TANKER OPERATOR MAGAZINE

TANKEROperatorAUGUST/SEPTEMBER 2014 www.tankeroperator.com

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August/September 2014 ! TANKEROperator 01

ContentsMarketsPeaks and troughs

Germany Report" A cautious approach" SMM sells out

Shipmanagement" Sustainable goals" Pilotage issues" Safety data services closer" ECDIS tanker mandation

Commercial Operations" Gard wins freezing order

Front coverEfficiency and sustainability will be among the top issues at SMM 2014. With products such as the patented Becker Mewis Duct, BeckerTwisted Fin and the new LNG Hybrid barge, Becker Marine Systems will be projecting cutting-edge technology.

Becker Marine Systems has already sold more than 800 Becker Mewis Ducts – the 750th duct will be displayed in gold at SMM to representthe reduction of about 880,000 tonnes of CO2 by all of the ducts delivered by the time of the exhibition.

The million tonne CO2 mark should be hit by the end of this year, the company said.

fuel saver

C Anz Tank r Op rator T tl 210 247 ndd 1 16 07 2014 11:03:41 U

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Technology30 Classification Societies ! IACS workload

! RS’ ice class tankers ! ClassNK expansion ! Tanker damage stability ! ABS supports German owners

Tanker Efficiency" Smart tanker efficiency" Shorter bulb fitted" Integration the key

Tank Servicing" Keeping it simple" Fork level switches" Commercial pressures

Coatings " Silicone curative

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TANKEROperator ! August/September 201402

COMMENT

I’ve packed my bags and I am ready to go

TANKEROperatorVol 13 No 8Tanker Operator Magazine Ltdc/o Digital Energy JournalUnited House39-41 North RoadLondon N7 9DPwww.tankeroperator.com

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I have packed my walking bootsfor a week in Hamburg- no notbeside the Elbe, or the AlsterLakes, but inside the Messe atDammtor.With its 12 plus halls packed with shippingpeople, a visitor has to get ‘match fit’, or‘exhibition fit’ in this case, for a few weeksprior to the event.

A visit has to be planned with militaryprecision, but obviously most visitors will notbe interested in everything. A GPS would helpto home in on the relevant booths, or meetingplaces as there is no shortage of those in the 12halls and their surrounds.

Every two years there seems to be a themerunning through the shipping industry and thisyear is no exception.

The theme for this year’s SMM is‘Innovation’, which is a bit strange, as by andlarge the shipping industry has been innovativeever since it first started thousands of years agojust to survive.

Today, everybody is talking about‘Efficiency’, both in technological and humanterms. The drive for eco ships of all types iswell and truly on. What will the fuel of thefuture be? Will the industry be ready in timefor the new rules and regs? Will the regulators

be up to speed? What will it cost me?Will hydrocarbons remain the energysource of choice?

These are just some of the manyquestions on a vesselowner/operator/manager’s lips atpresent, as they enter a period of slightlyfirmer freight rates and optimistic noisesbeing made about the fourth quarter ofthis year.

Are we not efficient already? No, notif you listen to the marketing people of

leading equipment suppliers and shipdesigners. They have a point, as I was scepticalof claims of 6% plus savings on vesseloperating costs, but have since been provedwrong, not for the first time, I hasten to add.

Cost savings of this proportion matter today,as long gone are the days of ocean liners andgas turbine powered containerships dashingacross the ‘pond’ at 32 knots. The fuel priceescalation has put paid to that.

Today in the bulk industry, both wet and dry,12 knots is the norm and slower than that ifyou can still make the laycan. Even thecontainership fraternity has had a radicalrethink on their vessels’ optimum speed.

However, efficiency is not all about speed, itis being able to operate your vessel at itsoptimum through thorough voyage planning,by taking into account every minute detail thatcould affect a vessel’s voyage and how thevessel will behave in certain conditions.

Here is where the seafarers come in. Theyare the ones at the sharp end and have to buyinto the ideas put forth from head office. Anefficient seafarer is the one that turns the lightsout on board when they are not needed, orreduces the generator power when in port.

Common senseIs this efficiency, or innovation? You don’t

have to be innovative to be efficient, it is just amatter of common sense and to some extentexperience. However, experience is anargument for another day.

Maybe it is a good thing to be innovative.Down the years there have been countlessinnovations, many of which have not made itpast the drawing board. However, some haveand are in everyday use. A few innovationshave been thrust upon us by the regulators-ballast water equipment, for example.

I was once to be employed by a famouscontainer entrepreneur who used to say “...giveme a hundred ideas and I’ll make one work.”There were some bizarre ideas floating aroundat the time, such as converting redundantVLCCs to ship caravans across the Atlantic,until somebody pointed out that the time takenfor a large tanker to cross the ‘pond’ wouldwipe out the caravan owner’s holidayentitlement.

I’m afraid it does make me smile whentoday I hear about sail assisted, or crewlessships, as these ideas were circulating in the1970s and 1980s and didn’t take off then.

So how many innovations are we going tosee and hear about at SMM and how many willwe remember in the future? Will they be justnew twists on old ideas, or is there reallysomething out there just waiting to bemarketed properly?

Perhaps I’m too sceptical, as I’ve seen manyso called innovations before in previousdecades. We still can’t do without the dieselengine for mainstream shipping. It is just howyou adapt it in the future to give greaterefficiency. We cannot reinvent the wheel, orwill somebody in September prove me wrong.

Has this viewpoint proved me to be adinosaur and should I be immediately hauledoff the home of retired editors in a straitjacket? Time alone will tell. TO

See you there!!

!! !! !! !

INDUSTRY - MARKETS


Spikes mark the firsthalf of this year

In this issue, we look back over the markets during first six months of this year andbeyond, with the help of Gibson Research.

The year saw a strong start in thecrude sector following on from abuoyant end to 2013.

While VLCC TD3 earnings softened toaverage $35,000 per day through January andFebruary, compared to $50,000 per day inDecember last year, they were higher than atthe same stage in 2013.

Suezmax earnings averaged $51,000 per dayon TD5 at the start of this year and went even

higher to $101,000 per day on TD6, beforeboth trades cooled significantly into February.

Aframax owners also benefited fromfirming rates with an average of $78,000achieved on TD7 in January due to badweather and delays, before falling back to$14,000 per day in February.

Despite such as strong start, rates fell awaysignificantly as the year progressed across allthe trades. However, as shown below, somefirmness has crept back into the market.

First to see a benefit was the Suezmaxesfollowed by VLCCs who saw their averageearnings rise from $5,000 per day at thebeginning of June to $28,000 per day towardsthe end of that month.

The products tanker market in the Eastexperienced the opposite with earnings for allclean tanker categories extremely depressed inJanuary and February, falling to their lowestlevels for six to seven months.

However, returns improved during the

Source: E A Gibson.

Tanker Statistics

No. of vessels

VLCCs (S-H/D-H/Total) Suezmaxes Aframax/LR2s Panamax/LR1s MRs (25,000-55,000 dwt)

Orderbook

+ 25,000 dwt VLCCs on order

Demolition

July to June $ Ldt price (China/Indian sub)

Vessel prices

VLCC (Nb/10 yr ) Suezmax Aframax

June 2012

19/589/6086/454/46025/900/92517/414/431124/1,694/1,818

501 (65.1 m dwt)98

110 (12.37 m dwt)355/400

95/3758/2850/19

13/623/6361/488/48916/900/91613/380/393105/1,756/1,816

455 (49.6 m dwt)61

96 (9.8 m dwt)315/430

90/2956/2647/20

1/625/6260/476/4768/887/8957/433/44071/1,772/1,843

590 (62.1 m dwt)86

104 (12.3 m dwt)325/495

100.5/5066/3454.5/24

June 2013 June 2014

INDUSTRY - MARKETS

August/September 2014 ! TANKEROperator

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Spring months and were roughly in line with the second quarter of2013. The MR market in the Atlantic Basin deteriorated significantlyin the first half of this year, due to surplus spot tonnage and lowertransatlantic trades, particularly in the first few months of the year,Gibson said.

Inevitably, with sentiment in the crude market running high in1Q14, interest in new and secondhand tonnage was firm. Following onfrom the 45 VLCC orders placed last year, a further 24 were orderedin 1Q14, but just six in the second quarter as firmer newbuildingprices and weaker earnings deterred further investment.

For example, VLCC newbuilding prices had risen to $101.5 mill byJune, a 13% year-on-year increase. The MR price rose by 12% year-on-year to $38 mill.

Suezmaxes were one of the few sectors to see limited investment inrecent years. However, ordering activity increased this year with 12orders placed up to the end of June, equalling the combined total forthe previous two years.

Investment in new Handy/MR tonnage saw a significant declinewith just 30 orders placed during the first half of this year, comparedwith 232 in 2013.

Overall the tanker orderbook climbed 25% year-on-year to 62.1 milldwt, Gibson reported.

Weak earnings, a large orderbook and new regulations enteringforce next year, plus firm scrap prices, have all conspired to encouragerecycling. However, activity this year has remained low.

With the Indian scrap price at $495 per ldt - some $65 per tonnehigher than at the same time time last year - the scrap value of aVLCC stood at $20 mill at the end of June, just $1 mill lower than a15-year old vessel. Despite this, only six VLCCs were scrapped in thefirst half of 2014.

As usual, it is political issues that continue to shape the market.While Iran has benefited from a temporary sanctions relief, Libya,Ukraine and Iraq have all suffered from instability.

Ukraine’s impact has been limited and Iraqi exports appeared stableat the time of writing. However, the continued unrest in Libya has keptproduction down to around 240,000 barrels per day for the threemonths up to the end of June, down from 1.15 mill barrels per day atthe same time in 2013.

European buyers have turned to West Africa to offset the lack ofLibyan crude and to mitigate against falling US imports. The US hasnot been exempt from politics as the debate has turned to thepossibility of crude oil exports.

Reports have indicated that the US will allow condensate exportsproviding the product has been processed in a stabiliser to removevolatile hydrocarbons. This could open the door for more US productexports.

Tonnage influxLooking back in the years 2009-2012, some 172 Suezmaxes and 219VLCCs were ordered, which was described as a “massive influx oftonnage” by the broker. As a result, it was no great surprise that themarket struggled to absorb this new tonnage.

It would be a brave call to say the market had turned thus far thisyear, despite the increasing number of spikes seen in the spot market.The current fleet, which is mainly slow steaming, is more thansufficient for the market’s current demands. However, the increasingdevelopment of long haul trades is creating more opportunities.

During the downturn, the Suezmax segment was virtually written offas a lost cause, enduring some tough times. However, 2014 could bethe year that the market takes a turn for the better. For example,


INDUSTRY - MARKETS

Suezmaxes have enjoyed a number of spikesthis year, which has had the knock on effect offirming timecharter rates.

For some time, Suezmax charterers havebeen able to cover their positions easily on thespot, or short term timecharter market ofaround six months, option six months, or 12month periods. Gibson said that it had notedan increase in fixture volumes this yearcoupled with more resistance from owners toaccept the historically low timecharter rates.

There has been much focus on the VLCCsegment since November, 2013 with 52newbuildings mostly for delivery in 2016.Surprisingly, only a handful of thenewbuildings had Chinese connections,Gibson said. The Suezmax orderbook is muchmore constrained with just 12 due for deliveryin 2016.

From the start of this year until the end of2016, there are 38 Suezmaxes and 94 VLCCsearmarked for delivery. Next year should be aquiet year for deliveries with just eightSuezmaxes and 19 VLCCs scheduled fordelivery, which should be a positive factor forowners.

The considerable expansion of the Suezmaxand VLCC fleet between 2009 and 2012means that caution is required in bothsegments, as there is now a modernpredominantly eco fleet.

In the VLCC segment, by the end of thisyear, over 270 vessels will be less than sixyears of age, representing around 43% of thetotal. A similar story has unfolded forSuezmaxes with some 210 vessels expected tobe less that six years old by the end of thisyear.

However, these figures do not take intoaccount vessel demolition that might occur up

to the end of 2014. Next year, around 90Suezmaxes and 115 VLCCs will be 15 yearsof age, or older.

Thus far this year, both segments havebenefited from good spikes. For example, inthe first half of 2013, TD3 averaged $11,300per day, compared to $21,500 per day for thesame period this year. TD5 improved from$13,200 per day to $20,900 per day.

It will be interesting to see what the rest ofthis year has in store, Gibson concluded

Refinery expansionThe global refining capital expenditure(CAPEX) is forecast to reach around $333 billbetween 2014 and 2020, representing anannual average of almost $48 bill and 1.6 millbarrels per day, said a new report fromresearch and consulting firm GlobalData.

The report said that the aggregateexpenditures in Asia will amount to 46% ofthe world’s total, with China at 17%, India at12% and other Asian areas at 17%. This isdown to national oil companies (NOCs)increasing capacity levels in China, India,Vietnam, Indonesia, Malaysia and Pakistan.

The Middle East’s expenditure will accountfor 23% of capital spending by the end of2020, with NOCs building capacity in SaudiArabia, Kuwait, Iraq, Iran and the United ArabEmirates (UAE) to meet their growingdemands for refined product exports.

Carmine Rositano, GlobalData’s managinganalyst covering downstream oil & gas, said:“Thanks to the planned construction ofefficient, large and complex grass-rootrefineries, such as cracking and cokingfacilities, along with various expansionprojects, refining expenditures in the MiddleEast and Asia are forecast to represent a

combined 70% share of the world’s totalspending.

“Elsewhere, the CAPEX for Latin America(including Mexico), Africa, the Former SovietUnion and the US is forecast at 18%, 8%, 4%and 1% of the global total, respectively,”Rositano said.

China will be the largest single market with17% of global CAPEX, correlating with 22%of all capacity additions up to 2020.GlobalData attributed the country’s reasonableproject costs to less expensive labour and theconstruction of large efficient refineries inareas with significant existing infrastructure,such as docks, pipelines and storage terminals.

By contrast, Africa will experiencesignificantly higher production costs for itsown new grass-root projects, which areplanned in Nigeria, Angola and Gabon. Thesecountries have a lack of highly-skilledworkforces and minimal infrastructures,meaning that most, if not all, equipment,materials and labour will need to be imported.

Rositano continued: “Further costs for thisregion will also result from the financial andgeopolitical risks associated with theconstruction of onshore refining facilities inAfrican countries, such as Algeria andUganda. These factors will push Africa’srefining CAPEX to almost $28 bill by the endof 2020.”

In another report, GlobalData claimed thatadditions to global crude distillation capacitywill reach nearly 12 mill barrels per day by2020, which will increase pressure on refiningmargins.

The Middle East will be the largestcontributor to the world’s total capacityincrease, accounting for about 27%.

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INDUSTRY - GERMANY REPORT


Taking a cautiousview of the future

Despite its financial problems, Germany remains one of the world’s largest shipowningcountries, with Hamburg housing the largest number of owners, managers and

operators in the country.

According to figures released by theGerman Shipowners’ Association(VDR) and compiled by IHSFairplay, Germany lies in third

place behind Japan and Greece in terms of thepercentage of vessels of owners domiciled in acountry.

