need control and monitoring systems to ensure proper performance and prevent time consuming and costly damage to components. The two main water handling methods for BWTS are either systems for treating the water before it reaches the ballast tanks (In-Line) or ‘In-Tank’, which treat the water in the tanks during a vessel’s voyage. Vessel size will affect panel specification but there’s also a need for a degree of flexibility for BWTS OEMS and their customers - vessel operators - who will need to blanket-fit thousands of installations with different configurations. The key to meeting requirements here is to adopt a modular approach - close co-operation with OEMs to modularise and standardise control panels. This can reduce costs, and cut delivery manufacturing lead times, allowing OEMs to focus on core components such as the UV lamps or Chlorination while taking advantage of standard parts and consistent pricing as they build their BWTS. Standardised panel systems such as CMR Group’s Goldfinch are being developed with OEMs, simplifying the process from specification to final delivery and contributing to improving BWTS time-to-market.

Following ratification of the BWM convention, the BWTS market will grow significantly which in turn, is likely to create an extremely competitive market for associated technologies and allied systems. So panel control standardisation, and the capacity to cut delivery times, are going to be critical factors in the battle to secure overall system sales. Shared working in partnership will be important to expanding BWTS OEMs’ offering and maximising sales potential. After all, if it’s beneficial for one, then it could be advantageous for all OEMs working alongside companies such as CMR, who can build common types of panels which ultimately aids industry standardisation. ∎



41

In fact, the study suggests that economic cycles are having a greater impact on efficiency improvements than the EEDI. The expert study, entitled ‘Historical Trends in Ship Design Efficiency’, was produced for the Clean Shipping Coalition (CSC) in order to understand the factors that have contributed to energy efficiency change over time. Interestingly it found that newbuild ships that have an EEDI which meet or exceeds the required standards have performed the same as those which are older and not required to meet the index parameters. The study also found that ship efficiency changes witnessed in recent years appear to be the result of high fuel prices rather than the due to effect of regulation.According to the study, two-thirds of containerships, half of general cargo ships and a quarter of tankers launched in 2015 already overshoot regulatory requirements for the 2020 EEDI standards without the use of innovative technologies. This suggests that improvements in design efficiency are due to market conditions, rather than being the bi-product of standards such as the EEDI standards. The study also examined economic cycles and historical

fuel prices and concluded that ship efficiency gains are intrinsically linked to fluctuating fuel process and varying economic cycles. The study also exposes the fact that there is a risk that the EEDI may just prevent a reversion to the less efficient ship designs of the past, rather than encouraging design improvements. However, the study does state that the impact of the EEDI standards may become more important in the coming years as a result of the lower fuel prices. These experts predict that if the EEDI requirements are heightened, making energy efficiency requirements greater, then the design efficiency of ships could increase once again. Following the publication of the study results, members of the CSC, chiefly NGOs Seas at Risk (SAR) and Transport & Environment (T&E), have voiced their concerns over the lack of impact the EEDI has had on ship efficiency. The IMO Marine Environment Protection Committee (MEPC) is to engage in discussions on the EEDI 2020 target to understand whether the stringency of the regulation should be retained or amended. ∎

DOES EEDI DRIVECLEAN TECH UPTAKE?An expert industry study, published in March 2015 by CE Delft established that the Energy Efficiency Design

Index (EEDI), as set by the International Maritime Organization (IMO), is not driving technology uptake.

The International Code for Ships Operating in Polar Waters (Polar Code), which will enter into force on January 1, 2017, covers a range of requirements that relate to the safety and environmental impact of ships operating in polar waters. The Polar Code prohibits the discharge of oil into the sea, bans heavy fuel oil (HFO) in the Antarctic, considers the use of non-toxic biodegradable lubricants, carries out measures to reduce the impact of aquatic non-native species transfer and prohibits the discharge of sewage, plastic and regulates the discharge of foods waste among other environmental and safety measures. Therefore, ship designers, like Foreship, are being forced to innovate around requirements to ensure that vessels meet stringent requirements whilst operating in the remote and ecologically sensitive Polar regions. The ships for Crystal Cruises and scenic will be based

on the Foreship project design. The Foreship design Incorporates ice class PC6. Therefore, the design takes into account the safety requirements stipulated by the Polar Code including stability considerations for ice accretion and the challenges that ships face when operating in low temperatures. Deck machinery, lifeboats, escapes and firefighting systems need to work in low temperatures, all covered by the Foreship design. ∎

INNOVATING FOR POLAR CODE COMPLIANCE

Crystal Cruises and Scenic have engaged with Foreship to design and construct ice-class vessels that are fully compliant with the Polar Code.



