Tanker Operator 11/12 2012

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November/December 2012 l TANKErOperator 01

Contents

MarketsDelivery problems

News Focusn OPEX hitting owners’ pockets

n Teekay fits fleet wide satcoms

Sweden ReportWin some, loose some

Navaidsn Furuno’s new ECDIS

n SAM unveils BNWAS and ECDIS

n Jeppesen’s ‘Pay as you sail’

n Winds can play havoc

Front cover

Thomas Gunn’s ever expanding product range now includes worldwide coverage of UKHO Admiralty charts, Admiralty

Collection charts, Admiralty Leisure charts, Canadian charts, Imray charts, Imray 2000 charts, Norwegian charts, and US

charts. In addition, the company sells nautical books, navigation equipment, navigation lights, chart plotting instruments and

stationery, electronic charts, digital publications, chart plotting software and other marine related software.

52

59

40

44

3

35

04

06

22

17

12

30

Bunkersn NAECA - California experience

n LNG as fuel draws nigh

n A people business

n Cat fines still pose problems

n Inatech in the clouds

Anti-piracyn Guidelines needed

n Door locking systems

n Is BMP4 effective?

Technology35 Chemical cleaning supply

38 LPG buoys Wärtsilä Hamworthy

Ship Descriptionn Six eco Aframaxes

n Aframax design launch

Training Systemsn UK eNav centre

n New engine room simulator

n Certifying academies

Ballast Water Treatmentn Type approval methods questioned

n Latest equipment initiatives

Conference ReportA question of mentoring

TO Nov-Dec 2012 Contents p1_p1.qxd 26/11/2012 18:11 Page 1

TANKEROperator l November/december 20122

COMMENT

‘Market Leading’ thoughts on OSG’s demise

TANKEROperatorVol 12 No 2

Tanker Operator Magazine Ltd

2nd Floor, 8 Baltic Street East

London EC1Y 0UP, UK

www.tankeroperator.com

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New York-based Basil Karatzas, CEO of Karatzas

Marine Advisors takes a look at the reasons for

OSG’s filing of Chapter 11*.

The news of OSG’s ‘death’ (reorganisation for practical purposes)

had not come as a surprise, as rumours to its demise had been

circulating for some time.

When freight rates have been so close to, or below cash breakeven

levels for more than a year, it’s a foregone conclusion that cash

positions in this sector are running low and pressures are building up.

OSG is neither the only tanker company, nor the only publicly traded

company that had to file for protection. General Maritime and Omega

Navigation had to seek protection in the US several months ago and

TORM and BLT have done similarly overseas.

One can be assured that privately held tanker companies are facing

the same reality, but they do not have to ‘publicise’ their pain, since it’s

not required by law.

In OSG’s case, the significance of the filing rests with the fact the

company has never been a myrmidon of the ‘tonnage provider’ school

of thought. In the go-go years of the hot shipping IPO market, a lot of

publicly traded companies were effectively financial/beneficial owners

of vessels where, in the name of ‘core competencies’, ‘synergies’ and

‘efficiencies’, the technical management was completely outsourced to

third parties and the commercial strategy of the vessel management was

based on bareboat, or timecharters where the ‘commercial management’

of the vessels was actually passed on to the charterers.

For certain companies, the management of the vessels was passed on

to third-parties at arm’s length transactions, but quite often, the vessel

management was undertaken by an ‘affiliated’ company.

OSG had strong and competent in-house management teams based in

the US, UK and Greece. On the debate whether to outsource, or keep

management in-house, OSG had a clear position; under the traditional

‘shipowning’ model where ownership and shipping expertise reside

under the same roof, both the charterer and the owner benefit in several

ways, but mostly by establishing deeper, closer symbiotic relationships

where they can feed on each others competencies and expertise.

Another market distinguishing attribute of OSG’s strategy was that

the company exhibited diversification across both market segments but

also market sectors; the company had been active in the crude, product

and LNG carrier markets, from ULCCs to Aframaxes to MR2 tankers,

from tankers registered under open registries to articulated tank barges

(ATBs) trading in the Jones Act market.

In short, the company had many different types of vessels in many

different ponds and with enough critical mass in each market and

expectations of good performance that the company routinely described

itself as ‘market leader’ in its communications with its stakeholders.

The filing for bankruptcy protection was precipitated by the recent

resignation of an OSG board member over tax considerations; given

that OSG has a wholly owned Jones Act subsidiary, the tax structure is

more complicated than other shipowners, who are active only in the

international flag business.

At the time of the filing, the company had less than $50 mill market

capitalisation and listed assets of $4.1 bill and liabilities of $2.7

bill. With a fleet of about 110 vessels under its control of which,

around 70 vessels are under ownership and 40 under charter-

in/management, 20 of which fly the US Flag, plus a syndicate of more

than 20 banks and also bondholders, it is expected to be one of the most

complicated reorganisation processes.

The outcome is several months, if not years away, but a likely

scenario is for the company to be split between the international flag

and cabotage businesses.

In keeping with the strategy of banks in similar situations, the

international flag business can be restructured so that the lenders

become equity holders and get rewards for their additional risk; the

Jones Act business can be sold off in its entirety to another Jones Act

player, or get spun off as an independent going concern.

The Jones Act has been one of the few promising segments in

shipping in the past year. The least likely scenario is that OSG

owned/controlled tonnage will end up on the selling block in a

piecemeal fashion.

The fact that a ‘market leader’ like OSG was brought down in such a

manner, may be testament to factors just beyond the ferocity of the

business cycle.

Likely, the fall-out of such a high calibre owner will once again start

debates as to whether shipowners’ management can deliver ‘alpha’

(outperform the market consistently), whether fleet and segment

diversification provides stability in difficult times, or whether strategy

and execution really matter.

After all, OSG had been lead by a seasoned banker and the company

expanded in the Jones Act market by acquiring Maritrans (and certain

of its newbuildings) for a high price but had missed deadlines in an

offshore conversion project that gave the right to the counterparty to re-

negotiate the original charter at lower levels.

*Basil Karatzas can be reached by email at [email protected], or

phone at +1 646 884 0803.

TO

TO Nov-Dec 2012 p2-11_p2-7.qxd 26/11/2012 18:14 Page 1

INdUSTRY - MARKETS


Delayed deliveriescome to the aid of abeleaguered market

On their own, the delivery of the glut of tankers ordered around 2008, before the currentcrisis, would have been enough to pressure owners’ earnings, but in today’s environment

of falling oil demand growth and a weak economic outlook, the pinch has become a squeeze.

However, a breath of fresh air for

tanker owners, has been the

slower than expected tanker

deliveries this year.

The year-to-date (end of October) slippage

rate is about 20%, much higher than the

traditional level of around 5%. This has been

influenced by shipowners employing a variety

of measures to delay deliveries. Tactics

include outright cancellations, foregoing

options, taking delivery of a different vessel

class, or inspection delays, said McQuilling

Services in a recent report.

The impact of these actions is evident. At

this point in the year, we would have

anticipated that about 80%, or 190 ships out of

228 would have delivered from yards.

However, through October the number of

tankers delivered was 151.

Additional support to the fleet balance has

come from an elevated deletion profile. Year-

to-date we would have expected that 55 of our

forecast 66 vessels would have been

demolished but this number currently stands at

64. Furthermore, recently, our proprietary data

showed that three additional VLCCs had been

sold to Pakistani breakers for demolition, as

market conditions weigh on owners,

McQuilling said.

Despite these seemingly positive

developments regarding the balance of the

trading fleet, it appears that the oversupply

shows no signs of disappearing. In preparation

for McQuilling’s Tanker Market Outlook

2013-2017 the consultancy said that it had

started to examine how the orderbook will

develop in 2013 and 2014, as these years have

the greatest influence on short term tanker

rates.

To undertake this exercise, McQuilling said

that the company examines the delivery

schedules of tankers in its proprietary database

for 2013 and 2014 and compares it to the

January assessment (Figure 1).

At this point of the year, the

financial health of shipyards,

or owners, which will account

for some vessels being

delayed, is not being assessed.

In addition, classifications for

clean product tankers are not

being assigned.

Historically, about 2% of

LR2 and LR1 are classified

under the IMO 1 or 2

categories while for MR2 and

MR1 vessels, these numbers

are 30% and 50% respectively.

As previously mentioned,

tanker owners have been

allowed some respite in 2012

from previous year’s orders as

the delivery profile has been

slower than anticipated. While

this may have provided some

support this year, a negative

consequence is that barring

any massive shift in the rate of

scrapping, these tankers will

simply hit the water at a later

date, further boosting tonnage

supply.

The lion’s share of these

deliveries in the cases of

January 2012 and November

2012 were expected in 2013

(Figure 1) and experience tells

us that all of them will not

transpire, spreading previous

year’s orders throughout the

forecast period. This is

particularly true for the earlier

years in the forecast period,

McQuilling said.

In previous years, it

appeared that the VLCC, Figure 1. Source: McQuilling Services


INdUSTRY - MARKETS

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Suezmax and MR2 tanker classes would potentially feel the most

pressure. Given their dominance in seaborn trade, this development was

predictable.

MR2 susceptible

In last January’s Tanker Market Outlook, McQuilling cautioned that the

MR2 market was starting to look susceptible to a supply imbalance

during the forecast period. This situation is looking increasing likely to

transpire. Throughout the first 10 months of the year, 77 MR2 tanker

orders were placed, with no IMO classification having yet been

assigned (Figure 2). While these vessels are unlikely to hit the water

until the latter half of the next forecast cycle, or perhaps even later, it

will be compounded by the already high delivery expectations for 2013

and 2014.

In the January 2012 estimate for next year and 2014, MR2 deliveries

were already given at 65, but given the very low yard deliveries

recorded so far this year, the delivery profile has increased by as much

as 50% in this November’s estimate (Figure 1).

When examining tanker contracting though end-October 2012, it

appears that ordering activity has returned to more traditional levels.

The majority of tanker classes have single digit orders, with the

exception of the previously mentioned MR2 activity. The low

contracting volumes come as little surprise given the state of the tanker

market and difficulty most owners face securing financing. These

reduced contracts combined with the expectation that fleets will

consolidate, due to market pressure, should help balance the tanker

market over time, McQuilling said.

Barring any major shift in global economic growth, or oil demand,

tanker owners are going to continue feeling the pressure from the robust

ordering activity of previous years. While the reduced rate of deliveries,

combined with elevated scrapping has likely provided some support to

owners’ bottom lines this year, fundamentals will remain pressured in

the short term, the consultancy concluded.

Figure 2. Source: McQuilling Services

TO



NEwS FOCUS - OPERATING COSTS

Lubeoils and crewlikely to hit owners

and operatorspockets

Vessel operating costs are expected to rise by 3% per year in both 2012 and 2013,

according to a recent survey by accountant and shipping consultant, Moore Stephens.

CDISIRE

Port State ControlFlag State InspectionsClass Inspections

Ship Visit ReportsInternal AuditsNavi Audits

Marine Injury ReportsVessel/Cargo damagesMachinery damagesEnvironmental incidentsNear MissesNon Conformities

Fleet ReportsNear Miss Reports

Management Reports

Overdue Items ReportShip Reports

Oil Major Reports

Vetting Status ReportInternal vs. External Deficiencies

Key Performance Indicators

info chemserve-marine.comwww.chemserve-marine.com

Repetitive QuestionsMost frequent Deficiencies

Marine Injury Report

Lube expenditure and crew costs are

the categories most likely to

produce the highest levels of

increase, the survey found.

The findings were based on responses from

key players in the international shipping

industry, predominantly shipowners and

managers in Europe and Asia. As was the case

12 months ago, those responses identified

lubricants, as the cost category likely to

increase most significantly – by 2.9% and

2.8% in 2012 and 2013, respectively.

Crew wages, meanwhile, are expected to

increase by 2.3% in 2012 and by 2.4% in

2013, with other crew costs thought likely to

increase 2.1% for both years under review.

The cost of spares is expected to escalate by

2.2% in each of the two years covered by the

survey. Expenditure on stores is expected to

increase by 2.1% in both years, while the cost

of repairs and maintenance is expected to rise

by 2.1% and 2.2% in the same years.

The increase in P&I costs for both years is

estimated by respondents to be 2.1% and 2.2%

respectively, while for hull and machinery

insurance the respective figures are 1.9% and

2%. Drydocking costs over the same period

are expected to rise by 1.9% and 2%.

As was the case in the 2011 survey,

management fees were thought likely to

produce the lowest level of increase in both

2012 and 2013, at 1.3% and 1.4%,

respectively.

“With crude oil prices hardening, lube costs

will go up,” said one respondent, while

another observed, “Fuel and lube suppliers are

very aware that there is an oversupply of

tonnage on the market and take advantage of


NEwS FOCUS - OPERATING COSTS

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that in their dealings with owners.” Another said, “There is ongoing

pressure to reduce operating costs by means of improving vessel fuel

efficiency and in practice there might be a gap between expectations

and what can be achieved, as fuel and lube costs are likely to increase

at a steady pace.” It was also noted, “There is no alternative to lube oil

and costs are already very high, making it very difficult to operate a

ship.”

A number of respondents cited crew costs as a major cause for

concern. One said, “As long as there is stiff competition on crew costs

among managers, with wages being increased at random, the situation

will not settle down.” Another noted, “The volume of new vessel

deliveries and short contracts will put pressure on crew supply and

crewing costs will go up.”

The respondents were not convinced that more expensive crews

would actually mean better crews. “Crew competence and skill is

declining,” said one, “with a trend towards short contracts and fast

promotion. This is leading to more accidents and to extraordinary

unbudgeted expenses.” Another remarked, “The shortage of qualified

crews is steadily getting worse. A lot of the new crews are of a very low

standard.” Elsewhere it was noted, “Crews from countries that offer

lower wages will play a very important role in the cost of operating

vessels. With low freight earnings, owners will try to save on crew

wages.” Meanwhile, one respondent claimed, “The biggest single factor

in operating cost increases these days is the scarcity of Filipino and

Chinese seamen.”

Several respondents expressed concern about overtonnaging. “The

market has been very shaky in 2012, and will continue to be so next

year, because of the oversupply of tonnage and the shortage of

motivated and qualified crews,” noted one, adding, “Below breakeven

voyages are being undertaken in order to avoid sending ships into lay-

up, or being sold at very low prices.” Another pointed out, “The

shipping markets will only get more difficult, as a result of

overcapacity,” while another still predicted, “Due to the oversupply of

ships, we face a major crisis, and an increase in the amount of laid-up

tonnage.”

The difficulty of obtaining finance, declining freight rates and the

cost of increasingly stringent regulatory compliance were among other

concerns; “Legislation coming into force, including that affecting

labour conditions and the environment,” said one, “will have a major

impact on operating costs for older tonnage.”

Moore Stephens also asked respondents to identify the three factors

that were most likely to influence the level of vessel operating costs

over the next 12 months. Overall, 27% of respondents identified finance

costs as the most significant factor, followed closely by crew supply

(20%). Competition was in third place, with 18%, followed by demand

trends (17%).

Tanker Operating Costs*

Type OpCost 2012 daily rate ($) Year-on-year change (%)

Product 8,370 1.8

Handysize 7,829 2.1

Panamax 8,419 0.9

Aframax 8,514 1.8

Suezmax 9,681 1.9

VLCC 10,780 1.0

Weighted average 1.7

*Excluding drydock costs. Source: Moore Stephens


NEwS FOCUS - TANKER SATCOMS


The terminals provide high-speed

Broadband and voice for Teekay’s

corporate and welfare networks.

The company said that it was determined to

be at the forefront of this technology shift and,

as a result, in early 2011, it went out to

competitive tender for high speed broadband

connectivity on board 40 tankers.

Addressing the communication needs of one

of the world’s largest shipping companies was

a complex task. Teekay’s business is global,

taking its fleet worldwide. The solution also

had to provide secure connectivity for the

company’s corporate VPN, remote access for

maritime diagnostic applications, such as

engine and cargo monitoring, as well as

reliable high speed welfare communications

for the crew.

In addition the installations had to be

completed within six to nine months and

without interfering with the vessels normal

operations.

NSSLGlobal won the tender against stiff

competition basing its solution on its Cruise-IP

service, which can deliver speeds of up to

4Mbps of data with one of the most extensive

KU-band footprints available.

In addition to the high speed connection, at

the core of the on board network is the

NSSLGlobal cruise control unit and gateway

device which allows:

n The fleet manager and Master to implement

Teekay corporate IT and communications

policy.

n Separate policy management of the

corporate and welfare networks with

accelerated and prioritised VPN for

corporate traffic.

n Secure remote access to allow authorised

Teekay personnel to access maritime

diagnostic applications, such as the

Honeywell eserver for engine and cargo

monitoring and alarming.

n Seamless and automatic transition between

VSAT beams.

n Remote diagnostics and control of the on

board VSAT system by the NSSLGlobal

NOC.

n Automatic least cost switching between

alternative satellite providers (such as

Inmarsat’s FleetBroadband) for total

service assurance, which was also provided

as part of the contract.

Teekay opts forsatcoms package tocover tanker fleet

NSSLGlobal has completed in-service installations of 60 Cruise-IP VSAT terminals on

board a large percentage of Teekay’s tanker fleet.


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NEwS FOCUS - TANKER SATCOMS

One of the key challenges for NSSLGlobal

was to be able to adapt the installation

programme to cater for last minute changes in

the vessels itineraries and on occasions when

the vessels were only in port for a very short

period. Working flexibly with Teekay, the

programme was completed on time and on

budget and, as a result, it was extended to 60

vessels.

The introduction of high-speed broadband

on board has given each vessel improved

contact with customers, vendors and port

authorities, allowing for business

communications to continue smoothly

throughout a voyage. It also allows for greater

access to vessel information and the

performance of remote and online diagnostics,

making maintenance and data collection easier

and more efficient. The ease of online access

to port information, weather updates and

online databases is also a key benefit.

In addition to the improvements in corporate

communications, crew welfare has also

improved significantly. Offering crew

member’s access to Internet and social media,

including Skype, Facebook and YouTube has

allowed them to complete training online, via

web portals, or webcams, as well as helping to

communicate with home lessening the feeling

of isolation on board, making for a happier

crew.

Service agreement

The contract was backed up by service level

agreements (SLA) covering the availability

and quality of service. These SLA’s are

proactively monitored by the NSSLGlobal

network operation centre, which is manned

24/7.

Zoran Jenlenovic, Teekay’s director of

marine and technical assurance said: “Thanks

to people involved in the process leading up to

awarding the contract, Teekay had a very clear

idea of what was required for the success of

this project. NSSLGlobal’s proven record in

providing ‘in service’ installations alongside

24 hour remote support was one of key

elements in our award of contract.

“During the implementation phase, we

quickly developed a close working

relationship with the NSSL project team which

meant that we were confident that, despite

quite aggressive project goals and targets, the

challenge of changes to the vessel’s

programme with often only a day or at most

two in port, NSSLGlobal were able to deliver

the desired solution on time and on budget.”

Sally Anne Ray NSSLGlobal COO said:

“This contract is significant for all of us at

NSSLGlobal. Teekay is a global giant of the

shipping world and to have such a big brand

commit to NSSLGlobal is an exceptional

endorsement of the work we do. We believe

one of our key strength’s is listening and

working with our customers to develop

innovative solutions that address their

individual requirements.

We look forward to a long term relationship

with Teekay and will continue to work closely

together with them to develop enhanced

services and solutions to meet their high

expectations.”

NSSLGlobal is an Inmarsat distribution

partner with over 18,000 marine, offshore and

land-based users. It is able to offer a wide

selection of terminal equipment and airtime

tariffs and operates its own VSAT network to

over 700 terminals. TO


TAnkEROperator l November/December 201212

iNDUSTRY - SweDeN RepoRT

Despite the apparent intransigent

stance of the Swedish

Government towards seafarer tax

and other issues affecting

domestic shipping operations, there are still

some companies who seem to be coping with

everything that is thrown at them.

Sweden remains strong in the northern

European smaller chemical tanker type

operation, despite some companies having

moved across the Sound to Denmark, where

there is a much more favourable shipping

regime in place.

One aspect of the shipping industry that the

government is currently addressing is the

question of armed guards on board ship.

In March 2011 the European Parliament and

European Council implemented the new IMO

SOLAS provisions by EC Regulation

725/2004, which is directly applicable in the

European Union.

In Sweden, the legal framework was

implemented by several amendments to

existing vessel safety legislation and new

statutes. However, these statues did not take

into account a potential need for security

guards on board ships.