Hamburg has the largest concentration ofGerman companies totalling 119 owning,managing, or operating 1,621 vessels of alltypes.

Germany sits in sixth place in the world’stanker league with almost 450 vessels of justunder 23 mill dwt, amounting to 3.7% of thetotal. It sits behind Greece, Japan, China, USand Norway., according to VDR’s figures

The total is roughly split between 250 pluscrude oil vessels, 90 chemical and other liquidtankers and around 55 gas tankers, plus a fewbunker barges.

During the shipping recession, the Germanshipping industry suffered more than most dueto its dependence on the container sector andthe use of the KG tax deferment scheme,which today is all but dead.

However, a recent market survey conductedby HSH Nordbank among its clients found thatconfidence among shipping companiescontinued to grow, as this year, a clear majority

expected increased turnover and more than40% of companies surveyed forecast higherprofits in comparison to the previous year.

The report, ’Shipping companies 2014 – Fitfor the future?’ was based on a survey of HSHNordbank customers. Some 51 German andinternational shipping companies participatedin the survey, which was conducted during thesecond quarter of 2014.

In some cases, the views of German andinternational shipping companies regardingmarkets diverged significantly, the surveyfound. Expectations concerning profits alsodiffered.

German companies took a far more cautiousview than their international competitors. Onlyaround 20% of German companies predictedincreased profits in 2014 while, in contrast,57% of the international companies expectedincreased profits.

Despite the current surplus capacity,shipping companies were focusing on furtherexpansion of their fleets – “Almost 70% ofrespondents stated that they want to increasethe size of their fleet in the next three years,”said Christian Nieswandt, global head shippingdomestic clients/global liner & containerfinance at HSH Nordbank. The majority ofinternational (63%) and German (47%)

shipping companies were striving to achievegrowth, especially in the bulk carrier segment.

Respondents estimated that charter rates forbulk carriers will develop positively. “Almost70% of the companies expect increasing ratesfor the bulk carrier segment by the end of theyear,” said Nieswandt. In contrast at least halfof the shipping companies participating in thesurvey expected container vessel charter rates

Ralf Nagel, VDR CEO.


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to remain at their present low level. A third of companies, nevertheless,believed that a general increase in charter rates to the pre-crisis levelwas possible. The majority of respondents (63%) did not, however,believe that charter rates would return to the high pre-crisis level,meaning that certain projects were no longer viable in the mid-term.

Increased private equityBank loans remained the most important source of financing, whileinterest in private equity increased, the survey found.

However, general attitudes to the various forms of financing hadbeen revised; while the German KG business model was the third mostimportant source of financing prior to the crisis, this option is rarelyused to finance ships today. Instead the volume of private equity hasincreased significantly in comparison to the pre-crisis era. Around 14%of respondents were already financing their ships with the assistanceof, among other sources, private equity. This figure was only 2% priorto the crisis.

“In this context, German shipping companies view the influence ofprivate equity in the shipping industry in a far more negative light thaninternational shipping companies,” explained Nieswandt.

As for mergers and acquisitions; “Two thirds of the companiesexpect a wave of consolidation, particularly in the container shippingsegment,” said Nieswandt. The objectives were to create largercompanies, for example via mergers, thus facilitating more competitivecorporate structures.

To this end, some 40% of respondents have already held meetings todiscuss possible mergers & acquisitions taking the role of the acquiringcompany. Around 47% of German shipping companies wereundergoing talks, significantly more than among internationalcompanies at 37%.

In order to meet the future challenges facing the shipping industry,just under half of international companies were focusing on retrofittingto achieve greater energy efficiency and meet present environmentalstandards.

However, this topic was of far less importance to German companiesoverall, as they viewed the forming of alliances and mergers as a morepromising strategy for the future.

Both German and international shipping companies were inagreement that the optimisation of business processes and investmentin new vessels meeting eco-standards should be given priority if futurechallenges were to be met, the survey found.

Competitiveness waningMeanwhile, the VDR has expressed a fear that Germancompetitiveness in shipping was being eroded faster today than in thepast.

“In the sixth year of the global maritime shipping crisis, thecompetitiveness of Germany as a maritime location is moreendangered than ever before,” said Ralf Nagel, VDR CEO at apresentation of a shipping study by the auditing firmPricewaterhouseCoopers (PwC). “The capacity utilisation of vesselsremains completely unsatisfactory. The earnings situation continues tobe extremely difficult, especially in the container shipping segment.For this reason, the companies need to exploit all potential costreductions possible in order to stay in the market.”

As the PwC study showed, this also includes selling ships andinvesting in new, more reasonably priced and more efficient vessels,the VDR said. However, the outsourcing of corporate activities abroadneeds to be taken into account by an increasing number of companies,due to the immense cost pressure of being located in Germany.



What is particularly impacted by relocationabroad is the personnel deployed, the need toorganise cargo for the vessels and maintenancework on the fleet.

“All these are sensitive areas foremployment in Germany,” explained Nagel.“They are in danger of disappearing from theirpresent location. We now need to do a lot more– as has already been the case in otherEuropean countries – to give the industry bettersupport. The central issue is to even out thecost disparity between employing German andforeign seafarers.”

Claus Brandt, PwC head of the competencecentre for the maritime sector, had previouslysaid that the promotion and support of shippingin Germany in the past had not been sufficientto offset the disadvantages when comparedwith European competition.

LNG questionThe VDR, together with the VSM (GermanShip Construction and Marine TechnologyAssociation) and VDMA (German Mechanicaland Plant Engineering Association) recentlyhosted a ‘parliamentary evening’ in Berlin,entitled ‘LNG- clean energy for the maritimeshipping sector.’

The meeting was told that the shippingindustry relies on environmentally compatibleship propulsion. Shipping companies,shipyards and component suppliers are

increasingly relying on environmentallyfriendly ship drive systems, the associationssaid.

A key component of this is LNG. Toestablish LNG as an alternative to heavy fueloil, the associations have called forinternationally uniform legal regulations tointroduce binding ship safety standards, theimprovement of financing terms for innovativepilot projects for shipping companies andshipyards, as well as the establishment of anadequate LNG supply infrastructure.

“A key prerequisite for ship operators is thatthe installation and use of LNG technology issupported by effective promotional andsubsidisation programmes for maritimeshipping,” explained Michael Behrendt, VDRpresident and chairman of Hapag-Lloyd.

European states, such as Finland and France,already support pilot projects within the scopeof co-financing arrangements. Behrendt saidthat a programme of this kind was lacking inGermany, thus far.

Bernard Meyer, managing director ofshipyard Meyer Werft in Papenburg, stressedthe necessity from the shipyard’s perspective toprovide effective hedges against technical andeconomic risks of pilot projects and thusovercome the immense investment obstaclesinvolved: “Promotional and subsidisationprogrammes, as well as market economy-basedincentive systems for implementation of high

environmental standards, are suitableinstruments for establishing innovativepropulsion and energy supply systems on themarket.”

For the equipment suppliers, the primaryfocus is on the legal questions involved. “Themanufacturers are making enormous advanceefforts with their research and developmentactivities,” said Dr Haidinger, managementboard member of Rolls-Royce Power Systemsand representative of the engine manufacturersorganised under the umbrella of the VDMA.“Accordingly, our industry is dependent on areliable, international legal framework. Only inthis way will it be possible to successfullymarket ‘high tech made in Germany’ on aglobal scale.”

Harald Fassmer, VSM chairman, summedmatters up by saying that the maritimeindustry backed the statements made by theassociations in favour of alternative propulsionsystems and fuels. He indicated that there wasa wide consensus of opinion that atechnological led effort to produce moreecologically compatible vessels could securejobs within shipping companies, equipmentsuppliers and shipyards.

The three associations that hosted the event represented the lion’s share of theGerman maritime shipping sector, with theirmembers employing over 200,000 based in the country.

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INDUSTRY - GERMANY - SMM PREVIEW

SMM - a sell outagain

September’s 12 SMM exhibition halls have been sold out for months, the organisers have claimed.

With 90,000 sq m of exhibitionspace, more than 2,000exhibitors and over 50,000visitors expected, SMM

remains the leading trade fair of the maritimeindustry. The motto of this year's event, to beheld from 9th to 12th September, will be‘Innovation’.

"Once again we will welcome the who'swho from all segments of the global maritimeindustry this year. At SMM they will highlightcurrent trends and developments, offeringfascinating insights into the future of theindustry. We have been fully booked formonths," said Bernd Aufderheide, CEOHamburg Messe und Congress.

SMM will again be covering the entirespace available at Hamburg's exhibition site -11 exhibition halls (B1 to B7 and A1 to A4),plus a new hall called B8.

Each hall will be dedicated to one particularsector of the maritime industry. For example,Hall A1 will feature ship operation equipment,environmental technologies, as well as deckequipment and cargo handling systems.

Halls A3 and A4 will include exhibitorsfrom the prime movers and propulsion systemssector and lubrication, includingmanufacturers such as Caterpillar, Rolls-Royce and MDT. "We are looking forward tothis great industry gathering in Hamburg. ForMAN Diesel & Turbo (MDT), SMM is themost important fair and our visitors can expectfascinating exhibits and ground breakingtechnologies at our new stand," said Dr Jan-Dietrich Müller, head of corporatecommunications & marketing.

In view of the recent passing of the IMOTier III emission control regulation, efficientuse of energy resources will be a key topic forMDT this year, he said.

Halls B2 to B8 will feature exhibitors fromthe shipbuilding, production equipment, shipoutfitting, safety equipment, navigation andcommunication, maritime security and defenceand other segments.

SMM will be again accompanied by adiverse conference programme revolving

around the expo’s five featured topics, eachassigned to one specific day of the fair. Theyare - Finance (SMM Ship Finance Forum),environmental protection (GMEC, globalmaritime environmental congress), securityand defence (MS&D, international conferenceon maritime security and defence), offshore(SMM Offshore Dialogue) and recruiting(Maritime Career Market).

In addition, a comprehensive special-eventsprogramme will be put together involvingmore than 150 individual events (workshops,symposia, etc).

Finance- a new beginningThe Ship Finance Forum 2014 will take placeon the day before SMM officially opens.

In spite of low newbuilding prices, the totalnumber of ship orders is declining around theworld. Financing difficulties are part of theproblem and new concepts are in demand torevitalise the market.

"In ship finance we have to address twoseparate issues: On the one hand, we need toput the fleet in service on a more solidfinancial basis. After a five-year double crisis– one affecting the financial, the other theshipping markets – that may be a tall order.On the other hand, we need to finance newtonnage to be commissioned over the next fewyears. In the wake of the crisis, this often callsfor new partners and new conditions," said DrMax Johns, managing director of the German

Shipowners Association (Verband DeutscherReeder, VDR) and member of SMM’sAdvisory Board.

Under the motto, ‘A New Beginning’, theShip Finance Forum 2014, will address globalfinancing issues facing the shipbuilding andshipping industries. "The Ship Finance Forumhas become an essential event in the maritimecalendar. Through its close affiliation withSMM, it enjoys excellent visibility asHamburg assumes its role as the undisputedworld capital of shipping," said Johns whoalso teaches ship finance at the HamburgSchool of Business Administration (HSBA).

"SMM is a major technology trend-setter forthe shipping industry: We are dealing withenormous challenges, such as the emissioncontrol areas and the ballast water convention.SMM will surely offer inspiring insight onboth topics," Johns added. Both of thesechallenges are associated with substantialcapital investments.

The SMM Ship Finance Forum will focuson three major topics. The first debate willlook at current developments in the Germanmarket. US investors are entering the Germanmarket in increasing numbers, primarilyseeking to invest in newbuilding projects. Yet,conventional bank financing schemes continueto be in demand. For example, a Norwegian-German group of investors recentlyestablished a new ship finance bank.

The second debate, entitled ‘Shipyards:

Bernd Aufderheide, CEO Hamburg Messe and Congress. Photo credit - Michael Zapf.

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Financing Shipbuilding, Financing Exports’will examine the efforts of many shipyards tofinance exports, while part three (GlobalFinancing Trends – Bonds, Leasing, IPOs) willhighlight alternative financing models in themarket, which compete with traditionalschemes.

The forum will also address the protectionof the maritime environment. SMM, as theleading global maritime trade fair, has adoptedthe logo of the German Federal Government'sinitiative ‘The Sea, Our Blue Wonder’.

In 2014, Germany will host the annualEuropean Maritime Day (EMD) for the firsttime, providing an opportunity to encouragethe public discussion of maritime policy,biological diversity and the complexity ofmaritime ecosystems and their interaction withhuman civilisation. This topic will figureprominently in both, the finance forum and inSMM itself. "I am convinced we will seeinnovative technologies and surprises at thefair once again which will bring about furtheradvances in ship efficiency and environmentprotection," said Johns.

Security strategiesPiracy will also be high on the agenda ofMS&D, the international conference onmaritime security and defence, scheduled for10th September as part of SMM’s ‘Securityand Defence’ theme day.

"To date pirates have never succeeded inboarding or hijacking a ship that had an armedsecurity team on board," said MichaelBehrendt, president of VDR.

However, the problem is far from solved, asa new piracy-prone region has emerged off theWest African coast.

"We will again study new options forprotecting sea routes and ports this year. Thestrong interest proves that the MS&Dconference has firmly established itself as ameeting place and a source of inspiration forthe industry," said Aufderheide.

As in the past, HMC is organising thisconference jointly with its partner,DVV/Griephan, and Deutsches MaritimesInstitut (DMI).

There will be two panel discussions. Thefirst one is entitled, ‘Maritime Challenges ofGlobalisation’, while the second one willfocus on ‘Future Maritime Capabilities’. Thekeynote speaker will be Sarah Kenny,managing director, QinetiQ Maritime, whowill discuss ‘The future development ofmaritime security and defence’.

"At this year's SMM we will once againwelcome top-level delegations from naviesand coast guards around the world," said

Aufderheide. Today the duties of naval forcesare no longer limited to defending national andallied interests or enforcing embargoes;increasingly, they must also secure coast lines,escort aid convoys, or combat terrorism andpiracy.

"This conference is an ideal platform for themaritime industry and naval leaders to shareviews and information," said retired ViceAdmiral Hans-Joachim Stricker, the formercommander-in-chief of the German navy.Stricker is co-chairman of MS&D andpresident of DMI.

RecruitmentCompanies need experts, and qualifiedapplicants are looking for attractiveemployment opportunities. To this end, on12th September ‘Recruiting Day’ will be heldat SMM.

This job exchange and professional trainingplatform is an invitation to both HR leadersfrom hiring companies and interestedapplicants to meet up.

"The Shipbuilding and the offshore supplyindustries are in need of committed, highlyqualified staff. The SMM Recruiting Day willprovide an ideal backdrop for a fruitfuldialogue with students and graduates," said DrJörg Mutschler of VDMA, the Germanengineering industry association.

He believed it is never too early to begininteracting. "The concurrent ThinkINGcampaign is an excellent opportunity toengage secondary school students and opentheir minds for a career in fascinatingtechnologies," Mutschler said.

A company's ability to compete largelydepends on its employee base.