42Ship Efficiency ReviewShip Design

This canal expansion will not only impact global trade and prosper economic development in the Panama region, it will also provide opportunities for ship emission reduction, stemming from improvements in ship design, economies of scale and improved routing opportunities. In terms of ship design, ships with beam above 32.3m (the old Panamax limiting dimension) can be designed without loss of flexibility, leading to economies of scale over traditional Panamax ship classes. The relaxation of the beam constraint may also allow for improved efficiency through better optimisation of the hull form. Although it is true that ultra-large container ship designs with huge cargo carrying capacities have changed commercial shipping economics globally.

With Neo-Panamax ships hitting the water and gearing up to make regular transits through the expanded Panama Canal, the fate of smaller panama class ships, even those outside Panama Canal routes, is unknown. The rate of scrapping of this container fleet staple may increase. For now, all eyes are on the historic inauguration due to take place on June 27, 2016. The first Neo-Panamax vessel transit through the expanded canal has been granted to a 120-foot wide liquefied petroleum gas (LPG) tanker owned by Japanese shipping company Nippon Yusen Kabushiki Kaisha (NYK Line), represented by Panama-based shipping agent Norton Lilly International. ∎

SPOTLIGHT ON THENEO-PANAMAX

The widening the Panama Canal has given rise a new ship size classification – the Neo-Panamax. Once the third set of Panama Canal locks open this month, they will permit the transit of vessels with

length up to 366 m; and/or beam up to 49 m and/or draught up to 15.24 m.


POWER & PROPULSION

BULLETIN

Østensjø Rederi AS has taken delivery of a new offshore construction vessel, the Edda Freya, which features a diesel electric propulsion system powered by the Corvus lithium ion Energy Storage System (ESS) and a Siemens BlueDrive PlusC propulsion system. The new vessel was designed for the Greater North Sea market for cable laying operations, offshore construction and inspection, maintenance and repair (IMR) operations. Edda Freya’s first mission will be for DeepOcean, performing work for Statoil on the Maria development in the Norwegian Sea. ∎

ABB’s Azipod-D technology has been selected to efficiently power a 10-deck discovery cruiser, theScenic Eclipse to remote locations in the Polar Regions. Azipod D’s gearless construction, high motor efficiency and advanced hydrodynamic design ensure fuel consumption is typically 10-15 % lower than with geared thrusters. As Scenic Eclipse is destined to visit some of the world’s most pristine ecosystems, the Azipod-D’s strong environmental credentials were a key driver for investment in this ABB podded propulsion offering. Scenic Eclipse will be built by Uljanik Group in Croatia and is due for completion in 2018. The gross tonnage will be 16, 800 with a vessel length of 168 metres. ∎

The container shipping giant is to install GE’s Marine Solutions Power Take Off/Power Take In (PTO/PTI) shaft generator systems to its ships to provide excess power and increase fuel efficiency. This tech investment by Maersk Line marks GE’s Marine Solutions’ entry into the container ship industry. The PTO/PTI solutions, which are to be installed between the engine and the propeller, harness the mechanical energy of the vessel’s drive shaft to convert it into electrical energy. This excess energy is then directed to onboard systems when it is required, eliminating the need to burn fuel to power these

systems. This results in significant fuel savings and operational flexibility. The solution also uses induction motors rather than synchronous motors. The arrangement of the induction motors reduces the frequency and extent of maintenance, while the elimination of the transformers means that the design is both simple and easy to install with low CAPEX. Nine of Maersk’s second generation Triple-E container vessels, each with a capacity of 19,630 TEU, will feature the technology. The 9 Triple-E ships are to be built at Daewoo Shipbuilding and Marine Engineering in Korea.∎