Unlike several other shipping nations,

Sweden has not yet adopted regulations on the

employment of security guards, despite

recommendations from the IMO. However,

Parliament is expected to enact a new law

governing such employment in March 2013,

local sources said.

According to Swedish sources, the Act on

Guarding Onboard Swedish Ships is intended

to enter into force on 1st January, 2013 and

will allow Swedish shipowners and operators

to contract private security companies. This

new act will apply to ships subject to the

International Ship and Port Facility Security

Code (ISPS), trading outside the European

Economic Area.

Under the new act, private maritime security

companies that provide protection against

piracy on board Swedish ships must be

authorised and armed security personnel who

are in possession of weapons must be licensed.

Under the new provisions, a shipowner, or

operator, must obtain permission to employ

armed guards.

A vessel’s Master who engages on board

security personnel must ensure that the

following details are noted in the ship’s log

Tanker companiessurviving the heat

This year, Swedish shipping could be summed up by the phrase – ‘you win some and youloose some,’ especially in the tanker sector.

Gothenburg is an ideal port in which to set up a bunker operation.




book:

n Identification;

n Personal details;

n The time period that the personnel are on

board;

n Certain details in respect of firearms.

Furthermore, a shipowner, or operator and

Master may face criminal penalties if they fail

to comply with the new provisions, either

intentionally, or though negligence.

Sweden also boasts Gothenburg, which is

the largest port in the nordic region in tonnage

terms. The port authority has been very active

in building Gothenburg up as a hub port, not

only for rolling cargo and containers, but also

in the crude oil and oil products sector.

Major bunker port

Due to its strategic location just a few miles

steaming from the Skagerakk and kattegatt,

plus the Skaw area, Gothenburg has not been

slow to see the advantages of offering bunker

storage facilities within the port, enabling

bunker tankers to deliver product off the Skaw

peninsular and as far as Copenhagen.

This summer, Vopak and Swedegas signed

an agreement to investigate the possibility of

offering LnG fuel bunker facilities at the port.

The Port of Gothenburg has since joined the

initiative.

Stricter sulphur emission stipulations mean

that ships operating in Swedish waters must

switch to a more eco-friendly fuel by 2015 at

the latest. Likewise, an increasing number of

Swedish companies are looking to switch from

oil and coal to cleaner alternatives.

At present, it is difficult for shipping and

industry to source LnG in sufficient

quantities, the companies said. A new

investment in an LnG terminal at Gothenburg

could be the solution. A survey is currently

being conducted to determine market needs.

Behind the initiative is the infrastructure

company Swedegas, which owns the Swedish

gas grid, Vopak LnG, a specialist in the

storage of liquefied natural gas and subsidiary

of the independent provider of conditioned

storage facilities for bulk liquids Royal Vopak,

plus the Port of Gothenburg.

“The environmental benefits of LnG have

generated demand not only in shipping but

also in industry. At present, we are scanning

the market to ensure we dimension the

terminal properly and offer the right services,”

explained Lars Gustafsson, Swedegas

president, at the time of the announcement.

An LnG terminal is planned to be

completed in Gothenburg during 2015. It will

be the first in Sweden to be built according to

the ‘open access’ principle, meaning that any

company interested in importing gas to the

Swedish market will now have the opportunity

to reserve capacity.

“Unrestricted competition is crucial if the

end-customer is to be able purchase gas at the

best price on the world market,” said

Gustafsson.

“The port of Gothenburg is not only the

largest port in the nordic region but also the

foremost energy port. We want to put across a

clear message to the shipping industry that

LnG will be available when stricter

environmental stipulations come into force,”

said Magnus kårestedt, Port of Gothenburg

CEO.

Gothenburg will be one of the first major

ports in the world where vessels requiring

bunkers will not need to go to a special

terminal. LnG bunkering will be able to be

undertaken directly from a bunker tanker

while the vessel is being loaded, or unloaded,

which will open up the potential for large-

scale LnG bunkering, the companies said. The

terminal will also be connected to the

domestic gas grid.

Each year, around 2,500 tankers call at

Gothenburg, which is the port of entry for

around half of Sweden’s crude oil imports.

During the third quarter of this year, 6.1 mill

tonnes of oil, diesel, ethanol, asphalt and other

Stena Bulk is an acknowledged expert in operating ice Class tankers.


November/December 2012 l TAnkEROperator 15


products were handled – up 30%, compared to

2011 and a new quarterly record. This upturn

was attributed mainly to a rise in volumes at

the three refineries. The port also has three

storage companies operating within its

jurisdiction.

One refined product that has shown a

particularly marked increase is diesel, the port

said. Distribution of diesel from the port rose

by 35% in the first six months to 2 mill

tonnes, half of which was.shipped to various

parts of Sweden, while the other half was

exported.

Tanker changes

The ‘win some and loose some’ theme was

clearly seen in two deals involving Maersk

Tankers.

In 2009, Maersk Tankers bought Broström,

a large Gothenburg-based owner and operator

of chemical and product tankers, ranging from

small northern European trading vessels up to

MRs.

Since then, the AP Moller-Maersk group

company has been gradually assimilating the

various departments. The Broström tankers are

operating in the various Maersk Tanker pools.

Some of Maersk’s smaller tankers were

jointly owned by Broström and Lidkoping-

based Erik Thun on a 50:50 basis. Last month,

Maersk completed the 50% sale of the 12 of

the coastal tankers, managed by Broström in

Gothenburg, back to Erik Thun, which has

since resurrected its old name - Thun Tankers.

All the vessels, including a 13th, which was

fully owned by Broström, were part of

Maersk’s Small northwest Europe segment.

Hanne Sørensen, Maersk Tankers CEO said

that this deal was part of Maersk Tankers’

strategy to simplify and streamline its business

and the company’s plan to focus on fewer

segments going forward, thus this divestment

opportunity comes at the right time and under

the right conditions.

Anders källsson, Erik Thun CEO said that

this was a natural step for the family-owned

concern to invest further in the small tanker

segment by taking over Broström’s 50% share

in the vessels. “We see the golden opportunity

to get into the commercial tanker market

again,” he said.

The vessels in question belong to G-series,

built between 1999 and 2009. All the vessels

are in the range of 6,535 dwt to 7,759 dwt.

The remainder of Broström’s Gothenburg-

managed fleet and shoreside personnel was

due to transfer to Copenhagen by the end of

this year, the company confirmed, thus ending

another chapter in Swedish shipping.

One major Swedish success in the tanker

business has been Stena Bulk, part of the

Stena Sphere group.

This concern has designed a number of

innovative tanker types down the years and

today operates many vessels in a number of

joint ventures and pools, as well as the open

charter market in which Stena Bulk has

chartered-in several vessels for the joint

ventures and pools.

Stena Bulk is in the process of taking

delivery of a series of what are claimed to be

super efficient Suezmaxes from Samsung. The

first – Stena Superior – was followed by the

Stena Suede last year, while the Stena Supreme

was delivered this year to be followed by the

Stena Sunrise in 2013. The vessels were

designed by the South korean shipyard with

input from Stena’s in-house design

department.

The series will be operated by the joint

venture between Stena Bulk and the Angolan

public sector company Sonangol, named Stena

Sonangol Suezmax Pool (SSPP). Upon her

delivery, Stena Suede went directly onto a

long-term charter with the French oil major

Total.

Stena said that with fuel-saving technology,

such as optimised hull lines, increased

diameter propellers, bulb rudder and energy-

saving hull fins, the newly built vessels

achieve a minimum of 15 % lower bunker

consumption, compared to conventional

Suezmax currently in service.

Each vessel is fitted with a VOC (volatile

organic compound) reduction system, which

reduces VOC emissions by up to 90% during

loading and transportation of cargoes along

with a reduction in H2S (hydrogen sulphide)

release from cargo.

To enhance the propulsion efficiency, they

each have two sets of Samsung vibration and

energy reducing (SAVER) fins fitted on the

hull forward of the propeller for optimised

flow while also reducing hull vibration.

Propeller efficiency is further improved by

reducing hub vortex effects through use of a

Samsung rudder bulb, mounted close to the

propeller boss.

When creating the pool in 2005, Stena Bulk

and Sonangol said that they aimed to

maximise the profits from the available ships

by facilitating high quality spot trading, using

vessels with an average age of 3.5 years across

the fleet.

Today, the SSP operates more than 20

Suezmaxes and the aim is to have a fleet of

around 30 modern tankers with an average age

of only 3.5 years.

In another move, Stena and its partner

Concordia Maritime announced in June that

they had ordered up to 10 in-house designed

MR chemical tankers. The vessels will be built

at Guangzhou Shipyard International (GSI) in

China with deliveries beginning from the

spring 2014.

When delivered, the 50,000 dwt vessels will

be the most sophisticated in Stena Bulk’s and

Concordia Maritime’s fleet, Stena said. The

value of the order will be $400 mill if all 10

vessels are declared. Upon their delivery, the

vessels will join the Stena Weco Pool.

“To challenge today’s fierce competition

within the tanker segment, we must invest in

the higher end of the market. These ships will

have an outstanding competitive edge both in

the edible oil, chemical, and in clean tanker

markets,” said Ulf Ryder, president and CEO

of Stena Bulk when announcing the order.

”This is a logical step in the development of

our business and fleet, to invest in vessels with

very good fuel efficiency and with outstanding

cargo flexibility. They will be operating in the

segment where we have our main focus and

where we believe there is a very good growth

potential”, said Hans norén, Concordia

Maritime president, who has taken two of the

vessels ordered.

Flexibility is paramount to be competitive in

the chemical tanker segment. They must be

able to carry a wide range of cargoes in

smaller parcels like the liner shipping industry

giving higher freight per tonne. Also

increasingly important in this trade type is to

be able to quickly switch between various

types and grades of cargoes, Stena said.

“Our engineers have together with

Guangzhou Shipyard succeeded in obtaining

probably the most innovative Eco tankers

existing with completely new hull lines,

specially designed propellers, and many more

topics, which could mean a competitive

advantage of some $3-5000 per day when it

comes to cargo flexibility and fuel economy,”

Ryder said.

“It is with great pleasure we are now getting

a new specially designed fleet optimised for

our cargo contracts within the Stena Weco

Pool” said Erik Hånell, Stena Weco managing

director during the anouncement. “It is very

stimulating that our owners and partners

believe in what we have created so far and

order these ships that will be commercially

managed by Stena Weco,” Hånell concluded.

Six tankers have thus far been confirmed.

Publicly quoted Concordia Maritime has taken

two vessels and Stena Bulk four ships. There

are further options included in the shipbuilding

contract, which could be distributed to other

joint partners.

Later, the joint venture Golden Stena Weco




announced the opening of an office in

Singapore. Golden Stena Weco is a joint

venture between Stena Weco and the

Indonesian palm oil producer Golden Agri-

Resources (GAR).

Initially, the joint office will have a staff of

eight working in operation, chartering and

trading.

Stena Weco currently transports about 2.5

mill tonnes of palm oil per year with 50,000

dwt MRs and two of Concordia Maritime’s

converted P-MAX tankers.

“The closeness to GAR’s traders in our new

joint office gives us direct contact with the

palm oil market. The collaboration will

generate synergies for both Stena Weco and

GAR. We know shipping and they have the

cargoes”, said Hånell.

“For Stena Weco, it’s very important that

GAR works actively on environmental

demands concerning the extraction of palm

oil, as well as its business as a whole. We

ourselves are working hard on research and

development relating to our technology and

our transportation. Consequently, we consider

GAR’s investments in sustainability to be

extremely important”, Hånell added.

Stena Weco, which was formed at the

beginning of 2011, is owned equally by Stena

Bulk and Danish Dannebrog, each holding

50%.

Founded in 1996, GAR is the world’s

second largest palm oil plantation company

with a total planted area of 457,040 hectares

(including small holdings) as at 30th June this

year, located in Indonesia. It has integrated

operations focused on the production of palm-

based edible oil and fat.

In May 2011, Stena surprised the market

once again by entering the LnG sector.

The company said that it had been studying

this market sector for some time, before

deciding to splash out on three LnGCs from

Taiwan’s TMT. At the same time, Stena LnG

was formed.

They were the Stena Blue Sky (built in

2006), Stena Clear Sky (built in 2011) and

Stena Crystal Sky (also built in 2011). They

were all built by Daewoo to Ice class 1C.

The Stena Blue Sky was on timecharter

when she was acquired by Stena. The Stena

Crystal Sky and Stena Clear Sky were

reactivated at the yard in June 2011 and were

then chartered out for seven to eight months,

followed by another timecharter of three to

four years.

It was hoped to expand the LnG side of the

business by organising a Stena LnG IPO in

Oslo to raise cash to order newbuildings.

However, it was decided not to go ahead due

to the world’s current economic uncertainty.

There were rumours of newbuildings being

placed at Daewoo and Samsung, but these had

not been confirmed at the time of writing.

Affiliate Concordia reported a positive

result before tax of SEk4.1 mill for the third

quarter of this year, which was down on the

previous two quarters, due to weaker freight

rates earned by the fleet.

On average, the vessels on the open market

generated income of just under $11,000 per

day in the third quarter, compared with just

over $15,000 per day in the first half of the

year. By comparison, vessels employed on

timecharters generated an average of around

$21,000 per day.

During the quarter, Concordia concluded a

two year timecharter for the P-MAX Stena

Primorsk with a new north American

customer. An option also exists for a further

year’s charter.

The company said that the daily hire is

reflective of the market situation and is

therefore not really satisfactory. However, this

is an interesting business with a good client,

and given the company’s increased exposure

to the open market, noren said that it was

prudent to secure this cash flow. The contract

is expected to generate a small surplus in the

operating result (result before financial net).

noren also noted that the Suezmax Stena

Supreme had been in operation since the

beginning of July. The SSSP achieved a

relatively good result in a very challenging

market in the third quarter. The vessel’s share

in the pool generated an income of about.

$17,000 per day, compared with the segment’s

average rate of around $10,000 per day. This

gave a positive contribution to operating cash

flow (EBITDA) of about $0.8 mill.

The market has strengthened significantly in

early november, particularly in the Atlantic.

Even if this upturn is short lived, it means that

Concordia’s open vessels may generate a

better income per day in the fourth quarter

compared with the third.

However, income for the vessels employed

on timecharters is expected to be somewhat

lower as the vessel Stena Perros was

redelivered at the end of October and is now

employed on the open market, while Stena

Primorsk’s new contract is at a lower rate.

Another P-MAX, Stena President, was

converted to IMO type III during the period.

The company said that its assessment of the

product tanker segment continued to be

positive. Indications are that the market is not

far away from a balance between supply and

demand. These conditions are also in place for

a gradual improvement in the product tanker

market during 2013 and 2014.

During the first nine months of this year, the

result after tax was a loss of SEk365.7 mill,

compared with a positive SEk58.9 mill for the

corresponding period last year. This was

mainly due to an impairment charge of

SEk408.8 mill. TO

ANCHORS & CHAINS Rotterdam

Shanghai

Bergen

Aberdeen

Nantong


iNDUSTRY - NavaiDS

Furuno enhancesnavigation and

trainingFuruno has launched a new ECDIS under the model names of FMD-3200 and FMD-3300

and has also introduced a distance learning service.


The FMD-3200 is fitted with a 19

inch LCD while the FMD-3300

has a 23.1 inch LCD. They are

claimed by the company to deliver

great enhancement in terms of user interface,

as well as functionality.

Fully complying with ECDIS performance

standard as stipulated in IMO resolution

MSC.232(82), the new system is suitable for

installation on board newbuildings, as well as

for retrofits.

The new ECDIS also enhances the chart

management scheme providing easy chart

management independent of the chart

providers, Furuno said. It is compatible with

Jeppesen Dynamic Licensing and it supports

the Admiralty Information Overlay (AIO). In

addition, its network expandability fully

satisfies provisos for paperless operation of

vessels.

They provide the operator with fast access

to the tasks and functions to be performed in

vessel operations. They employ intelligently

arranged graphic user interface elements:

status bar and instantAccess bar that deliver a

task-based operation scheme to give the

operator direct access to necessary operational

procedure.

For example, the status bar at the top of the

screen provides operating status, including

modes of operation and presentation. The

instantAccess bar on the left edge of the

screen provides quick access to functions

available in each of the ECDIS operating

modes.

The instantAccess bar’s contents change

according to the operating modes selected on

the status bar.

This combination covers virtually the entire

operation, hence providing easy and quick

access to the tasks to be performed, the

company said. As a result, the need for going

into an intricate menu tree to reach the

necessary tasks has become redundant. This

will streamline the navigation monitoring

procedure, reducing the risk of confusion and

erroneous operation, as well as enhance

situation awareness. Also, the new ECDIS

utilises a chart-drawing engine that delivers

instantaneous chart redraw with the seamless

zooming and panning.

Moreover, its operation philosophy is based

upon the same logic, as the control scheme of

a PC’s mouse and all operations can be

controlled by using a trackball of the control

unit by means of left-clicking, right-clicking

and using a thumbwheel. Also, a full

QWERTY style keyboard is available in the

ECDIS control unit for easy route, event and

waypoint naming, Furuno claimed.

Computer aided training

At SMM, Furuno released its new distance

learning training platform - navSkills CAT -

using a computer aided technique to provide

training to the company’s ECDIS users.

navSkills CAT combines what are considered

to be the best parts of computer based training

with that of class room training. It is initially

designed to provide type specific ECDIS

training, but the

platform can be used

for familiarisation of

other navigation

equipment in the

future, the company

said.

The navSkills CAT

is centred on a cloud

computer hosting the

training application

software. To access the

cloud server, the

trainee will have to use

a workstation provided

by Furuno, which is

designed to be installed

and used anywhere

having a broadband

internet connection

within the customers’

premises, such as the

office, or any branch offices, enabling the

training to be conducted with the shipowner.

The workstation accommodates dual

displays (one for ECDIS and one for

radar/conning/ship control and visual

simulation) and a control head similar to the

actual Furuno ECDIS control head used on

board the vessel. By using this method, the

trainees can learn how to navigate the menus

with the track ball and how to use the fast

keys and controls on the control panel for

quick and easy operation. It is provided fully

configured, as a plug and play solution, hence

requiring no setting up on site.

In order to achieve better training results,

the company launched a help desk, which

provides online support to the trainees using

Voice over IP (VoIP). It is accessible through a

soft key on the system screen. By activating

the help desk function, the trainee is connected

to an instructor, who can guide the trainee, or

answer questions to facilitate the trainee’s

better understanding of the ECDIS.

navSkills CAT is offered to shipowners on

The new eCDiS have two easy access operations' bars fitted.



iNDUSTRY - NavaiDS

a subscription basis with a yearly flat rate

charged per workstation. The fee covers the

workstation’s provision and maintenance and

access to the training application software and

help desk. This means that the shipowner can

train as many navigators, as he or she wishes

within the subscription period at a fixed fee

and because the training is utilising cloud

computing, the training is available 24/7.

Alternatively, navSkills CAT can be accessed

on a pay-as-you-go plan depending on the

number of certificates issued (the service fee

depends on the number of trainees receiving

the service).

Subsequently, the training programmes for

the new ECDIS FMD-3200/FMD-3300, as

well as refresher training modules will be

developed at a later date, both of which will

be offered within the same subscription fees.

Furuno said that this means that owners

having the current ECDIS in their fleet do not

have to worry about additional costs when

introducing the new ECDIS in the fleet,

because the type specific training for both

models will be available within the flat yearly

fee. The navSkills CAT will be distributed

through Furuno’s worldwide distribution

network.

In early 2011, the company introduced end

user training, which included the ECDIS

training activities in the Furuno organisation

and the distribution network. The aim was to

establish a platform for ECDIS training

provided under the Furuno brand, which meets

a quality standard set by the company.

Furuno’s ECDIS training quality standard is

based on the continuous study on the policies

governing type specific training set by the

various flag states and through ongoing

discussions with vetting companies,

shipowners and other stakeholders, to ensure

that the type specific ECDIS training provided

by the company will meet the current and

future requirements of the shipping industry.

Furuno said that it had realised that it was

necessary for manufacturers to establish such

working principles to manage and ensure

quality and valuable training to the shipping

industry. Consequently, the shipowners will

have more competent navigators on board

their vessels bringing even more safety and

efficiency to the ship operation, the company

said.

As mentioned, both the new models are

compatible with the Admiralty Information

Overlay (AIO).

The company said that it will also release a

software update, which will make the AIO

available on its existing FEA models.