To remain visible, successful and attractivein the market place, employers must invest inthe development of their employees and hire

highly qualified new staff and the maritimeindustry is no exception.

To give an example - according to a recentsurvey conducted by the German NavalArchitecture and Ocean EngineeringAssociation (VSM), the German maritimeindustry needs around 140 new shipbuildingengineers per year.

However, Germany's six maritimeengineering schools produce no more than 90graduates annually. The current demographicchange is another challenge for this industry."This year for the first time, SMM will includea 'Recruiting Day'," said SMM’s Aufderheide.

"As an innovative company we are lookingfor well-trained, committed, highly motivatedprofessionals from the shipbuilding andshipping fields who are willing to contribute tothe future success of MDT," said JürgenZahnweh, head of HR engines and power atMAN Diesel & Turbo. His ongoing search foryoung candidates who fit the bill will continueat SMM.

Another company that will be looking forqualified young staff at the Hamburg fair isLürssen Werft shipyard. "Our participation inthe Recruiting Day activities at this year'sSMM is in line with our strategy to attracthighly qualified young professionals to ourshipbuilding company at an early time, andintegrate them into our teams," said FriedrichLürßen, managing partner of Fr. LürssenWerft. At SMM, his company will set up amajor booth. "Recruiting Day is an optimalplatform for our recruiting efforts as itpresents us with the unique opportunity tospeak directly and openly with potentialapplicants and show them who we really are:A modern, globally renowned, family-ownedcompany offering excellent professionalprospects to young, highly motivated peoplewho share our passion for building ships of

Max Johns, VDR managing director and member of SMM’s Advisory Board.



singular quality and beauty," said Lürßen.Qualified engineers can have successful

careers at shipyards, or in the shipbuildingsupply chain and with classification societies,ship model testing facilities, or shipowningcompanies.

Apart from a solid technical and scientificbackground, employers are increasinglylooking for skills such as foreign languages,project management and logistics expertise. Inaddition, the so-called soft skills are moreimportant than ever in this globalised industry,such as communication and presentation skills,mobility and an inter-cultural mindset.

At SMM, educational institutes such asuniversities and technical academies willshowcase their degree and advanced trainingprogrammes, which can help employers andtheir employees be prepared and ready for thechallenges of the future.

"Good shipbuilders are always in demand.Right now the industry is especially interestedin highly qualified young experts withspecialised knowledge. This demand willincrease over the coming years," saidWolfgang Fricke, a professor at the Hamburg-Harburg Technical University's Institute forShip Design and Structural Integrity.

He believed that the shipbuilding professionis experiencing significant change. As moreinnovative technical components areintroduced and the market increasingly focuseson specialised ships, the qualification profilesrequired today differ vastly from those of past."Compared to a conventional job interview,the Maritime Career Market provides bothsides with a relaxed setting allowing for amore extensive exchange of views," he said.

Admission will be free for students duringthe Recruitment Day.

ExhibitorsThe following is a brief look at a few of theleading exhibitors highlighted in alphabetical

order. Visitors to Alfa Laval’s stand at SMM will

see new ways to reduce environmental impactand fuel use.

Under the theme ‘Count on Alfa Laval’, thecompany’s SMM stand will quantify thecompany’s role as the reliable partner forreducing costs, meeting legislation andoptimising installed equipment over the longterm.

Among the equipment to be shown will beseveral within the ‘Pure Thinking’environmental portfolio. Alfa Laval PureNOx,PureSOx, PureDry and PureBallast will befeatured, either physically, or digitally, withthe focus on new technical developments andthe impact these products are having as theindustry rushes to meet legislation.

Alfa Laval will also showcase a systematicapproach that is saving both energy andmoney on board. Along with adaptivedevelopments in the company’s fuel lineoffering, there will be a look into the AlfaLaval Test & Training Centre and a focus onits waste heat recovery expertise – exemplifiedphysically through a full-size waste heatrecovery boiler.

In addition, there will be an opportunity toexplore Alfa Laval’s multi-fuel solutions. Asemission limits grow stricter, Alfa Lavalclaims to be overcoming technical challengesto pave the way for low-flash point fuels and amore widespread use of LNG.

Alfa Laval also places a great deal of focuson service, which is an integral part of anymarine solution. Anywhere in the world and atany time, Alfa Laval Service is ready toextend equipment performance. The serviceteam’s knowledge and offerings will take prideof place in a dedicated area of the stand,where among other things an S separator bowlwill facilitate hands-on discussions.

Alfa Laval ‘s experts will be present todiscuss key systems and products, from

separators and boilers to plate heatexchangers, freshwater generators and inertgas systems. During a number of topicalevents to be held on the stand, they will bejoined by industry representatives, who willpresent their perspectives on Alfa Lavalsolutions and the company’s approach toindustry challenges.

Becker Marine Systems’ managing directorDirk Lehmann said; "For our company SMMis the most important trade fair. Our customersfrom both the shipyard and shipowning sectorsuse this fair to keep themselves up-to-date oninnovative trends and to network."

This year the company's exhibits will focuson energy-saving concepts, including itsrudder optimisation solutions, such as thecross over rudder and the energy savingdevices Becker Mewis Duct and BeckerTwisted Fin. Furthermore, Becker willshowcase its LNG hybrid business line,including the bunkering barge earmarked forHamburg harbour.

CODie software products are tailor-madesolutions for the various sectors of themaritime industry.

In particular, the new patentedCODieBOARD maritime management centrewill be presented. This is a new software suitedeveloped for the particular needs in themanagement of shipping companies, fleets andvessels. Also third-party companies andservice agents - such as crewing agencies,local port agencies - can be integrated into theoverall system.

The existing products have been extendedand will be available for presentation at theexhibition booth.

The CODieBOARD supervision centre canforward damage reports into a new insurancemodule, which will manage and co-ordinatethe entire claims processing with the insurancecompany.

The CODieBOARD support centre now has

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a ship version, which can be used to enterrequests, inquiries and operationalproblems/defects, directly on board a vessel.

Also the CODie ISMAN product line withits TIQUAM and ShipShop add-ons, nowavailable in Version 18, have been extended byadding many new functions and features. All the product developments are undertakenin co-operation with selected customers andseveral classification societies have alreadyapproved the systems, the company said.

FURUNO’ s presentation focus at SMM2014 will be the new bridge system, INSVOYAGER, consisting of solid state radar andECDIS; the company’s training scheme andthe automatic chart update system - Gate-1.

The company will also present its ice/oildetection radar systems, VDR, satellite speedlog, navigational echo sounder and GPSnavigator.

INS VOYAGER has been designed by usingthe company’s decades of expertise in sensordevices, network integration and softwaredevelopment, FURUNO said. The INS offersmultifunction workstations with seamlessdisplay of radar/chart radar, ECDIS, conning

and alert management system data. It has been developed with intuitive user

interface and in strict accordance with themost up-to-date safety and navigationstandards, the company said.

The FAR-3000 series of radar systemsincludes the S-band solid state radars - FAR-3230S-SSD and FAR-3330S-SSD. This solidstate radar technology generates clear radarecho images of the targets, which allows usersto obtain clear pictures of what are around thevessel, including weak targets from smallercraft.

In addition, solid state radar requires lowermaintenance cost and service hours, comparedwith conventional magnetron radar, whichleads to reduced long-term running cost.

The FMD-3200/3300 is FURUNO’s latestECDIS with intelligently arranged graphicuser interface elements that deliver task-basedoperation scheme to give the operator directaccess to necessary operational procedure.Also, the ECDIS utilises a new chart-drawingsystem that delivers instantaneous chartredraw with easy zooming and panning, hencemaking the ECDIS operation stress-free, the

company claimed.FURUNO will also introduce the new

ECDIS FMD-3100. This ECDIS, with 24 inchwide LCD, offers full HD resolution of 1,920x 1,080 pixels and delivers the user interfaceidentical to the FMD-3200/3300.

Fully complying with the performancestandard of ECDIS stipulated in IMOresolution MSC.232(82), this new ECDIS willbe suitable for new installations, as well asretrofitting projects, to fulfil ECDISmandatory carriage that started with a phased-in time frame from July 2012 onward.

FURUNO’s first INS training centre(INSTC), INSTC Denmark, was established inMarch 2005.

Originally, INSTC was formed to educatecrew members on board vessels carrying theFURUNO bridge system VOYAGER. Today,the training centres are the company's primaryfacilities for educating navigators to achieveproficiency in the operation of various kindsof navigation and communication equipment.

Requests for ECDIS training courses hasincreased rapidly over the past few years. Inorder to meet the growing demand for



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training, INSTC Singapore was established inNovember 2011.

FURUNO has since expanded its trainingprovision by introducing NavSkills, which is anetwork of training centres consisting ofselected training providers around the world,which have become accredited by FURUNOto conduct its ECDIS familiarisation trainingto meet the highest standards.

FURUNO ECDIS familiarisation trainingfor models FEA-2107/2807 and FMD-3200/3300 is now available in Denmark,Germany, Italy, Greece, Turkey, UAE,Ukraine, India, Singapore, China, Philippinesand Australia and the NavSkills network willcontinue to grow in the years to come, thecompany said.

Meanwhile, Gate-1 provides ECDIS onboard with the up-to-date UKHO andPRIMAR chart data and permit file. All chartmaterial content is checked on a weekly basisand the data is uploaded to FURUNOdistribution servers around the world. Theships will automatically download the newdata from the closest server when they needthe updated charts.

FURUNO’s new VDR model - VR-7000 -complies with the revised IMO performancestandards of VDR MSC.333 (90), which wasapplied to equipment installed on, or after, 1stJuly this year.

FAR-3000/FCR-2xx9 series and ECDISFMD-3100/3200/3300 can be interfacedthrough Ethernet.

The satellite speed log -GS-100 - is thecompany’s solution to fulfil the revisedcarriage requirement for speed logMSC334(90). The measurement capability atdead slow speed is vital for precise docking oflarge ships. The GS-100 offers speed accuracyof ±0.02 kn, which is claimed to be of greathelp during berthing operations.

The navigational echo sounder FE-800displays the clearance below the ship in thedual frequency operation (50/200 kHz), wheninterfaced with two transducers. The depth atthe fore and aft positions can be displayedsimultaneously.

FURUNO’s GPS navigator - GP-170- isclaimed to be an ideal position sensor forradar, AIS, ECDIS, autopilot, echo sounderand other navigation, plus communicationsequipment. Newly designed GPS chip andantenna unit deliver enhanced stability andposition fixing precision, the companyclaimed.

All of these new products meet the specificrequirements for alerts and interconnectionwith Bridge Alert Management (BAM) inIMO MSC.302 (87), FURUNO said.

L-3 Marine Systems International (L-3MSI) will showcase new-generation systemsfor ship-specific operations, includingautomation, communications, navigation,dynamic positioning, propulsion, energygeneration and distribution, as well asentertainment systems.

“Our success is based on our broad productportfolio and our ability to develop customsolutions that provide the highest level ofintegration for our customers,” said UlrichWeinreuter, president of L-3 MSI. “L-3’ssystems are designed to ensure safe andefficient operation throughout a vessel’s entirelifetime. We also focus on eco-friendly andemissions-reduced solutions, and we areextremely proud to present our latest ‘green’capabilities at the world’s most importantshipbuilding exhibition, SMM 2014.”

L-3 highlights will include livedemonstrations of the NACOS Platinumseries, complemented by a bridge simulatorwith three large screens for navigation. Alsofeatured as an integral part of the

demonstrations will be an L-3 Valmarinemultifunctional VALMATIC Platinumautomation assembly and an integrated DPPlatinum system, developed by L-3 DynamicPositioning & Control Systems.

These systems provide fully integratedfunctionality for vessels of all types and sizesand support shore-based fleet controloperations and remote maintenance, thecompany said.

Other key technologies to be featured atSMM 2014 include L-3 SAM Electronics’established energy and drive capabilities,including advanced shaft alternator technologyand diesel-electric propulsion assemblies withpower ratings extending up to 28 MW.

In addition, L-3’s new innovative web-basedopen ticket request system (OTRS) formanaging service requests will bedemonstrated. The system creates a fullytransparent, well-co-ordinated andinterpersonal workplace and includes adatabase with the complete service history of avessel.

L-3 MSI will also present customer trainingoptions, focusing on ECDIS, for system usersand field engineers worldwide, as well as fullyaccredited induction and advanced dynamicpositioning operator training available in keylocations.

Headquartered in Hamburg, L-3 MSI is partof L-3’s Electronic Systems business segment.

Netherlands Maritime Technology wasformed on 8th May this year.

The new organisation brings togetherseveral separate concerns under the formerMaritime by Holland brand under oneumbrella organisation.

The new name creates clarity, leads tofurther synergy and better reflects thetechnological and innovative character of thenetwork members, the organisation claimed.

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It was launched in the presence of 230members and associates at Damen Shipyards.

Netherlands Maritime Technologyreplaced Scheepsbouw Nederland, HollandShipbuilding Association, Holland MarineEquipment Association, VNSI, HME BV,HME Singapore and CMTI.

It now comprises a network of shipyards,suppliers and service providers and willprovide professional project support and carryout independent research, as necessary.

There will be a particular focus on issueslinked to trade, innovation and human capital.

The official international launch will takeplace during SMM where the Holland pavilionin Hall B7 will cover 950 sq m and will host45 Dutch exhibitors.

In addition, the Royal Dutch Navy frigateHMNS Evertsen will visit Hamburg and willhost a seminar about how technology from theNetherlands can help shipowners reduceoperational expenditure.

First time exhibitorThe UK-based independant supplier of marinesafety equipment, Ocean Safety, is to exhibitat SMM for the first time, the company said.

It will use SMM as an opportunity not onlyto strengthen the company’s commercialbusiness, but also to promote the brand to awider audience as a quality Britishmanufacturer and distributor.

Mark Hart, Ocean Safety sales director,said; “We believe that this show will be agreat step forward in showcasing our productsto a global audience, in particular our recentexpansion into the manufacture and sale ofcommercial lifejackets. The show is the hubfor shipbuilders, owners and suppliers toconvene, so we look forward to discussing

prospective opportunities within the wind andoffshore sectors.”

Ocean Safety will be presenting productsfrom its brands, including K2 lifejackets,immersion suits and Aquaspec lifejacketlights.

The company’s new commercial twinchamber lifejacket range, the K2 275N, will bemaking its SMM debut. This jacket is compactand easy to wear, yet fully functional fordemanding maritime conditions, Ocean Safetyclaimed.

K2 already includes a powerful AQ40L lightas standard and now has the optional additionof the Kannad R10 AIS survivor recoverysystem (SRS).

The new twin chamber lifejacket range isapproved to SOLAS MED Ship’s Wheel andis manufactured under the accredited Lloyd’sRegister ISO 9001 quality system. It isdesigned to be extremely compact andunobtrusive and is available with, or without, asprayhood.

The pre-fitted SOLAS-approved low-profileAQ40L light is water activated and emits morethan 40 hours of continuous light, five timesthe SOLAS minimum standard. It is also threetimes brighter, beaming a powerful 2.5 cd oflight, the company said.