ØSTENSJØ REDERI TAKES DELIVERY OF HYBRID PROPULSION VESSEL

AZIPOD-D TECH TO POWER POLAR PASSENGER VESSEL

MAERSK LINE TO INSTALL POWER ENHANCING TECHNOLOGY

43 Ship Efficiency ReviewPower & Propulsion


44

Since 2013, the Vessel General Permit (VGP) has dictated that all ships over 79 feet long, operating in United States waters must use EALs in all oil-to-sea interfaces of the ship and to switch over before their next dry-dock. The Polar Code states that ship operators should “consider” using non-toxic biodegradable lubricants or water-based systems in lubricated components outside the underwater hull with direct seawater interfaces. These two pieces of legislation is driving the uptake of EALs in the industry. Necessity for compliance and recognition of environmental concerns is driving EAL innovation. Although uptake is increasing and innovation amongst EAL products is prospering, historically OEMs have been reluctant to approve EALs in their machinery and ship owners have been reluctant to use EALs without OEM endorsement. This has been a major barrier to uptake.EALs have developed in their environmental credentials but they have also progressed in their fluid life-spans to lessen machinery downtime, demonstrate CSR, and can provide evidence of continuous improvement for ISO 14001 and other environmental management programmes that are infiltrating the industry. OEM approvals are on the increase as EAL compatibility with marine equipment and seals is strengthened and EALs become more flexible in regards to varying operational temperatures. For instance, RSC Bio Solutions has recently acquired MAN Diesel approval for its EnviroLogic 3000 Series, which consists of readily biodegradable synthetic hydraulic fluids designed for extreme operating temperatures and pressures. Italian shipbuilder Fincantieri approved ExxonMobil’s range of EALs that comply with the VGP and offer low maintenance, providing up to three times the operational life of a normal maintenance oil. In May 2016, Vickers Oils received approval from Rolls-Royce for its Biogear XP 68, an EAL that contains anti-wear and micro pitting performance qualities, designed for use where potential for fluid loss to occur lies. Even though the VGP does not require EALs to be used for above deck equipment, it is ‘strongly encouraged’, and therefore there is potential for it to become mandated in the next revision of the VGP. Already one step ahead is ROCOL and its EAL the VGP-compliant BIOGEN Marine Rope Dressing for use on crane wire ropes, container lashings, lifeboat falls, shackles and small winch ropes. Although a new purpose lubricant to be launched into the market, it

evidences the expanding market there lies for EALs not just for traditional purposes. Shell Marine Products has also revealed that its Rapid Lubricants Analysis Service (RLA) has provided analysis of over 50,000 cylinder drain oils. Such analysis helps to extend the engine life of ships, reduce downtime and limit operational costs, but moreover the demand for such a product reveals the importance of the marine lubrication market and the services that are now required in order to facilitate smooth functioning of such products. Additionally, the development of analysis laboratories, such as Total Lubmarine’s own worldwide Diagomar Plus lubricant analysis laboratories, enables tests to be conducted and the performance of the lubricant verified before application to a ship and prior to independent testing. Such testing facilities are paramount to research and maximising the chemical and physical design of marine lubricants for maximum effect. The ultimate EAL comes in the form of seawater lubricated propeller shaft bearings. These systems eliminate the use of oil with zero risk of discharges. That goes above and beyond requirements enforced by the VGP and recommended by the Polar code. It is an option that is increasing in popularity in the industry. Over 2000 vessels have been equipped with Thordon Bearings’ seawater lubricated propeller shaft bearing system to-date. Also, the introduction of a new classification society notation in early 2016 was welcomed by water lubrication innovators as it allows for extended inspection periods for propeller shafts using seawater-lubricated bearings. DNV GL’s new voluntary TMON notation for open loop water lubricated propeller shafts follows similar rule revisions by Lloyd’s Register (LR), Bureau Veritas (BV) and the China Classification Society (CCS). The five-year shaft inspection rules previously stipulated in most shaft condition monitoring notations were a previously major deterrent to the wider take-up of the water lubricated system. This was a major barrier to uptake dismantled. So when it comes to discharges from a ships propeller shaft system, ship owners have two choices for their existing ships and ships they plan to build: 1) replace mineral oil with an oil-based EAL to lubricate the metal bearings and ensure the seal is compatible with the EAL or 2) convert or build a ship using a seawater-based system using non-metallic prop shaft bearings. ∎

ENVIRO LUBES EXAMINED

Despite new ship and equipment designs preventing total lubricant leakage from a ship into the marine environment is near impossible. In recognition of the polluting capacity of mineral-based marine lubricants, regulations are now beginning to enforce the use of Environmentally Acceptable Lubricants (EALs).

By Fiona Macdonald, Assistant Editor


Ship Efficiency ReviewPower & Propulsion45

German propulsion specialists, Shottel has announced that its new high performance nozzle is now available in the Rudderpropper range.

The Shottel VarioDuct SDV45 delivers improved efficiency and achieves greater bollard pull in the medium- and high-speed range than previous nozzle designs while using the same amount of propulsive power. Schottel used Computational Fluid Dynamics (CFD) calculations to investigate hundreds of geometry variants and thus determine the optimum design when developing VarioDuct SDV45. Model trials were then used in order to test the geometry to demonstrate operating characteristics. Schottel also uses CFD and other computer-based, 3D calculation methods for to develop custom and optimally coordinated propulsion systems for virtually all vessel types and applications. Schottel’s new nozzle can be optimally adapted to different vessel designs and applications. It has compact

geometry and its smaller outer diameter makes the nozzle suitable to shallow-water operations. According to the company, the VarioDuct SDV45 system, consisting of a Rudderpropeller and the new nozzle, contributes significantly to fuel savings.with its mega ships. Better late than never. ∎

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Ship Efficiency ReviewPower & Propulsion 46