AIO is a free service to Admiralty Vector

Chart Service (AVCS) customers. It is the only

service available that includes worldwide

Admiralty Temporary and Preliminary notices

to Mariners and new EnC Preliminary notices

to Mariners, which identify navigationally

significant differences between EnCs and

Admiralty paper charts.

Furuno’s ECDIS models allow the AIO to

be switched on and off by simple operator

action, enabling navigators to choose to

display the overlay when it is needed.

Significant features from the overlay are

added to the EnC by using Mariners’ Objects,

which ensures the information is always

available when the ECDIS is in the monitoring

mode.

kazuma Waimatsu, Furuno’s general

manager of products planning and marketing

department, said: “The ability to show the

additional Admiralty Information Overlay

layer on our new ECDIS models will help

navigators ensure that they are using the most

up-to-date information available to optimise

route planning. The Overlay makes it easy to

quickly see information that is essential for all

navigation tasks.”

Jason Scholey, AVCS product manager,

said: “The Admiralty Information Overlay is

our vehicle for getting the best possible

information in front of the mariner, to improve

the safety of navigation and the efficiency of

passage planning. We are working closely with

ECDIS manufacturers like Furuno to make the

Overlay available to as many mariners as

possible and we expect two thirds of new

ECDIS units sold worldwide to have Overlay

compatibility by the end of the year.”

The two eCDiS with keyboards operated by track balls.

TO



iNDUSTRY - NavaiDS

Designed for simple installation

on board both new and existing

tankers of any type, or size, in

accordance with iMo carriage

regulations, which became

effective last July, the BNwaS

ensures enhanced safe vessel

operation via continuous

surveillance of bridge activities,

including detecting any operator

malfunctions that could lead to

accidents, the company said.

Alerts can be automatically relayed to the

ship’s Master and other watch personnel with

the alarm system and all backup call functions

and timer settings controlled and handled from

the bridge console’s centralised alarm panel.

Basic system features include main alarm

panel with dimming, ship accommodation

alarm panels, an assist call facility, motion

sensors, reset push buttons, activation switch,

reset timer inputs from radar and force

activation via steering gear and/or Trackpilot

supported by flexible interfaces.

Systems also meet latest IEC 62616

performance standards and are optionally

available either as stand-alone units, or for

integration as part of SAM’s nACOS

Platinum range of all-

purpose integrated bridge

management assemblies.

They are type-approved

by major international

classification societies

such as ABS, GL, Class

nk and RInA.

Meanwhile, SAM has also recently

introduced EcdisPilot Basic, a new space and

cost-efficient ECDIS, specifically designed for

retrofit applications on board vessels in

accordance with latest IMO carriage

requirements.

Simple to install, operate and update, the

compact stand-alone 22 inch panel PC system

with a high-resolution TFT display, is fully

compatible with all main chart databases such

as EnC S57/S63, Admiralty AVCS and ARCS

and C-MAP CM93-3.

Features include an extendable navaid

sensor interface module, advanced route

planning facilities, a separate layer for user

objects (notices to Mariners), overlays of

ARPA and AIS targets, on-screen nAVTEX

information and tidal and current data. In

addition, there is also an integrated conning

page.

Depending on class, flag and/or customer

requirements, system capability can be

extended to include options for a printer,

installation of uninterrupted power supply

(UPS) facilities, and an interface unit for

external radar overlays.

BNWAS and ECDIS from SAM Electronics

Jeppesen has unveiled the

company’s new openeNC, its take

on the pay as You Sail (paYS)

option. The openeNC solution

joins its established dynamic

licensing and direct licensing

offerings.

These different licensing methods distribute

EnCs through Jeppesen’s DnV approved

SEnC format, which is claimed to be highly

optimised for easy installation and updating.

This format also saves time since no

verification, or compilation of data on board,

is required. The SEnC format is also claimed

to be supported by the majority of ECDIS

systems on the market.

“While PAYS options may seem like the

simplest option for buying EnCs, this may not

be the case in many situations,” said Paul

Elgar, Jeppesen OEM strategic business

manager. “By providing a choice of flexible

EnC licensing services, we can help

customers find their own best and most

affordable solutions. Seamlessly combining

different licensing options is also a help in

areas where hydrographic offices do not

accept PAYS.”

Jeppesen’s OpenEnC PAYS solution, which

was scheduled to become available shortly

after SMM Hamburg, provides free worldwide

coverage of EnC charts on the ECDIS for

route planning purposes.

When a vessel sails, a tracking service, or

device, reports the ship’s continual position

and the customer is then invoiced for the

charts along the route in the two best scales

available. OpenEnC is claimed to be an

excellent solution for vessels that do not

regularly sail on any fixed route, because the

vessel always has all charts available and can

plan and sail a new route at a moment’s

notice.

Using the Jeppesen Direct Licensing

standard, vessels can license EnCs for any

combination of three-, six- or 12 month

durations. The 12-month option is the most

cost effective for vessels that run a regular

route with no deviations.

As for Jeppesen Dynamic Licensing, this

system instantly provides EnCs for viewing in

a planning, or voyage setting. Similar to

OpenEnC, there are no external permits

(licenses) that need to be loaded prior to use.

When enabled in a compatible ECDIS, the

customer will be charged for all charts that are

viewed, or used, whether for route planning,

or navigation. Dynamic Licensing opens the

EnCs for the minimum period allowed by the

Hydrographic Office (for example three

months), and when that period has passed the

chart will automatically expire.

It is claimed to be a cost effective option

when charts are needed for shorter time

periods. For example, when a ship purchases

licenses for a normal fixed route using direct

licensing, it can augment its regular route with

dynamic licensing when it’s necessary to

deviate from its planned voyage to go to

another port.

“Jeppesen is unique in offering these three

different solutions to the maritime industry,”

said Elgar. “We analyse our customer’s

requirements and offer them the EnC

licensing option that best suits their needs. We

also monitor the customer’s EnC use over the

course of the subscription period to determine

if it is actually optimal for that vessel.”

Jeppesen joins to Pay As You Sail initiative

SaM's new BNwaS.

SaM's eCDiS was specifically designed for

the retrofit market. TO

TO



iNDUSTRY - NavaiDS

as the low weather track intensifies

over southern Europe, it is not

uncommon to have widespread

heavy weather over a large

portion of the Mediterranean.

Westerly gale conditions can extend for

hundreds of miles from the coast of Spain to

the south of Sardinia and into the Sicily Strait.

This long unbroken stretch presents a full

head-on sea to vessels sailing westbound

towards the Gibraltar Strait. While these

synoptic scale, or large-scale weather events

can be a significant challenge, it’s quite often

the smaller scale wind events that can catch

seafarers off guard, resulting in vessel damage

each year.

The Mediterranean Sea is home to perhaps

the highest concentration of terrain induced

localised winds in the world. These winds

come with some legendary names, such as the

Mistral, Sirocco and Levanter, to name but a

few.

The Mistral wind is perhaps the most

famous terrain induced wind. It develops over

the Gulf of Lion when strong cold fronts push

through Western Europe. The northerly winds

are funneled south through a narrowing gap

formed by the Pyrenees Mountains of

Southwest France and the Alps along the

eastern border.

It is not uncommon during one of these

events for winds to reach speeds of 50-60

knots as they push out over the Gulf of Lion.

Along the way, they create heavy sea/swell

conditions at times, which can reach all the

way South Southeast to the coast of north

Africa.

The Sirocco winds are hot winds from the

south formed when low latitude gales track

east through the southern Mediterranean Sea,

or along the north coast of Africa. In advance

of the cold front, the southerly winds gather

strength and stream up into the Mediterranean.

They will often carry with them enormous

quantities of sand from the Sahara Desert. It’s

common for these winds to achieve speeds of

30-40 knots generating high seas along with

reduced visibility with the dust and sand

suspended in the air.

The Levanter is a strong easterly wind that

develops when strong high pressure builds to

the north of Gibraltar Strait over the Bay of

Biscay region. The east winds south of the

high-pressure area are forced through the

narrowing waters of the western

Mediterranean, also known as the Alboran

Sea.

It is this narrowing that helps to increase the

velocity of the easterly winds much the same

way placing a thumb over the end of a water

hose increases the velocity of the water

streaming out.

These winds can strengthen further into the

narrow waters of the Gibraltar Strait with

conditions reaching 40-50 knots during a

strong Levanter.

A number of other terrain induced localised

winds occur in the Adriatic, Aegean Seas and

across the waters of the eastern Mediterranean.

Higher resolution data clearly shows the

band of increased sea/swell conditions

building south of a localised wind event south

of the Aegean Sea (see above).

The scale of these wind events can be

challenging for forecasters to identify.

However, new tools developed by AWT are

allowing us to see these events with more

clarity. The company uses high-resolution data

that has been tested in the Mediterranean and

was successful in identifying these localised

wind events with more accuracy, compared to

previous model data available.

With the onset of the winter season, existing

heavy weather conditions cannot be ignored.

*This article was written by Mike O’Brien,AWT’s operations manager and was publishedin the company’s newsletter.

Mediterranean-placid sea or

mythological beast?While the Mediterranean may live up to its placid image during the summer season, it

packs a lot of punch, as winter approaches*.

Higher resolution data clearly shows the band of increased sea/swell conditionsbuilding south of a localised wind event south of the aegean Sea (circled).

TO


NAECA- lessonslearnt from the

California experienceOn 1st August, 2012, the North American Emissions Control Area (NAECA) took effect,

mandating the use of 1%, or less sulphur heavy fuel oil (HFO), or residual fuel oil for

vessels within 200 miles of the North American continent.*

INDUSTRY – bUNkERS

TANkEROperator l November/December 201222

Earlier, California had mandated the

use of distillate fuel when vessels

arrive within 24 miles of its

coastline on 1st July 2009.

Lessons learned from California’s

experience with the use of distillate fuel may

benefit operators, as the next phase of

NAECA comes into effect on 1st January,

2015 when the IMO will mandate the use of

distillate fuel within 200 miles of the North

American coastline. As that time draws near,

industry observers have argued about the

possible methods in which operators will

comply.

Since June 2012, several developments have

helped the ship operator comply with the 1st

August mandate. Foremost, the US

Environmental Protection Agency (EPA)

provided an interpretation of fuel

requirements. It stated in guidelines released

in June 2012 that the minimum standard for

1% low sulphur fuel (LSFO) viscosity will be

not less than 11 cst.

This is significant because at the time it was

thought ship operators would have a difficult

time sourcing the required 1% LSFO and have

to switch over to low sulphur distillate fuel

with its assorted engine compatibility issues -

the same issues that California experienced.

California experienced a 300% increase in

loss of propulsion incidents since its distillate

fuel (viscosity 1-2 cst) regulation came into

effect in 2009. The compression ignition diesel

engines used on board modern vessels of over

10,000 gt use 3% sulphur HFO. This fuel must

be heated to flow through the fuel lines

because at normal ambient temperature, either

LSFO, or high sulphur HFO has the

consistency of tar.

In contrast, distillate fuel does not require

the high temperatures and the thermodynamics

of cooling metal, gaskets and seals resulted in

leaks, along with filter clogging from engine

buildup scrubbing.

In addition, the cost savings of using HFO

are significant over the use of distillate fuel,

which is typically around $300 more per

tonne. The 1% LSFO must be heated just as

the 3% HFO, so the engine/fuel compatibility

issue was solved, at least between 200 to 24

miles off the coast of California.

EPA recognised there may be supply

problems and allowed ship operators, if the

required fuel was not available in ports outside

the NAECA, to simply notify primarily EPA

and the US Coast

Guard no less than 96

hours before entering

the area.

Unlike the fuel

switchover required 24

miles off the coast of

California, which

typically took one to

two hours, to enter the

NAECA, fuel must be

completely switched to

1% sulphur fuel before

arriving in the area. Det

Norske Veritas (DNV)

and Lloyd’s Register

(LR) have developed

calculators for

estimating fuel

changeover times to

remain in compliance.

The use of the

calculators should

suffice for

demonstrating

compliance with the 1%

regulation in terms of a

timely switchover.

In addition, the

Bunker Delivery Note

(BDN) supplied with

the recently loaded

bunkers will

demonstrate compliance with the 1% LSFO

rule. If the overseeing regime (EPA) suspects

suspicious fuel switch procedures, or supply

issues, it may take its own sample.

The problem with taking a shipboard sample

can be any one of many. The vessel has no

control with the delivery medium, which

means that the bunker oil delivery lines,

bunker barge, or vessel fuel tanks could have

residual amounts of the high sulphur fuel

leftover that could increase the sulphur content



November/December 2012 l TANkEROperator 23

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of the oil sample. The other issue is where

should the sample be taken within the vessel’s

engine room that is safe while providing an

accurate sample?

At a meeting held in Tacoma, Washington

on 26th June to discuss the NAECA, the

USCG advised that the LSFO should meet the

International Standard Organisation (ISO)

4259 standard. This means that the sulphur

content could deviate in laboratory analysis

results from 0.94% to 1.06% sulphur and

remain in compliance.

Meanwhile, EPA said that LSFO should not

exceed the IMO mandated 1% sulphur. This

determination by the agency holds sway over

compliance issues. Refinery fuel blenders

most probably will take the sulphur percentage

to 0.95% allowing for a 5% margin in

laboratory analysis repeatability.

As for sludge burning incinerators, the

USCG said that the use of an incinerator to

break down sludge greater than 1% sulphur

content generated on board ship is permitted

by MARPOL Annex VI Reg 16, including in

the Emission Control Area (ECA). But, the

EPA said Reg 14 only applies to the use of

fuel oil, so burning sludge in an incinerator is

not regulated under Reg 14, but only under

Reg 16. Fuel oil and sludge oil are clearly

distinguished within the MARPOL definitions.

In the spirit of the ECAs, the EPA would not

recommend that a ship burn sludge oil, or

other sludge with a sulphur content that might

exceed 1% within the ECA. Upon further

study, a consensus will be reached with a final

determination of this anomaly.

To achieve the 1% sulphur content of the

LSFO, refinery blenders are using low sulphur

cutter stocks, which tend to have high

Aluminum (Al)+Silicone(Si) levels (cat fines).

The issue with increased cat fines is the

impact on filters and purifiers. With poor

preventative maintenance, debris from the

filters and purifiers ends up in the high

pressure fuel system causing worn pumps and

injectors plus adverse piston ring and crown

groove wear. This equates to more costs for

the vessel operator (see Page 24).

With California’s regulations in effect, the

following scenario may unfold on board

vessels trying to comply with IMO and CA

regulations. At 200 miles out, the ship will use

LSFO with the increased metal wearing cat

fines but with good fuel viscosity, which is

more forgiving to worn parts. Then switch 24

miles out from California to the less forgiving

distillate fuel with its well documented

increased incidents of loss of propulsion

(LOP) incidents. California will continue to

face the risk of perhaps an increased rate of

LOP incidents that could cause an oil spill due

to an allision, collision or grounding.

*Footnote: Author Capt Jeff Cowan

graduated from the California Maritime

Academy in 1975, and then began his

seagoing career by sailing on board a

variety of vessels. He first sailed as a

licensed Third Mate in 1977, ultimately

earning his Master’s license. He ended his

seafaring career by sailing as Master of his

last ship, APL China, in 2009. Since his

vessel was one of the first at APL to

perform the California distillate fuel

switchover, he remains very interested in

maritime fuel issues.

TO



Cat fines – anassessment of levels

in residual fuelsMany observers believe that legislative requirements are the main operating concern in

today’s shipping industry*.


It has, for example, been well-established

that continued legislative reform has a

profound effect on the quality of fuel

used globally, as tighter restrictions lead

to an increase in the treatment process to

which fuels are subjected.

Issues relating to the quality of marine fuels

continue to cause headaches for shipowners,

operators and fuel suppliers. Increased

blending operations and techniques, such as

hydro-processing, result in significant changes

to the inherent make-up of marine fuels and

can lead to serious problems when used.

Issues relating to the density, viscosity and

sulphur content of the supplied product have

been - and will continue to be - a day-to-day

occurrence for shipowners and are something

they have learned to live with.

Meanwhile, other issues such as the

presence of chemicals, introduced via a

blend/cutter stock, or stability-related

concerns, are more serious and are being seen

more frequently. Again, such issues are being

examined and positive steps are being taken to

understand the implications of using such fuels

rather than simply attempting to de-bunker at

the first opportunity.

There is, however, one issue that still strikes

fear into the hearts of all shipowners and

operators - catalytic fines. Horror stories of

catastrophic engine failure based on the

presence of cat fines are prevalent within the

industry, with each owner, operator, or

supplier having their own experience with

regard to this particular issue.

In recent years, these fears have been

heightened as a direct result of the changes in

permitted sulphur levels in fuels. The

increasing use of a wide variety of blend/cutter

stocks has resulted in an increase in levels of

cat fines in low-sulphur fuel grades.

Statistical data taken from the Intertek

Lintec ShipCare Services submitted sample

testing programme, as shown below, provides

a good indication of the issues involved.

The charts highlight the levels of cat fines

compared with the sulphur content of fuels

supplied in the second quarter of this year

from the ARA

(Amsterdam/Rotterdam/Antwerp) region. It is

clear that a much higher number of low-

sulphur fuels have combined levels of

aluminium and silicon in excess of 40-50 ppm

compared to other fuels tested.

The main reason for this trend is the

application of blend/cutter stocks, which are

used to reduce the overall sulphur content of

the fuel. The fluid catalytic cracking process

produces a number of different products such

as gases, light cycle oils and intermediate-to-

heavy cycle oils. It is the heavy cycle oils that

are drawn off as the ‘bottom stream’ product

and might contain residual catalysts not

removed during the refining process.

Slurry oil, as it is commonly known, can

have solid concentrations of up to 1,500 ppm

ARA - April 2012 ARA - May 2012

ARA - June 2012 Average Content - Al & Si

The charts highlight the levels of cat fines compared with the sulphur content of fuels supplied in the second quarter of this year from theARA (Amsterdam/Rotterdam/Antwerp) region.




and is considered to be a ‘product’ of the

refining process, which needs to be disposed

of. In many cases, slurry oil is treated to

remove the bulk of the remaining catalyst by

recycling it through the catalyst riser in

combination with the cracker feed stock oil.

This process ‘clarifies’ the slurry oil and it

is the clarified slurry oil that is used as a

heavy fuel oil blend component. Although this

process does remove significant quantities of

the catalyst, in many cases some still remains

and might be introduced into the fuel to be

supplied.

It is clear that such blending operations have

had a significant effect on levels of cat fines in

low-sulphur residual fuels. However, the

general perception that overall levels, across

all residual grades, are on the increase would

appear to be something of a fallacy.

Test data shows that average global levels

sit between 25-28 ppm and, with the

introduction the 2010 version (latterly the

2012 version) of the ISO 8217 marine fuel

standard, a greater degree of security should

be felt by fuel purchasers. However, despite a

reduction in the acceptable combined levels of

aluminium and silicon in the ISO 8217 fuel

standard - from 80 ppm (mg/kg) to 60 ppm

(mg/kg) depending upon the grade of fuel

purchased - the presence of cat fines is still a

serious operational concern.

So why are serious operational issues still

seen? The answer is not simple. First and

foremost, instances of high levels of cat fines

in marine fuels have not been eradicated. One

of the other main issues for consideration

concerns the size and orientation of the

particles present within the fuel. Traditional

analysis techniques look at the total quantity

of cat fines in the fuel supplied, but they do

not take into consideration the size and mass

of the particles present.

The size, mass and shape of the particles

within the fuel have a significant bearing on

the ability of the on board centrifuges to

remove them during treatment prior to

injection. As a result, a number of the smaller

particles do not have a sufficient mass such

that they can be removed by centrifugation

and as a result, pass through into the engine

system.

If the quantity of these smaller particles

passing into the engine system is sufficiently

high, increased levels of wear damage will be

witnessed. In many cases, the damage seen

will be on a par with that experienced when

injecting fuels with levels of cat fines in

excess of the 15 ppm limit at the point of

injection.

It is vital that owners and operators fully

understand and appreciate the value of

appropriate treatment and monitoring

processes in an attempt to limit damage as a

result of catalytic fines. The implementation of

rigorous planned maintenance schemes,

coupled with regular purifier performance

checks, will offer a greater degree of security

in ensuring that unnecessary damage and costs

are avoided.

*This article was written by Michael Green of

Intertek Lintec ShipCare Services.

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TO



Inatech up in theclouds

Inatech launched a new Marine Solutions Unit to offer real-time management systemsfor bunker operations at October’s SIBCON conference.


