WHAT’S ShipInsight

Where Maritime Regulation and Technology Meet

TRENDING
IN
INSIGHTS FROM HEMPEL,
SPEEDCAST, MARLINK,
NORWAY 203040, ALFA
LAVAL, CHEVRON, GNS,
ABB, WÄRTSILÄ, DNV GL,
VIKING AND MANY MORE...

2019
INSIGHTS ON BALLAST
WATER TREATMENT,
COATING & CORROSION,
ENVIRONMENTAL
TECHNOLOGY, FUELS
& LUBRICANTS,
NAVIGATION, POWER,
SAFETY & SHIPBUILDING

FEATURING CANDIDATE DESCRIPTIONS FOR ALL

NOR-SHIPPING NEXT GENERATION SHIP AWARD ENTRIES
AND SHORT-LISTED YOUNG ENTREPRENEUR FINALISTS
ShipInsight
Where Maritime Regulation and Technology Meet

116 PAGES OF AUTHORITATIVE VIEWS

ON REGULATION AND TECHNOLOGY
2
 3

This issue coincides with the 2019 Nor-Shipping Exhibition and

Welcome
includes details of the entrants to the Nor-Shipping Next
Generation Ship Award. The award winner will be announced
the day before the official opening of the exhibition, but the
entrants do appear to cover a wide range of diverse ship types
and include some which are commercialising innovative ideas in
a number of areas.
Time has moved on since the last issue of the journal and we
are now much nearer to the introduction of the new reduced
global cap on sulphur levels in fuels that takes effect on 1
January next year. The surge in the number of ships being
retrofitted or built with scrubbers is a clear indication that in
these difficult times for shipping, the option allowing the most
competitive running costs is outweighing the alternatives. Latest
figures show that the number of scrubber equipped ships
exceeds those opting for LNG by a factor of 10 to one if LNG
carriers are removed from the equation.
The decarbonisation of shipping as sketched out in the IMO’s
ambitious plans is making the news but little discernible
progress is being made to a 50% reduction in CO2 emissions.
Perhaps once the two issues of 2020 fuel choice and ballast water
treatment installations are behind us, the industry may move
forward. However, that does mean that the ball is more in the
court of equipment makers than owners as no obvious
alternative to internal combustion engines has yet reached
sufficient maturity to really be considered. Maybe some ideas for
the future will emerge at Nor-Shipping which once again has a
strong environmental and sustainability theme running through
the various events organised around it.
Like the previous issue, the ShipInsight Journal includes the
views of industry leaders rather than reporting on developments
and events in the intervening period. I hope you enjoy this issue
as much as you have previous ones. We have had some very
positive comments from readers but we have no intention of
resting on our laurels and are always open to constructive
criticism. As ever I would close by reminding readers that we are
always happy to receive comment from you on any aspect of
ShipInsight and your suggestions for improvements.

Malcolm Latarche
Editor, ShipInsight
malcolm@shipinsight.com
4 CONTENTS

34

106 06

03 Welcome 64 Environmental technology

Introduction to the issue Ensuring shipping maintains and improves
its environmental image
06 Welcome to Nor-Shipping
Everything you need to know about this 74 Fuels and lubricants
year’s event Exploring the expanding range of marine
fuels and lubricants
16 Ballast water treatment
Examining the issues around invasive 82 Nor-Shipping Awards
species Young Entrepreneur Award 2019

26 Coatings and corrosion 90 Navigation and bridge

Keeping up with anti-fouling and corrosion Technology and regulations for keeping on
protection technology course and command and control

34 Nor-Shipping Awards 96 Power and propulsion

Next Generation Ship Award 2019 Examining the options for motive power and
manoeuvring
52 Communications
How to maintain contact between 106 Safety and training
ship and shore The ins and outs of staying safe at sea
 5

106

16 26

On the Cover Publishing Director Adam Foster

adam@shipinsight.com
What’s Trending in 2019
+44 (0)1372 285 001
Lead Editor Malcolm Latarche
malcolm@shipinsight.com
Art Director Chris Caldwell
Advertising Sales David Cocoracchio
david@shipinsight.com
+44 (0)1372 285 002

ShipInsight, Roffey Park Institute, Forest Road,

Horsham, West Sussex, RH12 4TB, UK
shipinsight.com

This publication is produced by Current Business Media

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Current Business Media 2019.

@shipinsight
6 WELCOME
 7

Welcome to
Nor-Shipping

Can you sense the excitement? The

global maritime and ocean industries are
gearing up for the most important event
week in the business calendar. 1,000
exhibiting companies, 35,000 delegates
and hundreds of networking and
knowledge sharing opportunities await.
Are you ready for Your Arena for Ocean
Solutions?

There’s something for everyone involved

in the maritime and ocean industries at
this year’s Nor-Shipping, taking place
across a series of venues in Lillestrøm
and Oslo from 4-7 June.
8 WELCOME
Diving into the
blue economy
By Kent Erik Kristiansen
Communications & Marketing Manager
Norges Varemesse
Here Silje Bareksten, Nor-Shipping’s Head of
Sustainability and Technology, explains the
motivation behind, and the content within, the
ground-breaking Blue Economy Hall.
Silje Bareksten has a clear message for any
sceptics out there.
“The combination of sustainable operations
and commercial growth in the ocean economy is
viable,” she states with steely-eyed determination.
“But it won’t happen on its own. To enable that
- and we must, for both the future of our industry
and society itself – we have to get together, discuss
opportunities, share knowledge, skills and
technology, and define strategic directions.
“That is imperative,” she stresses, adding with a
smile: “And that’s why Nor-Shipping 2019 has
introduced the Blue Economy Hall.”
Creating connections
Bareksten joined Nor-Shipping in October last year
as the event week’s first ever Head of Sustainability
and Technology. It is her role to champion and
manage ‘Your Arena for Ocean Solutions’ green
and digital initiatives, using her wealth of past
experience (including as Head of Smart City in Oslo
and Innovation Manager at Inven2) to join the dots
between technological and sustainable develop-
ment and help Nor-Shipping’s core audience chart
successful, environmentally responsible paths
forward.
The Blue Economy Hall, she says, is absolutely
central to that remit.
“Many in the industry are well aware that,
according to OECD, economic value creation from
ocean activities will have doubled by 2030, creating
huge opportunity for those businesses that already
have operations, assets and expertise within the
ocean environment.
“However,” Bareksten notes, “not quite so many
are sure of how they can access that and realize
some of this value for their businesses. But you can
bet someone else does – someone else needs their

unique competency or asset infrastructure to bring
their own ideas to life. We just have to connect
those parties. Get them talking to one another and
sow seeds for collaboration.”
That sounds reasonable enough. We’re stronger
together. Collaboration can be the key to unlocking
the value that OECD believes is inherent within the
Blue Economy.
But let’s step back for a minute. What is the Blue
Economy in the first place? What does it actually
encompass?
Rising to the challenge
The short answer is any kind of commercial
activity relating to the ocean space – from
maritime, to offshore energy, deep-sea mining,
tourism, ports, logistics, aquaculture… if it’s
connected to the sea, or can be used by those doing
business within that space, then its ‘blue’.
However, in Nor-Shipping’s case, as you may
expect from an organization that is a UN Global
Compact participant and key advocate of the UN’s
SDGs, there’s a strong emphasis on environmental
responsibility.
“The ocean is our most important natural
resource,” Bareksten opines. “It can be the key to
9
providing for a growing global population, but it is
also facing enormous challenges, real threats to its
health and well-being, and so it must be safeguard-
ed. Solving that puzzle – how to cater for growing
commercial interests while enhancing environ-
mental standards – is fundamentally important. It
won’t be easy, but I strongly believe we can do it…
together.”
A meeting of minds
As such, Nor-Shipping’s has devoted the 1300 m2
space of Hall A at Norges Varemesse’s huge
Lillestrøm exhibition complex to tackling this
conundrum. Despite only launching the concept
last year, Bareksten says the interest from industry
has been “terrific” with only a small number of
stands remaining up for grabs.
Confirmed exhibitors range from maritime
communications giant Inmarsat to cyber security
firm NTT Security, and from energy storage leader
Corvus Energy to weather data specialist
MeteoGroup. Along the way you’ll also find
advocate groups, such as International Windship
Association, not to mention players representing
the fields of research, operational optimization,
IoT, tourism, 3D printing, shipping, and public
10 WELCOME
institutions, to name just a few.
“This innovative, interactive and intimate space
is about breaking down silos and fostering
communication,” Bareksten explains. “Everyone
that can contribute to the sustainable use of
resources and commercial growth is invited,
meaning we have a broad spectrum of exhibitors.”
She continues: “This is the place for thought
leadership, collaboration and discussion within the
ocean space, and we want as many stakeholders as
possible to be part of that conversation.”
Time to talk
On the subject of conversation, a central compo-
nent of the hall – which can be visited throughout
Nor-Shipping 2019 week, 3-7 June – are the Blue
Talks. These will see established leaders and
ambitious start-ups in their respective fields
sharing knowledge, ideas and visions in a quest to
solve challenges and create new, sustainable
solutions.
Informal in nature and inspiring in content, the
talks are, Bareksten says, one-hour hotbeds of
innovation and interaction tailored to engage
audiences and deliver meaningful debate.
“Communication is vital to progress,” she says.
“To achieve lasting success in the ocean space
there’s a need to engage with a broad variety of
stakeholders in a single arena – to bridge the gap
between, for example, the scientific community,
digital innovators and asset owners. The Blue Talks
open a stage up for leading minds to discuss
themes that are central to development.
“Seen as a whole they’ll tackle issues of
leadership, digital disruption and sustainable
growth. Three areas that will emerge as corner-
stones in the project to realize the huge potential of
a new Blue Economy.”
Paradigm shift
Bareksten ends with a message as strong as her
starting point.
No one, she says, is resistant to disruption.
Those that want to survive and prosper in an age of
growing environmental awareness and concern,
alongside increasingly rapid digital development,
must be open to change – to new ways of working,
and new ways of working together.
“Shipping has been a key driver of global trade
for centuries,” Bareksten states. “But that doesn’t
mean we’re protected from new players, trends and
disruptive forces.
“I believe we’re at a moment of paradigm shift,”
she concludes, “and that necessitates action. The
companies with the vision to take a lead today –
collaborating across verticals, sharing data,
working with transparency and demonstrating
environmental care – are the ones that will prosper
tomorrow.
“The Blue Economy Hall will help them, and the
industry as a whole, find the way ahead. We look
forwards to seeing everyone in Hall A this June.” W
12 WELCOME