THE BEST PROPULSION IMPROVING DEVICE IS A GOOD HULL

“In the end it depends on the actual hull, especially details of the aft body lines, the propeller, the propeller loading etc. whether it makes sense to apply PIDs,” says Volker Bertram, Senior Project Manager for Technology, Knowledge and Governance at DNV GL – Maritime. This was confirmed in a recent DNV GL Maritime Advisory project for a bulk carrier. The starting point was a professional design for a bulk carrier for operation in US waters. Particu-lar draft restrictions and the very full hull shape made this project challenging. The optimisation process targeted for minimum yearly fuel consumption. The ship owner supplied records of actual operational data which were condensed to a handful of representative speed-draft combinations. The objective was then to reduce the combined fuel consumptions for these operational states, considering their time share in yearly operation. Close to 40,000 hull variants were investigated in total, resulting ultimately in reducing the predicted fuel consumption in calm-water conditions by ~25%. These unusually high savings were confirmed in independent model

tests. The client tasked the model basin to investigate also whether a PID could further improve the design. But “the results show no savings by the PID, which very much speaks for your very good hull optimisation,” the customer said. “We will not further consider any PID […] and will keep the well-designed aftbody undisturbed by any interference.” The key lessons are that hull optimisation is a powerful tool for ship design, also for bulk carriers and tankers, and that a good hull is the best PID. ∎

Propulsion improving devices (PIDs) have enjoyed much interest in the maritime community in recent years. Saving potential of up to 6% on sea trials have been reported. But not for all vessels/designs PIDs help to

improve efficiency – in some cases they can make things even worse. A DNV GL Maritime Advisory project for a bulk carrier showed that a good hull is the best PID.

By Volker Bertram, DNV GL – Maritime Project Manager Engineering Services.


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GREEN PUMPS FOR INCREASED EFFICIENCY

WORLD’S FASTEST BATTERY-POWERED, AIR SUPPORTED

VESSEL LAUNCHED

Sims Pump Company offer “impeller & ring” upgrades for any centrifugal pump. Their Structural Composite Impellers are energy efficient, light-weight, corrosion & electrolysis free and cavitation resistant and incorporates “green technology” in to energy savings for their customers. It is the impeller that is the heart of any centrifugal pump. Like a human heart, a pump impeller is the most loaded pump component, constantly stressed by hydrodynamic forces, fatigue, corrosion, erosion abrasion, chemical attack, and cavitation. The overall efficiency of a centrifugal pump is in direct correlation to the efficiency of the impeller. Therefore, the impeller’s hydraulic design must correspond to the hydraulic design of the pump casing and to the operating conditions of the pump in service in order to maximize efficiency. Any centrifugal pump can be made energy efficient or “Green” just by upgrading the Impeller and Rings to an Engineered Structural Composite say Sims Pump Company. Because of the self-lubricating characteristics of many engineered composites, and because composites do not wear, or corrode, like metallic pumps, the performance curve will actually increase over a period of time. In hard times, it may be seem difficult to justify the upgrades, but the payback for doing pump upgrades is extremely quick say Sims Pump Company, they advise that usually an ROI of less than one year is normal. The resulting savings

The BB Green is the first of its kind vessel that will reduce local emissions and provide silent and waterway transportation. The ship uses ASV technology, which enables it to operate on an air cushion to reduce water resistance. A battery powered fan in the bow injects pressurised air into a cavity under the ship and supports around 80% of the vessel’s displacement. BB Green includes a Leclanché lithium ion battery ESS that enables it to operate at high speeds for over 30 minutes at a 14 nautical mile range. The ultra-fast

charging of the battery means that it can be charged within 15-20 minutes at each stop, making it the world’s fastest electric commuter vessel linking the outer suburbs to the city centre via the inland waterways. The innovative vessel is the result of a five-year long EU-project that involves

from the upgrades frees up funds that otherwise would have been wasted on energy, and more expensive repairs and downtime at a later date. Sims Pump Company recommends that these pumps should be upgraded to structural composite to extend the life of the pump and for ship operators top reap the efficiency rewards.∎

eight partners for design, construction, system integration, ESS, testing, safety and classification, engineering with Aqualiner, the Netherlands as the end user partner. The ship can operate at a speed of 30 knots and will initially be used for demonstration purposes across Europe. It will first sail from Riga to Stockholm, through the canal to Gothenburg and then on to Oslo. The ship is owned by SES Europe together with Green City Ferries, who will operate the ship on its maiden voyage.∎

An Energy Efficient SIMSITE® Double-Suction Structural Composite Impeller -- 100% machined on the outside as well as the inside.