Among the new products are a

BunkerTECH shipping solution,

developed to help shipping

companies manage procurement,

risk and fuel costs, and a BunkerTECH

bunkering solution, developed to support

bunker fuel suppliers and traders.

Both solutions will be offered ‘in the cloud’

on a software as a service basis, hosted on a

customer’s own network, or on a customer’s

preferred site. This software can be integrated

with other standard shipping and bunkering

technology management systems.

BunkerTECH shipping solution provides

analytical tools and processes for functions,

such as bunker procurement, claims

management, risk management and

accounting.

The company said that the data provided

can help companies to save on fuel by not

having vessels bunkering in ports where fuel

prices are high when alternative ports are

holding lower prices, or by avoiding under-

utilisation of vessel capacity.

BunkerTECH bunkering solution is a fully

integrated, end-to-end solution for managing

all essential aspects of bunker trading, from

risk control and procurement to operations,

inventory and sales.

This software has been developed to meet

the needs of all business models, including

brokers and traders (through back to back

RFQs/spot), suppliers with inventory buying

under Term Contract and bulk suppliers,

matching bulk

purchases with sales. It

affords operators a 360

deg view of their

businesses and

performance in real-

time.

It also has the

capability to perform

‘what-if?’ analysis with

different market

scenarios to improve

hedge effectiveness

and includes an

integrated inventory

management module to

provide a real-time

view of the cost of in-

tank and in-transit

inventory.

A trading and risk

management module

uses the real-time

inventory information

to provide a view of

the market, risk

exposures and the

profit and loss

implications of

decisions.

“Bunkering costs are

easily the largest single

big-ticket item in

shipping operations. So anything that can

improve operational efficiency and reduce the

cost of bunkering has major game-changing

potential at a time when the shipping industry

is under severe price competition,” said Jean-

Herve Jenn, Inatech CEO. “Our fully

integrated end to end solutions are tried and

tested and are already producing significant

benefits for major customers. He explained

that the company had been developing

software for marine services at a bespoke

level, but had now decided to market the

software globally. The company’s major

shareholder is Chemoil, now part of the

Glencore group, and in 2003, the fuel supplier

and trader asked Inatech to develop a system

for handling bunker fuel.

To bring the software to the shipping

market, it was re-launched at SIBCON using

today’s ‘cloud’ technology. Jenn explained that

this system would suit mid-size companies

looking for this type of service, as larger

companies tend to have developed their own

internal IT instruments to store data.

He said that the service was more to do with

process efficiency for example, by avoiding

costly mistakes when placing trades. He said

that many companies used to keep records of

large trade orders on spread sheets, which, due

to human error, were prone to mistakes.

About 20 parameters have been built into

the solution thus far, such as the optimum

amount of fuel needed for a voyage and the

optimum voyage where the cheapest fuel

could be purchased, availability in a port, etc.

Jenn also said that an updated version would

be launched in March of next year.

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TO




For example, DNV has provided a

market forecasting study, a

regulatory analysis and modelled

the LNG supply logistics for

Flemish ports.

DNV’s involvement formed part of an

initiative between the Flemish Government

and the port authorities of Antwerp,

Zeebrugge, Ghent, plus energy company

Fluxys, to publish a feasibility study on LNG

bunkering.

The Government is now acting on DNV

recommendations to ensure the safe

introduction of LNG bunkering at the ports.

This market study led to a forecasted LNG

bunkering demand for each port derived from

shipping and world energy market forecasts,

while the logistics model allowed the ports to

simulate, compare and calculate costs of

different LNG bunkering supply chain options.

The combined results serve as strategic and

tactical decision support tool for the ports in

developing their LNG bunkering

infrastructure, they said.

The legal and regulatory analysis resulted in

a comprehensive listing of applicable local,

regional, national, European and international

standards and regulations, as well as in 23

concrete recommendations indicating gaps in

the current framework.

This part of the report is now available

online http://www.flanderslogistics.be/fpa/lng-

rapport.pdf and the recommendations included

the need to develop operational bunkering

procedures, plus procedures for metering,

measurement, fuel sampling and quality

control.

In addition, there is a need to initiate the

process for accreditation of LNG bunkering

companies and a need to perform training

needs’ analysis for people who board LNG

fuelled vessels in their line of duty, for

example, pilots, surveyors, government

inspectors, customs officials and rescue

services personnel.

“Through the realisation of this study on the

different aspects for the bunkering of LNG in

the Flemish ports, the stricter standards of the

IMO for marine fuel sulphur emissions are

anticipated and an important step has been

taken towards providing LNG as shipping fuel

in the Flemish seaports,” said Hilde Crevits,

Flemish Minister for Mobility and Public

Works.

“Shipowners are working hard to meet the

increasingly strict emissions requirements and

ports are now responding as the popularity of

LNG is becoming apparent,” said Torgeir

Sterri, DNV regional manager Central Europe.

It is anticipated that within the next few

years a considerable percentage of vessels will

be LNG fuelled, particularly in short-sea

shipping and especially in Emission Control

Areas. Ports are gearing up to accommodate

this transition and a significant increase in the

number of LNG bunkering facilities is

expected by 2020, DNV said.

Earlier, Gasnor contracted DNV to conduct

the risk studies that will be the basis for the

authorities’ approval of an LNG bunker station

at Brunsbuttel, located at the confluence of the

River Elbe and kiel Canal.

Important elements in the risk analysis are a

safety screening of the site and a safety

analysis for the chosen location in terms of

quantitative risk analysis, emergency planning

and nautical risk analysis.

In addition DNV will be supporting the

communication process with approval

authority LLUR (Landesamt für

Landwirtschaft, Umwelt und ländliche

Räume/agency for agriculture, environment

and rural areas).

Brunsbüttel Ports GmbH is owner and

operator of three ports at Brunsbüttel -

Elbehafen, Oilport and port of Ostermoor. The

Elbehafen is a multi-purpose port having a

water draft of 14.4 m, which provides ideal

conditions for an LNG bunker station for

shipping from and to Hamburg, as well as for

all traffic on the kiel-Canal, the port said.

LNG ATb concept

Another class society, ABS, has granted

approval in principle (AIP) to a new LNG and

regasification articulated tug barge (ATB)

concept introduced by Waller Marine.

The vessel will have the ability to load LNG

from existing LNG terminals, liquefaction

facilities, or traditional LNG carriers and

transport the gas to existing tanks, traditional

LNG carriers, trucks, or seagoing vessels

using LNG as a fuel.

The barge will also be equipped for

regasification of LNG directly to a pipeline, or

to a power plant. An additional feature will be

the use of natural gas as a fuel in the dual fuel

engines of the tug to drive the ATB unit.

The benefit of the LNG ATB RV is that it

will allow LNG to be moved and delivered

more efficiently on a small-scale basis in

locations where large LNG infrastructure

would be cumbersome, costly, and time

consuming, ABS said.

‘C’ type tanks

The barge will be fitted with independent Type

‘C’ LNG tanks. To make most efficient use of

the hull volume and maximise the cargo-

carrying capacity of the barge, bi-lobe tanks of

maximum width will be centered along the

barge centerline.

The cargo containment system will be split

into four longitudinally located independent

tanks, with each tank supported by a simple

structure that isolates the tanks from hull

loads. According to Waller Marine, these tanks

will be constructed of either 9% nickel steel,

or Stainless Steel AISI 304L, to contain the

cargo at a minimum temperature of -163 deg

C.

ABS worked with Waller from the project’s

inception and has been the primary

certification body in carrying out reviews,

including conducting a programme review.

“ABS has been a great resource in

developing the LNG ATB RV product,” said

Waller Marine vice president- gas solutions

Bill Hutchins. “By conducting multiple

meetings – including a HAZID (hazard

identification) – ABS has helped us to ensure

safety and regulatory aspects have been

appropriately addressed.”

“ABS has worked closely with Waller

Marine through the development of the LNG

ATB RV,” said Roy Bleiberg, director -

engineering, ABS Americas. “We are pleased

to be part of a project with the potential to

improve the environmental impact of

hydrocarbon emissions.”

Since AIP was granted, Waller Marine has

moved into the detail design phase with a goal

of creating multiple variations for clients

around the world.

LNG as fuel takes offThe rush to install LNG bunkering facilities is gathering pace with the

help of major class societies.

TO




Indeed, at a time when bunker bills

represent two-thirds - and rising - of the

operating costs of a vessel and when

bunker companies have extended lines

of credit worth billions of dollars to the

shipping industry as a whole, the importance

of the bunker industry is self-evident. But

when it comes to providing its customers with

the specification and quantity of fuel required

at the right time, in the right location and at

the best price, is the bunker industry

necessarily taking the right approach?

The bunker industry has changed a lot in

recent years, largely for the better. From its

origins as a largely local, fragmented industry,

bunkering has consolidated, professionalised

and globalised. Today, the leading companies

have adopted an array of modern business

practices and corporate standards to ensure a

consistently high quality of service, while

technical innovation has improved the

handling of fuel products. In an increasingly

complex, volatile energy market, the bunker

industry also has access to far more

sophisticated risk management tools.

However, despite this progress, something

is missing. It doesn’t lie in further

technological advances, new financial tools, or

management processes. It lies in going back

to the roots of bunkering and rediscovering the

human touch in our working relationships.

Simply put, as bunkering has modernised, it

has become far less personalised. In today’s

acutely challenging market, this can be a

problem.

Too often, bunker traders are restricted

from using their judgement, their experience,

their instincts and their relationships with

suppliers, brokers and customers. Processes

and systems get in the way of building

relationships and taking initiative. On top of

this, the interaction between traders, suppliers,

customers and other supply chain partners has

become more formal, more transactional, less

personal. Trust seems to be a commodity that

is valued less and less.

Of course, there is a balance to be struck.

But in my view, the pendulum has swung too

far towards a dependence on process and too

far away from a personalised approach to

meeting customers’ needs and solving their

problems.

Customers want to work with traders have

earned their trust and that can be relied upon

to get the job done, every time. That is what

going back to the roots of bunkering is all

about.

The same approach extends to lines of

credit and risk management. Customers are

under no illusions about the disparity between

the credit terms they want and the payment

terms sought by suppliers. However, the

ability to pick up the telephone to discuss

these issues with a trusted trader is critical.

Customers need a trader that understands their

business and has the confidence of all parties

to get the deal done. Counterparty risk has hit

new levels of importance. It is this personal

relationship, built on trust as well as

transparency, that serves to create a more

honest and less transactional foundation for

successfully conducting business.

This might sound counterintuitive in

today’s market. After all, given the level of

financial exposure of the bunker industry and

the perilous state of the balance sheets of

many tanker companies, formal due diligence

is vital. But this is emphatically not about

doing business on a nod and a wink. It is

about combining the best of modern business

practices with the best of bunkering’s

traditional values. After all, if a bunker trader

is charged with sourcing the product that you

need, advising on hedging instruments, or

agreeing a line of credit, it is imperative for

them to truly understand the commercials of

your business, the needs of your vessels and

your approach to risk.

Of course, the benefits of a strong

relationship between bunker supplier and

tanker owners extend both ways. Tanker

companies need the product, a good price and

competitive payment terms, just as bunker

companies want the business. A partnership

built upon a close working relationship is

mutually beneficial.

If a sustained recovery is to be secured for

the tanker sector in the months and years

ahead, the bunker industry will need to play an

integral part. Bunker companies must

continue to embrace technical and commercial

innovation in order to meet the high standards

expected by their tanker customers, but must

also trust the instincts of their traders, give

them the freedom to go the extra mile to meet

their customers’ needs and encourage them to

invest in building strong relationships, built on

trust.

*This article was written by Lars Møller

CEO of Dynamic Oil Trading. Dynamic Oil

Trading is a new global trading company for

marine fuels and lubricants. Launched in

2012, the company is headquartered in

Singapore and operates globally, with plans to

expand further into Asia, Europe and the

Americas.

Bunkering is a peoplebusiness

Today, the tanker industry faces many challenges. When it comes to helping tanker

companies to navigate these most challenging of market conditions, the bunker industry

has a vital role to play*.

Lars Moller, CEO Dynamic Oil Trading

TO



INDUSTRY – ANTI-pIRACY

Training- guidelinesneeded

There continues to be a great deal of disagreement and uncertainty as to just what

constitutes effective training for personnel looking to work in the

maritime security sector.

Frustratingly, the answer remains

inherently simple but continues to

be masked by elements of

bureaucracy and misguided advice,

warned security concern 3rg.

The company has been working as a part of

the ‘Security in Complex Environments

Group’ (SCEG) to try and address the key

driver issues in order to create clarity for both

private maritime security companies (PMSCs)

and for service leavers looking to gain the

credentials necessary for work as privately

contracted armed security personnel (PCASP).

Many PMSCs have historically insisted

upon personnel obtaining the ISPS Ship

Security Officer (SSO) qualification, so that

they can demonstrate to client companies the

people who will be deploying on their

shipping fleet are suitably ‘trained’.

The SSO course, which ‘sounds’ like it fits

the bill, was never designed to meet the needs

or the conduct of anti-piracy operations, a fact

that has now become more widely accepted

throughout the security sector and is in fact

understood by more and more shipping

company representatives.

A number of maritime security operator

(MSO) courses have been developed to

address the need for relevant, task-specific

training. This is undoubtedly a positive move

but brings with it the potential for further

abuse.

Below are two examples of how SSO and

MSO training may be applied in practice:

SSO: A ship enters a port with a raised ISPS

security level (eg Level 2). The ship’s SSO

must now instigate further security measure on

board in line with the ISPS code. This may

include: increased screening of goods being

brought on board, restricted access to areas of

the ship, restricted shore leave for ship’s crew,

conduct of ships searches, etc.

MSO: A vessel has been identified on the

radar at a distance of eight miles with a CPA

(Closest Point of Approach) of 0.2 of a mile.

As the vessel continues to close, the maritime

security team leader requests that the Master

alters course. After changing course to port,

the tracked vessel also alters course again

reducing the CPA. The maritime security team

is ‘stood-to’ donning body armour and

weapons, etc.

The SSO role is indeed an integral part of

general maritime security but is clearly not

relevant with regard to an anti-piracy role. It is

therefore critical that the right balance of

training is applied for the role the course

attendee will be undertaking.

No guidelines

A number of training companies have now

seen the perceptible shift towards dedicated

MSO-type training for the maritime industry

(in the anti-piracy role). At present, there are

no industry guidelines as to how long and

what this training should involve. This present

situation is currently being addressed within

the SCEG in an attempt to alleviate vast

differentiation between training providers.

Service leavers should be aware of

additional ‘bolt-on’ courses, or full courses,

which have switched names (SSO to MSO) in

order to ‘accommodate’ industry demands.

These seem to give scant coverage of best

practice and detail of how anti-piracy

operations should be conducted – A little

knowledge can be a dangerous thing!

One other area training providers are now

targeting is radar qualifications (largely RYA).

Again, this sounds good in principle but

applying information taught on a small craft

‘bobbing around’ in the Solent is very

different to the systems that will typically be

seen on board commercial tankers.

Radar information taught should include

radar tactics on an ARPA system, including

both S band & X band and overlay software,

such as AIS. This gives the MSO vital

information, allowing much needed time for a

graduated response to a potential piracy threat.

At present there is no nationally recognised

qualification within the Qualifications and

Credit Framework (QCF) that relates directly

to becoming a PCASP (again this is something

currently being addressed in the SCEG).

A number of training providers have now

attempted to ‘shoe-horn’ largely irrelevant

maritime security qualifications together in

order that attendees can claim course costs

through ELCAS funding (ELCAS is the

MOD’s enhanced learning credit

administration system which allows service

leavers to claim funding for recognised

courses – level 3 and above).

When looking for suitable training service

leavers should take into account:

n Training needs to be specific to the role

they looking to undertake so they have

a ‘real working knowledge’.

n Try to ensure the course you undertake

is recognised by the maritime security

companies.

n The MSO training syllabus they

undertake should be cover a minimum

of three days (not including SSO course

material - It is doubtful anything less

than this duration would allow enough

information concerning the role of the

PCASP to be passed on).

n Be aware of ‘combined’ courses which

maximise ELCAS funding.

n Be aware at present of advertised

‘qualifications’.

n Check the background and experience

of ‘Industry Experts’ who will be

passing on their ‘well found’

knowledge!!

Advice forleaving servicepersonnel

TO




On board withsecurity

In this article, Doug Woodbridge, director & head of sales and marketing at S3 ID, looks

at how innovation in high-security electronically controlled door locking solutions can

provide the best protection for personnel and physical assets.

Security has now become an issue

for all tanker owners and

operators, with attacks off the

coast of East Africa demonstrating

the vulnerability of these assets. To reduce the

risk of attack, many operators now avoid

unpoliced maritime areas, as well as upgrading

security with latest high security door locking

solutions at bulkheads.

Choosing a high security door locking

system for tankers and FPSOs presents several

challenges for owners and operators. As well

as being able to withstand prolonged physical

attack, they must also be certified for use in

Zone 1 Hazardous Areas.

Developing innovative new locking

technologies for Zone 1 and 2 environments

poses some very unique protection challenges.

Specifically, it requires an electronically-

activated security system that can operate

safely in potentially explosive ATEX

atmospheres.

S3’s high security door locking system,

which meets this criteria is recognised to

achieve two industry firsts: the world’s first

electronically actuated Zone 1, ATEX (Ex)

certified high security locking solution and

now, with the addition of the optional wireless

eLock.net technology (patent pending), the

first locking system that can communicate its

own status wirelessly without the need for an

external power connection, or an internal

battery.

Whereas historically, the layers of security

and personnel safety on oil and gas tankers

tended to operate wholly independently, these

security products can also be linked to S3

eLocator and eMuster systems (and other

eSecurity products) to provide a fully holistic

location awareness and security solution.

Previously, in high risk environments such

as these, it was a major challenge to provide

both high-security with ‘lock-down’

capabilities in areas where only ATEX

certified systems could be used, while still

allowing safe passage for the evacuation of

personnel in an emergency. The advent of

these new, fully holistic integrated solutions

overcame this and can be particularly valuable

in a lock-down, or other emergency situation.

The eLock’s are designed to be integrated

(if required) with our own, or third party

solutions in order to restrict access to critical

installations within the tanker, thus enabling

only suitably qualified and

authorised personnel who

possess an appropriate

valid electronic ‘permit to

work’ to access critical

functionality.

S3 ID offers a range of

electronically actuated

locking solutions to

physically secure doors

and restrict access. These

solutions are available in

both fail safe (open) and

fail secure (locked)

versions to satisfy varying

client-needs.

Innovations that

combine eSecurity

functionality with

eLocator software suites

mean that access to

facilities and restricted

areas can now be

controlled, personnel

movements monitored and

access histories recorded,

all within a single,

integrated, safety andS3 ID’s electronically-actuated eLock™ with new eLock.net Wi-Fi technology was shortlisted in the ONS 2012Innovation Awards.




security solution. This integrated approach provides operators with an

enhanced method of protecting their workforce and assets.

This new technology has already been supplied to operators in several

regions of the world, as well as being used widely on both onshore and

offshore facilities. Most recently, it was specified as part of a fully

integrated awareness, mustering and access control solution for the BP

Angola project. This safety location awareness and mustering access

control solution incorporates an emergency lock-down ‘anti-piracy’

facility that allows the vessel to be secured ‘at the press of a button’.

Latest developments within the eLock range has been the

incorporation of a unique ‘Wi-Fi’ monitoring technology (patent

pending). This means that the eLock.net Wi-Fi version requires no

external or internal power source (battery) to communicate with and

alarm entry, with a remote monitoring station.

A wireless ‘status transmission’ comprising the locks unique identity

and it’s status (locked, or unlocked) is sent each time the lock is opened,

or closed - powered solely by kinetic energy generated by the opening

or closing action. Each wireless enabled lock transmits its status

wirelessly to S3 ID’s new ‘security paired’ eLock.net monitoring

system, allowing independent, cable free remote monitoring and

alarming of the protected doors state independently of any cabled route.

This feature enables the lock to effectively ‘speak for itself’ and to

communicate its unique identity and whether it is locked, or unlocked

wirelessly to a remote monitoring system, which may be more than 100

m away.

Conclusions

High security Zone 1 ATEX certified solutions such as these are now

providing tanker operators, and the oil & gas sector in general, with

technologies that allow electronic tracking and safety mustering of

personnel, while also using the same tag and infrastructure as a means

of controlling access and protecting vulnerable areas.