K2 comes as standard with the Kannad R10AIS SRS fitting point but at SMM OceanSafety will be presenting the lifejacket withthe R10 fitted to demonstrate its capability asa high performance lifejacket for extremeconditions.

The Kannad R10 uses AIS to send an alertmessage, GPS position and a special identitycode, which will be picked up by AISreceivers on the crew member’s vessel andother vessels within a four mile radius.

The German navigation systemmanufacturer Raytheon Anschütz will exhibitadvanced navigation systems.

Raytheon Anschütz will presents headingsensors, as well as newly developed radartransceivers. Hands-on demonstrations areoffered for the INS-certified Synapsis INS andthe ShipGuard security system solution.

To offer customers and visitors an up-to-dateinformation platform in advance and during thetrade fair, the company has launched adedicated micro web page, which is accessibleunder smm.raytheon-anschuetz.com

Apart from offering all the key informationabout the product highlights, an overview ofthe planned booth design, booth infrastructureand opening hours, as well as the location atthe exhibition site, is included on the webpage.

A ‘hot news’ section is included to delivercustomers and visitors the latest news andinformation on planned events anddemonstrations, from now on until the end ofSMM 2014.

SKF/Blohm+Voss Industries said that itwill set up an large stand in the exhibition area.

"This year we will present an entire array ofnew products and innovative technology forthe shipping industry, including several newsolutions from SKF/Blohm+Voss Industrieswhich will help our customers improve theperformance of their ships, while reducingtheir lifecycle costs.

“We will also introduce new engineeringconcepts addressing the need to comply withthe requirements of the Vessel General Permit2013 as issued by the US EnvironmentalProtection Agency (EPA)," said MartinJohannsmann, managing director ofSKF/Blohm+Voss Industries. TO

Raytheon’s new radar transceiver.


INDUSTRY - SHIPMANAGEMENT

Having sustainable goals are thekey to reducing emissions in theshipping industry, a leadingshipmanagement concernstressed.*

Across all industries, there is increasingpressure and a concentrated focus on emissioncontrol, improvement of efficiency andreduction of operating costs.

Greenhouse gases and global warming arethe buzzwords that are amplifying the socialawareness to reduce emissions. It mayberecalled that not so long ago - a rather famousperson said "he didn’t inhale". It has nowalmost come to a point where we are tellingour ships "don’t exhale", but then all shipshave to breathe out.

There are many broad-based initiativeswithin the shipping fraternity but what it reallycomes down to is that energy conservationstarts with each of our own individual actions,or non-actions.

Most of our office colleagues worldwidehave partial control on energy expenditurebeing bound by structural constraints and localregulations. However, the use of availableenergy resources on board our ships is almostentirely within the control of our seafaring

colleagues.Across the fleet, as a sustainable goal, we

should work together to save 250 litres ofbunkers per day per ship – this is little morethan one drum. With the efforts of our sailorsand support from our shore-based staff, thisshould certainly be achievable.

Thome has set out to review and explore thevarious operational measures that can beimplemented on board ship without theinstallation of any equipment, or additionalsoftware. It must also be appreciated thatreduction of waste also contributes to suchsavings.

Operational matters that can be undertakentoday:" As far as practical, have only one auxiliary engine in operation." Optimise machinery usage as much as possible without compromising safety." Deck hydraulic power - power packs to be kept in operation only when required." Deck air to be supplied only as and when required." If a long port stay is anticipated, consider changing over to MGO/MDO operation; shut down the main engine plant and auxiliaries. Boilers to be on banked fire.

This will reduce power requirements and therefore consumption" Accommodation temperature to be set to between 22-24 deg C." Lighting in common areas to be turned off, or minimised when not in use." Crew to be encouraged to turn off lights in cabins when not in use." Galley hot plates to be turned on only when required." Limit size of microwave units supplied to the vessel to 25 litres." Pantry hot water dispensers to be turned on only during meal times." Optimise usage of laundry machines anddriers.These are just a few of the initiatives that havebeen identified - there are many more.

In the larger perspective, each measureimplemented contributes to the energyavailable for the future.

*This article was originally printed in ‘ThomeGroup News’ and was written by SandyKumaran, senior manager, fleet services at theThome Group.

Sustainable goals should be identified

The International Maritime Pilots’Association (IMPA) has puttogether a guide for pilots,Masters and seafarers.*

Pilots sometime come under fire whencasualty reports are analysed. Incidents ofcollisions, groundings, etc, are still beingrecorded worldwide, despite the presence of apilot on board in some cases.

Over 30 pilots and industry expertscontributed to the guide, which commenceswith a brief history of marine pilotage,followed by an overview of the legislationgoverning pilotage and more importantly, pilotliability.

The practical aspects of pilotage areexamined in detail, including Master/pilotexchange, pilot transfer, shiphandling, vesselcharacteristics and interaction, fatiguemanagement and training and certification.

In the legal and statutory section, IMO andnational instruments, liability andcriminalisation, pilot immunity andexemptions are discussed.

The section on conducting pilotage containsa pilot’s passage plan, Master pilot exchange,communications and underkeel clearance,including ship squat.

This section also looks at pilotage indifferent locations, such as canals (Panamaand Kiel), straits, rivers and deepsea, plus theproblems that can be encountered duringsevere winter periods, such as found on the StLawrence River.

Shiphandling merits its own section in thebook, covering various aspects includingpropulsion, steerage and power, vesselblackouts, shaft generators, CP propellersnavigational technology and equipment, highsided vessels, azimuthing controlling devices,tug use and the handling of speciality vessels.

Perhaps of equal importance is the sectionon requirements, training and certification.This starts with an overview, followed byrequirements needed in France and the US,continuing professional development,mentoring training, simulator training, scaledmanned model training and bridge resource

management for pilots, which trainingacademies have said is of increasingimportance.

Fatigue is covered as pilots can sometimesbe expected to work for long hours, as is thequestion of pilot transfer systems, includingladders, pilot boats, pilot vessels andhelicopters.

In the Appendix, IMPA gives its stance onpilotage competition and this section alsoincludes a guide for members on the use ofECDIS, plus IMPA’s position statement of theIMO’s E-navigation strategy.

Finally, IMPA’s guidelines on the design anduse of portable pilot units are outlined.

By and large each section and its relevantchapters are written by different IMPAmembers who have particular expertise in thesubject being covered, although there is acertain amount of overlap.

*IMPA on Pilotage is published by WitherbyPublishing Group, price £75, pp 256, 4-colour,diagrams, ISBN: 978-1-85609-635-5.

Pilotage issues addressed

TO

TO


INDUSTRY - SHIPMANAGEMENT - SAFETY

MSDS will continue to offer allthe Inmarsat C safety services,such as distress alerting,priority messaging and

SafetyNET safety information broadcasts,Inmarsat stressed at a recent presentation.

However, in addition it will offer what itclaims are content-rich applications; chartupdates; the ability to co-ordinate rescueoperations by e-mail, as well as voice calls;telemedicine; distress chat, an instantaneouschatroom function between multiple vesselsand maritime rescue co-ordination centres anda new style maritime safety terminal (MST).

MSDS will be operational over theInmarsat-4 satellite network, used byFleetBroadband and also including theAlphasat satellite launched last year.

“We are currently working closely with theIMO to bring our new service to market withthe aim of eventually gaining SOLASapproval for both FleetBroadband data andvoice Global Maritime Distress and SafetySystem (GMDSS) services,” said PeterBlackhurst, recently retired head of MaritimeSafety Services at Inmarsat.

Papers are due to be lodged with the IMOlater this year with the aim of discussing thenew service at the second Navigation,Communications and Search and Rescue(NCSR) sub-committee meeting in March,2015. NCSR is a new IMO sub-committee,formed by merging the NAV and COMSARsub-committees this year.

MSDS additional capabilities have beendeveloped by data software company, EixoDigital, which will also be designing a genericmaritime safety terminal (MST) in conjunctionwith GateHouse, a software solutions provider.A prototype is expected to be available laterthis year and a ready-to-market terminal isplanned for the second quarter of 2015.

This initiative has received funding from theEuropean Space Agency (ESA), which hasalso awarded a contract to Inmarsat partnerCobham SATCOM to develop an MSTdelivering the MSDS service, which isexpected next year.

Inmarsat said that all information accessedover MSDS and Inmarsat C will now behoused on two new maritime safety serverslocated in London, UK, and Burum, theNetherlands, which will be the core to thewhole safety operation.

They are connected to all BGAN networksfor both voice and data transfer and can reachall Inmarsat C fitted vessels and have theability to expand. They are the networkoperations centres for ongoing distress calls,which will also be sent to the relevant rescueco-ordination centres (RCCs).

MSDS will build upon FleetBroadband’stwo non-SOLAS voice safety services: the free505 Emergency Calling facility, and VoiceDistress.

The launch date for MSDS is subject to theIMO approval process for SOLAS ships butInmarsat anticipated that non-SOLAS versionswill be available well in advance.

“Everything comes to its life’s end and,while the Inmarsat C service is still verycompetent and it will continue well into the2020s and beyond, despite being over 20 yearsold, (we) would ultimately like to see MSDSaccepted as the natural successor to deliverSafetyNET,” said Blackhurst.

At the same presentation, Cobham outlinedits user terminal (UT) development for theFleetBroadband MSDS.

Tests were undertaken on the MST ad UTboth for non-SOLAS and for SOLAS vessels.

They were carried out on an office PC and aSailor FB 500 UT was upgraded to support theMSDS protocols. The project was completedin August 2013.

For SOLAS MST and UT, the solution willbe based on existing commercial products,Cobham said, using proven hardware for themaritime environment with environment,safety and national approvals available.

The MST application will be developed tooperate on the already Wheelmark approvedmessaging terminal.

For the MSDS, MST and UT testing hasbeen completed. For SOLAS vessels, thisdepends on the MSDS’ IMO approval beinggiven. The RAN upgrade to support MSDShas also been completed, while the maritimesafety server has been delivered and deployed.

GateHouse said commercially off-the-shelfprototype software would be ready by thefourth quarter of this year, which will pluginto a GateHouse enabled UT for both SOLASand non-SOLAS vessels.

Explaining the use of Eixo Digital’s MST,the company said that it had a deepunderstanding of the MSDS service and haddeveloped the ground infrastructure, which isMST type approved.

The hardware was developed quickly andthe time taken to deliver it to market was alsoclaimed to be fast and at an affordable pricewith very attractive conditions available forearly adopters.

Vessel safety comes astep closer

Inmarsat has announced details of its forthcoming Maritime Safety Data Service (MSDS)for FleetBroadband.

Maritime Safety Data Service (MSDS)timeline

" 2010-2011- ESA feasibility studies and design activity. " 2012 -End-to-end system development. ESA contract award to Inmarsat as prime contractor with Cobham (Denmark), Eixo Digital (Portugal) and Gatehouse (Denmark) as sub-contractors. MSDS Server - Inmarsat contract award to Cobham (Denmark) with Eixo Digital (Portugal) as sub-contractor." 2013 - Network availability and first prototype terminal. " 2014 End-to-end over the air demonstration. First BGAN MSDS terminals expected.

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INDUSTRY - SHIPMANAGEMENT - SAFETY

With Alphabus, Europe now has theopportunity to offer satellites meeting globalhigh power telecommunications needs and toboost Inmarsat’s overall network capacity. Thesatellite concern is claimed to be an exampleof a successful private/public partnershipbetween ESA and a leading operator.

The next phase of MSDS developmentincludes- enhanced security (LRIT, AIS), e-navigation, while future applications willinclude anti-piracy and border controlfunctions.

All of the new services are based on BGANtechnology.

Guy Sear, Inmarsat Maritime’s vicepresident business development said that theorganisation was looking for otherstakeholders in the industry, such as weatherrouting concerns. With the latest IPtechnology, Inmarsat can take it to the nextlevel by integration with interests, such ascharterers and cargo owners, etc, he explained.

It is just a matter of understanding andmanaging what is available, he said. He gavefurther examples of dealing with supply chainsand for functions, such as route planning,dealing with pollution and obtaining piracyactivity information. Other sectors, such asinsurers, P&I Clubs can be instantly informed,as and when necessary. Master and crewinformation can also be made available.

Iridium GMDSSMeanwhile, Iridium Communications said thatits application to IMO to provide GMDSSmobile satellite communications has beenreviewed by the NCSR sub-committee and theapplication will now proceed to the MaritimeSafety Committee (MSC) at its next meeting inNovember, before advancing to a group ofexperts for comprehensive technical andoperational evaluation.

At NCSR, delegates gave support for the USposition to advance Iridium's application to thenext stage for evaluation. Final approval willbe up to the MSC, following review of theexperts' report by NCSR, which is expected bymid-2016.

"This is a victory for Iridium and themaritime industry," said Matt Desch, CEO,Iridium. "The overwhelming support for ourapplication to provide the industry analternative and equally capable option forGMDSS services is a testament to the valueand benefit the Iridium network can provide tomaritime safety."

This is particularly important for coverage ofPolar regions, where the incumbent GMDSSprovider is not able to provide a service, thecompany said, without naming Inmarsat.

Iridium's constellation of 66 low-Earth orbit,inter-connected satellites operates as a fully-meshed network and provides coverage

worldwide - including Polar regions - wheredemand for reliable voice and datacommunications is on the rise, the companysaid.

Iridium will begin deploying its secondgeneration constellation (Iridium NEXT), in2015, offering greater capacity, bandwidth anddata speeds, as well as backwardscompatibility for existing products and servicesin the market.

In anticipation of IMO recognition, Iridiumsaid that it was working with maritimecommunications equipment manufacturers forthe production and certification of GMDSSterminals that use its network, along withmaritime RCCs and service providers for theprovision of maritime safety communications.

Once approved, the shipboard terminals willmeet both the GMDSS and operationalcommunications needs of a vessel, giving theindustry the option of a single, affordablecommunications terminal to satisfy both safetyand business communications, wherever theyoperate.

Expected to be available before the end of2015, GMDSS terminals using the Iridiumnetwork are designed to have an operationallongevity of nearly 20 years, eliminating theneed for vessel owners and operators topurchase new equipment every few years, thecompany claimed. TO

Tanker Operator spoke with JasonScholey, UKHO senior productmanager - charts, about the buildup to the implementation dates,

especially for tankers.He explained that since 2011, the UKHO

ECDIS seminars have provided free, clear andimpartial guidance to professionals involvedwith the shipping industry in all sectors,including managers, owners, ship personnel,

regulators and auditors. By the end of this year, the seminars are

projected to exceed a total of 3,400 delegatesin 55 locations.

“Each seminar will be tailored to answer anyquestions and address real-world challengesthat those in the room are currently facingwhilst adopting ECDIS. If someone were tohave a question specific to their sector or jobrole, such as the Master, or navigator on a

tanker, they can submit it when registering, orhave it answered on the day.

“The seminars running at SMM are the 11thof 23 key locations that will be visitedthroughout 2014. The full list and registrationlinks can be found at www.admiralty.co.uk,”Scholey explained.