Engineered composite pump upgrades can improve efficiency due to being lightweight and engineered for maximum efficiency. According to Sims Pump Valve Co Inc., up to 20 per cent of a pump’s energy consumption can be saved

with the use of composite impellers, particularly when a pump must work with a corrosive or erosive medium. Ship Efficiency Review’s Editor, Catherine Austin caught up with Sims Pump Company to find out more.

SES Europe and Green City Ferries have launched the world’s fastest Air Supported Vessel (ASV), which is completely powered by a lithium-ion battery energy storage system (ESS).

Ship Efficiency ReviewPower & Propulsion


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STRATEGIES

BULLETIN

Six industry leaders have been recruited to sit on global NGO Carbon War Room’s (CWR) Shipping Operation Advisory Board. According to CWR, the board will lend extensive industry insight and support CWR’s mission to profitably decarbonise the international shipping industry. The new advisory board will be comprised of: Jan Dieleman: The incoming President of Ocean Transportation at Cargill. Henrik Overgaard Madsen: The former CEO of DNV and, following the merger, President and CEO of DNVGL. Mark Cameron: Chairman of the International Parcel Tanker Association (IPTA) and COO of Ardmore Shipping Corporation. Juha Heikinheimo: President of NAPA. Mark Clintworth: Head of Shipping for the European Investment Bank. Dr Tristan Smith: Director of the Research Council UK-funded project Shipping in Changing Climates, and Reader in Energy and Transport at the UCL Energy Institute. The calibre of this board reflects the credibility that CWR has gained within the shipping industry, it also validates their ongoing efforts to work directly with the industry to deliver paths to carbon reduction in ways that make good business sense. According to CWR, the Shipping Operation Advisory Board members have been appointed as personal individuals and will not be representing any company or organisation in their advisory role. ∎

The Sustainable Shipping Initiative (SSI), representing a coalition of shipping companies, has signed a Declaration to tackle global wildlife trafficking routes in order to crack down on illegal wildlife trafficking as part of its aim to maximise the sustainability of shipping. The Buckingham Palace Declaration has been signed by over 40 CEOs, leaders, shipping firms, port operators, customs agencies, intergovernmental organisations and conservation charities from around the world to-date. Ocean transportation signatories included those from China Cosco Shipping, Maersk, BIMCO, Intercargo, Hamburg Sud, the Danish, Liberian and Japanese ship owners’ associations, the International and UK chambers of shipping, Stena, Stolt-Nielsen and the Sustainable Shipping Initiative. This Declaration is a landmark agreement that commits to shutting down the routes exploited by traffickers of the illegal wildlife trade, moving their products from killing field to market place. The commitments from ocean transportation representatives include increasing awareness of passengers, customers, clients and staff about the nature, scale and consequences of illegal wildlife trade, promoting the Declaration and its commitments, improving the training of staff within the transport sector to enable them to identify and report suspected illegal wildlife trade and notify relevant law enforcement authorities where illegal wildlife and their products are suspected. ∎

The Swedish Maritime Administration has announced its intentions to differentiate its fair dues system using the Clean Shipping Index’s environmental scores. The Clean Shipping Index allows ship owners to present the environmental profile of their fleet to customers who can use this for procurement situations as well as for bench-marking. The Administration’s fairway dues incentive system is currently based upon the amount of nitrogen oxide (NOx) a ship emits. However the Administration say that this is not

enough to meet ambitious Swedish targets and given the tough environmental impact reduction challenges that the industry faces. Therefore, under the proposal a new incentive system will take effect. Ships that have a verified green score on the Clean Shipping Index will be able to take advantage of lowered fairway dues. The exact scoring levels and associated fee system will be announced later this year. ∎

CARBON WAR ROOM LAUNCHES SHIPPING EFFICIENCY

ADVISORY BOARD

OCEAN TRANSPORT HEAVYWEIGHTS AGREE TO FIGHT ILLEGAL WILDLIFE TRAFFICKING

SWEDISH MARITIME ADMINISTRATION TO USE CLEAN SHIPPING INDEX

49 Ship Efficiency ReviewStrategies


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The Panama Canal expansion will be officially inaugurated on June 26, 2016.

The canal, which links the Atlantic and Pacific Oceans, underwent an extensive renovation to allow larger cargo ships through its locks, due to the fact that larger modern shipping vessels have literally “out-grown” this vital trade passageway. Post-Panamax vessels transport represent approximately 45 percent of the world's cargo and so this project was crucial for not only Panama’s economy but also for the industry as it currently handles 6% of world trade. It is the canal’s third locks that have been the centrepiece of the canal’s expansion program, which was launched in 2007 with an initial budget of $5.25 billion. These third locks are those that will enable the canal to accommodate New Panamax ships, known as Neo-panamax. Once these locks are in operation, vessels carrying 3 time the current capacity will be able to transit through the canal. These vessels that are members of what are commonly referred to as “megaships”, can carry up to 13,200 TEUs.