Welcome to a
world of
opportunity
By Kent Erik Kristiansen
Communications & Marketing Manager
Norges Varemesse
Can you sense the excitement? Nor-Shipping 2019
is just around the corner and the global maritime
and ocean industries are gearing up for the most
important event week in the business calendar.
1,000 exhibiting companies, 35,000 delegates and
hundreds of networking and knowledge sharing
opportunities await. Are you ready for Your Arena
for Ocean Solutions?
There’s something for everyone involved in the
maritime and ocean industries at this year’s
Nor-Shipping, taking place across a series of
venues in Lillestrøm and Oslo from 4-7 June. Here’s
a taster of what to expect.
Ocean Leadership Conference
This year sees a change to our established Opening
Conference, as we invite a series of globally leading
names from maritime, politics, academia, big
business, and beyond to discuss today’s and
tomorrow’s ocean challenges and opportunities.
In an uncertain world, with rapid technological,
economic and geopolitical change, this is your
chance to listen to and connect with the people
that understand the issues driving development.
These are the leaders that will help you assess the
business, and natural, environment and plan the
best strategies for realizing long-term ocean
potential.
13
The Nor-Shipping Exhibition
With 22,500 m2 of exhibition space, housing around
1,000 of the leading companies within the
maritime and ocean business environments, this is
the place for you to access the partners, services,
innovations and expertise to navigate an increas-
ingly competitive commercial landscape.
All the world is here for you, with 17 national
pavilions offering a truly international taste of key
clusters and markets.
Across six specially themed halls, grouping
exhibitors together to ensure simple orientation,
you’ll experience cutting edge technology,
ground-breaking ways of working, and a mixture of
the very biggest players alongside smaller start-ups
with huge ideas. In fact, it’s more of an ambition,
rather than exhibition, space.
Blue Economy Hall
Exploiting commercial potential has to be balanced
with safeguarding natural environments, particu-
larly with regard to the ocean – arguably our most
precious, promising and fragile global resource.
Designed to showcase and enable ‘tomorrow’s
business solutions today’, this intimate and
interactive 1300 m2 space focuses on practices and
players that combine commercial activity with
environmental focus. From digital and data
14 WELCOME
innovators, to smart logistics operators, alternative
fuel pioneers and cross industry collaborators, this
is your chance to dive into a new generation of blue
business.
We firmly believe long-term business success
can only be achieved with long-term environmen-
tal responsibility, and that philosophy is central to
the debut of our new exhibition concept, The Blue
Economy Hall.
Empowering sustainability
The goal of a sustainable maritime sector can’t be
achieved in isolation – it requires companies,
competitors, industries and all relevant stakehold-
ers to push forwards in the same direction.
Collaboration is the key
Nor-Shipping is proud to be a UN Global Compact
(UNGC) participant and is committed to helping
the shipping industry work together to achieve
positive change. This year’s event will see the
Norwegian Government and UNGC hosting The
High-level Meeting on Ocean in Oslo on 3 June.
This will gather diverse stakeholders with the
intention of building on the foundation of the
UNGC Action platform for Sustainable Ocean
Business, launched in 2018.
The Norwegian Prime Minister, Erna Solberg,
will then chair the Engineering Green Shipping
roundtable on 5 June, inviting business leaders to
join her to help accelerate the transition to low and
zero emission maritime operations.
Solberg has already initiated a High-level Panel
for a Sustainable Ocean Economy and her discus-
sions at Nor-Shipping will feed into this, helping
facilitate the next steps forward.
Knowledge sharing
With so many innovators, business leaders and key
global decision makers in one place, Nor-Shipping
offers a unique concentration of competence,
expertise and insight.
To help delegates tap into this wealth of
knowledge we have devised a broad programme of
roundtable discussions, speeches and interactive
debates. From the Blue Talks in the Blue Economy
Hall, to Technical Seminars in Hall E, Think Tanks
to tackle key ocean challenges, and a packed
conference programme on the DNB Stage in Hall B,
a diverse array of events will deliver lasting value to
ambitious audiences.
Unbeatable networking
People matter. Meeting the right ones, in the right
environments, can transform careers, businesses
and entire industries. That’s why Nor-Shipping
2019 extends beyond the exhibition halls, provid-
ing an abundance of opportunities for delegates to
rub shoulders, relax and connect with the people
that matter most to them.
Centred around Festival Street in downtown
Oslo, a variety of social venues and events provide
an informal hub for mixing, eating, drinking and
building valuable business relationships.
For many the highlight of the week is the
Nor-Shipping BBQ. This sees over 2,500 industry
executives converging upon DNV GL’s headquar-
ters for Norway’s biggest garden party. It’s a unique
gathering, for a unique business community.
The next generation
The maritime and ocean industries need the best
minds, energy and competency to flourish into the
future. Nor-Shipping 2019 is working to bring
established players together with tomorrow’s
talent, creating an arena for inspiration, influence
and recruitment.
Our new Ocean Now festival in Oslo will help
ambitious start-ups and individuals build their
professional presence, while The Intelligence Hunt
Finals on Friday 7 June will see international
students competing to uncover innovative
solutions to real business challenges. YoungShip,
as ever, will be conducting a range of activities with
the Young@Nor-Shipping programme to support
and showcase upcoming industry talent.
Anyone considering a career in the ocean space,
or wanting to meet those that are, Your Arena for
Ocean Solutions is the next generation destination.
See you in June
This is only the tip of the iceberg. Nor-Shipping
2019 has to be experienced to understand the full
spectrum of players, events, opportunities and
unique potential on show. W
NAVIGO MCL Extra
NAVIGO MCL Extra shows excellent piston
cleanliness on E.R. TALINN at end of trial
inspection in February 2017.

LUKOIL Marine Lubricants Germany GmbH

Phone: +49 40 180 4220 0
luboilorder@lukoil.com
www.lukoilmarine.com
16 BALLAST WATER TREATMENT
 17

Ballast Water
Treatment
After many years waiting for the
ratification of the 2004 Convention,
ballast water treatment has now become
mandatory for all new vessels and a
retrofit deadline programme has been
determined for the existing fleet. In the
US, type-approvals to USCG rules are
being issued to a growing number of
systems. There are still issues to be
resolved and the changes to the IMO
type-approval process may mean more
headaches for system makers. Attention
is now shifting to how the efficiency of
treatment will be policed and enforced
around the globe.
18 BALLAST WATER TREATMENT
More fish in
the sea
By Malcolm Latarche
Lead Editor
ShipInsight
This October the old G8 guidelines for the type
approval process of ballast water management
systems becomes obsolete and in their place the
mandatory Code for approval of ballast water
management systems (BWMS Code) adopted at
MEPC 72 in April 2018 takes effect. At the same
time the delay extended to ships for retrofitting
systems ends.
That means that over the next five years there
will be a boom in retrofitting ballast systems but
unless there is another newbuilding surge
thereafter, the market will shrink to something like
2,000 systems per year. That will mean a big
shakeout will be on the cards for system makers.
No doubt some manufacturers will decide earlier
than others to quit the race, especially as there is
now a very small window before they must put
their systems through the revised G8 type-approval
process.
The unexpected extension granted by the IMO
in 2017, will have come as a bonus to owners of
older ships allowing some to have systems fitted as
late as September 2024 so a large proportion of the
retrofit market has been lost. Another slice of the
retrofit market could be lost to similar risk area
(SRA) exemptions. Around the globe a large
percentage of seaborne trade is conducted in areas
where species transfer occurs under natural
conditions and ships’ ballast is therefore not a
vector for invasive species.
Such exemptions would require co-operation
between states and the cost of carrying out the
work may be an excuse for some states to decide
against. However, one assessment has been carried
out in the Baltic Sea as a pilot project aimed at
establishing best practices for co-operation.
Another is being carried out in South East Asia
involving Indonesia, Malaysia, Singapore, Thailand
and Vietnam.
There has been no indication of exactly when
the first SRA will be declared or if other countries
are considering following the lead taken by the first
pioneers, but many short-sea owners are banking
on them in the medium term. An occasional voyage
outside of an SRA could be allowed for by use of a
port-based treatment system.
Few expect a return to the newbuild levels of
the first decade of the century and suggestions are
that a very good year would see between 2,000 and
3,000 ships joining the fleets. That in itself would
be too low a level to keep all system makers in
business. And since it would also include a large

number of vessel types such as tugs, workboats and
domestic ferries that do not have ballast systems
and a similar number that might be destined for
trading only in SRAs or to ports with shore-based
facilities, then the remainder that do require a
treatment system to be installed could account for
just a thousand or so.
Quite clearly this level of work would not be
sufficient to ensure the survival of all those
manufacturers that are currently positioning
themselves for the retrofit market. There will
therefore likely be many failures, mergers and
consolidation that will need to take place once the
initial rush is over. Even the system makers
themselves accept this reality and most believe
that the final market will shrink to just 10-15 active
suppliers.
Even so there are still newcomers who believe
that they have a chance to enter the market and are
pushing ahead with development and type-approv-
al. One of these is FlowSafe Technologies, a
Cyprus-based organisation with an electrochlorin-
ation system that applied for basic active substance
approval at MEPC 74 in May. Another newcomer is
Israel-based Atlantium Technologies whose
19
Purestream UV system has already completed the
validation and land-based testing for the IMO and
USCG type-approval. Ship board testing is due to
start soon.
Although only around 10% of all ships call at US
ports, USCG type-approval for a system increases
its attractiveness to shipowners. As things stand in
mid-April some 17 systems have been granted US
type-approval and another seven have applications
pending. The systems involved are already
considered as being market leaders and cover both
of the main technologies – UV and electrochemical
– and cover a wide range of flow rates meaning
there are systems suited to most vessel types and
sizes.
The success of any system is never guaranteed
and with a limited market and what may be a
growing number of choices, shipowners need to
carefully consider which may be best suited to
their needs. The wrong choice could represent a
major problem for the owners of new ships now
being delivered, particularly if those systems
chosen have a relatively high degree of sophistica-
tion. In such cases maintenance spare parts and
service assistance will not be guaranteed necessi-
tating the use of alternatives.
20 BALLAST WATER TREATMENT
The unexpected extension
granted by the IMO in 2017, will
have come as a bonus to
owners of older ships allowing
some to have systems fitted as
late as September 2024.
It could well be that in some cases where
non-OEM spares are used the type approval and
therefore the legitimacy of the system could be
compromised. The financial collapse in 2017 of the
OceanSaver system which at the time was one of
just five with USCG type-approval shows how
precarious the market is. The US type-approval
alone should have ensured a reasonable level of
sales but other factors relating to development and
sales were clearly overwhelming.
In the event, the OceanSaver system was
acquired by a fellow Norwegian marine equipment
supplier IMS Group and remains available and
supported. Following this development, the USCG
took the unusual step of explaining what happens
if a manufacturer of US type-approved equipment
goes out of business.
Apparently, all equipment manufactured
during the validity of the type approval certificate
remains “Approved” as long as it is manufactured,
installed, and operated according to the terms of
the type approval certificate. Any maintenance and
repairs to this equipment must also be performed
in accordance with the manuals and components
specified as part of the type approval. If the
equipment fails to operate and parts from the
original equipment manufacturer are no longer
available, then the equipment is no longer
operating under its type approval and must be
replaced.
USCG Type approval certificates are issued for
five years. After five years, only the manufacturer
listed on the certificate can request renewal
although it is possible as in the OceanSaver case for
a company acquiring the named manufacturer to
apply for a change in certification. After a period of
five years, if not renewed, the certificate will be
placed in an “Expired” status. At this point, the
product is no longer approved for production, but
items manufactured prior to the expiration of the
approval remain “Approved” as described above.
To ensure that any system to a ship planning to
trade in US waters for a reasonable number of years
will mean that the operator must ensure that OEM
spare parts necessary for type approval will
continue to be available for the lifetime of the
equipment. That suggests that shipowners need to
make their choices based on the survivability of the
OEM when only newbuilding installations are
available. That may not be an easy task, but it
should help manufacturers who can demonstrate a
fair degree of staying power.
Keeping its customers satisfied is another way
to improve a manufacturer’s chance of survival.
Exactly what assurances have been given to owners
who have already fitted systems we cannot know,
but some companies did make public their
commitment. As long ago as 2007 when Alfa Laval
set out on the type-approval path for its PureBallast
system, the company guaranteed buyers a refund
of the system cost if type approval was not granted.
Other makers may not have made public
announcements, but some have demonstrated
commitment to existing and potential new
customers. RWO was one of the first to gain IMO
type approval for its CleanBallast system and
notched up several system sales in the early days.
However, as ratification of the ballast convention
became more and more delayed, in 2015 the
company suspended market activity.
The CleanBallast also had US AMS status
suggesting that the sector for ships trading to the
US was important to it. However, the AMS
concession is to end soon and this year, RWO has
ended its market suspension and applied for US.
The unexpected extension granted by the IMO in
2017, will have come as a bonus to owners of older
ships allowing some to have systems fitted as late
as September 2024 S type-approval fulfilling an
obligation to existing customers. It has also
resumed marketing of its system and will probably
pick up more users. One element of its re-awak-
ened interest is an application for revised type
approval under the new IMO G8 procedure which
will be necessary for continued sales after October
this year. W
22 BALLAST WATER TREATMENT