“As well as an intensive programme ofproduct development, such as making sureADMIRALTY Vector Chart Service (AVCS)

ECDIS’ tankermandation getting

closerIn the IMO’s staggered ECDIS ship type mandation scheme, all existing tankers of 3,000gt and above will be required to carry ECDIS from their first survey after 1st July, 2015.

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INDUSTRY - SHIPMANAGEMENT - ECDIS

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operates on all ECDIS makes, we have beenworking very closely with our 24/7 customerservice team and distributors to ensure they areable to support customers as they adoptECDIS.

“One of our initiatives has been thepublication of ADMIRALTY Guide to ECDISImplementation, Policy and Procedures(NP232). NP232 provides an on boardreference to support company proceduresdeveloped for the operation of ECDIS, whichwill assist in preparation for audits andinspections and provide clarification onexisting ECDIS policies and procedures.

“NP232 was borne from the ECDISseminars with feedback from seminar delegatesover previous years ensuring that NP232provides the guidance to ensure informeddecision-making by any individual ororganisation responsible for ECDIS on boardship.

“With thousands of copies sold, it alreadyplays a key role in helping serving bridgeofficers, fleet superintendents, P&I clubs, flagand port state authorities, surveyors andclassification societies navigate the adoption ofECDIS,” he said.

Talking of a companys/managerspreparedness, Scholey said: “Everyone is at

different stages for different reasons. I wouldsay that the majority are aware that ECDIS willneed to be adopted but it’s difficult to knowwhether they appreciate the time scale for itsadoption.

“One thing is for sure; any ship that needs anECDIS should have a plan by now. As ageneral rule, Capt Paul Hailwood – whodelivers the UKHO ECDIS seminars –recommends 18 months as a minimum to adoptECDIS across a fleet.”

Turning to criticisms of too muchinformation being displayed which can confusethe user, Scholey warned; “It is vitallyimportant that the ECDIS display remains clearduring navigation and that its users areadequately trained to understand how toconfigure the display to their needs.

“To ensure that users fully understand theENC information that they see on their ECDISdisplay, we published the ADMIRALTY Guideto ENC Symbols used in ECDIS (NP5012) andthe ADMIRALTY Guide to the Practical Useof ENCs (NP231) in 2012.

“Much of the additional information that theusers of ECDIS require is used in the planningprocess, which is a key element of safenavigation. For instance, we would expect theADMIRALTY Information Overlay, which

overlays on ENCs ADMIRALTY T&P NMsand navigationally significant differencesbetween ENCs and ADMIRALTY papercharts, to be used during passage planning.Items of significance would then be marked onthe ECDIS using Mariner’s InformationObjects,” he said.

Satcom downloadsWith the advent of FleetBroadband and VSATsatcoms systems, it would appear to be easy todownload the latest information directly bysatellite. However, this is sometimes not thecase as Scholey pointed out.

“Our customers make use of a range ofmethods for delivering AVCS data to theirvessels. An increasing number are able toregularly download updates over satelliteInternet connections, or receive them via email.However, a significant number continue toprefer to receive the data using our single DVDservice, or on CD. A number of our distributorsalso offer AVCS on USB media for theircustomers.

“Users of satellite services often downloadonly those updates that they need for their nextpassage to reduce the bandwidth required. Thismeans that some of the ENCs that they holdmay become out of date and will need to be

INDUSTRY - SHIPMANAGEMENT - ECDIS


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updated before they are next used. Goodprocedures are needed to ensure that thishappens and download services are often usedin conjunction with physical media,” he said.

Speaking about the rise of ECDIS typespecific training centres worldwide, he said;“Navigation using ECDIS provides the marinerwith much faster access to information, greatersituational awareness and helps deliverimproved safety and efficiency.

“However, the key to delivering thesebenefits is not simply in the technology itself.Its success relies on training, supplemented byrigorous strategic planning, highly focussedand competent operational execution of newprocesses and bridge officers who are not justtrained but competent and confident in the useof the ECDIS technology and the informationat their disposal.

“For many years, training institutes and theUKHO have enjoyed mutually beneficialworking relationships. We have gainedvaluable feedback on the user experience, toimprove the range of ADMIRALTY nauticalproducts & services. We have provided trainingworkshops, advice and information tosupplement training institute courses.

“Every year the UKHO supplies maritimetraining institutes around the world with

hundreds of training licences for AVCS aloneand many hundreds more licences to our otherdigital services; including ADMIRALTYRaster Chart Service (ARCS), ADMIRALTYDigital List of Lights (ADLL), ADMIRALTYDigital Radio Signals (ADRS) andADMIRALTY TotalTide (ATT).

“The UKHO is firmly committed to helpingour customers to meet their SOLAS obligationsand will continue to strengthen ourrelationships with well respected trainingacademies. Jointly we will continue to preparenavigators for the challenges of electronicnavigation, ensuring confidence andcompetence with the products and services thatare instantly recognisable on bridges of mostships trading internationally today,” he stressed.

With the growing interest in the Northern SeaRoute across the Arctic, especially for tankersand LNG carriers, Scholey said; “Basic iceinformation such as ice limits and areas arealready included in ENCs, which currentECDIS can display.

“In addition, by agreement with datadistributors, some ECDIS manufacturers mayoffer ice overlay functionality within theirsystems. Currently, there is no mandatedrequirement for ships to have such an overlaycapability, or for ECDIS to be type approved

against them. “For several years an International Ice

charting working group has met to develop adetailed catalogue of different ice types,coverage and real and climactic boundaries. Itreports to IHO working groups and iscomposed of member states with an interest inthe region.

“Some IHO member states distribute testdata and real data and have a variety of iceinformation services. While there are still anumber of different formats, we would expect astandardised ECDIS interface to develop overtime using harmonised international standards,given the interest in Arctic navigation andrenewed efforts to survey the region by memberstates,” he concluded.

UKHO’s Jason Scholey.

TO


INDUSTRY - COMMERCIAL OPERATIONS - LEGAL MATTERS

This freezing order was awarded insupport of a claim brought by theClub against the Fund in England.Following changes to the

compensation regime in the early 1990s, manystates ceased to be parties to the 1971Convention, which set up the fund. TheConvention ceased to be in force on 24th May,2002.

The Fund is to be wound up, but it is stillobliged under the Convention to paycompensation for spills, which occurred before2002.

Glafki (Hellas) managed 86,400 dwt tankerNissos Amorgos was one of five outstandingoil pollution compensation cases involving the1971 fund. The vessel grounded in Venezuela’sMaracaibo channel in 1997, while loaded withabout 75,000 tonnes of crude, spilling 3,600tonnes of oil.

The owners and its P&I Club, Gard,established a limitation fund in Venezuela andpaid around $6.5 mill to settle claims untilDecember 2000, when the fund took over. Thisreflected the usual practice between P&I Clubsand the fund, to facilitate a quick settlement.

Once all claims have been agreed, ordetermined, there is usually a balancingpayment from the club to the fund, or viceversa, so that each has contributed up to itsprorated liability.

Venezuela obtained a judgement against theowner and Gard for $60.25 mill, plus interestand costs. The fund intervened in theproceedings, but was not a defendant.

It is common ground between the fund andGard that Venezuela’s claims are inadmissibleand time barred. However, the VenezuelanCourt did not agree.

Consequently, Gard brought proceedings inVenezuela and in England against the fund,seeking -among other things- an indemnityfrom the fund in respect of any liability it hasto Venezuela in excess of the CLC limit.Meanwhile, the process of winding up theFund continued.

At a meeting between Gard, the

Freezing injunctionsand pollution claims

The Commercial Court has granted insurance and P&I service provider Gard a freezing order over the assets of the 1971 International Oil

Pollution Compensation (IOPC) Fund.*

International Group of P&I Clubs and the fundon 18th March, 2014, the fund’s directoradvised of his intention to recommend at thefund’s next meeting, to be held on 6th-9thMay, 2014, that the money left in the fund(about £4.6 mill) should be returned to thecontributors.

Court applicationThis prompted Gard to apply to the EnglishHigh Court for a freezing order. Thisapplication was heard before Mr JusticeHamblen on 1st May and judgement washanded down on 7th May, 2014.The fund argued that the Court lackedjurisdiction because:A) The fund had immunity from the grant of freezing order relief.B) The fund had immunity from Gard’s claims (i) in England and (ii) in Venezuela.The Headquarters Agreement between the fundand the UK and IOPC Fund (Immunities andPrivileges) Order 1979 set out immunities onwhich the fund can rely in the UK.

The order contains a specific exception toimmunity in respect of ‘a loan or othertransaction for the provision of finance’.

The Judge held that Gard had a goodarguable case that the practice of paymentbetween the clubs and the fund fell under thishead. Consequently, he ruled that the Courtdid have jurisdiction to decide the application.

He also found that Gard had met the legaltest for a freezing order by establishing a goodarguable case that they were entitled to anindemnity because of this practice anddemonstrating a real risk that the fund woulddissipate its assets by returning the funds tothe contributors.

Accordingly, the Judge granted a freezingorder in respect of the claims in the Englishproceedings. However, he did not accept thatGard had a good arguable case that the funddid not have immunity in Venezuela.

There is not enough left in the fund to settlethis, or the other four outstandingcompensation cases. The fund has applied tothe High Court to set the claim in Englandaside and the case could progress to an appealand ultimately the Supreme Court, whichcould prevent the winding up of the fund forsome time.

If the 1971 monies are depleted, this raisesthe question of whether the fund could levyfurther contributions under a conventionwhich is no longer in force.

Nissos Amorgos was subsequentlyconverted to an FPSO and renamed BW JokoTole and is still in service.

*This article was taken from Holman Fenwickand Willan’s (HFW) bulletin and was writtenby associate Helen McCormick.

TO

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TANKEROperator

TANKEROperator !August/September 201430

TECHNOLOGY - CLASSIFICATION SOCIETIES

New IACS chairmanoutlines workload

The International Association of Classification Societies (IACS) updated its forwardstrategy and work plan at its 69th Council meeting held in Santa Margherita, Italy

earlier this year.

The meeting was chaired by RobertoCazzulo, chairman of RINAServices and outgoing IACSchairman.

Following his year in office, Cazzulo wasreplaced by Philippe Donche-Gay, executivevice president and head of the marine &offshore division, Bureau Veritas, who tookover the reins on 1st July, 2014.

During the three days, meetings were heldwith the IMO secretary general and industryrepresentatives, who also participated atrelevant sessions of the Council meeting.

The secretary general set out a number ofcurrent IMO initiatives including the effectiveimplementation of IMO instruments on whichIACS is advising.

Among the key topics discussed and agreedat Council were - the continued workprogramme in order to meet the schedule forthe entry into force of the IACS CommonStructural Rules (CSR) for oil tankers andbulk carriers on 1st July, 2015 and relevantIMO verification of compliance with the IMOGoal Based Standards (GBS) for new ships’design and construction.

Donche-Gay said, “The great scope ofIACS’s work goes on out of sight, focusing onthe technical detail which helps keep shippingand shipbuilding safe and efficient. All 12members are contributing resources in theform of 350 engineers who work on IACSwork groups. The detailed plans show the verywide scope of the work of IACS and just howvital it is to shipping.”

At a presentation in London following hiselection, he further outlined the progress so farand the future work to be undertaken at IACS.

Regarding the CSR, the harmonised versionhas been published and the date of its entryinto force remains as 1st July 2015. Someindividual class societies had released theirown software onto the market and jointdevelopment projects had been started. Aknowledge centre was also in place.

IACS presented its Common Package 2(CP2) to the IMO on 20th June this year whilethe organisation has initiated audits. CP2

represented the IACS adoption of the newharmonised CSR, which was presented to theIMO for GBS verification.

At the June Council meeting, the IMO saidthat it planned to enhance the maritimecasualties and incidents module within theGlobal Integrated Shipping InformationSystem (GISIS).

Donche-Gay said that the result should be arisk-based analysis. The industry neededincident and casualty information. Collectingdata was not a definitive art, as yet, he said.

Turning to EEDI, the industry guidelinesshould include explanatory notes and theprocedure for EEDI verification. A jointworking group has been formed, whichincludes representatives of IACS, BIMCO,CANSI, CESA, CESS,ICS, Intercargo,Intertanko, ITTC,KOSHIPA, OCIMF, SAJand WSC.

There is still anongoing debate on theminimum powerquestion with the Greeksopting for minimumspeed not power to betaken into account whencalculating an EEDI.

Working groupsWithin IACS’ technicalbody are small workinggroups, panels, etc,while the associationalso belongs to variousjoint working and expertgroups. However,Donche-Gay pointed outthat IACS’ core businesswas still safety at sea.

However, theenvironment could notbe ignored, such as theuse of alternative fuels.IACS will continue tocontribute to solutions

IACS chairman BV’s Phillippe Donche-Gay.

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for the relevant regulatory bodies, he stressed. For example, on the theme of LNG

bunkering, Donche-Gay thought that theindustry could be far better served by havingintegrated guidelines, noting that SIGTTO hadjust published its guidelines, as had someindividual class societies, plus somerecommended practices.

Work is due to start in September on acombined effort to develop commonprocedures for LNG bunkering facilitated byIACS. He noted that the IMO’s forthcoming

IGF Code was meant to cover safety on boardvessels and this would probably enter intoforce in 2016-2017.

He said that the aim was to produce highlevel guidelines, based on existingdocumentation taking in truck-to-ship, ship-to-ship and terminal-to-ship simultaneousoperations in co-operation with the industry.

IACS is also trying to address the plethoraof software systems available for shipboarduse. Donche-Gay said that so many differentsystems could compromise vessel safety. He

cited the case of LNGCs with different loadingand discharge systems. A malfunction couldaffect the safety of the vessel, he warned.

There is a clear trend for even more onboard systems, which will increase thecomplexity, generating end-to-end integrationissues, as well as man-machine interfaceconcerns.

Some of these complex systems supportessential functions, which can be key to safetyand require more and more specific expertknowledge for their operation. TO

“The main goal for us is to provide theclient with tailor-made solutions,which cover the ice classification atthe newbuilding stage, operational

aspects (such as safe speed in ice) andenhanced survey requirements. These threeelements together form the foundation for ourmain research initiatives,” said the head of RSResearch Department -Maxim Boyko. “Fromour point of view it would be the best solutionto minimise the risk associated with Arcticnavigation and keep the ships economicallyeffective.”

One of RS’ key areas of interest are tankersdesigned to operate in ice conditions. As ofJuly 2014, tankers comprised 13 % of RS-classed fleet, of which 506 are ice classed and25 ice class tankers are currently underconstruction to RS class.

“As you know, IACS common structuralrules do not cover ice conditions. In thisrespect, the class society is provided with theopportunity to offer to the client iceclassification according to its own ice classrules,” explained Boyko. “Therefore, we put alot of effort into maintaining the ice classrequirements at high standards because tanker

operations in ice conditions is connected withpollution risks that should be minimised.Arctic regions are very sensitive and fragile.Of course, this goes alongside our fullparticipation in IACS common structural rulesdevelopment, harmonisation projects andsoftware development.”

Sea/river tankersAnother major segment in which RS isinvolved is sea/river shipping, as Russianinland waterways stretch for more than100,000 km.