The inauguration ceremony will take place at the Cocoli locks on the Pacific side. China COSCO Shipping’s container vessel Andronikos will make the first-ever transit through the expanded waterway after they won a lottery clinching the pioneering transit. The first commercial transit reservation was granted to the Neo-panamax, 120-foot wide a liquefied petroleum gas (LPG) tanker Linden Pride of Nippon Yusen Kaisha (NYK Line). More than 100 Neo-panamax ships have already made reservations for commercial transit through the new locks thus far. Leaders from 70 countries that currently use the canal, including the United States have been invited to attend the upcoming inauguration. The United States being the biggest user of the Panama Canal, followed by China and Chile. Completion of the expansion project was originally scheduled for 2014, however it was plagued by delays and push backs on several occasions due to repairs, strikes and contractual disputes. With all that in the past the industry can, from June 26, exploit the wider canal with its mega ships. Better late than never. ∎

A HISTORIC INAUGURATION

AHEAD

PANOLIN LUBRICANT CHOSEN FOR ENVIRONMENTALLY CONSIDERATE PANAMA CANAL

This is the third expansion project since the original plan to cut through the Isthmus of Panama was conceived in 1879 that significantly reduces the sailing time (and 8000nm worth of burnt fuel emissions) around Cape Horn. By increasing the width of the Canal Locks by two-thirds to accommodate the ‘New Panamax’ vessels, carrying 12,000TEU, this expansion will effectively double the freight capacity of the Canal, currently restricted to an average of 1,100 ‘Panamax’ (5,000TEU) sized vessel passages per month. Not only was the operational durability of the Locks of paramount importance to enable smooth passage of more and larger vessels, in designing and engineering this expansion project, the conservation of resources for the local population and protection of the environment were priorities. The first significant ecological feature of the lock system is that to conserve water supply needed from Gatún Lake, the locks are designed to actually recycle water, by using holding basins for the 3-stage decent/ascent. This saves over half the volume of water that would have been used in the conventional lock system – a saving of around 120 million litres of fresh water per vessel passage. Secondly, in choosing the consistent high performance, long life hydraulic fluid to ensure operational reliability for the daily passage of 40 vessels, PANOLIN’s

HLP SYNTH ‘environmentally considerate’ biodegradable hydraulic fluid was selected by the manufacturer of the 158 hydraulic drive units controlling the locks’ valves and therefore flow of water between the lock chambers and between each lock chamber and the holding basins. The use of this environmentally friendly fluid also (thirdly), contributes to a reduction in CO2 emissions, by offering the potential of much better equipment efficiency through lower friction and greatly reducing the need to dispose of used lubricant - the conservation of resources through longer oil change intervals and the use of renewable resources. ∎

With over half the world’s current shipping fleet unable to use the Panama Canal due to their size, the Third set of Locks expansion project is vital to the continued success of the Canal.

By Phil Cumberlidge, Business Development Manager - GREENMARINE, PANOLIN INTERNATIONAL Inc.

Ship Efficiency ReviewStrategies


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The majority of the shipping industry strives for compliance. However, as a ship owner or operator, being committed to rejecting intentional MARPOL Annex I breaches may not be enough to avoid prosecution. This is because, no matter the size of the oil pollution discharge, and regardless of whether it is deliberate, inadvertent, or caused by poor risk management, all instances of oil pollution are liable for prosecution under MARPOL Annex I. In fact, Brookes Bell has seen some instances where a ship owner has been entirely incredulous to non-compliance of a vessel until the breach is discovered, and the culprit is found to be a rogue crewmember. For ship owners, non-compliance comes with severe consequences, including fines that can reach tens of millions of dollars, further loss of earnings due to vessel time spent off hire and considerable reputational damage. Furthermore, in the event of prosecution for intentional pollution discharge under MARPOL Annex I, P&I clubs have the option to walk away from the incident, leaving the ship owner exposed to the considerable financial impact of prosecution. In such incidences, prosecution under MARPOL Annex I is potentially one of the most costly uninsured liabilities in today’s maritime industry.

Beyond Compliance Risk Management The possibility of pollution by oil, and allegations of MARPOL Annex I breaches, cannot be eliminated. However, with the right risk management strategy, this can be managed and reduced. To achieve this, ship owners must have stringent procedures and sound documentation in place to effectively disprove MARPOL Annex I breach allegations and to demonstrate that reasonable measures have be taken to avoid intentional discharges. Achieving this requires professional, honest and independent technical risk management counsel. This approach is in complete contrast to the industry-commonplace ‘tick box’ MARPOL Annex I risk management survey – an exercise which is ultimately meaningless if the evidence collected is not sufficiently robust to categorically disapprove MARPOL Annex I breach allegations.