Ballast treatment
enters a
new phase
By Malcolm Latarche
Lead Editor
ShipInsight
After a long delay the 2004 Ballast convention
entered into force on 8 September 2017, after that
date all new buildings with a keel laying on or after
that date are required to be fitted with a ballast
water treatment system at delivery. For most
existing ships the requirement to fit systems would
begin after 8 September 2019 and run to 2024.
At MEPC 72 it was agreed that a review and
amendments to the convention would likely take
place in the autumn of 2022. This would allow for
three years of data from an earlier experi-
ence-building phase (EBP) running from 2017
through to 2020 and 18 months of analysis of data
gathered.
It is during this period that the arguments put
forward by shipping bodies about the effectiveness
of treatment systems and the troubles experienced
when operating them will finally be proved right or
wrong.
The main issue with ballast treatment is that to
the naked eye, deciding whether a system is
effective or not in removing microscopic organisms
is practically impossible. Crew can monitor and
measure the flow rate of ballast and will know if a
filter is blocked but not if it is worn to the point
where it allows larger organisms through the
screens. Crew can also check the salinity of the
water so would likely know if the water is outside
23
the parameters the electrochlorination or electroly-
sis type system is able to operate with. Similarly,
they might be able to determine if the water is too
turbid for a UV system to work effectively.
Unlike monitoring exhaust systems where gas
detecting sensors can measure very small changes
in the make-up of the exhaust or treating bilge
water through a separator equipped with a 15ppm
alarm, determining if ballast water meets the
convention requirements is not possible on a
continuous basis. In fact it is almost impossible to
even know if a system is operating as it is meant to.
The new IMO G8 Guidelines for system
approval adopted in 2016 should tighten up the
type-approval process but even here it is recog-
nised that not all systems will work under all
circumstances. And yet, to satisfy the Convention,
a ballast discharge must comply with the D-2
standard throughout the life of the ship. Under the
new G8 process, system makers are expected to set
out in operating manuals, the circumstances under
which a system may not or cannot effectively treat
the ballast. That is well and good but it offers no
assistance to crews as to what to do under the
circumstances.
So it is clear that while the IMO recognises that
systems may sometimes not be capable of meeting
the discharge standard, the ship is not excused
24 BALLAST WATER TREATMENT
from doing so. For their part, ships’ crews should
generally be capable of operating the equipment on
board and to understand when it is not working
correctly as regards pumping or flow of the water.
Almost nobody expects that when ships are
obliged to use a treatment system there will be no
PSC inspections of the system operation and its
ability to meet the discharge standard. Sampling by
PSC inspectors will usually involve laboratory
testing with the results known only after what may
be a considerable delay. All of which leaves
shipowners open to penalties if the treatment
system is defective for any reason.
Despite assurances to the contrary, there are
many experts who argue that a 100% kill rate is an
impossible target for any system. That should be a
worry for owners as PSC authorities are not known
for their leniency and in certain cases, failure to
meet requirements is seen as a revenue stream for
governments and regulatory bodies as many
owners who have fallen foul of ISM inspections can
testify. The IMO may talk about contingency
arrangements but it has no control over the action
of governments who do not wish to fall in with
those arrangements.
Several of the system makers have integrated
data recording into the control of their products
allowing ships to prove when and where ballast
treatment was carried out. However, while some
systems will also record chemical dosing and other
operational parameters, none so far include any
form of analysis of treated water to determine
effectiveness.
This could prove problematic for operators if
PSC testing shows that the treatment standards
were not met. However, a number of specialist
companies have developed products which are
claimed to allow testing for some organisms
present in ballast water. Although these devices do
not test for every organism or bacteria mentioned
in the IMO convention or US regulations, the
presence of any living organisms in the range that
can be tested for will be an indication that the
system is not working effectively.
Some system makers are discussing with these
specialist testing companies concerning incorpo-
rating their products into systems and this may
well be something that all system makers are
obliged to adopt in future. Importantly, some PSC
authorities are also taking an interest in the testing
systems and some have even committed to using
one or other of them for PSC purposes. If the
authorities are convinced of the effectiveness of
testing systems, they will be more likely to accept
results of onboard testing using essentially the
same equipment.
It is inevitable that during normal operations,
some ballast systems will suffer malfunctions.
Some of these may be minor irritations but on
occasions it is likely that the system will become
incapable of treating ballast at all. Under such
circumstances, a contingency plan is an essential
element that should be incorporated into the ship’s
Ballast Water Management Plan (required as part of
the IMO Convention regulations) and into the
ship’s standard operating procedures.
For ships engaged on long ocean voyages, there
will be at least some opportunity to carry out
ballast exchange using the IMO D1 standard.
However, while there is now an international
convention in force requiring ships to treat ballast
to a standardised level, port states are free to set
their own regulations covering discharge into
territorial waters.
This is not so much a failing of the convention
itself but of the system and charter under which
the IMO operates and where it is powerless to
regulate for states as it does for ships.
There is currently no compunction on ports to
make emergency treatment systems available but
that is something that may change in the future. The
probability of it happening may increase after the
results of the experience building phase are known
after 2022. If it is demonstrated that there is a high
degree of non-compliant samples taken from ships
which are employing best practices, that may add
credence to shipowners’ claims that a high number
of systems do not perform in practice as well as they
should. There would then be a need for some
recognition of the fact that with the best will in the
world, shipowners cannot always meet their
obligations under the convention. W
Smaller footprint
for a perfect fit

Alfa Laval PureBallast 3 Compact flex

Compliance is the goal in ballast water treatment, but
the first task is fitting a treatment system on board.
Alfa Laval PureBallast 3 Compact flex is the answer
to your space and flexibility needs – especially when it
comes to retrofits. Based on loose components, it packs
the leading ballast water treatment technology into the
market’s smallest footprint. And with its plug-and-play
design, it substantially reduces installation costs.
In fact, the only thing big about PureBallast 3 Compact
flex is the peace of mind it offers. To see why, visit
www.alfalaval.com/pureballast
Come join us at Nor-Shipping, Stand E02-25, 4 –7 June
in Oslo, Norway.
26 COATINGS AND CORROSION
 27

Coatings and
Corrosion

Coatings, inside and outside every area

of a vessel, protect it against the scourge
of corrosion and damage from cargoes of
all types. Coatings or some other option
below the waterline, whether anti-fouling
or foul release, have been essential for
efficient operations throughout history.
The technological development of
coatings needed since the ban on TBT is
continuing and so are the means of
assessing performance. This may prove
even more important as possible
regulation on fouling looms.
28 COATINGS AND CORROSION
From bags to
microplastics:
sizing up a
pollution
problem
By Paul Gunton
Technical Editor
ShipInsight
Plastic pollution in the oceans is rising up the
environmental agenda worldwide, but a news
item this week, an advisory report last week and
an IMO paper the week before that have helped to
give it a particular focus, prompting this
ShipInsight review of current concerns.
The news item reported that the D’Bone
Collector Museum in the Philippines had recovered
a dead whale last Saturday on 16 March that was
found to have 40kg of plastic bags in its stomach,
causing it to starve to death. Marine plastic waste is
a particular problem in the region, the news item
said, citing a 2015 report that credited China,
Indonesia, the Philippines, Vietnam and Thailand
as accounting for about 60% of all the plastic waste
that ends up in oceans.
That is an alarming figure and, in any develop-
ing area of research and potential regulation,
figures matter. So a report published a few days
earlier by the Joint Group of Experts on the
Scientific Aspects of Marine Environmental
Protection (GESAMP) that looked into the difficul-
ties of monitoring plastics in the ocean should be
welcomed.
GESAMP marks half a century this year of
providing advice to the UN system on the scientific
aspects of marine environmental protection. Its
latest 123-page report, Guidelines for the Monitoring
and Assessment of Plastic Litter in the Ocean, says
that “the need for greater harmonisation of
methods has become more critical with the
adoption of the UN Sustainable Development Goals
(SDGs).”
Any researchers into marine plastic waste from