The length of the rivers and waterways aresecond only to China. As Russia is boundedby 13 seas, many of the inland vessels alsooperate in the sea areas. Therefore, RS rulescontain special requirements for sea/river shiptypes with restricted areas of navigation,specifying allowable distance between theplaces of refuge and the wave height.

Sea/river tanker types make up a significantshare of all the tankers with RS class. Anumber of designs, developed in co-operationwith RS, have been acknowledged by theRoyal Institution of Naval Architects (RINA)and included into its ‘Significant Ships’ list.

These include the tanker Zengezur (built2008, project 19619), VF Tanker-1 (built 2012,project RST 27), tanker Almetyevsk (built2013, project RST 25). Zengezur is the largesttype of oil tanker that can operate in theCaspian Sea, while VF Tanker-1 featuresECO-S class.

A recent agreement for the construction of anew tanker series - project RST 22M - wassigned by RS with Armada Shipyard (Turkey)in April 2014. The ships will be constructedfor the Palmali Group.

The RST 22M design complies with Volga-Don Ship Canal and the Volga-BalticWaterway size restrictions and the tankers willbe able to operate both in river/sea conditionsand in the Caspian, Black, Mediterranean,Baltic and North Seas, including Europeanvoyages, plus also the Irish Sea in winter.

The ships have been designed to carry crudeand fuel oil, diesel oil, oil products andvegetable oils. They will be capable ofcarrying three types of cargo simultaneously.

The RS class notation for these vessels isКМ(*) Ice1 R2 AUT1-ICS VCS ECO-S BWMOMBO Oil tanker (ESP).

RS boosted byincrease in ice class

and sea/river tankers The Russian Maritime Register of Shipping (RS) has seen an increasing demand for Ice

Class LNGCs, supply ships and icebreakers to operate in Russian Arctic sector close to the large gas peninsula projects.

TO



welcome to RS stand B2EG 417 9 -12 September 2014

However, a few years ago, theclass society decided to expandsits horizons by opening officesoutside Japan, buying companies

and marketing its services to owners withvessels classed by other societies.

These moves have met with some success asClassNK now claims to be the fastest growingclass society. “Our success has been definedby continuous, organic growth as a result ofour global expansion and commitment toservice,” Yasushi Nakamura, ClassNKexecutive vice president said at a recentpresentation in London.

Over the past five years, the ClassNKregister has grown by more than 1,000 vesselsand 50 mill gt to 8,666 vessels, totalling more

than 225 mill gt. The register continues togrow by roughly 1 mill gt per month, the classsociety claimed.

Today, ClassNK claimed around 20-21%market share and aims to reach 25%, which itconsidered was a stable base with which towork.

Much of this growth has been driven by anincrease in the transfers of vessels from otherclass societies to the NK register, which hasmore than tripled since 2010. Today, transfersaccount for nearly one third of all vesselsadded to the register.

ClassNK reinvests a large portion of itsrevenue each year into maritime research anddevelopment. For example, last year, ClassNKinvested more than $50 mill in maritime R&D,

just under 20% of the annual turnover. Founded in 2009, the ClassNK Joint R&D

for Industry Programme, which was formed tosupport R&D projects carried out withindustry partners to address key industrychallenges, has grown to become the classsociety’s largest R&D item. To date, more than250 R&D projects have been carried as part ofthis programme worldwide.

Today, about half of ClassNK’s total of1,600 plus employees are non-Japanese. About72% are naval architects, or marine engineersand 67% are employed as ship surveyors, orauditors. There are only five executives, madeup of the Chairman and four executive vicepresidents.

Nakamura explained that the small number

ClassNK expands onall fronts

For many years, Tokyo-based ClassNK was synonymous with Japanese-owned tonnage.



of executives streamlined the decision makingprocess, while a large degree of autonomy isgiven to individual offices and subsidiarycompanies.

There are now around 130 officesworldwide and this figure is growing by fourto five offices per year. One of the latest is inHamburg, Germany as Nakamura explainedthat it was thought that there was a void leftby the merger of DNV and GL.

Tankers are being targeted and at presentClassNK lies in second place behind DNV GLin classing oil, chemical and gas tankers with18% of the market. For example in June, theLR2 Al Dasma was delivered by DSME toKuwait Oil Tanker Co (KOTC).

She was built under ClassNK rules andregulations. During the construction, the classsociety provided extensive professional andtechnical services for the successfulcompletion of the vessel, it said.

Simulator classificationMore recently, ClassNK and Transas Marinehave signed a Memorandum of Understandingregarding the classification of maritimesimulators.

According to the agreement, ClassNK and

Transas will jointly develop new standards,rules, procedures and guidelines related tosimulator classification. New requirements willaddress the need for improved quality of bothtraditional and specialist areas of training, suchas offshore, LNG, tug and VTS operations.

Software companies acquisitions are high onClassNK’s agenda, illustrated by the purchaseof Victoria, BC- based Helm Operations.Founded in 1999, Helm Operations has grown

to become a major provider of manning,maintenance, dispatch, and HSQE software tothe workboat and offshore industries.

Nakamura said of the acquisition: "AtClassNK our mission has always been toensure that global innovation is put to use forthe benefit of the entire maritime industry.Commencing with the acquisition of NAPAearlier this year, and the acquisition of Helmnow, we are bringing together a team ofleading software companies from around theworld in order to help achieve that goal.”

The acquisition of Finnish software concernNAPA was announced in March.

ClassNK said that it had worked with NAPAfor nearly 10 years and this acquisition gavethe class society an opportunity to expand andimprove the wide range of services it offers toshipowners and shipyards, while also providingNAPA with the support to accelerate expansionof existing operations and access new markets.

NAPA’s software is utilised by shipyards,which are designing over 90% of the world’snewbuildings and is also used by majorshipowners. The company said that the dealwas a reflection of the growing importance ofsoftware technology in improving ship designand operational efficiency.

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TO

Tankers (Oil, Gas, Chem)



Direct damagestability for tankers

discussedThe IMO has adopted guidelines and applicable IMO Code amendments for the

mandatory carriage of damage stability verification instruments on board new and existing tankers.*

The entry into force date is 1stJanuary, 2016 with existing shipshaving to comply by the firstrenewal survey after this date and

no later than 1st January, 2021. In a White paper, Herbert-ABS discussed

the options open to tanker owners/managersand operators.

In April this year, IMO/MEPC 66 adoptedthe guidelines for demonstrating compliancewith the requirements for damage stability.Amendments to MARPOL Annex I, BCHCode, IBC Code and to the Survey Guidelinesunder HSSC to mandate the provision of acomputer program capable of calculating theapplicable damage stability requirements, wereagreed.

The approval generally applies to thesoftware, but may include hardware, forexample, when the instrument receives inputfrom sensors for the contents of tanks. Similarrevisions for gas tankers and the IGC Codewere adopted by MSC 93 in May 2014.

All tankers on international voyages mustmeet the IMO requirements for damagestability. These regulations are contained in theMARPOL Convention for general purposetankers, the IBC and BCH Codes for bulkchemical carriers and the GC and IGC for gascarriers.

In 2005, several port states, led primarily bythe UK’s Maritime and Coast Guard Agency(MCA), recognised that many tankers had onboard documentation to demonstratecompliance with these damage stabilityrequirements only when the ships were loadedin accordance with the ships standard loadingconditions in the approved Stability Booklet.

However, during actual operations manytankers are loaded to conditions, whichsignificantly differ from these standard loadingconditions. A survey by the MCA indicatedthat ‘more than 50% of vessels are operating to

conditions, which are not in the approvedStability Information Booklet’.

It is generally understood that since mosttankers use computer programs to evaluatestability and strength for any loadingcondition, there is no longer a practicalincentive to stay with the standard loadingconditions. It is also generally recognised thatmodern double hull tankers are generally morevulnerable to damage stability scenarios andthe new regulations, including bottom rakingdamage, are more onerous then past damagestability regulations.

Compliance options There are four possible options for operators todemonstrate compliance with the IMOrequirements for damage stability:

Load the ship only in strict accordance withthe standard approved loading conditions fromthe Stability Booklet, which have beenapproved for both intact and damage stability.

Obtain specific approval for a loadingcondition which has a significant variationfrom these standard loading conditions.

Load the ship in accordance with a limitingKG, or required GM, envelope curve (orcurves), which have been developed inaccordance with the damage stabilityrequirements.

Use an approved computer program toverify that the non-standard loading conditioncomplies with the damage stabilityrequirements, as well as the intact stabilityrequirement.

The administration should take into accountthe guidelines for the approval of stabilityinstruments (MSC.1/Circ.1229) whenreviewing stability instruments. An approvedon board stability instrument would not replacethe approved Stability Booklet. Stabilitysoftware should be approved, but the sameshould not apply to the hardware which could

be covered by national standards. The intent is written to apply to all vessels

with provisions for the administration toprovide waivers to existing tankers with any ofthe following conditions:" Tankers with stability instruments already installed on board capable of verifying intact and damage stability. " Tankers operating on a dedicated service with a limited number of loading permutations. " Tankers where stability verification is made remotely by means approved by the administration. " Tankers loaded within an approved range of loading conditions. " Tankers provided with approved limited KG/GM curves that verify compliance with all applicable intact and damage stability requirements.It should be noted that the UK MCA definessignificant variation as ‘a deviation in mass incargo or ballast tanks exceeding 1%, or adeviation in the centre of gravity exceeding0.02 m’.

Herbert-ABS’ Hendrik Bruhns.



The author of this paper commented on thecompliance options set out above, thus -

Option 1 – meets the current regulations, butit is not a practical operational restriction formany, if not most, tankers.

Option 2 – meets the current regulations, butthe practical reliance on gaining these voyagespecific approvals on a timely basis may be aburden to both the operator and to nationaladministration and may limit operationalflexibility.

Option 3 – meets the current regulations andmany ships are currently operating effectivelyand safely using this method. For this type ofsystem, the limiting KG (or required GM)curves versus draft are pre-developed and pre-approved and typically would be added to boththe Stability Booklet and the loading computer.This would insure compliance with both thedamage stability and intact stabilityrequirements.

However, in practice these curves arecomplicated and expensive to produce and alsohave other application and enforcementconcerns as noted in MSC 82/18/2, ‘because ofthe need to consider all possible loading anddamage combinations and any associated

limiting provisions such as tank filling ratios.The resulting stability books may be complexand not easily applied by ships’ officers andport state control inspectors’.

For these reasons Herbert-ABS said that ingeneral, it did not recommend this approach.

Option 4 - The only practical solution is tofit an approved damage stability computerprogram on all tankers.

Herbert-ABS said that it agreed and believedthat Option 4 provided a solution that willmake it easy to demonstrate compliance withthe damage stability requirements to the PortState authorities for any cargo, or ballastdistribution.

With Option 4, the use of an approvedcomputer program to verify that the non-standard loading condition, complies with thedamage stability requirements, can be readilyapplied to new ship loading computers, orimplemented as an upgrade to existing loadingcomputer programs.

Loading computer programs with thisfeature are generally referred to as ‘IACS Type3 Loading Instruments’, as specified in IACSURL 5 (applicable for newbuildings since July2005), which define Type 3 as ‘software

calculating intact stability and damage stabilityby direct application of preprogrammeddamage cases for each loading condition’.

Herbert-ABS’s CargoMax loading computerwith the direct damage stability (DDS) modulefully meets the requirements of IACS URL 5,Type 3, for any type of tanker. It candemonstrate compliance with the damagestability requirements for any of the relevantregulations from IMO and nationaladministration for any type of loading, orballast loading. And it can also be used todemonstrate this compliance to Port Stateinspectors or vetting surveyors.

The company has had approved CargoMaxsystems with the DDS option fitted on boardships since 1996. This feature has beenapproved by class societies ABS, DNV, LR,GL, NK and BV.

Herbert-ABS claimed to have to the firstABS Class approved IACS Type 3 system, thefirst LR Class type approval for a IACS Type3 System and a type approval from DNV GL.

*This article was taken from a White paper ondirect damage stability, published by Herbert-ABS Software Solutions.

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This move reflected a concertedeffort by the class society toexpand its presence in a region ofstrategic importance to the marine

industry.With over 40 offices in its network, the

Northern European marine operations centreprovides service support to client operations in24 countries across the region. Of these, theGerman maritime sector represents a growingclient base for ABS. Its clients include ownersacross all shipping sectors and increasingly inthe offshore market.

ABS provides classification services to28.1% of the German-owned tanker fleet withwell-known clients in this sector includingErnst Jacob, V Ships, Hellespont and ColumbiaShipmanagement. ABS employs 26 surveyorsin Germany with stations in Haan andAugsburg in addition to the Hamburg office.

The Hamburg office allows convenientaccess to ABS’ global resources, including itsgrowing number of researchers and operationaland environmental performance professionals.

Together with the broader industry, ABS ismoving from a rule development process thatwas traditionally prescriptive to one where weare able to collaborate with industry and the

regulators themselves. The application of amore risk-based approach to rule-makingenables us to assess novel concepts and havefundamental methodologies in place to makean assessment and facilitate the approval ofthat concept.

Our core classification efforts are backed upby a programme of research and developmenton a global basis, driven from the ABSCorporate Technology department in Houston.This ‘ecosystem of innovation’ spans Brazil,Canada, South Korea, Singapore and China,enabling us to engage with industry andacademia on joint development projects thatanticipate future needs and developments.

Local tanker owners are increasingly lookingto the Hamburg regional office as the gatewayto vessel optimisation and performanceverification services provided by the ABSAsset Performance Management (APM) group.

The APM Group, which combines theoperational and environmental performance(OEP) team, the asset integrity performance(AIP) team and ABS Nautical Systems worksacross newbuilding and existing vessels,developing the concepts, tools and practicesneeded by clients to improve their vessels’operational efficiency, simplify regulatory

compliance and improve safety.ABS is also providing support to owners

during the implementation of ballast watermanagement systems. Whether seeking tocomply with incoming global, or US CoastGuard rules, the ABS Environmental SolutionsGroup provides expert advice on the latestregulatory developments, as well as resources,to assist owners in selecting the equipment andsystems that best fit their needs.

*This article was written by WolfgangButtgereit, Vice President, Northern EuropeanRegion, ABS.

Supporting the needsof Germany’s tanker

ownersABS relocated its centre of Northern European regional marine operations

from London to Hamburg in 2013.*

ABS’ Wolfgang Buttgereit.

TO


TECHNOLOGY - TANKER EFFICIENCY

A Smart way totanker efficiency

In this article, Peter Mantel, managing director of BMT SMART, a subsidiary of BMTGroup, discusses the drivers that are pushing fuel efficiency to the top of the agenda in

the tanker market and explains how fleet and vessel performance management systems can deliver on their promises.

Tanker owners, operators andcharterers are currently facingunprecedented legislative andcommercial pressures. In recent

years, oil demand growth has been more thanoffset by high levels of fleet growth, with theglobal tanker fleet growing by a net 70.8 milldwt, or 16.3%, from the start of 2010 untilJanuary 2014.