High-security electronic locking and access control systems for

bulkheads clearly provide an enhanced level of safety and security for

personnel. Ultimately, these innovations improve all round safety

leading to an enhanced probability of withstanding both a forced entry

and achieving a safe evacuation during an emergency. TO

Watch videos and download presentations

from our 2012 conferences

"making money in a tough market"

www.tankeroperator.com/singapore.htm

www.tankeroperator.com/hamburg.htm

www.tankeroperator.com/toathapr2012.shtml

If you are interested in speaking ator sponsoring any of our 2013 events

please contact Mel Skinner [email protected]

2013 events planned for Athens (April), Hamburg

(September) and Singapore (October)


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INDUSTRY – ANTI-PIRACY

TAnKEROperator l November/December 201234

GAC calls for a more systematic approach

BMP4 - are shipowners doing their

best?Maritime security services provider Ark Universal recently completed a research project,

which looked at several vessels transiting the high risk area (HRA) of the Gulf of Aden.

The company said that it was shocked with the results.

Visiting nine vessels that were not

carrying armed guards, the

company discovered that

deployment of razor wire was

inconsistent, doors to the superstructure were

either not chocked, or loosely chocked with a

baulk of timber, which could be rattled free.

Easily accessible windows were also left

unprotected.

In addition, a potential risk on the bridge

was where steel plates had been attached to

the windows, which, in a worst case scenario

would mean that should a blast take place on

the bridge, the implosion and lack of ability

for the force of explosion to escape would

create more damage and injury than necessary.

Even more worrying was the lack of use of

a proper citadel, or muster point. Many

seafarers’ lives were being put at risk simply

by mustering them in an area adjacent to the

outside wall of the vessel – one layer away

from bullet entry. It was found that citadels

were not located in engine rooms but in areas

such as dry store rooms, etc.

As a result of the research, it was

recognised that these problems highlighted

worrying signs that many owners do not take

enough notice of BMP4, or simple techniques

that may save crews lives in certain situations.

Allowing company security officers to

implement BMP4 without any tactical

awareness can lead the company and crews

into a false sense of security and while BMP4

is a positive step in the right direction, it

requires a subject matter expert to bolster

these processes with operational experience.

Ark Universal’s operational director Mr

Harrison explained; “By carrying out simple

security audits, shipowners can reduce the risk

of being boarded and ultimately for the

determined pirate save crews lives. By

adopting a ‘what if’ scenario, simple steps

such as proper chocking of superstructure

doors when at anchor, or sailing in high risk

areas, is essential to reduce the risk of entry

and theft, adopting a secure area for the citadel

is vital and use of proper devices to protect the

vessel, such as blast film for the bridge

windows, or smoke cloaks, are a low cost

security option when not using guards.

“We believe that when over two thirds of

vessels transiting the high risk areas around

the globe do not use guards, then they really

should take seriously the threat and carry out

full security and risk audits on their vessels,

there is simply no excuse as it really is

common sense!” he said.

Ark Universal is the sole agent for the Easi

Chock rapid deployment door chock device.

GAC Protective Solutions has

published a new position paper

calling for shipowners and

operators to adopt a more

systematic approach to sea

defense that is based upon a

multi-layered model of non-lethal

risk mitigation measures, rather

than automatically relying on

armed guards for vessel

protection.

The position paper entitled ‘Sea Crime:

Replacing The Fear’ has been published by

GAC Protective Solutions, a partnership

between GAC and maritime intelligence

agency AKE. The company argued for an

alternative approach to sea defence, replacing

an undue reliance on armed guards on vessels

travelling through high-risk areas (HRA) with

a more systematic approach based on the

concept of the Maritime Risk Management

Onion.

This sets out a multi-faceted, layered

approach to sea defence, based around the

principles of intelligence, detection,

communications, defend & deter, control and

the safe haven.

Rick Filon, GAC’s director of maritime

security, said: “The number of successful

attacks on vessels crossing the Indian Ocean

has fallen from one out of every 4,000 vessels

to around one in 13,000. While there is no

room for complacency, shipowners and

operators should certainly take the opportunity

to undertake a rational assessment of all the

security options available to them. History

informs us that the best security solution lies

in a robust system, rather than a single device.

That is why we believe that a security system

comprising several layers of non-lethal threat

mitigation measures, as set out in the Maritime

Risk Management Onion, is the right

solution.”

GAC Protective Solutions provides a wide

array of vessel protection services, including

on board crew training, pre-voyage

preparation, defensive configurations

including the latest citadel door protection

from Intelligent Engineering (IE), or remotely-

operated water cannon systems from Unifire,

plus real-time intelligence alerts on global

maritime security issues.

TO

TO


TECHNOLOGY- PROFILE- WILHELMSEN SHIPS SERVICE

November/December 2012 l TAnKEROperator 35

In total, some 125 different marine

products are available under four

separate banners – cleaning chemicals,

water treatment, bio-chemicals and fuel

treatment. WSS has built up a presence in 125

countries serving 2,400 ports worldwide. The

company handles around 214,000 deliveries

per year involving some 24,000 vessels.

As for the company’s chemical supply, all

of the products are manufactured from a

dedicated plant near Tonsberg and then

distributed worldwide by container, which,

once loaded, is trucked to one of the major

European ports for onward shipment to more

than 50 destinations.

WSS has four main hubs located in

Rotterdam, Houston, Singapore and Dubai,

which cover the world’s main shipping

centres.

Chemical growth

A major expansion of the chemical business

was undertaken when in 2005, Wilhelmsen

purchased Unitor, which itself had added

Perolin, Rochem and Gamlen to its empire

down the years. Unitor was later joined in the

WSS family by nalfleet in 2011, which again

helped to enlarge the company’s market share

and distribution network.

WSS is now a division of Wilhelmsen

Marine Services (WMS), as is Wilhelmsen

Technical Solutions (WTS), which was formed

in 2010 by the merger of Wilhelmsen Ships

Equipment and Wilhelmsen Marine

Engineering.

The chemical factory is nearly 40 years old.

A year ago it was renamed Wilhelmsen

Chemicals and manufactures the Unitor and

nalfleet branded products from its base

outside Tonsberg, a town which gave birth to

Wilhelmsen over 150 years ago. The plant has

been awarded the ISO 9001 and 14001

certificates by DnV.

The current 12,000 sq m site located

alongside a fjord in southern norway houses a

tank storage farm, the production, laboratory,

distribution/packaging and administration

buildings, as well as a deepwater jetty for the

discharge of chemical tankers of up to 5,000

dwt.

Chemical tankers import the products

needed in bulk for storage and blending,

coming mainly from Rotterdam in vessels,

such as those within the Essberger/Broere

group pool. The bulk chemicals are pumped

from the tanker to the tank farm for storage

and then when ready for use, to the blending

tanks, some of which have a capacity of 30 cu

m, Terje nygaard, managing director of

Wilhelmsen Chemicals, explained

WSS has designed its own specific

labelling system whereby all the information

necessary for a customer is contained in a

label and sleeve attached to the drum. This

includes details of transportation, emergency

centre phone numbers in case of accidents and

a booklet containing user instructions, health

and safety data sheets, etc.

There is not much room for expansion, as

the site is surrounded by a fjord on one side

and private houses on the other and is also

close to one of the largest leisure areas in

southern norway. However, the company has

overcome this hurdle by organising its

automated production schedule to enable shifts

to be introduced to maintain 24/7 working if

necessary, especially during peak demand

times.

Keeping the tankersector supplied with

chemicalsThe tanker sector provides Wilhelmsen Ships Service (WSS) with a large market for its

marine chemicals, which today includes the Unitor and Nalfleet brands, since the various

takeovers and mergers down the years.

Liquid chemicals are imported on small shemical tankers.


TECHNOLOGY- PROFILE- WILHELMSEN SHIPS SERVICE

TAnKEROperator l November/December 201236

nygaard said there were two main reasons

for keeping production in one location in

norway instead of opening a production

facility in other perceived cheaper working

countries.

“First was the important question of

keeping the right product quality, as it is more

challenging to get supplies of uniform

qualities of raw materials and packaging in

different locations.

“The second reason was that most of raw

material development for our use is in our

experience to be found in Europe, and there is

also the savings that can be made by buying

raw materials in bulk for delivery to one site,”

he explained.

nygaard said that all the products produced

at the plant are made up of the company’s own

chemical formulations, which can be tested at

the laboratory. This facility also handles

normal sample testing and undertakes trouble

shooting should it be necessary on subjects,

such as boiler and cooling water systems.

Technical support can also be given to the

worldwide customer service network.

High automation

The plant is highly automated, including the

production line and the packaging facility,

which helps to keep per litre production costs

down. The facility had 104 persons fully

employed at the time of Tanker Operator’s

visit with another 25, or so employed during

peak times. Out of these, there are several

qualified chemical engineers, mainly

employed in the laboratory and WSS also has

people with good chemical knowledge in the

company’s general business stream.

Standard tank cleaning materials are

produced in 210 litre drums and several major

chemical tanker concerns form a good

percentage of WSS’ customers. Engine room

cleaning chemicals are distributed in 25 litre

drums. The solvent-based chemicals

manufactured are kept in steel drums, while

the water-based treatment liquids are housed

in plastic containers.

Training is another important consideration

when cleaning vessel spaces at sea with

chemicals. This is undertaken both for in-

house personnel and worldwide reps, in

addition to the customers and their seafarers.

Training is offered in form of eLearning and

by using in-house seminars and training

sessions. WSS has also visited Philippine

training academies to deliver training sessions

in the use of marine chemicals.

nygaard said that the company was

determined to stay in the forefront of

environmentally adapted solutions, by being

years ahead of impending regulations, both

national and international. He said that the

company had started to focus much more on

cargoes and their reaction to cleaning agents.

“We talk with flag states, the EU and national

organisations about the correct use of

chemicals on board ship,” he said. The

company also keeps good relationships with

its raw material suppliers and packaging

material suppliers.

The customers enter orders through a

dedicated customer service centres, IT

systems, face to face and by telephone. If an

office is closed, then the inquiry is

automatically re-routed to an open office.

nygaard also explained that it was the

company’s intention to keep the nalfleet and

Unitor product brand names, as they were well

known in the shipping industry.

safety systems

Tanker Operator was also shown one of WSS’

norwegian distribution warehouse hubs for the

company’s products and safety services

located at Drammen.

As well as Drammen, offices servicing the

norwegian shipping community are located at

Stavanger, Aalesund and Bergen. A sub-

contracted facility is soon to be opened at

Hammerfest to serve the growing activity in

the far north of the country, including the

northern Sea Route (nSR). All WSS service

stations have global approvals for many of the

major class societies such as Lloyd’s, DnV

and GL. This is becoming a must for servicing

of safety systems and products worldwide, the

company said.

For the tanker sector, the Drammen

warehouse supplies and replenishes safety

equipment to vessels calling at the nearby

Slagen and Rafnes oil refineries.

One of the major safety services offered

include oil spill equipment, which comes in

one, seven and 12 barrel sizes and is described

as ‘first aid for oil spills.’ Drammen takes care

of orders from the norwegian market and

supplies many of the Bergen-based tanker

companies, as well as others.

Most of the supplies are trucked, including

pyrotechnics, which are banned from

travelling by vessel, especially up norway’s

extensive west coast. Self-righting 6 to 25-

person liferafts (throw overboard and davit

launched) are another major outlet for WSS,

especially since the liferaft exchange concept

came into being. WSS’ norwegian liferaft

service station is located at Aalesund. For

davit launched liferafts, a weight load test is

mandatory. The Drammen facility will also

supply safety certificates for its equipment,

both new and refurbished.

Some customers are now asking for

EPIRBS to be attached to the liferafts, instead

of, or in addition to, flashing lights. WSS

confirmed that it was looking into the concept

of an EPIRB exchange service, similar to its

successful liferaft exchange programme.

Other safety services offered include CO2-

fixed fire systems, fire extinguishers and

hoses, welding equipment, gas testing

equipment and cargo cleaning systems,

including complete cleaning unit boxes, which

come in several sizes to fit different types and

sizes of vessels.

Water treatment kits are also available,

including legionella test kits, which can give

immediate results. TO

The whole production and distribution site is located alongside a fyord.


TEchNology - profilE - WarTSila hamWorThy

TANKEROperator l November/December 201238

Recent LPG ordersboost major

equipment supplierWärtsilä Hamworthy has enjoyed considerable success recently in the

niche LPG carrier market.

The company has won several

contracts to fit cargo handling and

other equipment on board gas

carriers ranging across all size

segments.

For example, a complete cargo handling

package contract was recently won to outfit

four newly designed 38,000 cu m LPG carriers

to be built at Hyundai Mipo for Antwerp-

based LNG/LPG operator Exmar Shipping.

They will also be able to carry ammonia.

These are the first LPGCs to be built by the

yard based on their own developed design.

They will also be able to carry ammonia.

However, affiliate Hyundai Heavy

Industries (HHI) has built around 30 LPGCs

during the past seven years, or so and this new

contract brings the number of Exmar LPG

carriers fitted with the company’s cargo

handling, plus other equipment, to 13.

Wärtsilä Hamworthy is responsible for the

complete cargo handling system for the

newbuildings, including the engineering,

piping, deck tank engineering, reliquefaction

plant, Wärtsilä Moss inert gas generator,

Wärtsilä Svanehoj cargo pumps, cargo heater

and vaporiser, cargo control system,

supervision and commissioning.

All the equipment, plus the engineering

services will be delivered in 2013 and the first

vessel is scheduled to be handed over to

Exmar during the first quarter of 2014.

Builder Hyundai Mipo has increased the

capacity of the four mid-size gas carriers

(MEGs) by around 3,000 cu m from the more

standard designs and has improved the hull

shape to minimise the resistance through the

water and optimise the vessels’ fuel

consumption.

They are claimed by Exmar to be of a

flexible size, enabling them to adapt to the

relatively large market for these types of

vessels. For example, Statoil is a leading

charterer of this type in the North Sea.

Both the engine room and deck will be

designed to allow the vessels to burn LNG, or

LPG, as fuel to reduce emissions and the

vessels’ equipment has been designed to cater

for the strict environmental regimes currently

in place, especially in the North Sea.

Wärtsilä Oil & Gas Systems’ LPG business

unit director Stein Thoresen explained that the

main machinery has been so designed that

LPG as a fuel could be introduced in the

future. A fuel supply system is currently under

development and the vessels’ MAN main

engines could be converted to burn LPG, he

said.

He also said that class society Lloyd’s

Register, Exmar, MAN and the yard are

currently in discussions, which will result in a

decision being taken on the fuel to be used by

the end of this year.

For the large and ultra large size ranges

(VLGCs/ULGCs), Wärtsilä Hamworthy has

developed a new reliquefaction system

complete with a condenser unit. This new

arrangement consists of two reliquefaction

units to handle the main cargo and to provide

redundancy. The condenser unit is designed

for the carriage of secondary cargoes.

Efficiency improvedThoresen explained that the new system

effectively reduces the number of units

installed from four to two. He also said that

the unit’s efficiency had been improved by re-

designing the compressor to a variable speed

drive system able to match the electrical

output of the vessels’ auxiliaries, which is

claimed to be able to save a substantial

amount of fuel. For example, when loaded, a

large LPG carrier could save around 400-500

kilos of fuel per day on her auxiliaries alone.

Contracts were recently awarded to fit two

VLGCs of 84,000 cu m capacity each building

at Hyundai Heavy Industries (HHI) for

Solvang. The vessels are scheduled to be

delivered next year. These are in addition to

contracts to fit units on board four VLGC

newbuildings for SK Shipping, Pertamina and

KSS respectively, also under construction

at HHI.

At the other end of the scale, ethylene

carriers are proving popular at the moment and

the company has won contracts to fit cargo

handling systems on board eight 12,000 cu m

newbuildings under construction at

Sinopacific for Jaccar/Evergas. The operator

has also agreed options for a larger size series

of up to 18,000 cu m capacity each.

Another eight small LPGCs under

construction at the Brazilian shipyard of

Promar for Transpetro will also be fitted with

Wärtsilä Hamworthy equipment.

In the small size range, fully pressurised

vessels are also proving to be popular,

illustrated by StealthGas’ recent contracting of

two 5,000 cu m and two 6,500 cu m capacity

fully pressurised LPGCs at STX Offshore &

Shipbuilding, which will also be fitted with

the company’s equipment.

Thoresen explained that Wärtsilä

Hamworthy LPG carrier equipment is mainly

aimed at the newbuilding market, except in

certain cases where large older LPGCs are

being converted for storage duties.

He stressed that new vessel designs had

only been delivered during the past five years,

as improved performance allied to fuel and

emissions savings, had become the norm,

hence the need for new equipment to be

designed and installed.

Wärtsilä's Stein Thoresen.

TO



TEchNology - Ship DEScripTioN - NiSSoS DEloS

Greek owner takesdelivery of superefficient Aframax

seriesGreek-based tanker owner Kyklades Maritime has recently taken delivery of the last in a

series of six newly designed super efficient and environmentally friendly Aframaxes.

The six Aframaxes were built by

Samsung and designed by the

shipyard with plan approvals

undertaken by Kyklades’ technical

department.

They are each fitted with 12 cargo tanks

able to load three cargo grades. The tanks have

a total cargo capacity of 123,646 cu m at 98%

load, excluding slops, giving a summer

deadweight of 115,700 tonnes on a summer

draft of just over 15 m. The slop tank

capacities amount to a total of 3,868.4 cu m at

98% load, while the ballast tank capacity is

39,975.1 cu m per vessel.

According to Kyklades’ superintendent

engineer Commodore Constantinos Manikas,

the main innovative equipment installed

included:

n Main engine turbocharger with a variable

turbine area (VTA) which, compared to a

fixed turbine turbocharger, offers

significant improvement in fuel efficiency,

due to the possibility of part load

optimisation. Use of the VTA leads to a

reduction of soot and smoke at part load

and an improved dynamic response of the

engine.

n Ozone based ballast water treatment system

(NK-O3 BlueBallast), which exceeds the

IMO D2 standard. The NK-O3 system

received final approved under G9

guidelines from IMO in July 2009, and G8

type approval by the Korean

Administration in November 2009.

n Slide type fuel valves on the main engine,

enabling the vessels to steam down to 10%

of the main engine’s horse power. This new

type of valve reduces the amount of waste

products and gives better combustion

properties.

The six tankers have been designed to give an

Energy Efficiency Design Index (EEDI) of

about 3.6 g CO2 per tonne/mile, which is

12.6% below from the reference line value of

4.12 g CO2 per tonne/mile proposed by

MEPC 62/6/4 for a tanker of the same

capacity to be built after 2015.

In addition, for comfort, the ABS-classed

tankers have been built to comply with the

requirements of SHI COMF-V(1) and SHI

COMF-N(2) and the relevant Comfort Ship

Certificates have been issued. The vibration

level in the cabins of each vessel is below the

lower limit of ISO 6954-2000 and also the

noise level of the cabin is below the lower

limit of IMO 468 (XII).

Manikas told Tanker Operator that the

vessels also comply in full with the latest

IMT/ExxonMobil ‘marine, environmental,

safety and quality assurance criteria for

seagoing vessels in ExxonMobil’s affiliate

service’, including the ‘additional criteria for

chartered tonnage’.

Each vessel is powered by a Doosan/MAN

B&W 6S60MC-C (Mk 8) developing about

13,560 kW at 101.4 rev/min (maximum

continuous rating). The auxiliaries include

Nissos Santorini is one of the six Samsung built eco Suezmaxes.

Kyklades' constantinos manikas.


TEchNology - Ship DEScripTioN - NiSSoS DEloS

November/December 2012 l TANKEROperator 41

three Yanmar 6N21AL-SW diesel generators

each rated at 800 kW output at 900 rev/min.

They are also fitted with two Aalborg

auxiliary boilers, each of the Mission OL

25000 type.

For cargo handling functions, each vessel is

fitted with three HHI HCP-400 cargo pumps

having a capacity of 2,800 cu m per hour. Two

ballast pumps are also fitted per vessel having

a capacity of 1,500 cu m per hour, while each

vessel has a stripping pump of 200 cu m

capacity. An inert gas and vapour emissions

control system has also been fitted. The cargo

oil tank gauging system is of a radar type.

performance monitoringPerhaps one of the most important functions

for a technical shipmanagement department

today, either in-house or third party, is vessel

performance monitoring and reporting. To

meet this need, Kyklades signed up with class

society ABS in 1999 and since then has been

using various software options that have

become available, culminating in the fitting of

ABS Nautical Systems NS5 Enterprise

software suite.

Last month, this system was enhanced by

the addition of an energy and environmental

manager module.