now on should heed GESAMP’s goal of promoting a
harmonised approach to sampling programmes so
that consistent decisions can be taken.
There can be some practical difficulties in
taking samples, however, before any thought can
be given to how the data will be analysed. A report
published in February 2018 by Eunomia Research
and Consulting of the UK for the European
Commission’s DG Environment included a
remarkable reference to an earlier study that found
paint flakes in fish that, their analysis later showed,
had come from the two survey vessels conducting
the research.
It is not just in fish where hull coatings are
posing a problem. Microplastics from marine paint
have been detected in the Arctic in recent years,
first reported in a study published in October 2015
while, in the same month, another study found
that ship paint particles accounted for the majority
of microplastics detected in water samples taken
along South Korea’s west coast.
It is against this background that IMO
published a report, Hull Scrapings and Marine
Coatings as a source of Microplastics, on 6 March,
funded by the UN Environment-led Global
Partnership for Marine Litter. It is a literature study
rather than original research, but its findings are
dramatic. Over 95% of marine waste consists of
29
plastics, it says, commenting that in the past,
although plastics “were previously regarded as an
eyesore, but of little significance as a pollutant, it is
now recognised that uptake of plastics can impact
species and communities directly and that they
may bioaccumulate or be directly taken up by
humans.”
As for marine coatings, “the issue of plastics has
seen limited attention,” it says. The authors found
research into how coatings behave in service and
which describe how they emit copper and biocides
from vinyl and epoxy coatings, but “the research
reviewed did not consider microplastics release,”
the paper says.
That is starting to change. ShipInsight contact-
ed some of the major paint makers for this article
and Hempel’s regulatory affairs manager for
health, safety and the environment Gareth Prowse
said the company has been following the IMO and
EU discussions and has been collaborating on two
studies on the topic, at Aalborg University and with
the Alfred-Wegener-Institut in Germany.
“Other research states that paint flakes come
from a variety of sources, not just the marine
coating industry,” he told ShipInsight, in particular
shipyards, “where application and removal
processes can lead to significant losses of coatings
to the environment if they do not conscientiously
30 COATINGS AND CORROSION
manage their waste.”
For its part, Hempel is investigating ways to
optimise its formulations so that overspray waste is
minimised and, in use, “to ensure that potential
releases to the environment are controlled as much
as possible.”
A director of another manufacturer said that
the IMO report had led to some “internal exchang-
es of ideas” at his company and believed it “has
done its job” in bringing this concern to paint
makers’ attention as they develop future coatings.
But he was unsure what could be done to solve the
problem. “It would be a monstrously huge
exercise” that would need years of research, he
said, to define standards and apply them interna-
tionally and locally to develop new coatings.
He also suggested that conflicting environmental
risks would have to be balanced against each other. If
Other research states that
paint flakes come from a
variety of sources, not just the
marine coating industry.
a ban on paint that could shed microplastics meant
that ships had less antifouling capability, “that will
cause huge amounts of environmental damage. Paint
makers will always say that any antifouling paint is
an environment-friendly product because it reduces
fuel consumption,” he said.
IMO’s report makes clear that any such choice
is a long way off. “This study identified important
data gaps and made suggestions for subsequent
research into whether ship coatings are an
important source of microplastics to the ocean,” its
summary says. If they are, it goes on, “the overall
relative contribution to ocean microplastics from
ship coatings, as well as the individual contribu-
tions from the normal use, maintenance and
cleaning of coatings, need to be determined as the
first step in further research efforts with a view
towards informed management.” W

Shaping hull
performance
By Andreas Glud
Group Segment Manager, Dry Dock,
Hempel A/S
In just a few months time on 1 January 2020, the
IMO’s global sulphur cap comes into effect and
ships will only be able to burn fuel with a sulphur
content of 0.5% m/m.
While some shipowners and operators across
the industry have installed or retrofitted scrubbers
on board their vessels to meet the new regulations,
many more will be reliant on the availability of low
sulphur fuel oil. Demand is likely to be high with
prices following.
Whichever method of compliance shipowners
or operators have chosen, operational costs are
increasing in a market where demand and global
trade volumes are far from certain. As a result,
keeping costs low, managing operational capacity
successfully and ensuring maximum shipping
efficiency are going to be top of mind for shipown-
ers and operators for quite some time.
One of the first places to start is by looking at
hull performance. Any ship in water attracts
fouling and fouling creates frictional resistance
which means that vessels must burn more fuel to
counter the resistance and maintain a given speed.
It is acknowledged that fouling on a ship’s hull
creates drag which leads on average power increase
requirement of around 18% over five years. This
means more fuel is needed to maintain speed,
which increases the vessel’s environmental
emissions and the associated financial cost.
For today’s shipowners and operators, investing
in a good antifouling or a fouling defence solution
is an essential operational cost just to maximise a
31
vessel’s fuel efficiency and performance. But to
fully understand whether a vessel is performing
well, shipowners, operators and managers need to
establish clear benchmarks and measurements to
work from, giving a base line to improve upon.
Worldwide coatings manufacturer Hempel has
been researching shipping efficiency for many
decades, with many years of research and develop-
ment dedicated to the subject.
ISO 19030 is the international standard for
performance monitoring, using sensors to measure
changes in the condition of underwater hull and
propellers and the resulting frictional resistance
over their lifespan. Using this information, the
standard then sets out the performance indicators
for hull and propeller maintenance, repair and
retrofit activities.
When it was launched in 2016, only 15% of the
global fleet could meet the requirements of the ISO
19030-2 standard. As a result, Hempel took the
basic principles of the standard and developed
them to offer customers a tailored hull perfor-
mance package, supported by a dedicated Hempel
performance analyst.
Launched last year, SHAPE (Systems for Hull
and Propeller Efficiency) is a service that uses
performance monitoring and analysis, combined
with advanced hull coatings to offer shipowners
and operators outstanding hull and propeller
efficiency. The combination of detailed data
gathering, expert analysis, conclusive advice and
data driven solutions all combine to deliver a solid
32 COATINGS AND CORROSION

return on investment. The SHAPE process is

structured around six key stages which can be
applied to every vessel;

• research is conducted to establish the vessel’s

specific speed power reference curves;
• the vessel’s in-service data is collected;
• the data is cleansed and purified to eliminate
extreme operating conditions and to remove
the effects of environmental factors;
• the vessel’s precise speed loss calculations are
calculated;
• four key performance indicators are developed
from the data. This is a critical measure to
understand the vessel performance and its
fuel efficiency as power increase and speed
loss are directly related;
• lastly, the SHAPE team will advise the ship
owner or operator on the decisions that will
impact on the vessel’s fuel efficiency.
SHAPE’s four KPIs cover every stage of the vessel’s
lifecycle, and the resulting detailed data is used to
make changes that deliver fuel efficiency, tailored
to each vessel’s specific needs:
• dry docking performance – which calculates
the changes in hull and propeller performance
over drydocking periods;
• in-service performance – which calculates the
effectiveness of the vessel’s hull and propeller
solutions;
• maintenance trigger – which calculates the
change in hull and propeller performance over
a given period between drydocking and
in-service use;
• maintenance effect – which calculates the
change in hull and propeller performance
before and after a maintenance event.
This process is so much more than performance
monitoring. Whatever the age, size and operating
patterns of the vessel, Hempel’s SHAPE combines
all the elements of efficiency optimisation: high
quality data gathering, expert analysis, decisive
advice and world class hull coatings to offer real
and valuable fuel efficiency intelligence.
This in depth analysis enables Hempel to offer
tangible solutions and to share best practice with
shipowners and operators. The vessel’s efficiency
can be significantly improved by firstly applying
the correct coating solution, but then by using the
big data intelligence to optimise every vessel’s hull
and propeller performance. This offers real savings
regardless of the age, size or operating pattern of
the ship and using the same methodology, those
savings can be refined and delivered year on year.
With operating costs set to increase from 2020
as fuelling costs rise, by using the SHAPE system
shipowners and operators can make intelligent
performance-based and data-driven decisions to
maximise their fleet’s productivity and efficiency,
and to effectively manage operational performance
whatever market conditions are ahead. W
Meet us at Nor-Shipping 2019, stand D02-27
34 NE XT GENERATION SHIP AWARD 2019
 35

Next
Generation
Ship Award
2019
Encouraging efforts in areas critical to
our industry’s future is the motivation
behind the Nor-Shipping Awards
programme.
For Nor-Shipping 2019, innovative ship
design and young entrepreneurship are
in focus, each with its own award. An
independent jury for each award has
been engaged to ensure access to the
unique competence needed to evaluate
candidates. Organizations represented
include, among others, DNV GL, Grieg
Group, Torvald Klaveness, Carbon War
Room and SINTEF Ocean.
36 NE XT GENERATION SHIP AWARD 2019

Meet the
contenders for
the Nor-Shipping
Next Generation
Ship Award
By Malcolm Latarche
Lead Editor
ShipInsight

Entry to the award is open to all vessels that have
either been delivered or which have undergone
major conversion since the 2017 Nor-Shipping
Exhibition, or that are scheduled for delivery
within three years of the 2019 event.
Nor-Shipping’s expert jury has studied all the
entries looking for the project demonstrating the
greatest advances and innovation in design,
assessed with respect to energy efficiency,
innovation, suitability and flexibility, technology
utilisation, safety and security and environmental
sustainability. All ship types were given equal
consideration, regardless of size or segment.
As is usual with the Award, there were entries
from around the globe although Norwegian ships
and designs were not surprisingly prominent.
Included in the entries were ships being built in
Norway, Turkey, China, Japan, South Korea and
elsewhere. As allowed for in the rules, there were a
number of retrofit and conversion projects all of
which fit in well with the sustainability aspect of
the award as the projects not only extend life but
were done with a view to improving environmental
and operational efficiency.