Components Of Effective Risk ManagementRisk management should not only help ship owners maintain effective pre-emptive MARPOL Annex I anti-breach measures, it must also document and record the measures taken in sufficient detail to satisfy authorities in the event of a suspected pollution incident. For example, as well as physically restricting the ability to manipulate overboard valves, pipelines, the oily water separator and oil content monitor, sound risk management should also involve the verification of these preventative measures. For accusations of intentional discharge, the need for robust policy

and procedures with adequate measures for recordability and traceability is even more essential. For example, in cases where a rogue crew member has caused a breach, the ship owner must satisfy its P&I Club that it has taken all reasonable measures to avoid intentional discharges, to increase the likelihood of maintaining insurance cover for the incident.

Mitigating Fines And Legal Penalties When confronted with a MARPOL Annex I breach allegation, it is critical that ship owners and operators make informed and correct decisions on how best to position themselves. By taking a thorough pre-emptive approach it is possible to mitigate exposure to the fines and legal implications of MARPOL Annex I breaches. While it may be hard to quantify the value of such in-depth risk management counsel in day-to-day operations, owners and operators must take a long term view, focusing not only on the cost of the counsel but also on the overall aim of MARPOL Annex I risk management, which is to protect businesses against a hugely costly and potentially uninsured risk.∎

MARPOL Annex I is a key regulatory driver supporting the delivery of the shipping industry’s sustainability transition. As efforts continue to ‘clean up’ vessel performance, so too will work to

clamp down on polluters. However, this Annex of MARPOL represents one of the biggest potentially uninsured liabilities in today’s shipping industry.

THE ROLE OF RISK MANAGEMENT:

OIL POLLUTION PROSECUTION PROTECTIONBy Chris Dyson, Senior Partner &

Marine Engineer, Brookes Bell


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The reuse of engines, winches, power generators, air-conditioners, refrigerators, gadgets, furniture and other objects recovered from ships creates important commercial activity and extends the useable life of products with carbon- and energy-intensive manufacturing processes. The recycling of ferrous (steel plates and metal scrap) and non-ferrous metals (copper, aluminium, bronze, zinc etc) from ships also helps to conserve the energy and natural resources needed to produce virgin steel and other metals from conventional processes. However, the nature of operations carried out at ship recycling yards in the South Asian countries that recycle the majority of the world’s vessels - India, Bangladesh and Pakistan - has raised concerns around occupational health, safety, and environmental management. There is escalating pressure for obsolete ships to be recycled in certified safe and environmentally friendly yards from national and international regulations and conventions (EU Ship Recycling Regulation and the International Maritime Organisation’s Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships), and from shipowners and operators seeking to extend their CSR policies and sustainability strategies to the end of their vessels’ lifecycles. In response to this, we are seeing significant improvements being made at yards, particularly those in South Asia. In recent months, the first yards in India have been certified as compliant with the Hong Kong Convention (HKC). Although it is yet to be formally ratified, the standards within the HKC are making strong headway towards changing the industry, enabling achievable, sustainable goals for ship recycling. These yards have installed impervious layers to avoid soil and water pollution, as well as oily water and storm water collection tanks; developed their own Ship Recycling Facility Plan including roles and responsibility of management; designated location for each work activity in the yard; emergency preparedness and response planning; and documented procedures for each work activity. They also conduct environmental (sea water, soil and air sample) monitoring, and monitor the performance and calibration of equipment. HKC compliant yards work and manage each project according to a bespoke ship-specific recycling plan, using the design of the vessel and Inventory of Hazardous Materials (IHM) provided by the ship owner to plan a safe and environmentally-friendly dismantling sequence. They identify and manage the location of hazardous waste onboard and have developed safe waste removal procedures, and installed advanced waste handling facilities at their yards (for example, negative pressure asbestos handling units). In addition, specialist employees have been trained and equipped for handling specific wastes. All workers are provided with health insurance, an identity card and have a dress code based on tasks and PPEs where necessary. Periodic training is also mandatory for workers including training for working at height, or in a confined space, oil spill control, fire prevention, control and evacuation, and for safe welding, cutting and grinding. In summary, these upgraded yards are setting the benchmark for

responsible and sustainable recycling. This is also having a positive knock-on effect as other yards have also started moving in the same direction. GMS has partnerships with leading HKC-certified yards in South Asia, and is seeing significant growth in demand for this service, which demonstrates that compliant yards are reaping the commercial benefits. As these yards have seen demand grow for their services, other yards are left to compete for poorer quality ships at high prices. This has forced other, non-compliant yards to consider HKC compliance and ISO and OSHSAS certification to boost their businesses.