At its launch, ABS said that energy

efficiency, emission controls and ballast water

management regulations are impacting the

amount of information an owner, or operator,

is required to capture in its day-to-day

operations. At the same time, rising fuel costs

and anticipated environmental requirements

are forcing owners and operators to find ways

to improve efficiencies.

A key objective of the energy &

environmental manager module was to help

owners and operators realise more

environmentally sound voyage management

by tracking and recording key voyage-related

events, including fuel and lube oil

consumption, fuel oil switching, cargo

information and ballast activities.

By simplifying and centralising real-time

environmental and energy data collection, this

module is claimed to make tracking, trending

and reporting the information required for

various regulation requirements, including

Ship Energy Efficiency Management Plans

(SEEMP), ballast water management and

MARPOL VI (fuel switching), easy. The

software will trend performance data at a ship

and at a fleet level, allowing users to

maximise operational efficiencies and

benchmark each vessel in the fleet.

It can be integrated with other shipboard

systems and is claimed to be easy and flexible

to use. The new module was developed in 18

months with the help of ABS’ customers who

trialed the software on board their vessels.

Each vessel’s performance is monitored in real

time and analysed by the shore staff, having

bypassed the crew, thus avoiding any possible

interference.

ABS said that the value of the new module

is enhanced by a trim optimisation tool, which

adds trim and draft optimisation for improved

fuel savings. It performs multiple analyses to

obtain the most optimised ballast

configuration to achieve minimum hull

resistance.

The class society explained that the small

savings made as a result of optimising the

vessel’s trim with its loading procedures can

amount to a significant amount, especially

with today’s high fuel prices, which are

unlikely to fall.

BWT reportingAs for ballast water treatment monitoring and

reporting, an example given was that of the

US Gulf, which is split into areas. Reporting

ballast water treatment functions in these areas

includes noting where and when a treatment

takes place, enabling the authorities (US Coast

Guard) to check and track any operation

should they so wish. The same goes for fuel

switching in and out of ECAs, ABS explained.

Manikas, who is also the company’s NS5

overseer in his role as planned maintenance

system administrator, said the tankers’ Greek

officers all undergo environmental training

and also claimed that one of the advantages of

the new performance monitoring software is

its reporting capability to the relevant

authorities in the light of EEDI, SEEMP,

ECAs, ballast water treatment operations, etc.

Some of Kyklades’ seafarer and office

training is undertaken in-house. This includes:

a) ISM & ISPS updates and refresher courses.

b) ISO 14001 & 9001 introduction, scope and

implementation.

c) Inspections (vetting and port state control).

d) ABS (NS5) Nautical Systems (HSQE-

vetting & performance monitoring)

modules.

e) Risk assessment, incident investigation &

analysis.

f) TMSA.

In addition, seminars are organised with the

company’s support by hull and machinery

underwriters, P & I clubs and consultants,

such as -

a) Crisis management.

b) Risk assessment & management.

c) Bills of Lading & LOI.

d) Maritime Labour Convention (MLC).

Kyklades was formed as an independent

concern in 1997 from the tanker division of

Glafki and today owns three Japanese-built

Suezmaxes and the six Samsung-built

Aframaxes, the last of which – Nissos Delos –

was delivered recently.

Class: ABS + A1, Oil Carrier, E, +AMS, +ACCU, VEC, TCM, AB-CM, CSR, GP, POT,

PMA, RRD, ESP, UWIND, CPS, CRC, TW.

Length, loa…………………………………………..................................248.97 m

Length, bp…………………………………………........................................239 m

Beam……………………………………………….......................................43.8 m

Depth…………………………………………………......................................21 m

Draft, summer……………………………………….................................15.023 m

Gross tonnage……………………………………….....................................61,320

Net tonnage……………………………………….........................................35,877

Deadweight, summer……………………………......................................115,691 t

Main engine………….................................Doosan/MAN B&W 6S60MC-C Mk 8

Output (MCR)…………………….................................18,035 kW at 105 rev/min

Auxiliaries……………………….....................................3 x Yanmar 6N21AL-SW

Output………………………………...................................800 kW at 900 rev/min

Tank capacities

Total cargo tank capacity (98%)………….......................................123,646.3 cu m

Slop tank capacity………………………….........................................3,868.4 cu m

Ballast tank capacity……………………….......................................39,975.1 cu m

Pumping capacities

Cargo pumps……………………………..........................................3 x 2,800 cu m

Ballast pumps…………………………….........................................2 x 1,500 cu m

Stripping pumps……………………………........................................1 x 200 cu m

Principal Particulars – Nissos Delos

TO



TEchNology - Ship DEScripTioN - WärTSilä aframax

Wärtsilä Ship Design has

unveiled a double hull, single

screw crude oil Aframax

featuring a CFD

(computational fluid dynamics) optimised hull

to provide less resistance with higher

propulsion efficiency.

High load/discharge rates are aimed at

minimising time spent at the loading/receiving

terminals. The design also has an optional bow

loading capability.

The CFD optimisation of the hull form

carefully considered the flow lines and

pressure distribution along the hull, while the

cylindrical bow accommodates a range of

operational draughts, even in rough weather

conditions the company said.

The Aframaxes’ main propulsion system is

based upon a high performance, 2-stroke

Wärtsilä X62 diesel engine. This electronically

controlled, common-rail engine has an extra

long stroke and low rev/min. It also has a

narrower physical width to allow a slimmer aft

body design, which further benefits the

propulsion efficiency.

Compared to currently available main

engine options, the Wärtsilä X62 engine can

achieve fuel savings of 7% on the specific

vessel design. Furthermore, the same vessel

speed can be reached using one less cylinder,

ie six instead of seven cylinders. The seven

cylinder version provides even greater

efficiencies due to the lower rev/min and

higher de-rating, Wärtsilä claimed.

For emissions compliance, an integrated

Wärtsilä exhaust gas scrubber has been

designed into the funnel. This integrated

scrubber system is connected to the main

engine, auxiliary engines and auxiliary boilers

and effectively reduces SOx emissions and

meets the IMO’s forthcoming 0.1% sulphur

limit even when using heavy fuel oil with a

sulphur content of 3.5%.

In addition, a Wärtsilä selective catalytic

reduction (SCR) system has been included,

fitted before the main engine’s turbocharger

turbine in the design. The SCR is a post

Wärtsilä launchesnew efficient

Aframax design Wärtsilä has joined the ranks of those offering a highly efficient Aframax design,

claiming that this design offers solutions for both current and forthcoming emissions legislation.

Schematic of a possible scrubber installation.

artist's impression of the aframax.


TEchNology - Ship DEScripTioN - WärTSilä aframax


combustion NOx abatement system that

allows optimised combustion in terms of

efficiency, while reducing NOx emissions by

more than 90%.

The abatement equipment is tuned with the

main and auxiliary engines for effective

operations across the complete load range and

IMO Tier III requirements can be fulfilled,

Wärtsilä said.

“The new realities of the shipping industry

call for higher fuel efficiency, lower operating

costs and better environmental performance.

The new Wärtsilä Aframax tanker design

meets all these criteria and we are proud to

offer this segment the combination of state-of-

the-art design and superb propulsion

machinery that can produce meaningful

savings,” said Riku-Pekka Hägg, vice

president Wärtsilä Ship Design.

Jacob Thygesen, director, Merchant Ship

Design, Wärtsilä explained that the advantages

of this new design over others is, in short -an

optimum combination of higher propulsion

efficiency due to the new engine/propeller

combination, higher cargo capacity,

The rT-flex 62 type diesel engine. how a scrubber system would be installed.

competitive fuel consumption, operational

flexibility introducing cylindrical bow and

superior hull form, environmentally friendly

solution comprising scrubber (for SOx

reduction) and SCR (for NOx reduction).

Explaining why Wärtsilä opted for either a

6-cylinder of a 7-cylinder version of the main

engine, Thygesen said; “ We believe that

many yards and customers still would like to

go for the 6-cylinder option, as it introduces

less capital costs, more easily integrated into

their existing designs by having comparable

weight and size requirements.

“When switching to the 7-cylinder version

capital costs would be higher, however, in the

end this version would offer even more

reduction on fuel consumption, which will

compensate for the additional operating costs.

So, a more economical solution should be

considered in each particular case, depending

on the wishes of the customer,” he said.

He also explained that for gaining higher

propulsive efficiency, lowering the rev/min

speed always meant increasing the propeller’s

diameter. However, attention should be paid as

to the limits to which the propeller’s diameter

can be increased. This should take into

account draft/propeller diameter ratio,

clearance between propeller and the hull,

power density on the propeller and torque

limitations.

Thygesen said that the company intends to

market the new design both to shipyards and

shipowners/operators. Although, obviously the

company would prefer to include a full

Wärtsilä package with the design, “as we

believe this provides the optimal solution to

the customer, both from a technical and

commercial perspective,” this design will

work with other solutions should the customer

so decide.

He also confirmed that a numerous number

of CFD calculations had been performed

during the design’s optimisation stage and that

tank testing had not been performed thus far.

Wärtsilä x62 engineThe Wärtsilä X62 is claimed to be the most

compact engine in its class of very low-shaft-

speed engines. It has a cylinder bore of 620

mm and its power output is in the 8,000 to

21,280 kW range. It comes in 4- to 8-cylinder

configurations.

It has been designed to be the prime mover

for Aframaxes, as well as other types of

vessels, such as Panamax/Kamsarmax bulk

carriers and feeder container vessels.

The new engine offers high propulsion

efficiency in a unique combination of low

engine revolutions and an engine design

with a minimum physical width. These

benefits result in a slimmer aft vessel hull

design leading to further propeller efficiency

improvements. One of the main targets when

designing the Wärtsilä X62, was to allow for

slim hull lines to provide the ship with greater

efficiency, the company said.

It is fully compliant with IMO Tier II

requirements and can also be equipped with a

SCR catalyst to meet IMO Tier III NOx

emission levels and a scrubber to reduce SOx

emissions to 0.1% – even with high sulphur

fuels.

The introduction of the EEDI index also

puts an emphasis on CO2 emissions and total

vessel efficiency. The internal engine

efficiency of Wärtsilä X62, and the possibility

to apply various power take-off (PTO)

arrangements for on board electricity

production, make it easy for shipyards to meet

these new requirements, the company claimed.

The first X62 is expected to be delivered

end of 2013.

Length, oa……………………….........253.20m

Beam……………...…………………........44 m

Draft, maximum…………..………........15.2 m

Deadweight…………………........abt 117,000 t

Cargo tank capacity (12 tanks)….134,250 cu m

Load/discharge rate (manifold)…9,000 cu m/hr

Bow loading………………….....8,000 cu m/hr

Principal Particulars –Wärtsilä Aframax

TO


TANKEROperator l november/December 201244

technology - traInIng systems

UK eNav centreramps up training

facilitiesECDIS Ltd unveiled its new full mission bridge simulator with a 315 deg viewing

capability last October at its eNav centre, located near Southampton in the UK.

It is primarily for use for bridge team

training but has been fitted with four

different ECDIS systems all integrated

with VSTEP-NAUTIS software. The

bridge simulator sits alongside the six smaller

NAUTIS simulators already used for visual

channels during the IMO 1.27 Model ECDIS

Course.

The new bridge simulator includes two

radars and four ECDIS, supplied by OSI,

Kelvin Hughes, JRC and Transas, which are

all fully integrated. The simulator can also be

integrated with other OEMS as required.

Mark Broster, ECDIS Ltd’s managing

director told Tanker Operator that the

simulator is a complex blend of a number of

hardware and software providers.

“It houses four of the leading manufacturers

of ECDIS concurrently, all fully integrated

into the simulator. It can also integrate many

other ECDIS systems that we have in the eNav

centre, as required by the customer to make

their training more realistic.

“Its visual channels are based on the Nautis

software by V-STEP, but there is a series of

other software providers used to integrate the

different navigation systems and other bridges.

We produced the design of the layout based on

research from our customer base. It was built

specifically as a large bridge so that it can

comfortably handle even a very large bridge

crew of eight, plus staff and company

observers, as required.

“The unique selling point of this simulator

is that its layout of screens can be changed to

replicate, as closely as practical, the screen

layout of the customer’s bridge,” he said.

Broster said that it was built at the request

of the company’s ECDIS customers. As for

further expansion plans he said that the eNav

centres will expand into several new fields.

As well as training in the new digital

navigation aids, the centres will also run

courses on anti-piracy and `the human

element`, which have already began to take

shape in the UK. These courses will also

migrate abroad in early 2013.

“For many years ECDIS Ltd, a wing of the

eNav centre, has facilitated the sale of ECDIS

equipment to fleets. Long term expansion will

now include the sale of bespoke full mission

simulators and indeed many tenders are now

being processed for 2013 operations.

“Some of the centres are being built in

conjunction with key international partners.

The exact locations are still subject to a

number of sensitive decisions, needless to say,

the plan is to export the UK product while

adopting local regulations and culture,” he

said.

Broster dismissed the notion that the

company was going head-on with other

reputable international training colleges, such

as nearby Warsash.

“Our clients are generally those currently at

sea and we are not looking to train cadets at

this stage. Our courses are much smaller in

size and more customised than most of the

training colleges.

“The courses are very intensive and the

equipment and instructors are specific to the

course. Our unique selling point, is that we

offer a very `first class` training experience, in

luxurious surroundings, with complimentary

facilities and very experienced and current

staff. Unfortunately, this does come at a cost,”

he explained.

Although 12 persons can be housed, in

reality most simulator courses involve no more

than four to six people. On some courses,

each mariner can work on his, or her own

Chemical Tanker Seminar for Shipping Professionals

- Your choice of course

5-6 February 2013 in CopenhagenDevelop your knowledge of Chemical Tankers and their cargoes

Call or send an e-mail to receive information and course programme


T


november/December 2012 l TANKEROperator . 45

We provide seafarer training and assessment tools for effective compliance to STCW, ISM, and IMO standards

e-learning onboard without a broadband connection?We have been doing it for years

Seagull has always been able to synchronize training records automatically. Which means the training records ‘follow the seafarer’ and are always kept up to date. Please contact us for more info on our innovations.

and are always kept up to date. P’seafarerbeen always has Seagull

lease contact us for more info on our innovations. and are always kept up to date. Precords training ze synchronito able been

lease contact us for more info on our innovations.means Which . automaticallyrecords

lease contact us for more info on our innovations.‘follow records training the means

the ‘follow

the extensive range of equipment available can clearly be seen.

mini-simulator before moving onto the larger

simulator. Each of the six mini simulators can

comfortably accommodate a team of three.

All equipment can be connected and interact

with each other, if required.

For the company’s on board and company

location type specific ECDIS courses, the 1.27

STCW five day courses, are still the biggest

demand for ECDIS training. “It’s simply

cheaper and easier for the shipping

companies,” Broster said.

He also said that this course is by far one of

the most intensive courses mariners attend.

To give an overview on all the leading

manufacturers (28 of which who vary

substantially) and teach mariners to navigate

on ECDIS safely without GPS and to cover

the IMO model 1.27 aspects, makes it a long

an intensive week.

“The major problem is those attending

courses expecting an easy week, or those of

no real interest in learning about ECDIS,

albeit it may soon be their primary means of

navigation. Often the problem is getting the

mariners to appreciate that we are not here to

`sell` the concept of ECDIS, we are here to

point out the advantages and disadvantages of

the systems.

“Far more importantly though, we are here

to train in solutions to its shortfalls, because

like it or not it’s here to stay! We often have

problems teaching the Type Specific courses

when the mariner has been trained on a sub-

standard generic course, or a short CBT

package. Often the instructors find

themselves working very long hours to bring

the crew up to speed on some of the generic

principles that they should know,” Broster

said.

He also thought that the revision of the

IMO module course had helped the industry

go in one direction. However, he thought that

it still lacked a few modules that the `end

users`, or mariners are interested in, but it was

good to see that some of the additional

modules that the company has been teaching

for years have now been incorporated.

“ Our clients are generally those currently at

sea and we are not looking to train cadets

at this stage. Our courses are much

smaller in size and more customised

than most of the training colleges.

”mark Broster, managing Director, ecDIs ltd

TO




Warsash introducesstate-of-the-art

engine roomsimulator

Warsash Maritime Academy (WMA) has opened a new full mission engine roomsimulator, which is claimed to be a world first.

It was officially launched by Milhar

Fuazudeen (IMO’s head of the maritime

training and human element section) on

4th October and represents the final

stage of a three-year, £5 mill investment plan

in ship simulation by WMA’s owner

Southampton Solent University.

Fuazudeen described the new simulator as-

“….. a very impressive multi-functional

training tool that covers a wider spectrum of

training than ever before.

It will, no doubt, further enhance the

position of Warsash Maritime Academy as an

outstanding centre of excellence in providing

education and training for seafarers from

around the world.

“As to the expertise of the trainers at the

Academy, who have a thorough understanding

of on board systems and of the shipping

industry’s training needs, it can only add

greater lustre to the training that will be

provided for many more decades to come to

seafarers from all corners of the world.”

He also said that the academy had high

resource skills able to communicate where

simulation should end and real life should

begin. He thought that with training,

simulation should go “…….hand-in-hand with

theoretical knowledge.”

The new simulator has already welcomed its

first set of students and further courses are

now underway.

After 12 months of planning, WMA’s

engine room facility underwent a complete

renewal with simulator manufacturer L-3. This

involved a new layout, room designs,

structural changes and installation of a brand

new full mission engine room simulator,

which has been bespoke designed in-house to

meet to the training requirements of the IMO

STCW Code and the maritime industry. The

project was completed in September this year.

WMA director, Andrew Hair said: “The set

up and design of our new full mission engine

room simulator is the first of its kind in the

world and it is backed by extensive experience

of practical simulator training and academic

application. And it reflects a focus that lies at

the heart of many of our successful training

programmes – namely creating an atmosphere

within the simulator that mirrors the exact

conditions in a real engine room environment

on board ship.”

The new simulator includes a VLCC model.

It was designed with the help of Chevron who

allowed the designers to film on board one of

its tankers. The tanker engine room model is

fitted with conventional electronically-

controlled slow speed, 2-stroke diesel engine

connected to a controllable pitch propeller

(CPP), which can be matched linked to both

in-house bridge and liquid cargo operations

simulators (LICOS) to allow whole ship

simulation exercises.

Modelled on a 2-stroke MAN 6S90ME-C

diesel engine producing 31.6 MW of power

giving a speed of 16 knots with reduction

coming through a Renk shaft generator of

1,250 kW, the VLCC simulation also includes




two auxiliary generators of 1,250 kW each, a

turbo generator of the same output and a shaft

generator. The emergency generator is rated at

400 kW. A bow thruster has also been added.

The ships’ electrical power and distribution

system can be reconfigured to match the ship

model in use. As an example, the slow speed

diesel model is comprised of two diesel driven

alternators, one steam turbo alternator and a

shaft generator producing a three-phase 440V

60Hz supply.

An emergency diesel alternator complying

with SOLAS requirements is also included

within the system. The electrical system is

fitted with the associated instrumentation and

protective equipment.

The simulator consists of a separate engine

control room (ECR) with a control desk with a

number of touch screens allowing the

operators to operate and monitor all the

propulsion and auxiliary systems through a

distributive control system (DCS), monitor

and accept alarms and carry out trend analysis

of main engine performance.

The room is also fitted with real throttle

controls and a telegraph to allow control of

the engine from the ECR. The control room

contains the main low voltage switchboard

containing real 440V breakers, synchronising

panel and distribution panels.

The engine room itself contains three

interactive 3D workstations. Each station uses

a 46 inch monitor with a 22 inch touch screen

navigation panel, allowing delegates to

navigate through a photo-realistic engine

room, corresponding to the Chevron VLCC

and interacting with equipment and systems.

Delegates can open and close valves, as

well as stop and start electrically driven

equipment and carry out local monitoring and

fault diagnosis using a toolbox. The toolbox

contains a multi-meter to measure voltage and

current, a vibration meter, temperature probe,

oil test kit and water test kit.

In addition, there is a separate emergency

switchboard room consisting of a real

switchboard and real circuit breakers, plus a

touch screen monitor displaying the

emergency generator and battery backup

systems, which allows the student to stop and

start the emergency generator and carry out

monitoring and fault diagnosis using a

toolbox. Again, the toolbox contains a multi-

meter to measure voltage and current, a

vibration meter,

temperature probe, oil

test kit and water test

kit.

Also housed in a

separate area is a high

voltage room

containing a real 11

KVA switchboard

section with vacuum

circuit breaker, High

Voltage cabling and

connection box,

which is used to

simulate one of the

four HV diesel

generator switchboard

sections.