As for ship types, many different sectors were
represented with entries from the ferry, expedition
cruise, general cargo, ro-ro, tanker, gas carrier,
fishing and patrol segments. The eclectic mix of
ships did not make the jury members’ task in
selecting a single winner easy.
The winner and the other three short-listed
candidates will be featured in the halls of the
Nor-Shipping exhibition after the winner is
announced at the opening ceremony hosted by the
mayor of Oslo at the Oslo City Hall on the evening
before the exhibition formally opens.
EcoFlettner/Fehn Pollux (Pictured above)
Fehn Pollux is a 1996-built 4,211dwt general cargo
ship which has been retrofitted with the light-
weight EcoFlettner rotor. In perfect wind condi-
tions the EcoFlettner produces a maximum thrust
37
in close to optimal wind conditions. The
EcoFlettner produces a thrust equivalent to about
700 kW main engine power output. This is in the
same range as the main engine power output under
service conditions.
That means for Fehn Pollux a saving of over a
0.5 tonne of MGO or in other words a fuel and
emission reduction of about 15% on average under
medium wind conditions.
On Fehn Pollux understanding of how to get the
best from the rotors is a combination of crew
training and the application of a novel monitoring
and control system which allows an automated
rotor operation controlled by a tailor-made user
interface installed on the bridge. The system is
complemented by an advanced routing system
developed in parallel within the MariGREEN
project.
38 NE XT GENERATION SHIP AWARD 2019
The new battery hybrid system
also has a direct positive impact
on the main machinery operation,
resulting in fewer running hours
and consequently lower
maintenance time and costs.
Hagland Captain (Picture below)
The installation of a Wärtsilä battery hybrid
propulsion solution on the 2012-built 4,699dwt
general cargo ship will significantly enhance the
ship’s environmental performance by reducing its
emissions, fuel consumption, and noise. Included
in the retrofit are a battery package, a shore power
connection to provide power for loading/unloading
operations and for battery charging, a new
reduction gear with power take-off (PTO) and
power take-in (PTI) technology, and an SCR NOx
system. It is estimated that the total reduction in
nitrogen oxide (NOx) emissions after the retrofit
could be as much as 80 to 90%, while overall fuel
cost savings are expected to be in the range of 5 to
10%. The hybrid propulsion will allow port
movement on battery power alone.
The short sea trade has a large environmental
impact for port cities around the world. Hagland
Captain will thus set a new benchmark for this
trade with hopes that more vessels will follow.
Teekay E-Shuttle tankers
A series of hybrid Suezmax shuttle tankers under
construction at Samsung. Teekay’s new “E-Shuttle”
tankers will operate on both LNG as the primary
fuel, and a mixture of LNG and recovered volatile
organic compounds (VOCs) as secondary fuel, with
MGO as backup.
VOCs are produced in a gaseous state from
evaporation occurring in the oil cargo tanks. This
mixture of VOC and LNG as fuel enables the new
shuttle tankers to travel from the oil fields on their
own waste gas rather than releasing it into the
atmosphere. This will reduce both emissions and
bunkering requirements considerably. In fact, by
reusing those VOCs as a fuel, the annual emissions
can be reduced by 42%. But the positive benefits
don’t stop there. The new battery hybrid system
also has a direct positive impact on the main
machinery operation, resulting in fewer running
hours and consequently lower maintenance time
and costs. Further, safety is enhanced by the
batteries assisting in DP mode thus allowing for
immediate power when needed.
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40 NE XT GENERATION SHIP AWARD 2019
When it comes to efficiency,
there are also two batteries
on board which provide
instantaneous power as
needed to meet DP
requirements.
Sajir
This is another conversion project and allows its
owner Hapag-Lloyd to be the first company in the
world to convert a large container ship to LNG
propulsion. This pilot project paves the way for
converting large ships to LNG. Using LNG in the
shipping industry could potentially reduce CO2
emissions by 15 to 30% and sulphur dioxide and
particulate matter by more than 90%.
Hapag-Lloyd will retrofit its 15,000teu ship Sajir
to operate main engine and auxiliary engine as well
as the boiler on LNG. The vessel will be fitted with a
6,500m3 LNG tank and be operated in the Far East
Service. The contract for the retrofitting was signed
in January 2019 with Hudong Zhonghua
Shipbuilding. The conversion will be carried out in
the Shanghai-based shipyard Huarun Dadong
Dockyard Co., Ltd. During its time in the shipyard,
the ship’s fuel system and its existing heavy fuel
oil-burning engine will be converted into an LNG
engine system.
Wind of Change (Pictured left)
This is a Salt 0193 design offshore wind service
vessel being built by Cemre Shipyard in Turkey for
French owner LDA.
As well as state-of-the-art cranes and a heave
compensated gangway, this DP-2 class vessel
features a hybrid propulsion system and the ABB
DC grid and MAN medium speed gen-sets. The
approach of this diesel-electric system increases
safety, cuts operational costs, improves lifecycle
economics and decreases the environmental
footprint. This is a next-generation propulsion
system. When it comes to efficiency, there are also
two batteries on board which provide instantane-
ous power as needed to meet DP requirements. As a
benefit of the batteries, the fuel consumption of the
generators has been significantly reduced, in
addition to energy efficiency, the exhaust
emissions have been significantly reduced. In
addition the diesel engines are prepared to install
SCR in order to reduce the emission of NOx and
SOx.
Libas
Proving that innovation is not limited to commer-
cial, passenger and offshore vessels, Libas has
already staked a claim to fame as the world’s first
LNG and battery-driven hybrid purse seiner
trawler.
Designed by SALT Ship Design and being built
at Cemre Shipyard in Turkey and powered by an
MAN 6L51/60DF engine combined with 500kWh
Corvus battery, Libas is 86m long and has a beam of
17.8m. The ship is equipped as a purse seiner, both
single and double trawling and has additional
energy saving technologies.
One of them saves energy from its winches,
with their surplus energy being, the surplus energy
of the winches will be used as power onboard or to
charge the battery. The other technology is power

generation from the roll reduction tank. When the
ship rolls, water moves into one vortex chamber
and then the opposite side vortex chamber, and
this flow goes into turbines and generates power.
The combination of energy saving measures
means a 15% saving in fuel consumption and, with
the engines running on LNG, an 80% NOx
reduction and a cut of 24% in CO2 emissions.
Victoria of Wight (Pictured above)
Demonstrating that new ferry technologies are not
limited to Norway, the 2018-built Victoria of Wight
is England’s first hybrid energy ferry and links the
Isle of Wight with the UK mainland, sailing
round-the-clock carrying freight, holidaymakers
and local people across the Solent 364 days a year.
Owners Wightlink chose a Wärtsilä integrated
Low Loss system with batteries. While it is
technologically advanced it also had a proven
pedigree of in-service reliability. The vessel has
41
utilised the latest design of Voith propellers with
the most efficient propeller blade design. The use
of energy has been carefully considered and most
efficient use of the generators has been arranged to
ensure they operate at optimum efficiency
simultaneously providing power for propulsion
and charging the batteries.
A two-tier loading arrangement has increased
loading time efficiency ensuring that the vessel can
sail to a timetable that does not require using
additional speed, and fuel, to “catch up”. The
efficiency of loading is assisted by the Cavotec
MoorMaster mooring system which provides a
faster system to secure the vessel.
Pirika Mosiri Maru
Delivered in January this year to NYK Line by
Oshima Shipbuilding in Japan, Pirika Mosiri Maru
is an 89,372dwt New Panamax coal carrier.
The vessel is equipped with a binary cycle
42 NE XT GENERATION SHIP AWARD 2019
Yara Birkeland and the
port infrastructure will
produce no harmful
greenhouse gasses for
the entire operational
lifecycle.
power generation system, an innovative system
that utilises exhaust heat from engine exhaust. The
generated electric power will serve as auxiliary
power and will reduce CO2 emissions by up to
about 2% by decreasing fuel consumption. In the
theoretical calculation, the binary cycle power
generation system improves IMO EEDI reduction
percentage by at least 1 point for this vessel.
The binary cycle power generation system uses
the heat emitted from the ship’s engine, which has
largely gone unutilised in previous vessels of
similar size, as the heat source to generate
approximately 100kW. In addition, the lower
temperature supplied back to the engine through
the turbocharger improves the engine efficiency,
which results in lower CO2 emissions.
The main engines of the ship in actual opera-
tion undergo large load fluctuations. The binary
cycle power generation system can generate
electricity under a wide range of conditions, from
high loads (about 70-90%) to low loads (about
50%).
Diamond Gas Orchid (Pictured below)
A new design of LNG carrier developed by
Mitsubishi Shipbuilding and delivered to NYK Line
in 2018, Diamond Gas Orchid is the first of the
Sayaringo STaGE type. It has a continuous cover
over the cargo tanks, a feature inherited from its
predecesso, “Sayaendo. STaGE is an abbreviation
for Steam Turbine and Gas Engine and is a hybrid
propulsion plant that consists of an ultra-steam
turbine plant on the port side and a combination of
a dual-fuel diesel engine and an electric propulsion
motor DFE-PEM plant, on the starboard side.
The exhaust-gas and jacket waste heat from the
DFE are recovered to heat the feedwater going
toward the UST plant. In the UST plant, the heated
feedwater flows to the boiler to generate steam for
driving the turbine. The electricity generated by the
DFEs drives the PEM. Ordinarily, a huge amount of
waste heat from DFEs is dumped into the exhaust-
gas and jacket cooling water but the STaGE plant
uses the waste heat to heat the boiler feedwater,
enhancing the plant’s total efficiency. The waste
heat from the DFEs is also recycled to generate
auxiliary steam as well as the drive steam for the
main turbine, also enhancing total efficiency.
Yara Birkeland (Pictured opposite)
Possibly one of the most heralded new ships, Yara
Birkeland will be the world’s first fully electric, zero
emissions and autonomous container ship. The
move to all electric operations also extends onto
land. Loading and unloading will be done automat-
ically using electric cranes and equipment. The
ship will also be equipped with an automatic
mooring system. Powered by hydro-electric and a
battery energy storage system, Yara Birkeland and
the port infrastructure will produce no harmful
greenhouse gasses for the entire operational
lifecycle.
Under-construction by Norwegian shipbuilder
Vard, Yara Birkeland will be one of the first
Maritime Autonomous Surface Ships (MASS) to