Moderate oil demand growth, combined withhigh tanker fleet growth resulted in a significantdecline in crude tanker spot rates andsecondhand tanker values from 2010 to thefourth quarter of 2013.

This price-softening and lack of demand inthe market, mainly as a result of the economicrecession, led to large numbers of vessels beinglaid-up in hot, or cold mode. Working tankersneed to be operating as efficiently as possible,to ensure they deliver the optimum level ofprofitability. In reality, this equates to reducingoperational costs wherever practicable.

The three major costs in tanker operation arecrew, bunker fuel and drydocking formaintenance1. As crew numbers are governedby best practice and legislation, key savingsmust be made by ensuring that fuel usage is aseconomical as possible and timing drydockingfor maintenance when most beneficial, in termsof performance and reliability.

Bunker fuel costs often account for up to60% of total operating costs, so the assessmentof fuel consumption is quickly becoming anintegral part of tanker owners, operators andcharterers operational strategies - having anunderstanding of overall fuel efficiency shouldbe high on the agenda.

The introduction of the IMO EnergyEfficiency Design Index (EEDI) and ShipEnergy Efficiency Management Plan (SEEMP)guidelines were driven by a desire to reduceCO2 emissions, but greater efficiency shouldalso lead to cost savings. But how is vesselefficiency to be calculated with the degree ofaccuracy required to make it more than just abest guess?

Smart dataThe key to understanding vessel efficiency isthe ability to collect smart data by accuratelymeasuring all the different parameters relatingto energy efficiency. Parameters that influence atanker’s energy consumption include; technicalefficiency, state of maintenance, prevailingweather and sea conditions and operationalfactors, such as load and trim conditions.

Using SMARTSERVICES, data fromexisting vessel systems is collected on boardand combined with external environmental dataincluding wind, waves and current, and further

processed using the system’s uniquecoefficients and derived values to analyse manydifferent performance parameters.SMARTSERVICES automatically monitorsvessel performance and visualises keyindicators and trends using intuitive, interlinkedon board and onshore applications. Allparameters are measured through sensorsinstalled during the initial fit-out or retro-fittedduring routine maintenance.

Vessel performance monitoring equipmentcan also assist in compliance with emissionsregulations. In the mid-1990’s, estimatesindicated that the shipping industry’s share ofglobal CO2 emissions could increase 20-30%by 2050. In response, the IMO introduced a raftof new regulations including the ship pollutionrules contained in MARPOL 73/78. SinceOctober 2013, every ship visiting French shoresmust report its CO2 emissions for theirparticular voyage.

Stringent requirementsEmission Control Areas (ECA) for the USCaribbean, including Puerto Rico and the USVirgin Islands come into force this year.Worldwide, it is likely that increased regulatoryrequirements to reduce CO2, NOx, SOx andother effluents, as well as the generalenvironmental impact of ships, will lead to even

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more stringent recording and reportingrequirements.

Measuring and recording tools, such asSMARTSERVICES not only help addresscompliance issues, but also help tanker owners,operators and charterers to manage therestrictions on CO2, NOx and SOx production,within the context of the bigger commercialpicture.

The importance of deploying anindependently validated system cannot beoverstated. When measuring, validating andbenchmarking vessel performance, there are awide range of stakeholders within the supplychain, each with their own vested interests. It’sfar too easy for a vested interest to become aconflict of interest.

The most effective way of dealing with thiseventuality is to ring-fence the measurementand validation process, keeping it completelyseparate from any other consultancy, orequipment supply arrangement.

Demand for fleet and vessel performancemanagement (FVPM) is increasing, as growingnumbers of tanker owners and contractorsrealise the benefits. The multitude of pressureson the global maritime industry means thattanker owners and contractors can no longerafford to ignore the performance of their fleet.However, there is still scepticism within certainelements of the shipping community and sometanker owners, operators and charterers are stillwary of the value a monitoring system candeliver.

Perhaps this is understandable having beenused to an environment where Chief Engineersproduced miracles on a regular basis, armedonly with the data from dials in their enginerooms.

However, the industry is changing and thereis a growing need to deliver stakeholdertransparency on top of commercial andregulatory considerations. Cargo owners,charter companies, banks, investors andinsurance companies are all increasinglydemanding evidence of environmental andoperational efficiency commitments whenmaking contract decisions. Tanker owners,operators and charterers must be able to provideindependently validated performance results to

satisfy their stakeholders.Arguably, the greatest value that performance

monitoring tools such as SMARTSERVICEScan deliver becomes clear when one looksbeyond the benefit to a single tanker on a singlevoyage. Once multiple data-sets becomeavailable from multiple vessels over a period oftime, the information can be used to benchmarkperformance and drive improvements across a

fleet. Key indicators and trends that could leadto a positive change for future voyages can beleveraged, while single parameters causing adrop in efficiency can be identified andaddressed. Drydocking for maintenance andrenewal of antifouling can be timed to takeplace just before any rapid drop-off in vesselperformance, highlighted by historicalefficiency data.

Looking to the future, it is not unrealistic toenvisage a time when all merchant vessels areequipped with a fully integrated bridge whereperformance parameters and emissions data isdisplayed alongside navigation systems andthruster controls.

Voyage planning can already be checkedagainst efficiency and emissions requirementsto identify the most appropriate routing, whileperformance management reports can be

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produced automatically. Such reports covereverything from environmental impact, hull andpropeller efficiency and bunkering factorsthrough to crew data, scheduled maintenanceresults, economic modelling andSEEMP/legislation.

The combination of more rigorous legislationand harder economic conditions has led totanker owners and operators needing to haveeasy access to the emissions and performance

data for their vessels. Yes there is stillscepticism, but the tide is turning. The overalldecline in tanker freight rates, both in the crudeand product tanker markets, coupled with highbunker prices, should encourage shipowners toreduce their operating costs considerably and inparticular, bunker consumption.

This is expected to continue into the future,on the one hand due to new energy efficiencyregulations and on the other hand due to the

fact that tanker companies traditionallymaintain very high technical and operationalstandards for their vessels.

It is therefore expected that the tanker marketwill drive the shipping industry’s move towardsincreased energy efficiency. The benefits ofbeing able to use real-time data to dynamicallymanage the performance of a fleet of vessels, orchoose to analyse and review data over a periodof time thus making informed operational andmaintenance decisions, are hard to ignore.

Footnote- 1 - Moore Stephens OpCost 2013.

Uniservice Germany GmbH Hansa Lifeboat Germany Hansa Safety Services BV Uniservice Norway

HANSA LIFEBOAT Germany

Fire Fighting & Safety Services:²

Calibration Services:

Lifeboat and Davit service approvals:

All parameters are measured through sensors installed during the initial fit-out or retro-fitted during routine maintenance.

Demand for fleet and vessel performancemanagement (FVPM) is increasing.

TO



Shorter bulb foroperational speed

and draughtSea waves have a significant impact on the vessels’ fuel consumption and are therefore

one of the ship designers’ biggest challenges.*

When a vessel is sailing, wavesare generated around thevessel due to its speed. Thisaffects fuel consumption, as

the vessel uses energy on generating the wavesand because the waves increase the propulsionresistance of the vessel.

Not even the most skilled ship designers canprevent wave generation. But by altering thevessel’s design and further optimising it, it ispossible to minimise the braking effect ofwave generation against the vessel.

NORDEN’s two new Handysize producttankers, Nord Geranium and Nord Gardeniabuilt by Guangzhou Shipyard International(GSI) in China, both have an optimised designwith regard to counteracting the effect of wavegeneration.

Compared to the eight Handysize producttankers, which the southern Chinese yarddelivered to NORDEN between 2006-2009,the latest two are both fitted with a 3-4 mshorter nose, or bulb. Not because there wassomething wrong with the design when theoriginal vessels were constructed, but shipdesigners keep getting better at optimisingvessel design.

The bulb plays a central role when it comesto counteracting the effect of the vessel’s wavegeneration as the bulb generates its own wavesystem around the vessel.

Wave systems offset each other “Theobservant reader will probably now think that

if one wave system creates resistance, thentwo wave systems must create double as muchresistance. But because the bulb’s wavesystem is generated suitably far in front of thehull, the bulb’s wave system with its crest andtrough will be in opposition to the hull’s wavesystem.

“This means that the trough in the bulb’swave system comes where the crest in thehull’s wave system is generated. Thereby, thetwo wave systems offset each other – more orless. At any rate, the bulb’s wave systemreduces the braking effect of the hull’s wavesystem significantly. The extent of thereducing effect of the the bulb’s wave systemdepends on how well the design of the bulbfits the vessel’s actual speed and draught,”explained NORDEN’s senior newbuildingmanager, Alex Hjortnæs.

Right steamingIn recent years, vessels – drycargo, tanker andcontainer vessels – have slowed down forcommercial reasons. NORDEN calls this rightsteaming and it means that the bulb has to beshorter than before to be able to create a wavesystem, which is in opposition to thatgenerated by the hull. With a bulb of the samelength as earlier, the trough of the bulb’s wavesystem will come too far ahead to meet thecrest of the vessel’s wave system when rightsteaming.

When GIS built NORDEN’s eight

Handysize product tankers, it was verycommon that the bulb’s length and design ingeneral was optimised in accordance with theservice speed and design draught – ie thespeed and draught which the yard’s designersconsidered most likely.

But it is one thing what the yard designersconsider to be likely speed and draught oncethe vessels are in operation and another thingis the actual speed and draught of the vesselsin operation.

“In realisation that many vessels only rarelysail with exactly the speed and exactly thedraught which the yards’ designers havedetermined – typically the vessels sail at lowerspeed and less draught – the yards have startedto optimise the bulb and the hull in general toa so-called operating profile.

“It is a combination of the speed anddraught, etc representative of the market inwhich the vessel will be operating in andwhich in contrast to the old service speed anddesign draught, reflects practice and thus thereal world,” said Hjortnæs.

Nord Geranium is in operation and NordGardenia will follow shortly. “We are nowlooking forward to being able to measure theeffect of the shortened bulb on the vessels’fuel consumption,” Hjortnæs concluded.

*This article was taken from NORDEN News.

It is a combination of the speed and draught, etcrepresentative of the market.........design draught,

reflects practice and thus the real world,

“”Alex Hjortnæs, Senior Newbuilding Manager, NORDEN

TO



Catastrophic engine damage due tocat fines is also on the rise, alongwith safety worries related tomulti-fuel operation. Yet in the

face of these complex and interrelated issues,the Alfa Laval adaptive fuel line offers newlevels of savings and protection, the companyclaimed.

Fuel costs, emission legislation and cat finedifficulties are all deeply intertwined. WithHFO already at a premium, everythingpossible is being done to enable slowersteaming and reduce fuel consumption.Meanwhile, emission legislation is forcing theuse of even more expensive distillates, as wellas the use of low-sulphur HFO. The fact thatthe latter has a higher average cat fine contentcan be tied to a growing number of cat fineattacks, which have increased despite therevision of ISO fuel specification 8217 to a 60mg/kg Al+Si limit.

“Part of what we’re seeing is a consequenceof the effort to curb emissions, which ismaking traditional fuel cleaning even moredemanding,” said Niclas Dahl, Alfa Lavalmarket unit manager, marine energy. Hereferred to a recent study by Man Diesel &Turbo’s PrimeServ, in which cat fines had aproven role in 84% of 226 investigated casesof poor engine cylinder condition. “These catfine attacks are an energy issue, as well as asafety concern, because the wear deterioratesengine efficiency even if it doesn’t lead tocatastrophic failure.”

“When it comes to the fuel line, energyefficiency and protection are often two sidesof the same coin,” said Dahl. “Our R&D hastherefore focused on using the synergies thatexist. Through a combination of new thinkingand new technology, we’ve created a trulyadaptive fuel line that saves energy as well asthe engine.”

There is much that can be done to optimiseindividual fuel line components, such aschoosing separators with Alcap functionality.Much can also be done with the fuel lineconstruction to prevent cat fine attacks, suchas ensuring that tank floors are slanted andthat return pipes extend from the tank bottomrather than the top. According to Dahl,however, “Finding large-scale energy benefitsand really maximising protection requireslooking further than traditional component

roles.”Alfa Laval’s recently launched FCM One

booster, Dahl said, is an excellent example ofsuch thinking. “The FCM One goes beyondtraditional booster capabilities, including thoseof our original fuel conditioning module,” heexplained. “It works with multiple fuels, reactsto multiple parameters and handles multiplelevels of information, which gives it a muchbroader influence on the fuel line as a whole.”

The Alfa Laval adaptive fuel line saves

Integrating energysavings and engine

protectionThough fuel-saving practices such as slow steaming are widespread, energy efficiency

continues to be a pressing concern. Vessel fuel bills remain high – and will likely become even higher for those sailing in ECAs after January, 2015.

Alfa Laval’s Niclas Dahl.



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energy and improves protection by fourdistinct means- feed optimisation, systemsupervision, multi-fuel management and wastefuel recovery.

Since the adoption of slow steaming, mostvessels spend little time at full engine load.Nonetheless, fuel lines are constructed andoperated as if full load were the norm. “This isan opportunity missed and not only becausefeed pumps and separators that run on fullconsume unnecessary energy,” said Dahl.“Decreasing the flow rate through theseparator increases the time the fuel spendswithin it, which improves the removal ofparticles.”

This is the principle utilised by FlowMate, anew Alfa Laval system that adjusts the flow offuel to match the engine load. “By usingautomatic control and variable frequencydrives to reduce the flow at partial load, wemake use of the available synergy,” Dahl said.“The principle is obvious. Why use moreenergy for fuel cleaning when using lessenergy will mean even better cat fineremoval?”

In addition to FlowMate, the Alfa Laval

adaptive fuel line has dedicated heater controlthat keeps the fuel’s temperature at therecommended 98 deg ± 2 deg C. “Thisparameter is surprisingly overlooked onboard,” said Dahl. “Without proper control,

the fuel temperature can easily drop to 85 degC, which necessitates a 40% flow reduction tomaintain separation efficiency.”

Even when the flow is optimised andseparation efficiency is high, spikes in cat fine

Alfa Laval’s adaptive fuel line.



levels are impossible to rule out. In rare casesthey may be caused by off-spec fuels, thoughthey are more likely to occur when latent catfines in the tanks are stirred up by rough seas.Preventing such attacks from damaging enginecylinders is essential, because damagedsurfaces reduce combustion efficiency andmay eventually result in engine failure.

To keep cat fines from entering the engine,another new system is incorporated into theAlfa Laval adaptive fuel line - Catguard. Thismeasures cat fine levels at several pre-enginesampling points, warning of any elevation.Such real-time measurement enables crews totake immediate countermeasures, as well as totrace the root causes of the problem.

A similar function is provided by the FCMOne, whose engine-specific monitoring of fuelconsumption takes into account the pulsationsof the fuel injection system. “While not ameasurement of engine efficiency per se, themonitoring of fuel consumption quicklyindicates when efficiency losses occur,” saidDahl. “Like Catguard, it allows immediateaction to be taken and root causes to betraced.”

The FCM One has yet another important

role in the adaptive fuel line, especially forvessels that will sail in ECAs. When multiplefuels are used on board, it safeguards fuelchangeover and enables automatic blendingfor an economical match of a given sulphurtarget.