The other three HV

diesel generator

switchboard sections

are simulated on the

DCS screen. A local

control panel allows

manual switching of

the HV breaker for

instruction

purposes. The HV

breaker can be

operated in isolation

from the main

simulator when the

HV cruise ship model

is not in use. This will allow stand-alone HV

training courses in line with STCW Manila

amendments. For officer cadets in training,

this provides an opportunity to see a real HV

switchboard before going to sea. Unlike any

other engine room simulator, the HV and low

voltage (LV) switchboards have been designed

and built to be as realistic as possible, to the

extent that all of the switchboard breakers are

real, WMA claimed.

Guided by Lloyd’s Register on the technical

aspects of the ship models, the layout of

power and distribution system is in accordance

with current class society rules and includes

breakers that can be racked out.

The entire simulation is controlled from an

instructor station, which is inaccessible to the

delegates. A bridge console is fitted to allow

simulation of the bridge controls and enables

the instructors to play the roles of the Master

and bridge watchkeepers.

The benefits claimed in the simulator

software is that it allows the instructor to

introduce a large number of faults in order to

test the participants’ technical skills and non-

technical resource management skills, as well

as the cohesiveness and effectiveness of the

engineering team.

The whole suite is covered by microphones

and cameras, which allows the instructor to

monitor the participant’s performance. A video

recording system known as the After Action

Review System (AAR) is also available,

allowing the simulator exercises to be

replayed to the course participants during the

post exercise debriefing sessions.

WMA now offers a comprehensive range of

courses, training and assessment, including;

n Engine room resource management.

n Steam propulsion plant operations.

n Crew resource management.

n Electrical and control engineering for

marine surveyors and superintendents.

n High voltage.

n Electro technical officer.

n Bespoke engineering officer pre-

employment, or pre-promotion

assessments.

WMA explained that the most popular engine

room management course is resource

management. For example, delegates are

taught how to challenge a higher authority

properly and effectively.

The five-day courses are attended by a

maximum of four people, who can be split

between the various rooms to learn to

communicate while undertaking different

functions. The engine room is fitted with three

screens, each of which can simulate separate

operations simultaneously, for example,




ballasting, valve operations, etc.

Another Warsash training facility for the

tanker and liquid gas sectors is the liquid

cargo operations simulator (LICOS), which

provides real time simulation of the process

flow control system used in the storage and

transfer of hazardous bulk liquid cargoes from

shore to ship, and ship to shore, and ship to

ship, if required.

An MPRI simulator is used, which was

originally developed at Warsash, has been

approved by DNV as a Class A Maritime

Simulator.

The simulator fleet consists of the following

models, all of which are based on real vessels;

n Membrane LNGC.

n Spherical LNGC.

n Fully refrigerated LPG carrier.

n A new ethylene carrier model.

n Double hull crude Suezmax.

n Type II products tanker.

The simulator can accept a maximum of six

officers who each operate their own vessel

during the course via two high resolution

screens, which display all of the ships cargo

handling pipelines, machinery and associated

instrumentation. They can be used for

ballasting and/or cargo operations.

Class size is limited to six participants to

ensure each person can be monitored and

assisted where necessary and receive feedback

on operational performance. Each officer also

has a communication system enabling

management of deck personnel and

communication with engine room and terminal

during cargo handling operations where

appropriate.

an extensive full mission engine control room has been fitted.

the photorealistic engine room is modelled on a chevron Vlcc.

TO




Training institutecertificationunderway

Maritime systems house Maritime Information Systems (MARIS), well known for onboard training, has moved into training institutes to offer software on

type specific ECDIS training.

“We are increasingly focusing on

training and services on the software

side to make sure bridge officers are

comfortable using our products and

able to use advanced features,” said Steinar

Gundersen, MARIS’ deputy CEO (Corporate).

“Governing bodies are clear that ECDIS is

deployed through close co-operation between

manufacturers and training institutes and that

explicitly calls for product-specific training on

the ECDIS equipment.”

Today, MARIS ECDIS software can be

found in almost 100 training institutes around

the world as the company has made the

delivery of certified, type specific training

courses a major priority.

These new agreements include Marstal

Navigationsskole, Denmark, International

Maritime Academy of India, Vestfold

University College in Norway, Wärtsilä Subic

in the Philippines and Odessa Maritime

Training Centre in Ukraine. “It is MARIS’

goal to certify as many training institutes as

possible,” Gundersen explained.

The courseware is augmented by refresher

courses to ensure competency levels wherever

the training is delivered and MARIS supports

this through manufacturer training

certification. Training institutes that can

document use of the MARIS ECDIS over time

will be certified without a visit from the

company, while training institutes new to

MARIS ECDIS will be visited and certified.

In August, Seagull released the

MARIS/Seagull ECDIS CBT, which was the

first Seagull ECDIS product specific CBT. At

the same time, Seagull had completed the

development of an updated version of its

generic on board CBT ECDIS course meeting

the STCW Manila Amendments.

Like its predecessor, this course was

certified by DNV SeaSkill and work is

underway to obtain approvals from Norwegian

flag state (NMD) and other major flag states.

The CBT initiative includes chart

projections, chart accuracy, chart types, chart

datum, chart updating, sensor inputs and

control, alarm, plus warning strategies, radar

and ARPA information on ECDIS and route

planning.

However, the type-specific package has

been amended with an applications trainer for

the MARIS ECDIS, which has the same

assessment mechanism built in as the standard

Seagull CBT modules.

The new generic on board CBT ECDIS

course will, as its predecessor, be approved by

major flag states through Seagull. The

product specific training elements do not need

to be approved by the flag states but following

DNV SeaSkill certification and NMD

approval, Seagull will apply for approval from

other major flag states, but an approval by

NMD will in most cases be sufficient.

co-operation

MARIS also has a long-standing co-operation

agreement with ARI Simulation, under which,

ARI offers simulators with MARIS ECDIS900

to training institutes worldwide. “Moving

forward, we are going to focus on developing

type-specific training, combined certification

and on providing charts and electronic

navigational data through MDS to all ARI

installations,” Gundersen said.

The company has developed an automatic

download system of the latest software on

board vessels. MARIS Digital Services (MDS)

is automatically checked for the latest software

when connecting to the company’s servers. If

the latest software is not installed, the user

will be advised and asked to accept the

download and automatic installation of the

software will take place.

MARIS ECDIS is Wheelmark (EU)

certified by DNV. The class society is also

putting a MARIS request through the

acceptance process to allow the same

capability for the ECDIS900.

As for the competition provided by large

academies fitted with simulators, Gundersen

said; “We work in the way our customers

prefer. For our part, we actually have a

separate agreement with Seagull covering co-

operation on product specific training at

Seagull’s shore-based training centre in

Horten, where we have worked jointly to

develop a standard training package by

assimilating information on leading training

centres and approaching those in the ECDIS

training business to offer co-operation and

market MARIS’ products and services.”

Turning to the many ECDIS type specific

training centres that have sprung up since the

new rules came into force, Gundersen said

MARIS will talk with both the training centres

and the OEMS.

“We have ECDIS customers in more than

40 countries and so it is essential that we make

all possible training options available. CBT

type training is not sufficient. What our

partners Seagull is offering is an on board

course where CBT is only one of several

marIs' steinar gundersen.




however, there is no substitute for

supplying relevant and specific

information at the point of

delivery.

The advocates for traditional means of

displaying and providing information to crew

members cannot deny the benefits that CBT

methods have brought. CBT can provide a

limitless supply of easily searchable

information and dedicated simulators place the

trainee into real life situations in a safe and

controlled environment.

But the benefit of static posters, printed

manuals and safety signs cannot be ignored

and this is particularly so at times of high

stress. Well researched and designed material,

placed on board, forms a reliable source of

information and is available at all times to the

seafarer.

It is well known that photoluminescent signs

are the preferred method of indicating the

location of safety equipment and means of

escape on board ship. This has come about

because of the isolated nature in which vessels

operate and the fact that during incidents it is

not unknown for emergency power to fail.

Recent analysis published by the UK P&I

Club reveals that despite technological

advances power problems still exist at sea.

The club’s findings show that 7% of its third

party property damage claims have been due

to main engine failures and electrical

blackouts.

Printed material is not dependant on any

other device, or electrical power to be viewed.

The argument for photoluminescent safety

signs is obvious. The advantage of printed

safety awareness and training posters, manuals

and informative signs can be summed up as

follows:

n When strategically placed on board they

provide a cost effective means of providing

important information to the crew.

n Their presence on board leaves vessel

management assured that the crew has been

sufficiently informed of the essential

information they contain and provides

evidence of this in compliance with the

ISM Code.

n Used during training sessions, they are

readily available for reference by the crew

long after the training session has taken

place.

Vessel managers would be ill advised to ignore

the large part printed material has to play

when considering the overall safety

management of a ship.

Specialist marine publisher, Maritime

Progress, has invested heavily during the past

25 years both in technology and in keeping up

to date with the continually evolving safety

issues. The company introduced the concept of

safety awareness and training posters at sea

during the 1980s.

The Maritime Progress ISM SafetyWORKS

range of posters is recognised worldwide, as

being both legislatively correct and a reliable

source of information.

training manuals

Various generic marine training manuals are

available within the ISM SafetyWORKS

series. These manuals have the same heritage

as the posters with the same level of scrutiny

and research going into their production, the

company claimed.

Each manual makes reference to supporting

documentation, legislation and the Safety

Awareness and Training posters referred to

above. The connection made between the

manuals and posters therefore makes for a

very effective management tool.

Down the years, the IMO has adopted

standard designs of symbols for use on vessel

safety plans. These symbols are recognised by

seafarers worldwide. They are used as signs

to identify life saving appliances, fire

extinguishing and fire control equipment on

many of the world’s vessels, offshore

installations and terminals.

The popularity of these products has

encouraged some producers to make illegal

copies of Maritime Progress’ posters, which

has lead to inaccurate and unaccountable

information being displayed to crew on board

ship, the company warned.

Don’t ignore postersand signage

As the drive towards electronic methods of communicating continues to gather pace

there is a danger that essential safety and operational messages are lost in the willingness

to provide crew on board with a limitless supply of information.

TO

training and assessment elements. In addition

to a number of CBT units the course includes

real-time simulation, use of the ECDIS system

on board and an extensive workbook,” he said.

Using the CBT-based approach, a training

report showing at least 95% completion of the

eLearning module and a test score of at least

75% correct answers, together with the course

procedure, must be forwarded to Seagull for a

seafarer to get training results documented and

be eligible for a course diploma.

“We were the first in the world to offer

product-specific ECDIS training on board

through Seagull in line with the IMO model

course 1.27 and to be certified as an

alternative to training ashore.

“What CBT-based training providers are

really trying to do is to meet the

internationally agreed training standards in a

world where there is simply not enough shore-

based training capacity available,” Gundersen

stressed, responding to some criticisms of on

board training methods.

MARIS also recently signed an agreement

with Consilium to co-operate with the service

and installation of MARIS products through

the latter’s network of subsidiaries and agents

in more than 50 countries.

“This adds a major force like Consilium to

our existing service partners to improve our

worldwide network as a whole,” Gundersen

said.TO


The ICS said that it is worried that

shipowners are being asked to

invest billions of dollars in new

treatment systems that may not

always work in practice.

Speaking at the end the IMO’s MePC 64

October meeting, ICS secretary general, Peter

Hinchliffe, said: “It is good that many

governments seem to accept shipowners’

arguments that it will be very difficult indeed

to retrofit tens of thousands of ships within the

timeline of two or three years after entry into

force, as the convention text currently

requires. IMO has agreed to develop an IMO

assembly resolution, for adoption in 2013, to

facilitate implementation to work smoothly.”

In forthcoming discussions, the ICS said

that it will continue to press for its proposed

solution that existing ships should be defined

as those having been constructed prior to entry

into force and that retrofitting should not be

required until the next full five year survey,

rather than the next intermediate survey should

this be sooner.

“It is vital that we ease the log jam by

spreading implementation over five years

rather than two or three,” said Hinchliffe.

ICS said that it was concerned that a

number of governments did not appear to

appreciate the scale of the challenge faced by

shipbuilders and repairers in order to cope

with the vast number of ships that will be

required to install the new treatment systems.

The organisation also expressed

disappointment that many shipowners’

concerns about the robustness of the type-

approval process were disregarded, or

sidelined during the MePC meeting. “The

BWM Convention was designed to assure the

ability to meet the required standard by a

treatment system installed on an operating

vessel, not in the vacuum of a test facility,”

said Hinchliffe.

ICS stressed that enforcement and

compliance actions would not be taken against

treatment system manufacturers, or test

facilities, but rather against shipowners who in

good faith may have installed a type-approved

system that when subject to the variables in a

real life operating environment, may fail to

perform as required.

a robustly type-approved system, costing

between $1-$5 mill per vessel, should

reasonably be expected to operate effectively

under all of the normal operating conditions

encountered at sea.

Therefore, the ICS said that it was

disappointed at the unwillingness of IMO

member states to consider re-opening the G-8

Guidelines on type-approval. The organisation

said that it believed this would make it harder

for governments that have not yet done so, to

consider immediate ratification of the BWM

Convention, or for shipowners to invest in the

new equipment before they are legally

required to do so.

The ICS issued an intervention document

during the final plenary discussion about the

BWM Convention at MePC 64, which was

supported by China and the some of the

world’s largest flag states, including Liberia,

Malta, Marshall Islands, Panama and Vanuatu.

These flag states’ implementation of the

convention will be vital in order for it to have

genuine global application, due to their size,

the ICS said.

INTErTaNKO paper

The ICS was not the only major organisation

to comment of MePC 64’s progress regarding

ballast water treatment. For example,

InTerTankO, along with several co-

sponsors, submitted a paper on ballast water

management for consideration at the meeting.

In its paper, the group outlined the four

challenges affecting ratification and effective

implementation of the BWM Convention as:

1) need for revision of the G-8 Guidelines

for approval of ballast water management

systems to improve transparency and ensure

appropriate robustness of ballast water

management systems (BWMS).

2) availability of BWMS and sufficient

facilities to install the systems.

3) Survey and certification requirements for

ships constructed prior to entry into force of

the BWM Convention.

4) Sampling and analysis procedures for

port state control purposes.

regarding the problems with the type

approval process, as stated, MePC agreed not

to open up G-8 for revision. However, there

was agreement that the issues raised in the

InTerTankO paper needed addressing. as a

result, an MePC resolution would be revised

to provide greater transparency and expand on

the information that would be supplied with

the type approval documentation. Specifically,

this would include more detail on the actual

limitations of the BWMS.

Furthermore, the ballast water circular

providing guidelines to flag administrations on

the approval process would be amended to

include the issues raised in the InTerTankO

submission.

There was also agreement with

InTerTankO’s concerns related to the

availability of facilities to install BWMS. an

assembly resolution will be adopted aimed at

smoothing the implementation once the BWM

Convention enters into force.

a circular will be issued to bring the survey

and certification challenges identified by the

class societies to the attention of flag state and

port state authorities to ensure that all are

aware of the agreed solution and that vessel

operators, who comply with this solution, are

not improperly penalised.

regarding InTerTankO’s final point,

MePC has instructed the Bulk Liquids and

Gases (BLG) and Flag State Implementation

(FSI) sub-committees that, when finalising the

sampling and analysis guidelines for port state

control, these should not be any more stringent

than the type approval process.

During the consideration of the type

approval guidelines and the challenges raised,

the incidents relating to failed BWMS that had

TankerOperator l November/December 201252

TECHNOLOGY - baLLasT waTEr TrEaTmENT

Flaws seen in typeapproval process

There is still much to be done by IMO member states to rectify serious flaws in the

ballast water treatment equipment type approval process, the International

Chamber of Shipping (ICS) said recently.


Onboard safety Worldwide security

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already been installed were discussed. as a

result, InTerTankO and its industry

partners have been invited to provide case

studies relating to systems that have been

installed but failed to operate.

InTerTankO said that it will work

through its environmental committee and

ISTeC to gather relevant data on failed cases.

Guidelines

naturally, the major class societies are

instrumental in the IMO type approval

processes and many have issued guidelines

and papers on the subject.

For example, Lloyd’s register recently

unveiled what it called a ‘one stop information

shop’, which included an online comparison

tool and a list of the available technologies.

Under the banner of Understanding Ballast

Water Management Series, the class society

said that it introduced a range of tools and

technical guidance to help operators make

informed decisions that meet compliance with

forthcoming requirements of the convention.

“Ballast water management is one of the big

challenges that shipping faces. It’s now about

understanding the risks associated with the

technologies and choosing the right

treatment,” said katharine Palmer, Lr’s

environment manager. “The resources we are

providing help to narrow down the suitable

options for individual operators. Our Ballast

Water Treatment Technologies Guide provides

all the technical parameters of available

technologies so that operators understand

issues, such as space and power

requirements.”

The series includes:

n How to comply with the BWM

Convention.

n Ballast water treatment technologies guide.

n Ballast water treatment selection tool — an

online comparison tool to assist with the

selection of treatment systems.

n Full regulatory guidance, model plans and

approval requirements.

Meanwhile, the US Coast Guard’s final rule

on BWM was published on 23rd March, 2012

and became effective 90 days after

publication, on 21st June, 2012.

USCG amended its regulations on ballast

water management by establishing a standard

for the allowable concentration of living

organisms in ballast water discharged from

ships in US waters. It also amended its

regulations for engineering equipment by

establishing an approval process for ballast

water management systems.

The numerical limits set by the discharge

standard in this ‘Final rule’ were supported by

reports from the national academy of Science

and the US environmental Protection agency

Science advisory Board in 2011, as the most

stringent that vessels can practicably

implement and that the USCG could enforce at

this time.

USCG has recently issued two files to help

explain the new BWM regulations:

n Guidance on verification of fouling

maintenance and sediment removal

procedures, 5th nov 2012.

n PowerPoint Presentation (with audio

narration) - USCG Ballast Water Final

rule, 5th nov 2012.TO

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TECHNOLOGY – baLLasT waTEr TrEaTmENT

November/December 2012 l TankerOperator 55

Ballast water- allhands to the pump!

As the Ballast Water Convention nears ratification, ballast water systems manufacturersare ramping up their offerings ready for the inevitable last minute rush to fit systems.

In this article, Tanker Operator has

attempted to highlight just some of the

ongoing initiatives in this growing

market. We have listed manufacturers

and equipment suppliers in strict alphabetical

order and apologise to the ones inadvertently

omitted.

Finnish-based Auramarine has recently

received an IMO type approval for its

CrystalBallast® ballast water treatment

system.

The approval was issued by DnV on behalf

of the norwegian Maritime Directorate after

the successful land-based and shipboard

testing in accordance with the IMO’s

‘Guidelines for approval of BWM Systems

(G8)’ and DnV rules.

auramarine offers a full range of ballast

water treatment systems from 75 cu m per

hour to more than 3.000 cu m per hour. It is

available in both complete skid mounted

modules for newbuilding projects, as well as

prefabricated component kits for retrofits.

The company claimed that configurable

design and compact size lead to affordable

capital and installation costs.

auramarine told Tanker Operator that it

was looking into an ex-proof version and

hopes to have the equipment available in the

coming months.

The company also said that it has

production facilities ready and operational

both in Finland and China and thus production

capacity will not be an issue.

Coldharbour Marine said that land based

testing of its inert gas-based, in-tank, in-

voyage, GLD ballast water treatment system,

specifically designed and optimised for large

tankers, LnG/LPG carriers and bulkers, at

Mea in the netherlands is nearly complete,

with very good results.

also a retrofit on a VLCC was almost

completed at the time that Tanker Operator

went to press and following this, the system’s

sea trials can begin.

“We’ve had some challenges, but we’re

nearly there”, the company said. Full type

approval is expected by the end the second

quarter of next year.

Coldharbour is currently working with Uk

MCa, Lloyd’s register, the Chinese

classification society and the US Coast Guard.

The company explained that flow rates were

not relevant with its system, as it fitted a

Coldharbour Marine GLD ballast water

treatment system, of quite a modest size

recently. The longer the sailing time of the

vessel, the smaller the inert gas system (IGG)

is needed to treat the ballast water within the

time available.

“On occasion, we find that the cost of our

system can be inversely proportional to the

ballast water flow and capacity. Smaller

tankers, with smaller flow rates and smaller

ballast capacities tend to have shorter sailing

times and so need a bigger IGG to treat in say

four days. a bigger tanker with a 10-day

voyage can be treated with a smaller IGG.