enter commercial operations. The move to
unmanned operations will be phased, giving Yara
International and Kongsberg time to test the
advanced systems that enable operation without a
human at the helm. When delivered from the yard
early in 2020, Yara Birkeland will be a manned
vessel. Autonomous functions will gradually be
implemented, tested and validated, with the target
of performing fully autonomous unmanned
operations by 2022.
In total, three centres with different operational
profiles are planned to handle all aspects of
operation including emergency and exception
handling, condition monitoring, operational
monitoring, decision support, surveillance of the
ship and its surroundings and all other aspects of
safety.
AET Shuttle tankers
Samsung is building two of the world’s first LNG
Dual-Fuel Dynamic Positioning Shuttle Tankers
(DPSTs) for leading shipowner AET. Described as
43
exceptionally fuel-efficient, the twin-screw vessels
will feature low pressure two-stroke WinGD main
engines and Wärtsilä DF auxiliaries. In addition to
running on LNG, an onboard Volatile Organic
Compound (VOC) Recovery Systems will also
capture and convert liquid VOCs from oil cargoes
for reuse as a supplementary fuel for propulsion
and power generation.
This combined VOC and LNG propulsion
capability will save an estimated 3,000 tonnes of
fuel every year and reduce CO2 emissions signifi-
cantly. The ships will have two shaft generators
driven by the main engines which in combination
with a DC Grid system will save a further 1,000
tonnes of fuel annually.
In terms of hull performance, the hull form has
been optimised with 2.7% performance improve-
ment from the base model by modifying the hull
volume distribution as well as the shape of the
skeg, forward and aft hull shape. Meanwhile, the
appendage of the ship is also optimised with a 5.7%
performance improvement from the base model by
refining several items, i.e. thruster tunnel, rudder
angle and introduction of a rudder bulb. The hull of
the vessels has been designed with superior
44 NE XT GENERATION SHIP AWARD 2019
specification of 30 years fatigue life based on North
Atlantic and North Sea trade.
LNT Marine – LNT 45 gas carrier (Pictured above)
After nearly 10 years of development, a new state of
the art environmentally friendly 46,000m3 LNG
carrier design, based on the innovative LNT A-BOX
containment system is being built for Saga LNG
Shipping and will be delivered from China
Merchant Heavy Industry (Jiangsu) during first
half of 2019.
The primary driver behind the development of
the new type of LNG carrier, has been to introduce
an LNG ship design that will enable more
shipyards, without LNG experience, to build LNG
carriers. The fundamental characteristics of the
LNT A-BOX containment system have made this
possible. Swedish design house FKAB has been
responsible for design of the vessel while LNT
Marine, holder of the LNT A-BOX technology, have
been exclusive provider of a complete containment
system package delivery.
The ship will have a medium speed four stroke
dual fuel main engine, combined with an electric
shaft generator/motor mounted on a reduction
gear with PTO/PTI, and a single screw controllable
pitch propeller. The main engine and shaft
generator are dimensioned such that in normal
load condition, the PTO is able to produce all
propulsion and electric auxiliary power required
during seagoing operation. Best possible IMO
efficiency indexes have been emphasised through-
out the design process to limit emission of
greenhouse gases and particles when the vessel
enters into operation.
Stena Jutlandica
This is another of the entrants that has taken
advantage of the criteria allowing retrofit and
conversion to be eligible candidates.
The hybrid conversion of the 1996-built Stena
Jutlandica is a first step of three in Stena Line’s
battery plan. A 1MWh containerised Energy Storage
System installed on-board the large ro-pax and
replacing two auxiliary engines during manoeu-
vring show conversion to hybrid design is possible
as a retrofit on existing vessels. The ship has an
LOA of 185m and performs more than 300 sailings
per year connecting Gothenburg and Fredrikshavn,
both ports with significant urban areas.
 45

The ship itself is an aluminium

and glass structure designed
By installing a containerised battery solution
in a way that gives each of the
on-board, the ship can use electricity when 140 passengers first-row seats
manoeuvring in port and as a safety back-up, to take in nature and the
preventing the risk of black-out, in narrow
experiences at sea.
passages. It also reduces noise when operating in
city areas.
The battery is charged by shore side electricity
as well as during steaming when it acts as a peak
shaver for auxiliary engines - providing power
when needed and charging when surplus power is
produced. The project expects to save 500 tonnes
of fuel per year and is to be followed by a larger
installation around 2021-2022 where one main
engine will be replaced by electricity.
The project has received support from the
Swedish Maritime Administration as well as the EU
and has a total budget of about €2.5M.

Brim Explorer (Pictured right)

This entrant is a new vessel design for a new
operator of Arctic passenger services in Norway.
The vessel is designed for silent, electric-pow-
ered sightseeing in the Arctic. Starting with an
optimal hull design for an electric driveline and fit
for sailing in Arctic waters, the ship itself is an
aluminium and glass structure designed in a way
that gives each of the 140 passengers first-row seats
to take in nature and the experiences at sea.
The ship is equipped with an 800kWh battery
pack, optimal for slow charging overnight, with the
flexibility to charge in most ports in Norway
without large investment in charging infrastruc-
ture. Fully charged it can sail for a whole day of
sightseeing, up to 10 hours with a cruising speed of
10 knots. Adventure tourism is expanding both in
Norway and internationally, and there is a growing
market for green tourism and sustainable alterna-
tives at sea.
The operator is recruiting 10 employees to
operate the first ship for a year with a second
scheduled to be finished in 2019.
In addition to the ship being a technical
innovation, Brim will offer a unique tourist
experience through the use of underwater
microphones, cameras and drones. Adding this
extra dimension allows passengers to see what is
happening both below and above the surface.
OV Ryvingen
The newest vessel for the Norwegian Coastal
Adminstration, OV Ryvingen, features several
unique innovations for a multipurpose work vessel
enabled through a holistic design process with
close cooperation between owner, yard and system
supplier. The vessel was constructed at Fitjar
Mekaniske Verksted, and it is scheduled to start in
full operation in early 2019.
A six-cylinder medium speed-engine running a
newly developed dual generator system replaced
four high-speed engines in earlier similar craft. It
will have an overall fuel-reduction of 35% and 50%
emission reductions compared to NCA’s 6-7 year
old vessels while performing the exact same duties
and at the same time reduce the amount of engine
running hours by 86%.
This new 46m long hybrid vessel also features
the largest battery installation in the world
46 NE XT GENERATION SHIP AWARD 2019
Fuel for the engines is stored
in two LNG tanks but each
engine has its own fuel
supply system conferring an
exceptionally high degree of
redundancy for the ship.
compared to the vessel’s size (3MWh), enabling
several hours of continuous all-electric operation.
The propulsion system is optimised through an
integrated DC-distribution system (SAVe CUBE)
and the world’s first commercial permanent
magnet azimuth thrusters.
It will operate at different areas along the
Norwegian coast and has a versatile shore connec-
tion installed that can utilise a range of voltage and
frequency levels depending on what’s available.
NSK LFC 4300 LNG
This is the world’s first LNG hybrid wellboat for
operation carrying live fish at the Nordlaks fish
farm in Norway.
The well boat is 84m long and 19 meters wide
and is equipped with the latest technology for
handling fish and water quality. The well boat has
the capacity to carry over 600 tonnes of live salmon
and also has very good facilities for the crew. It is a
hybrid/LNG propelled vessel being built at the
Tersan shipyard in Turkey to a design by
Norwegian ship designer NSK.
Rolls-Royce was commissioned to provide
equipment for the vessel including four Bergen gas
fired main engines and a propulsion and Dynamic
Positioning system, although the latter two will now
be provided by Kongsberg after its acquisition of
part of the Rolls-Royce business. Fuel for the
engines is stored in two LNG tanks but each engine
has its own fuel supply system conferring an
exceptionally high degree of redundancy for the
ship. The quartet of engines is complemented by a
large battery pack and shore power connection
which will add to the redundancy of the ship and
allow for completely emission free operation under
some circumstances.
World Explorer
Under construction at Portugal’s WestSea Viana
Shipyard, the 9,300gt expedition cruise ship World
Explorer to be operated by Mystic Cruises will carry
200 passengers in one of the most advanced hybrid
ships.
The 126m ship was designed by Italian naval
architect Giuseppe Tringali and features a
Rolls-Royce energy-efficient hybrid propulsion
system. The propulsion system is built around two
Bergen, C25:33L8P main engines and a Bergen
C25:33L6P auxiliary dual generator. They are
connected to a low voltage Kongsberg AFE
‘SAVeCUBE’ power electric system that allows the
engines to operate at variable speeds, maximising
their efficiency for the required power.
The vessel has an electric driven pump jet
propulsion allowing which when operating on
battery power allows silent navigation up to 5 knots
in fjords or close to ice areas. It also allows
Dynamic Position operation without the need of
the main engines and propellers.
Havila Kystruten Ferries (Pictured left)
A series of four hybrid cruise ferries being built by
Norwegian ferry operator Havila Kystruten.
Associated company Havyard Design & Solutions
will deliver the ship design and equipment package
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48 NE XT GENERATION SHIP AWARD 2019
for the vessels which will be built outside of
Norway. Turkey’s Tersan and Spain’s Astillero Hijos
de J Barreras will each build two of the LNG and
battery-powered vessels.
Havyard has carried out an extensive design
process to meet the energy consumption require-
ments on the Bergen-Kirkenes coastal route.
Weather data, sailing schedules, charging possibili-
ties and modern simulation tools were used to
design hull lines that achieved the desired energy
consumption even with a traditional diesel-electric
propulsion system. In addition, LNG gas engines
have been chosen in combination with batteries in
order to minimise Kystruten’s environmental
footprint. This combination means that the
Kystruten vessels can operate with near zero NOx
and SOx emissions, as well as other particle
emissions. A significant reduction of CO2 emissions
has also been achieved.
The Kystruten vessels are also designed for the
use of hydrogen as an energy source. Hydrogen is
being studied in a research project that involves
Havyard and Kystruten, namely the ‘FreeCO2ast’
project, which aims to demonstrate zero-emission
voyages longer than ten hours. Modern heat pump
technology will be used on board in addition to
electric generation of waste heat and the reuse of
heat in different circuits.
G5GG: Grimaldi 5th Green Generation
These are the first units of a new series of 7,800
lane meter hybrid ro-ro ships. The ships are
A significant reduction of
CO2 emissions has also
been achieved.
powered by marine diesels and have scrubbers
installed to remove SOx and particulates.
While at berth, they are capable of meeting the
demands for energy of on-board activities with just
electricity stored in lithium batteries that are
recharged during navigation by shaft generators
and by 600m2 of solar panels.
When sailing they will benefit from two
innovative systems: Peak Shaving and Air
Lubrication. Peak shaving can be obtained once the
batteries have been recharged (even partially) and
will make it possible to keep the load on the main
engine constant reducing all the transients that
cause extra consumption and emissions. The load
peaks will be managed by batteries connected to
reversible-axle alternators, which can work not
only as generators but also as motors. The Air
Lubrication System is an innovation capable of

reducing the friction of the hull, through a flow of
small air bubbles under the “flat bottom” by means
of specific blowers controlled with VFDs (Variable
Frequency Drives). The flow of small bubbles under
the hull is capable of reducing its resistance to
friction. The hull will also be treated with a cycle of
non-toxic silicon paint of the latest generation
based on the concept of “free surface energy”,
characterised by low surface roughness.
The loading capacity of the garages of these
ships is twice that of the largest ships currently
operated by the Neapolitan Group and three times
that of the previous generation of ro/ro ships, but
with the same fuel consumption at the same speed.
Gagarin Prospect
Owned by Russian operator Sovcomflot, the
113,170dwt is the world’s first Aframax tanker
designed to use cleaner-burning LNG as its primary
fuel. It was delivered from Hyundai Samho Heavy
49
Industries in July 2018 and is time-chartered to
Shell for up to ten years. It is the first of an initial
order of six such vessels by Sovcomflot as part of its
‘Green Funnel’ initiative, launched in partnership
with Shell to introduce LNG as a primary fuel for
large-capacity tankers and, in general, for vessels
not tied to fixed routes or set timetables.
With its ice class 1A hull, Gagrarin Prospect is
designed for year-round export operations from
areas with challenging ice conditions. Its equipped
with ice radars and spotlights, ensuring full
compliance with the recently introduced Polar
Code. Its main engines, auxiliaries, and boilers are
dual fuel, capable of using LNG. It is fitted with a
low-pressure X-DF dual fuel engine, to minimise
the emissions of particulate matter. When not
utilising LNG fuel, the installation of Selective
Catalytic Reduction (SCR) technology enables it to
comply with the Tier III regulations governing NOx
emissions. W
A Matter
of Choice
February 2020, London
Shipowners must always make choices: what
ships to run, what trades to enter, what flag to
fly and many, many more.