“Multi-fuel operation creates difficulty foroperators, since residual and distillate fuelshave very different characteristics,” said Dahl.“The changeover between fuels must be wellcontrolled, especially when it comes toviscosity, or there will be alarms and delaysthat result in more burning of expensivedistillate.”

One SystemSophisticated automation and temperaturecontrol are central to an energy-efficientchangeover. The FCM One uses one controller,a single algorithm and integrated cooling tokeep viscosity within a tight range – evenwhen changing between different fuel blends.“The FCM One puts everything into onesystem, including the option of an electronicfuel record book to prove ECA compliance,”said Dahl. “ That means uninterruptedtransitions where less distillate is consumed,

even when there are changes in engine load.”Feed optimisation, system supervision and

multi-fuel management – combined withindividually optimised components – create afuel line that truly adapts to changingconditions. This in itself saves a great deal ofenergy, even as it provides better protectionfor the engine.

What remains is to recoup the small lossesthat occur at various points in the system,which account for 0.5 to 2% of a vessel’s totalfuel consumption. In this respect, PureDry isthe crown jewel of the Alfa Laval adaptive fuelline, as it allows virtually all of this oil to berecovered with ISO 8217 quality. At present,PureDry is claimed to be the only equipmentcapable of recovering the HFO fraction ofwaste fuel oil in accordance withMEPC.1/Circ.642.

“PureDry is a unique and long-awaitedopportunity for shipowners and operators,since it lets them get the maximum amount of energy from the fuel they bunker,” saidDahl. “All that remains is bilge-quality water and a tiny fraction of super-dry solids, becauseeverything else is returned as reusablefuel.” TO

TECHNOLOGY - TANK SERVICING


Solutions range from singletransmitters to more complex radar-based measurement systems, whichcan require a substantial outlay

upfront. When it comes to cargo measurement -however, it is possible to take a simplerapproach and still meet critical needs, claimedMark Jones of PSM.

As marine specialists, PSM works with shipdesigners, owners and operators, maintenanceand repair companies to deliver the best possibletechnical solution to specific tank levelmeasurement needs using the latestinstrumentation, software and communicationstechnologies.

Modern tank gauging systems are designed tobe flexible, capable of handling a range of fluidtypes from fuel oil and lubricants to hydraulicfluid and bilge, or ballast water and applications– to include both process control and inventorymanagement.

Specialists such as PSM have been influentialin moving the industry away from historicalmethods, such as bubbler systems that areinaccurate with low reliability and highmaintenance costs.

Suppliers have developed a range ofalternatives to manage individual aspects ofinventory management from custody transfer toleak control and reconciliation. These modernsystems use the latest instrumentation, softwareand communications technologies to deliver thehigh degree of reliability and accuracy required.

The complexity of the system required willdepend on the specific process involved. Wherecustody transfers are involved, there may bespecific legal certification requirements thatneed to be met and installed systems will requireofficial approval as being fit for purpose.Absolute accuracy is also paramount in thecorrect assessment of taxes, duties orroyalties for fiscal billing purposes.

Many of the systems currently availablefor marine tank gauging focus on thishigher end of the market, withspecifications typically including complexcombinations of radar level transmitters,temperature profiling probes and advancedcalculation software.

As specialists with over 30 years’ ofglobal marine experience, PSM becameaware of a need in the marketplace for asimplified system to handle generalinventory control requirements, whichwhile capable of delivering a high degreeof accuracy and reliability to enable therecording of cargo movements, was simplerto operate and cheaper to install.

Once such installation was a majorshipyard in Turkey, which turned to PSMfor assistance in sourcing a simplifiedoption for its newbuild 600 dwt lubeoilbarge. PSM designed and specified asystem based on its TankViewmeasurement and display software inconjunction with ICT 1000 hydrostatic

level transmitters to deliver the required degreeof accuracy, while reducing the initial cost ofsupply and installation.

The ICT 1000 is a smart liquid leveltransmitter, programmable for measurementrange, functionality and diagnostics via RS-485

Keeping it simpleThe past few decades have seen many technical advances in marine tank gauging

technology aimed at delivering greater efficiency and safety.

Meet us at the SMMexhibition HALL A1stand number 217

A Windows PC runs the PSM TankView software to provide the display and controlunit.



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modem and supplied software configurationtool. Manufactured from 316 stainless steel towithstand the toughest operating conditions, it isfully supported and protected against overloadand shock pressure conditions.

The ICT 1000 transmitters were fitted to 12tanks. These were connected to the display andcontrol unit using PSM RFM connectionmodules to form a Modbus communication

loop. This digital architecture provided 0.1%measurement accuracy while at the same timereducing cable and installation complexity.

These factors were important drivers inreducing overall installation and commissioningcosts, as well as ensuring build deadlines weremet.

One level and one temperature transmitterwere installed per tank, plus two additional level

transmitters for heel and trim measurement tocorrect the tank level measurement for vesselorientation and draught.

A Windows PC running the PSM TankViewsoftware package provided the display andcontrol unit. This was factory configured priorto installation to suit the specific application bydefining the geometry of the tanks as well as thedensity/temperature characteristics of theproducts via API tables.

Each cargo type is available to the crew in alibrary of product choices, providing inventoryreadings in temperature corrected volume andmass units.

In additional, low and high level alarm pointswere designated for each tank within the systemwhich also provides historical records of cargolevel movement using its integral data loggingability.

The availability of a simplified solution that iseasy to install, whether newbuild, or duringretrofitting, should see a significant increase inthe number of shipbuilders and operators optingto move up from more basic systems ofmeasurement to a more technologically-drivenapproach driving up the benchmark for systemsperformance and helping to improveprofitability and visibility. TO

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This level switch is now certified for SIL 2 functional safetywith SIL 3 capability enabling the device to meet the mostdemanding safety application requirements.

The 2120 range is now approved for marine applications by ABS andEmerson has also added an expanded choice of process connections forgreater installation flexibility.

For safety critical applications, SIL 2 certification is now availablefor the 2120 with NAMUR and 8/16mA electronic outputs. There arefive plug-in electronic outputs available providing a choice of switchingfunctions. The SIL 2 certification extends the time between proof testsand allows users to avoid extra shutdowns for safety testing.

The 2120 also offers an expanded choice of process connections. Inaddition to the new 2 inch NPT process connection, the switch is nowavailable with Mobrey A and G flanges enabling compatibility withmechanical float switch process connections.

For marine applications, such as oil and ballast control and HFOblending, the 2120 is now approved by ABS – expanding on theexisting GL approval.

The simplicity, ease of use and reliability of the Rosemount 2120vibrating fork switch makes it a popular choice for high and low levelalarm and pump control duties in wide range of process and marineapplications, the company claimed.

Application scope forvibrating fork level

switch expandedEmerson Process Management has expanded the application scope for its patented

Rosemount 2120 range of vibrating fork point liquid level switches.

TORosemount 2120 vibrating fork point liquid level switch.



However, when questioned, theresponse from thecharterers/shippers is always thesame and that is the “quality

needs of the customers”, which is quite clearlythe driving force behind the increasingstringency of the pre-loading inspectionspecifications.

It is accepted that the quality of the shippedproduct has to be the primary objective. Butwhen wall wash inspection specifications arenow routinely stricter than the quality of theloaded cargo, or when the wall washinspection is carried out with an aggressive,penetrating, water soluble solvent prior toloading a non-aggressive, non-penetrating,water insoluble cargo, one has to question thesuitability of the process and whether it isrelevant to the quality of the loaded cargo.

Passing the wall wash does not guaranteethat the loaded cargo will meet anypredetermined quality specifications but untilthis is understood, commercial pressure willcontinue to squeeze the vessels to clean tohigher and higher standards, which costsmoney and negatively impacts theenvironment.

Ten years ago, there were only a handful ofcargoes that demanded a wall wash inspection,but today the list is out of control. Justrecently, I was involved with a vessel loadinga cargo of Banole, an Annex I cargo, group 33in the USCG list, (‘MiscellaneousHydrocarbon Mixtures’); indeed MILBROScalls the product a lubricating oil, which Iagree with, based on the chemical properties.

When asked, the charterers said that thecargo tanks would be wall washed with the

Banole cargo itself and tested for flash point,to meet a minimum standard of 80 deg C. Thisis absolutely ludicrous, for too many reasonsto list, not least, did the charterers honestlybelieve that non-specific volatile residues onthe surface of the cargo tank bulkheads wouldstill be present when the cargo tanks werecleaned and gas freed, let alone in a sufficientamount to depress the flash point of alubricating oil cargo?

This astonishing lack of understanding sadlyhighlights the future of the tanker business andthe reality that tanker owners/operators willhave to consistently and unnecessarily cleancargo tanks to a level of cleanliness that is justnot required to load the vast majority ofcargoes, with the consequences not only being

felt by the owners/operators but also theenvironment.

In the last article I wrote for TankerOperator, it was noted that each hour of boileroperation on a chemical tanker consumesapproximately 0.75 tonnes of HFO, which inturn produces about 2.5 tonnes of CO2 to theatmosphere. Similarly, each drum of cleaningchemical consumed is ultimately discharged tosea, which is perfectly legal and acceptable,assuming the cleaning chemical is IMOapproved, but if using cleaning chemicals doesnot guarantee that the next cargo can beloaded on specification, why should the vesseluse cleaning chemicals in the first place? Thisis less of a cost issue compared to the longterm environmental impact.

Commercial pressureis strangling thechemical tanker

marketI have been amazed at the level of support I receive from those owners/operators who

are clearly struggling to meet the ever increasing standards being asked of them.*

General view aft towards bulkhead.

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p

SiVance, LLC, a subsidiary ofMilliken & Co, has introduced thepatented SiVance C1008 curative,a new silicone curative that isclaimed to significantly improvethe durable flexibility of epoxypolysiloxane protective top coatsin marine and other applications,without sacrificing weatherdurability.

The development of this new curativetechnology solves a major challenge commonto epoxy polysiloxanes: brittleness andcracking that can develop over time as thecoating cures, the company said.

“Our new C1008 curative is a much-neededsolution for increasing the performance andtoughness of protective epoxy polysiloxanetopcoats used in highly corrosiveenvironments,” said Jeff Jones, SiVance

business development director. “Regularmaintenance on marine applications andinfrastructure can be very time consuming andcostly, but protective coatings made withSiVance’s C1008 Curative help to combat thischallenge.”

In addition to demanding marine top coatapplications where resistance to seawater,ultraviolet light and chemicals is critical,SiVance’s new technology is designed forcoatings for other applications. It utilises aproprietary molecular structure that providesenhanced compatibility in epoxy systems.

The product is fully miscible withhydrogenated bisphenol-A epoxy resins. Itscompatibility with other epoxy resins ispossible with the use of solvents (methyl ethylketone (MEK), xylenes, etc), or reactivedilutents.

It is available globally in commercial

quantities and is currently registered under theToxic Substances Control Act (TSCA) and theRegistration, Evaluation, Authorisation andRestriction of Chemicals (REACH) regulation,with other global approvals in progress.

The company told Tanker Operator thatepoxy polysiloxane coatings containing C1008could be applicable to the tanker sector, ascurrently, epoxy polysiloxane coatings arealready being used in this application.

In particular, these epoxy polysiloxanecoatings are alternatives to polyurethane topcoats – so anywhere that polyurethane topcoats are used today could be targetapplications (basically any exterior coatingabove the water line - where resistance to UVand weathering is important).

At present, shipping companies areevaluating the product, SiVance said.

Silicone curative introduced for top coats

TO

If we are talking about the increased numberand frequency of irrelevant wall washinspections prior to loading chemical and oilcargoes (another recently encounteredexample, cleaning to hydrocarbon freemethanol wall wash prior to loading fuel gradeethanol containing between 2-5% gasoline as adenaturant) and reluctantly accepting that theprocess is unlikely to change without a morethorough understanding of the process itself,the following facts should perhaps beconsidered.

The wall wash is a random inspectionprocess and can only be carried out fromaccessible areas, typically the lower slopingbulkheads as marked in the picture on page50. Consider the relevance of the wall washareas to the fully loaded tank.

Furthermore and perhaps one of the mostover-looked parts of the wall wash inspection,is the volume of solvent used and the area ofthe cargo tank that is washed. Industrystandards and practices dictate that one squaremetre of the cargo tank should be washedusing 500 ml of solvent, but very often neitherthe volume of solvent nor the surface area aremeasured, but this has a massive impact on thefinal wall wash results.

If it is assumed that there is a fixedconcentration of contamination in any givensquare metre of the cargo tank, for the sake ofthis discussion we can call it 10 mg, it followsthat if this area is wall washed with 1 litre of

wall wash solvent, the concentration ofcontamination in the wall sample will be 10mg/L.

However, if the volume of solvent recoveredis 500 ml, the concentration of contaminationincreases to 10 mg/500 ml or 20 mg/L.Similarly, if the volume of solvent recoveredis 250 ml (which is very common), theconcentration of the contamination in the wallwash sample will increase to 40 mg/L.

Fundamental errorWhich answer is right? The difference couldbe the difference between the vessel beingaccepted and the vessel being rejected, butactually the concentration of the contaminationon the surface of the cargo tank does notchange. This is fundamentally wrong.

If we now assume that a 1,000 cu m cargotank has a surface area of 1,000 sq m, we caneasily calculate that if each square metre of thecargo tank was wall washed with 500 ml ofsolvent, the total volume of solvent recoveredwould be 0.5 cu m. All the contamination inthis sample would then be diluted into 1,000cu m giving an overall dilution effect of 2,000

times. In other words, the wall wash samplewill be diluted 2,000 times in the fully loadedcargo tank.

With all of this in mind, how can it bereasonably justified that the quality of a wallwash sample should be stricter than the qualityof the fully loaded cargo? At best the wallwash inspection is an indicator for cargo tanksuitability - at worst, it is strangling tankeroperations with no positive benefit.

There are now viable alternatives to the wallwash inspection, for example the analysis ofwashing water, which is a method that hasbeen used by BP as a replacement for the wallwash inspection for a number of years nowwith good success.

The author is also currently working on anumber of different projects withowners/operators looking at the feasibility andsuitability of washing water analysis as ameans of replacing the wall wash inspection.The initial findings are extremely positive.

*This article was written by Guy Johnson,director, L&I Maritime (UK); Email:[email protected]

TO

Why should the vessel use cleaningchemicals in the first place?

“”

COATINGS


TECHNOLOGY - ANTI-PIRACY

SOLAS

• Fire, Safety & Rescue

• Foam & Foam Analysis

• Life Saving Appliances & Arrangements

• Radio Communications

• Asbestos-free Sealing Products

MARPOL

• Quick Separating Cleaners

• Tank Cleaners

• Sewage Treatment

• Cargo Hold Cleaners

• Refrigerants

• Fuel Management

STCW

• Training

• Drew Watch

MLC 2006

• Potable Water Management

• Accommodation Cleaning

Program

U S E PA - V G P

• Cleaning Products

• Environmentally Acceptable

Lubricants & Conditioners

www.classnk.com

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