This makes for some interesting system

quotations, as we had one recently where we

quoted for three vessels for the same operator,

the biggest was cheapest, the smallest cost a

bit more!” the company said.

The company claimed to be very

competitive on price, not least because many

of the systems available cannot handle the

larger vessels, even by fitting multiple units.

“The reason that we focus on the larger

vessels with the larger flow rates is because

our ballast water treatment system is not an in-

line system. We do not filter and treat the

ballast water while it is being pumped on

board and into the ballast water tanks, we treat

the ballast water inside the ballast water tanks

during the voyage. Therefore, flow rates are

irrelevant to our system, whether they are 300

cu m, or 600 cu m, or 6,000 cu m,”

Coldharbour explained..” What is important

with our system is the total ballast water

capacity, the shape and size of the ballast

water tanks, and the length of the journey.

“Vessels with a lower flow rate are usually

smaller vessels, with smaller ballast water

tanks and shorter voyage times. at 300 cu m,

600 cu m, or 1,200 cu m, our in-tank

equipment would probably not fit inside the

ballast water tanks, and we do not have the

minimum four day voyage time we require to

treat the ballast water inside the ballast water

tanks. On large tankers, we will have ballast

water tanks of 30-50 m high and voyage

durations of more than four days.

“We have space and we have time. So our

system is perfect for that application,” the

company said.

With a smaller vessel, an in-line system,

probably eC or UV, would be far more

suitable, particularly at under 2,000 cu m flow

rates.rwO hopes to have an Ex proof version of Cleanballast by the middle of next year (see page 58).




Coldharbour has built two systems this year

and next year, the company plans to build 25

systems. In 2014, it expects to build 150, the

maximum under the business plan. The

orderbook is being focused on around five

year docking schedules and the company’s

plan is to have five years’ production covered

around these schedules. “There will be rapid

expansion, but we plan to maintain that level

into the future with newbuild, rather than have

to contract rapidly after the retrofit

bottleneck,” the company said.

Maritime and offshore oil & gas

engineering company Harris Pye highlighted

its 3600 3D laser scanner for ballast water

treatment system installation at SMM.

“Since we announced earlier this year that

we had successfully used our innovative 3600

3D scanner to survey the engine room of Neva

River, the LnG carrier of “k” Line LnG

Shipping (Uk), pre-ballast water system CaD

design, selection and installation, there has

been great interest in, and use of, the scanner

and our service,” said Harris Pye’s group

technical director, Chris David.

Taking a full 3D scan enables Harris Pye

engineers to rapidly create three-dimensional

images of the entire engine room and thus

create various ballast water treatment models

in order to select the best for a client. The

entire engine room survey is not only quick

but causes minimal disturbance to the crew,

the company said.

The scanner gathers point cloud data, which

is then processed by Harris Pye’s naval

architects through Pointools View Pro in order

to create multiple walkthrough 3D videos from

the scans.

Chinese-based Headway has won several

orders from european-based owners for its

OceanGuard BWMS, including from a Greek

company to be fitted on board a tanker.

The company has the only ballast water

management system from China, which

completed successful tests at nIVa in norway

and it was also the first non-european brand to

obtain DnV type approval.

at this point in time, orders and applications

of OceanGuard BWMS have covered nearly

every type of vessel, including tankers, the

company claimed.

earlier this year, a new company was

formed to design and manufacture filters for

the ballast water treatment suppliers.

Drammen-based Moss Hydro is led by

former OceanSaver head Stein Foss who said

that a patent was pending on the filter systems,

which should be in place by the end of this

year. Production was due to start as Tanker

Operator went to press.

“Current ballast water treatment filters are

prone to blockage, threatening the operation of

BWT systems and therefore the ships that use

them. added to this, there aren’t enough filter

suppliers in the market, meaning that there

will be huge bottlenecks as IMO ballast water

mandates come into force up to 2016,” Foss

explained.

“There are issues with reliability in this

comparatively young, but very dynamic

marketplace. Filters are susceptible to

blockages from all sorts of particles and

organic objects, from seaweed to ocean

sediment. That creates critical problems,” he

said.

eric Leegwater, Moss Hydro’s vice

president sales and marketing said that the

company had signed an exclusive

manufacturing agreement with a leading

european producer of stainless steel pressure

vessels, which gives the company access to a

20,000 sq m production facility with 200 staff

members and a large workload capacity.

The filters – both single and multi-screen

have been designed. The latter’s prototypes

have been tested up to a capacity of 3,200 cu

m per hour, although the filters can be

customised, as 50-60% of vessels are in the

mid-size range only needing capacities of

between 500-1,000 cu m. a test facility is

being used at Gdansk in Poland, where Moss

Hydro has set up a subsidiary company to

handle the engineering and product integrity

functions.

Stein said that the filter housings will

benefit from super-duplex stainless steel

construction, rather than the traditional carbon

steel casings. This gives the filters a

considerable weight advantage by being

around 50-70% lighter than conventional

filters. Once production is underway, the

filters can be produced in two weeks, he

claimed.

OceanSaver has won orders for its ballast

water treatment systems to be fitted on board

two Suezmax lightering tankers to be

delivered by a South korean shipyard in mid-

2014 to Chevron Shipping.

“Competitive pricing, low operating costs,

and a compatible technical system were key

contract parameters; total cost of ownership

(TCO) savings were a decisive factor in

winning the contract,” said Tor atle eiken,

senior vice president sales & marketing,

OceanSaver.

“TCO was centre stage. OceanSaver’s BWT

system is a comprehensive cost model for the

industry and when completing hundreds of

lightering operations each year, TCO is a

significant factor. We believe that OceanSaver

balances purchase price and long term costs in

a very efficient manner.

.“The BWT system offers high quality

manufacturing and materials that meet the

heavy-duty operational demands of lightering

operations. Due to these operations, the system

will get extensive use. a BWT system in a

shuttle or lightering tanker can be operated

more in two years than a VLCC BWT system

would be over the life of the vessel. Highly

efficient water transfer during operationally

critical ballast applications cannot be

compromised,” eiken said.

“During the past 18 months we have

successfully managed to lower per unit costs

by 30-40%. Our BWT systems are more

wärtsilä’s ballast water treatment offerings were boosted with the purchase ofHamworthy.


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streamlined than ever, offering ship operators

uninterrupted flow, continuous operation, high

filtration efficiency, robust quality and long

life at a very competitive price,” said Houtan

Houshangi, OceanSaver’s CeO.

OceanSaver currently has 52 BWT systems

on order and seven systems in operation

worldwide. Its Mark II system is DnV type

approved and has further undergone DnV’s

approval programme for installation and safety

standards.

Optimarin has started to conduct

independent testing of filters provided by Boll

& kirch, Filtersafe and Filtrex.

“Filter performance is critical to the safe

and economical operation of all merchant and

offshore vessels. We have decided to test our

filter types, each built on different

technologies, in challenging water conditions

to provide accurate assessments of each filter

and to further integrate high performance

filtration processes in Optimarin’s specialist

BWT technology,” said Tore andersen, the

company’s sales and marketing director.

Higher levels of nitrate concentrations in the

Yellow Sea east of China and southwest of

South korea have created higher densities of

algae, leading to algae blooms – a rapid

increase or accumulation in the population of

algae in an aquatic system. algae bloom

concentrations may reach millions of cells per

milliliter.

The company has set up a test barge close to

Busan and Geoje from which a series of tests

are being conducted on 500 cu m filters

supplied by the three filter manufacturers.

On-site testing will monitor filter capacity,

ensuring that each filter more than adequately

cleans and processes large volumes of

seawater from this area, as well as

guaranteeing reliability of uninterrupted and

trouble-free operation.

“Simply we want to, first hand, evaluate

filtration performance in challenging marine

environments and apply this experience to

further improve and optimise Optimarin’s

BWT system performance,” said andersen.

all tests will be verified by a third-party.

“We will be working with a third-party in all

testing. This is to underline our commitment

to value-based technology and to distinguish

us as a leading suppler of BWT systems. We

are pursuing a clearly defined goal: to

maintain and extend our position as a market

leader in BWT technology over the coming

years through top-quality products, to provide

first class service and to create simple and

flexible, innovative technology, specifically

designed to suit the various operational

environments of our customers,” said kurt

Steinsvik, chief technical officer, Optimarin.

Optimarin was one of the companies that

advocated for changes to the G8 Guidelines,

which failed to materialise at IMO’s MePC 64

meeting.

In addition, the company said that potential

purchasers of BWT equipment should enquire

about type approvals status and the

equipment’s suitability for the vessel type and

trade.

By the time of SMM, there had been 23

type approvals issued and at least another 10

were believed to be in the pipeline, the

company said. “The industry can handle the

influx, provided something is done now,” the

company said at SMM. Those planning

drydockings between 2013 and 2016 should

plan to retrofit BWT equipment.

Optimarin is marketing its BWT offering for

retrofits to the small to medium size vessel

range with pumping capacities of up to 3,000

cu m per hour. For tankers, an explosion proof

version should be ready by the end of this

year, the company said.

RWO claimed to be the first German

manufacturer to obtain a GL certificate for its

ballast water treatment unit CleanBallast.

The GL approval Certificate confirmed that

the CleanBallast system, with a capacity of

150-3,750 cu m per hour, complies with the

GL regulations.

Moreover, the electrical and electronic

components fulfil the stricter GL requirements

in comparison to the IMO requirements

regarding environmental assessment

(vibrations, low temperatures and damp heat).

The electromagnetic compatibility (eMC),

which is not taken into account in the IMO-

requirements, was also tested. The system

related software was also subject to a review

according to the GL-guidelines.

Martyn ayris, rWO’s managing director

said that thus far more than 70 orders had been

won for the system, including from the tanker

sector.

He explained that an ex-proof version

should be available by the middle of next year,

as much preliminary work had already been

undertaken. He also said that company was

marketing towards the mid-range capacities,

rather than the larger units.

Severn Trent De Nora has won a contract

from aker Philadelphia Shipyard to supply its

BaLPUre BWT system to two crude oil

tankers under construction at the yard.

The type-approved BaLPUre system was

selected to be fitted on board two new 115,000

dwt aframaxes being built for Seariver

Maritime. They will be trading regularly in the

Pacific Ocean between the US West Coast and

alaska.

The two sets of BP 3000 systems will be

installed as sub-assemblies, capable of treating

ballast water flow rates of up to 3,230 cu m

per hour. a 40-micron filter with IeCex

explosion proof rated control system will be

installed in the main ballast line in the pump

room. The first installation is scheduled for

December 2012, while the second installation

is to be completed by July 2013.

“It is crucial for shipping operators that the

ballast water treatment systems they select are

robust, cost-effective and have all the

necessary approvals for international trading,”

said Jim McGillivray, BaLPUre general

manager for Severn Trent De nora. “Severn

Trent De nora has made a formal submittal to

the US Coast Guard (USCG) for the

designation of BaLPUre as an alternate

Management System (aMS). With the

acceptance of BaLPUre as an aMS, the type

approved ballast water treatment system will

be accepted for use on board vessels trading in

US waters, like the Seariver tankers, that need

to comply with the USCG Final rule.”

eighteen BaLPUre systems have been

installed/sold thus far to international

shipowners operating various vessel types

such as LnGCs and VLCCs and more.

Wärtsilä’s aQUarIUS eC ballast water

management system (BWMS) has been

granted basic approval by IMO’s MePC 64

meeting in October.

The initial application for basic approval

was submitted to the IMO through the Dutch

Human environment and Transport

Inspectorate (ILT) in September 2011 and was

reviewed by the Joint Group of experts on the

Scientific aspects of Marine environment

Protection (GeSaMP) ballast water working

group in april 2012.

application for IMO final approval was

submitted immediately following the

endorsement of basic approval by MePC-64.

a key element of the final submission was

an investigation on the impact of the treated

ballast water on uncoated and coated materials

typically used in marine and offshore

construction. It is expected to be endorsed at

MePC 65 in 2013, having successfully

completed the mandatory review by GeSaMP.

IMO type approval is expected shortly

thereafter.

Wärtsilä now offers the aQUarIUS eC

and aQUarIUS UV, which both became part

of the portfolio following the acquisition of

Hamworthy in January 2012, in addition to the

MarIneX UV ballast water management

system, which has been jointly developed and

marketed with Trojan Technologies. TO


coNfeReNce RePoRt


Giving their views were senior

executives from BS

Shipmanagement, MTM

Shipmanagement, MMS Tokyo

(Singapore Branch), Advanced Polymer

Coatings, NYK Shipmanagement (retired) and

Lyras Shipping.

Arvind Sharma, director - loss prevention

and HR (marine), BS Shipmanagement group

said that the challenge today is to reduce

operating costs in every area in order to

survive in the prevailing economic

environment.

Currently, crew costs are one of the highest.

“We have had increase in crewing costs…in

the last few years that I have been looking

after the crewing, we have seen wages

increase by 25%, 30%, 35% in the last three to

four years, which is tremendous by any

industry standards. And even now, although

they have started flattening out a bit, they have

not stopped rising. Wages are basically a

component of supply/demand and unless that

is faced, they will keep rising,” he said.

“The four main expense areas that we have

in crew costs are wages, travel, training and

crew P&I. Ratings wages are dictated by

unions. We are not able to control this very

much, as we have to reach a midway point and

we have to agree what the wages going to be

for the next year and they are not really very

controllable.

“Officers’ wages are dictated by supply and

demand and some balance is emerging for

junior officers. I am happy to see that over the

last five years to six years, a lot of responsible

owners and shipmanagers have been creating

new openings, creating new cadets, getting

new cadets, training new officers,” he said.

However, with senior officers it is a

different picture. There are as many entities

and bodies as there are many opinions. “I have

seen opinions of some big industry parties

saying that there is no shortage. I tend to

disagree with that because every day I see a

major crisis somewhere where we are short of

some senior officers, or some boast by

somebody else.

“For sure there is a shortage. Everyday, we

face a situation where senior officers are

demanding some kind of an extra perk, or

increase, because they know that there is a

shortage. I think that we are still going to face

a tough time for at least the next two to three

years. And that is also subject to everybody

co-operating, working together and pumping

in more young people into the shipping

industry and giving people clear career paths

into senior levels,” he warned.

“Should we reduce the number of crew? I

would tend to be very careful on that

particular one. I personally feel that the

numbers that we have on board are sufficient,

but they are not excessive.

“Many owners have taken a short term view

and shifted to lower cost crew. That’s a very

good fix. It does give short term reviews. But

it’s very destructive in the long term. We have

shortage of people. We have accelerated

promotions. We have many people who still

require more experience, jumping up into the

next position. If you don’t give them

promotion, there are many people outside who

are desperately looking for them. They will

leave you and take their promotion somewhere

else. But what it leads to is many people who

do not have the requisite experience sitting in

senior positions. And because of that, we have

incidents, accidents, injuries, damages going

up more and more.

“So, my question is, we talk about retention,

does it have any bearing on crew costs? I think

it has a lot to do with the crew costs. If we are

able to hold our people and if those people are

happy to work with you, they will not auction

themselves to the market bidders. You will be

able to meet your matrix requirements. To a

certain extent, you will be employing steady

people.

“I know a lot of owners and good managers

who do care about retention…but do all of us

care about retention? Or do we still treat the

seafarers as a disposable commodity?

(conference chairman) Dimitris Lyras

mentioned the culture in the office…the lack

of experience in the office and I fully agree

with that.

“On the travel side, my comment is only

that travel costs are necessary costs. You can’t

do without the travel costs. You want to run

ships, you have to send people to join the

Is crew mentoringthe answer?

The latest conference in Tanker Operator’s series “Making Money in a Tough Market”was held in Singapore last October and looked at several pressing issues.*

Arvind Sharma, Director - Loss Prevention and HR (Marine), BS Shipmanagement Group.

TO Nov-Dec 2012 p59-60 & OBC_p2-7.qxd 26/11/2012 19:07 Page 1


coNfeReNce RePoRt

ships…they can be certainly improved with

better planning,” he said.

Moving on to training, Sharma said;

“Damages, losses, incident, accidents, injuries,

continue to rise in the industry, unfortunately.

Is training a cost, or an investment? I still

come across people who make statements that

training is a cost, or an investment, or who

make statements that training is a cost - it is a

cost. I still see people who say that the market

is bad, we cannot take any more cadets. I still

see people who say ‘no we are not sending

people for training,’ we are cutting down the

training budgets. In my opinion -short sighted.

“There is a greater need for soft skill

training, which is dealing with motivation,

with team work, with people management and

people taking personal responsibilities. This is

more pressing, more urgently needed, than the

need for technical training and teaching them

how to do passage planning. Of course this is

required, but this in my mind is much more

important.

“How about cadets? Should they be left

with their own devices? Should they be used

on board as cheap labour? Or should they be

trained with the focus that they are all

management level officers after all. We need

to focus also on our cadets, what kind of

training we are doing for them.

“When you invest in training, you are

probably going to save a lot of money in

damages, in claims and in P&I and hull

machinery costs. So, it’s money well spent-

it’s an investment.

“We cannot do without training, we cannot

do without a good safety culture on board, and

that is where we need to focus and save our

costs. Not cutting costs on wages, or on

number of people, but cutting costs, which are

going in losses, cutting that money which is

just going out in damages in claims. That is

where we need to increase our efficiency,

increase our team work.

“Having majored and motivated skilled

people on board will automatically reduce

your costs. This is where we need to focus.

Not focus on the wages so much, I mean the

wages…of course…once we have more of our

own people and there is less poaching, of

course the wages will stabilise, there are

enough people - supply and demand - the

wages will stabilise. But this is the area where

we need to focus for cutting our costs,” he

concluded.

Salil Kumar, general manager, technical at

MMS Tokyo, Singapore Branch talked about

lubricating oils, which form a major part of a

vessel’s daily OPEX.

He started by discussing the main engine

cylinder oil feed rate. “Maker’s recommended

minimum feed rate for cylinder oil…normally

for an Alpha Lubricator the minimum they say

you can go is 0.6 grams per bhp/hour. And for

a mechanical type, you can go up to 0.8. But

when we are actually checking our ships, we

find a much higher feed rate being maintained

on board. What is the reason for this? Why are

the recommended feed rates not achieved? The

primary reason is that the vessels’ engineers

are simply reluctant to reduce the feed rates.

They are bit scared, or worried about

excessive cylinder liner wear.

“I will not go into too much detail into the

well-known formula to generate specific fuel

oil consumption other than that we are using

this to calculate the reduction by 0.2 grams per

bhp/hour. If we are reducing the fuel rate by

0.2 grams, how much is the savings in costs?

And how that is offset with the cost of a liner?

“We did the calculation for a VLCC engine.

If you calculate from the formula the excess of

lube oil, which you are consuming per day is

about 150 litres. If you reduce the cylinder

lube oil consumption by 0.2 grams per

bhp/hour, you will save about 150 litres per

day, which comes to about 36,000 litres per

year on a VLCC, about 20,000 litres for an

Aframax and for an MR, it adds up to about

12,000 litres.

“Excess consumption expressed in US

dollars. If you consider the cylinder lube oil

cost as $2.1 per litre, which is a bit on the low

side, as today, the cylinder oil rates are

somewhere around $2.3, if I am not wrong.

So, for a VLCC you are spending an

additional $75,000, for Aframax $43,000 and

for an MR it’s about $27,000.

“If we consider that the liner is getting worn

down faster, though the results are not so bad,

even if you take the worst case scenario that

the liners are getting worn down, the recovery

of all six or eight cylinder liners ranges from

three to six years, depending on type. For a

VLCC, because it’s an incidental unit, the cost

of a liner is somewhere around $42,000. This

cost can be recovered in say four and a half

years.

“So, this is what needs to be explained to

the crew and even to the people who are in the

office. We have to reassure and convince the

people who are operating the ships and people

who are on board the ships, that even if we

reduce the cylinder oil feed rate, you can

recover the cost of all the liners within three to

six years. If the vessel is operating at

economical speed, then the period is longer.

“This is where we need to reassure and

convince the crew, which is a tough

undertaking. You go on board, you tell them,

still then they will come back, as they are very

reluctant to reduce the feed rates. We can

undertake very close monitoring of the wear

down by regular checks and there are some

tools, which are also available to monitor this

wear down. So, it is not so difficult to reduce

the feed rate. It just has to be pursued,” Kumar

concluded.

*To be concluded in the January 2013 issue.

TO

Salil Kumar, General Manager, technical at MMS tokyo, Singapore Branch.


Tanker Operator 11/12 2012

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