Some choices are easier than others.

The 2020 ShipInsight Annual Conference will

examine the choices available in some of the
more difficult categories and look at some of the
solutions available in matters such as managing
costs, cutting carbon, controlling corrosion and
other areas where regulation and technology
can sometimes work together but also
sometimes bring contradiction and conflict.

Register your interest to attend at

shipinsight.com/conference.
52 COMMUNICATIONS
 53

Communications

The advent of GMDSS and the

requirement to introduce satellite
communication to ships has triggered a
revolution in marine communications.
Initially it may have been slow to take off
for operational and commercial
applications but that is changing. Driven
by growing use of data from equipment
and system monitoring, for operational
purposes and for crew welfare, ship
operators are making use of new services
such as VSAT feeding a growth in new
equipment and services. With the opening
up of GMDSS to new service providers,
communication options are widening.
54 COMMUNICATIONS
Standards are
needed for
blockchain and
other digital
systems
By Paul Gunton
Technical Editor
ShipInsight
Blockchain systems must be based on underlying
digital standards if they are to operate effectively
in international shipping, believes Thomas
Bagge, CEO of the Digital Container Shipping
Association (DCSA), which was established in
April.
It has set up an office in Amsterdam and
brought together A.P. Møller-Maersk, Hapag-Lloyd,
MSC and Ocean Network Express. It is “in discus-
sions with multiple other container shipping lines
around the globe who are interested in joining and
preparations for membership of two companies are
already ongoing,” according to a statement
marking the association’s establishment on 12
April.
In an exclusive interview with ShipInsight) Mr
Bagge said that the association’s aim is to establish
standards for commercial applications “to make
sure there is interoperability between the various
systems so you can put new technologies like
blockchain on top.”
He expressed concern at the number of
maritime blockchain initiatives currently being
developed – at least four, with others being
planned, he said – and warned that customs
authorities will not want to work with a number of
different blockchain systems “however smart they
are” if they are not compatible with their own
preferred system.
To achieve that, “you have to agree on your data

architecture” and some common formats for basic
parameters such as dates, commodity codes and
geographic identifiers. Otherwise, “the solutions
are going to suffer,” he said.
Already, regional systems are beginning to
emerge. In March, a pilot project was launched at a
seminar hosted by the Marseille Fos port authority,
which is putting money into a blockchain technol-
ogy pilot scheme “to demonstrate enhanced freight
logistics on the Mediterranean-Rhone-Saone
(MeRS) axis,” an announcement by the port said. A
proof-of-concept prototype is due to go live in
June.
One of the largest blockchain communities is
TradeLens, jointly developed by Mr Bagge’s
previous employer A.P. Møller-Maersk and IBM. Its
website states that “over 100 diverse organisations
including carriers, ports, terminal operators, 3PLs,
and freight forwarders” are part of its ‘ecosystem’.
So far, four carriers are using the service – Maersk,
PIL, Seaboard Marine and its most recent recruit,
on 17 April, ZIM Integrated Shipping Services.
55
Another blockchain-enabled platform was
launched in November 2018 - Global Shipping
Business Network – with nine participants, five of
them shipping lines: CMA CGM, COSCO, OOCL,
Evergreen and Yang Ming.
Blockchain consultant Blockchain Labs for
Open Collaboration (BLOC) is involved in some
shipping-related projects, including its first
consortium, set up in March 2018 with the Lloyd’s
Register Foundation. BLOC’s co-founder and CEO
Deanna MacDonald told ShipInsight yesterday that
many in shipping “have quite rightly critiqued the
rush to use blockchain for everything, leading to a
surprising backlash towards a technology that, two
years ago, few in shipping had even heard of.”
She made points that echo Mr Bagge’s, saying
that BLOC makes “open calls for collaboration” and
brings together industry stakeholders “to address
shared friction points across entire value-chains.”
To make them work calls for trust, she said, which
“fundamentally runs counter to many of the
competitive business models in which shipping is
56 COMMUNICATIONS

embedded.” Because of that, “if a single company is

creating a blockchain application that only they
and their customers can use, it’s unlikely to
succeed.”
It is not just blockchain that would benefit from For the first time in 20
digital standards, Mr Bagge said. Monitoring and years, the container
tracking devices, linked to ‘the internet of things’
(IoT) “will only give their maximum benefit to [a
shipping industry has
shipping line’s] customers if you have digital come together with a
standards in place.” common goal to move
For example, if two container lines have a vessel
the industry into the
sharing agreement and do not have the same
technological standards on their IoT devices, digital era.
customers of one the partners whose cargo is
loaded on the other partner’s ships “lose their
visibility [of their shipment] and that doesn’t make
any sense.”
He compared it with the airline industry, which
has code-sharing agreements and alliances
between airlines. “Your check-in is seamless across
multiple airlines and you will still get your loyalty
points and your baggage.” For airline travellers,
that’s never a problem, he said, “but for our

customers, it is an industry problem.”

Now, “for the first time in 20 years, the
container shipping industry has come together
with a common goal to move the industry into the
digital era,” said André Simha, chairman of the
DCSA’s supervisory board and chief information
officer of MSC, in its earlier statement.
Its formal establishment followed approval
from the US Federal Maritime Commission (FMC)
on 14 March, which indicated that it did not
consider the association to be a cartel. Once that
was confirmed, work could begin on developing
standards, Mr Bagge said. Until then discussions
could only be about general topics but since then,
“we have been able to have much more concrete
discussions around specific topics,” such as IT
security and IoT, he said.
These are being conducted by experts drawn
from its members, along with some external
support. Existing standards developed by the ISO
and other bodies will be looked at, he said; “we
don’t intend to reinvent everything.” There is a lot
of potential “for doing things better in our
industry,” he said. “Change will come.” W
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58 COMMUNICATIONS

IT compliance
becomes
mandatory

Is the shipping industry really ready for cloud-

By Tore Morten Olsen based operations? Well, usage of satellite commu-
President Maritime nication is booming and will continue to grow.
Marlink Broadband speeds over 1Gbps are readily
achievable – though only a fraction of that is
needed to connect merchant vessels to the
internet. Quality of Service and Service Level
Agreements are at an all-time high.
A sprawling global industry of developers are

delivering digital platforms and applications with
almost, we’re told, alchemy-like benefits to marine
operations and business. The ducks, it seems, are
all in a row.
So why haven’t we hit peak digitalisation yet?
The IP connectivity that maritime digitalisation
requires to become industry standard is the best it
has ever been with thousands of ships migrating to
high throughput VSAT services every year. Many
owners are opting for hybrid solutions with
multiple frequencies which deliver the resilience
and the confidence to move more vessel and fleet
operations to the cloud. But the process must be
managed, and not every ship owner has a large IT
department capable of delivering enterprise-grade
IT services to a globally distributed fleet of moving
offices.
Essentially, your PC networks on board and
ashore could be what’s holding you back from
going all-in for digitalisation. With potentially
hundreds of connected and constantly moving
‘offices’ all over the world to support, it takes a
special breed to be an IT manager in the shipping
industry. Relatively undemanding tasks on dry
land, such as updating an organisations hardware,
software and network component inventory can
almost be done on autopilot by any competent
team. However, a huge challenge awaits those with
the responsibility to complete such an audit on a
fleet of ships.
Likewise, a simple Windows update at HQ and
across global branches can be conducted with
relative ease, ensuring all PCs are up-to-date and
secure at the very foundation.
A fleet of ships? It could take 18 months to
complete the update roll-out and by that point
there will be several more in the queue. Is it an
on-going, living nightmare for the hardworking IT
guys of the maritime world? Maybe not quite, but
updating onboard PCs can become a global game of
cat and mouse, which ultimately effects the
availability and security of IT networks.
Compliance for cloud
The challenge is compounded by class guidelines
and growing focus on maritime IT at the regulatory
level. For instance, the EU MRV (Monitoring,
Reporting, Verification) regulation, which came
into force in January 2018 specifies mandatory
provisions for the monitoring, reporting and
59
Enhanced
connectivity is able to
help owners do what
they must do above
all: retain their
customers.
verification of information on CO2 emissions and
other data from ships operating in, arriving at or
departing from a port in an EU member state.
While the data comes from sensors and operational
technology, it’s ultimately the IT network that will
ensure its timely availability to the stakeholders.
Likewise, amendments to MARPOL Annex VI
on Data Collection system for fuel oil consumption
of ships, adopted by resolution MEPC.278(70),
entered into force on 1 March 2018. Ships of 5,000gt
and above are required to collect consumption data
for each type of fuel oil they use, as well as other
specified data including proxies for transport work.
Dealing with hardware, software and network
management and remaining IT-compliant are core
priorities that could be served by an external
partner. Their responsibility could include
providing fully-managed, enterprise-grade ICT
services, offering a range of utilities that can
monitor onboard networks and intervene if any
issues arise, with safeguards in place to ensure that
PCs are kept updated to maximise cyber-security
protocols and operational efficiency.
This will lead to standardising, simplifying and
automating vessel IT management by handing the
legwork to an expert team with just one goal –
keeping networks online 24/7.
Backups can be secured, with easy data
recovery services, which can prevent vital business
data from being lost in the event of crew error,
equipment malfunction, or cyber-attack. Likewise,
fleet-wide computer scanning of components
including hardware, software, event logs and even
60 COMMUNICATIONS
offsite network items including printers and
routers contribute to ensuring not only availability,
but compliance as well. Of course, a maritime IT
provider must also give deep insight to its custom-
ers’ IT departments. Marlink achieves this through
a persistent dashboard, which allows users to
oversee in detail, with a single click, the network
health status across their entire fleet.
Data and IT regulations are becoming more
granular, especially in relation to the environmen-
tal impact of shipping. It’s expected that the
burden will only increase, so support for
overworked IT departments should become a
primary concern for shipping companies going
forward, especially those that want to leverage the
benefits of maritime digitalisation. Not only does
outsourcing your ICT represent one less headache,
but by handing the responsibility to a provider
which can supply fully-managed, integrated,
automated processes, the very real possibility of
human error being introduced along a vast chain of
in-house and external operators in different
locations and time zones is removed from the
equation.
Deep blue sea
In a maritime environment where digitalisation is
moving at full speed, with cloud-based solutions at
its heart, building and maintaining a resilient ICT
network is a fundamental necessity for shipping
companies and ship managers faced with the
ever-present conundrum of increasing productivity
while cutting costs – and, crucially, remaining IT
compliant. It hardly needs to be pointed out that
there are huge operational and financial gains to be
made.
IT Compliance is the foundation of shipping’s
next phase. Often referred to as maritime 4.0, the
future will depend on the cloud, the IT infrastruc-
ture and of course satellite connectivity. And while
the latter is the best it has ever been and always
improving, moving operational and business
critical applications to the cloud doesn’t come
without risk: a ship’s link to the satellite can be lost
for a multitude of reasons out of anyone’s control.
And although today it happens less and less, losing
internet access could be problematic.
It’s possible to mitigate the issue, by deploying
a hybrid-cloud solution, where data is passed
through an on-board server acting as a private
cloud for each vessel. This is perhaps the final
enabling step after securing IT Compliance; a local
resource for all digitalisation on board that can act
autonomously if required but deliver cloud
functionality as standard.
Ultimately, if IT compliance is outsourced, a
ship owner’s IT department can focus on delivering
the operational advantages of maritime digitalisa-
tion through applications and infrastructure. The
shift allows the experts already on the team to use
their knowledge and understanding to improve
operations through developing solutions and
managing third party systems in the cloud, within
a company’s own digital platform. The possibilities
are endless.
While this builds a foundation for improving
operational and financial performance with more
efficient vessel and fleet management, the critical,
but often left-behind job of IT network management
can be transferred to a dedicated organisation
whose sole aim is to ensure availability, security, and
compliance with dedicated experts and cutting-
edge monitoring and control systems. W
The heart of a
digital shipping
strategy