Making good CSR and sustainable ship recycling a fundamental demand from owners is starting to deliver change, and we will see this even more as the HKC comes into force. But if the demand peters out due to poor EU regulation deeming all beach recycling “dirty”, the incentive to improve these yards will also disappear. This is the case across the industry, not just in this region, and this globally recognised standard must be supported and given the chance to achieve its potential, and change yards around the world for the better.∎

Ship recycling is at its core a green process; more than 90% of materials from end-of-life vessels are recyclable or reusable.

THE CHANGING FACE OF SHIP RECYCLING

By Anand M. HiremathCoordinator, Ship Recycling

Projects, GMS Inc.



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The consensus market analysis is that rates will rise as a slowdown in newbuilds and an increase in ship recycling takes hold, while crude, and therefore bunker prices, are also expected to rise over the near to long term. In the world of energy efficiency technology, this means that savings achieved will increase again and paybacks for fuel payers, including shipowners and charterers (that pay for 70% of bunker fuel costs) reduce. In addition, there is a high probability that from 2020 and the introduction of the global emissions control area (ECA), that bunker fuel prices will rise significantly as vessels are likely to shift from heavy fuel oil (HFO) to cleaner, more expensive fuels such as liquefied natural gas (LNG) – shortening paybacks further. For many shipowners and charterers focused on the day to day markets, medium to long term planning is not on the agenda however, despite arguments to suggest that it is good to plan further ahead. Investment in innovative solutions often requires a significant capital expenditure and in a risk-averse market for both owners and financiers – even for technology that has been proven in commercial operation by third party verification – these stakeholders need to be able to share the risk and guarantee their investment. Taking learnings from clean technology companies in other industries, Norsepower views “paying” for the technology as an old way of thinking. It relies on the idea of fuel savings technology being sold as a product; charging the fuel payer for initial outlay and installation. Conversely, Norsepower has introduced ‘Technology as a Service’, similar to other initiatives gaining traction in the industry. Rather than pay for a technology up front and install it on a vessel, costs are billed monthly at an amortised fee base on the achieved fuel savings – reducing the barrier to entry, and providing the added benefits of a service agreement rather than a one-off purchase. The service delivery approach guarantees that the owner will not pay out unless the technology functions as promised, giving an added layer of assurance for Norsepower’s rotor sail technology on top of the verified and confirmed savings in active commercial applications already released to the market. In order to achieve this, the technology company needs to demonstrate consistant savings based upon robust data, over a sustained period. The Norsepower Rotor Sail Solution is the first data-verified and commercially operational renewable energy-powered vessel technology for the global maritime industry. The first commercial application of the technology is installed aboard the MS Estraden, a 9,700 DWT Ro-Ro carrier. The vessel was installed with two of Norsepower’s smaller rotor sails which produce wind-assisted propulsion, and have been proven to reduce fuel consumption by 6.1%. This saving was measured and independently verified by NAPA, the leading maritime data analysis, software and services provider. For interested owners or charterers, ‘Technology as a Service’, allows the shipowner or charterer to absorb the initial cost of outlay and invoice the

customer based on current bunker prices and real-time measured fuel savings from an independent third-party measurement and verification software provider like NAPA or BMT. The rotor sails are particularly suited for cruise, ferry, tanker, Ro-Ro and bulker vessels and can be installed without any off-hire time. In addition, they are fully automated to ensure optimal savings with limited crew training. With charter rates for some shipowners failing to cover the running costs of vessels, the installation of Norsepower Rotor Sail Solutions – with proven renewable energy savings of up to 20%, and de-risked service model financing – could mean the difference between profit and loss. The ability to harness the wind as an additional power source and enable a reduction in fuel consumption is a natural next step for shipping as it looks to play its role in transforming to the low carbon economy. The world’s first renewable wind energy powered vessels have arrived, but this is only the beginning of the journey. ∎

Given shipping’s cyclical nature, any investment a shipowner or operator makes is a calculated risk, yet there can be few eras where this statment has rung so true as in the current marketplace.

Freight rates and commodities remain in a state of flux and uncertainty and low bunker prices mean ROIs for efficiency technologies aren’t as financially attractive as they were just 18 months ago.

SMART AND CLEAN TECHNOLOGY AS A SERVICE

By Tuomas Riski, CEO and partner, Norsepower Oy Ltd



55 Ship Efficiency ReviewThe Social Scene

SOCIALSCENE

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@o_merk - ”A 2 degrees scenario requires 60-90% decrease in ship average carbon intensity by 2050”, says Tristan Smith @ucl

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@iwsa_secretary - Ship Efficiency Review Editor Catherine Austin Joins Expert Judging Panel For Wind Propulsion Innovation Awards

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Ship Efficiency Review - Issue #09 (June 2016)

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Transcript of Ship Efficiency Review - Issue #09 (June 2016)