Digitalisation is having a profound impact on how

By Tim Bailey
EVP of Products, Marketing and
Business Development
Speedcast
shipowners and managers run their business and
what they want from their technology partners.
Perhaps the most important factor in achieving a
digital strategy is understanding what you want
your business to achieve and how enhanced
communications can support that.
This is something of a sea change for providers
of maritime connectivity, used to a market
62 COMMUNICATIONS
traditionally defined by commodity-based pricing
of hardware and services. Since Speedcast and all
of our competitors buy capacity from the same
satellite operators and equipment from the same
suppliers, it’s a market in which we cannot
continue to compete based upon our network
alone.
The need for new types of connectivity – and
for a much broader range of services – has helped
to create some separation between the suppliers
who still think the old way and those that are
thinking about the future. If our customers are
thinking in different ways, we need to have a view
that extends months and years ahead in terms of
operational needs or regulatory requirements.
At this higher level, what an owner or manager
needs is a not lower prices but better value. A long
term connectivity partner like Speedcast will be
distinguished from one that simply sees an
opportunity and thinks they can sell into this
market. These kind of companies – who tend not to
be providers and integrators of end-to-end
solutions – are still selling on what they have,
rather than what the customer needs.
Starting The Conversation
The Speedcast approach is to start with a conversa-
tion every time. We want to understand where a
customer is on their journey and how we can help
take them from where they are, to where they want
to be.
Our approach is about having that conversation
– and it’s not something we prejudge. If the
customer can do what they need to with L-Band
then that’s great. If they need full global VSAT with
a service level agreement and added value services,
no problem. Understanding the need and the
strategy puts us in a position to support the
business, whether it’s crew connectivity, IoT or a
fully digital optimisation strategy.
With Speedcast AtlasTM, our fully managed
end-to-end solution, the journey starts with
Customer Experience Management, undertaking
research and to understand what our customers
want to achieve. We work side-by-side through
solution concept to implementation, through all
evolutions of their business to deliver a tailored
solution design, system installation, analytics and
optimisation, local field support and solution
management.
Companies are investing
significantly in new
technologies to achieve the
goals of optimised
operations and long term
cost savings.
Because requirements change – and are
different across distinct sites and applications –
they require a range of expertise and types of
connectivity. This level of complexity requires 24/7,
proactive support by a team that knows your
network.
Making the Connection
Our approach to this challenge starts and ends with
the customer and has very a powerful connectivity
layer in the middle. Our Speedcast Atlas service
unites diverse connectivity resources into a single
seamless network experience - a network of
networks from both VSAT and L-Band services
across more than 80 satellites and 40 teleports,
backed by fibre, microwave and LTE. They are
managed by our built-in network management
with comprehensive reporting tools that provide a
complete view of network operations.
This facilitates control of onboard networks
while also offering tools to reduce operating costs
and keep crew happy. Speedcast’s network
management solution is secured and is able to run
solutions or applications for cybersecurity, crew
connectivity, entertainment, content distribution
and more.
When we sat down to design the next genera-

tion of maritime connectivity, our conversations
with customers convinced us that there was more
value to offer than traditionally been created by
solutions providers.
A more professional approach
We believe there is an opportunity to combine the
best in connectivity and customer support with
professional services that enable owners and
managers to leverage better communications to
drive digital strategy.
Companies are investing significantly in new
technologies to achieve the goals of optimised
operations and long term cost savings. The
challenge is that less than half of CEOs surveyed by
Gartner believe that digital investments are
improving net profit. In fact, the majority say
investments are too small and insufficiently
transformational to capture opportunities that
digital presents.
63
We believe that that successful digitalisation
hinges on having the right operating systems - not
the most advanced technologies. Our Consultative
Engagement model helps owners and managers
better implement new technology to support
business requirements, organisational setup and
internal processes.
This includes not just network and systems
integration but facilities such as an innovation and
testing lab and consultancy. New ideas on vessel
performance optimisation, cost-saving strategies
and support that deliver during a customer’s entire
digital connectivity journey. W
64 ENVIRONMENTAL TECHNOLOGY
 65

Environmental
Technology
Ever since the first MARPOL regulations,
shipping has been subject to increasing
scrutiny of its environmental
performance. Whether it be a matter of
reducing the polluting effects of
hazardous and noxious substances,
sewage, garbage or exhaust emissions
new rules are coming into effect with
increasing regularity. Currently the focus
is on energy efficiency and exhaust
emissions with the latter being of
particular importance due to the
impending reduction in the global
sulphur cap in fuels to 0.5% and new
NOx control areas being proposed.
66 ENVIRONMENTAL TECHNOLOGY
Sustainable
shipping to the
fore
By Bjorn K. Haugland
CEO
Norway 203040
Norway 203040 Chief Executive Officer Bjorn K.
Haugland is a globally recognised voice within
sustainability. Here he talks about the importance
of public and private collaboration, solutions-
based thinking and strong leadership in the
journey towards a more sustainable shipping
industry.
The drive for sustainability is rewriting the
rules for all industries – and shipping is no
exception. The longevity and profitability of its
operators depend on a proactive approach to
sustainability. There is a need to change to meet
new regulations and technology.
Also, consumers are increasingly understand-
ing the impact of pollution on human health and
the environment, and are demanding more
transparency in everyday products and services.
This societal trend will continue as the world
population grows, communication technology
develops and with it the need for all actors in that
the supply chain to meet consumer needs.
As a consequence, many are predicting the
growing focus on environmental issues and
decarbonization combined with the trends in
technology, regulations and changing trading
patterns, will all shape the maritime industry over
the next decades. The anticipated, radical changes
in the operating environment will create challeng-
es and uncertainty for many operators. Shipping
needs answers and companies that are thinking –
and acting – sustainably.
This makes it all the more important to look at
the market, regulatory and technological challeng-
es and opportunities of future scenarios to make
shipping fit for the future. Positive efforts are
already being made to reduce NOx and SOx

emissions. Also, the potential for reducing CO2
emissions is still significant.
This can be done through more efficient
operations and technologies in, for example, the
following areas:
• Eco-efficient ship designs, better designed
engines, propellers, hull forms and coatings.
• Slow steaming, speed optimization and
weather routing systems.
• Change of fuel usage from heavy fuel oils to
natural gas, biofuels and fuel cells.
• Development in hybrid solutions, battery
systems and ship electrification.
• Improving infrastructure to enable faster
turnaround times and increase port capacity
• Maturing technologies within scrubber and
exhaust gas recirculation.
• System integrations, smart maintenance,
automation and remote operations.
• Use of sensors, big data, computational fluid
dynamics, performance management
systems.
I believe that fully exploring the potential of
efficiency gains through new technologies and
performance management is critical to sustainable
operations and will be a principal requirement for
ships of the future. The industry is becoming more
complex and challenging with stakeholders like
banks, charterers, regulators and insurance
companies, likely to set stricter requirements for
operators to improve energy efficiency and reduce
greenhouse gas emissions.
Indeed, energy efficiency has emerged as a key
issue for the industry over the recent years and
many are predicting it’s likely to stay. This is not
surprising as sustainability initiatives are driven by
the end users and energy efficiency is an integral
part of that affecting the shipping industry. It’s also
a means to achieve cost efficiency and stay
competitive.
At the same time, some operators are criticized
for opting for short-term solutions that provide
short terms results, which does not make for
sustainable operations. Personally, I think it’s not
an ‘either ... or’ situation as operators need to work
on both short and long-term initiatives.
Also, the industry comprises of many different
actors with different business models. For instance,
67
owners with a more asset playing perspective will
focus on optimizing the return on their investment,
and such business models don’t always match with
long term investments in technology upgrades that
provide more efficient ships. On the other hand,
integrated operators tend to focus more on
sustainability aspects, and have a longer-term
perspective.
There are also technical barriers for operators
when choosing long-term solutions, and typically
the main barrier is effective management of
uncertainties, for example, when choosing the
right technology solution. Rapid development can
result in new options not being commercially
viable over a 5-10 year perspective and costs are
likely to fall.
Another barrier is the lack of aligned incentives
between owners and charterers where one side is
responsible for technology upgrades (owner) while
the other party is responsible for operational costs,
including fuel.
In spite of the barriers, an increasing number of
companies are already taking action and adopting
both technological and operational measures to
become more sustainable, including NYK (Nippon
Yusen Kaisha), RCI (Royal Caribbean
International), Carnival, Maersk and Wilhelmsen to
name a few.
As a leading example, NYK, one of the world’s
largest shipowners, is already in the process of
transforming its business to meet market and
societal demands. Central to its sustainability
push, NYK has established a strategy plan to 2022
that focuses on digitalization and the environment;
it is also aiming to go beyond compliance and work
68 ENVIRONMENTAL TECHNOLOGY

If we are to find answers to

the challenges, we will only
do so as part of a much
broader dialogue that will
on all the 17 UN Sustainability Development Goals. have to take place between
Indeed, there are many examples demonstrat-
operators, regulators and
ing how companies can benefit from sustainable
practices. However, the full potential of sustainable society at large.
business models will only be realized through a
broad industry collaboration involving all stake-
holders in the entire value chain.
Here in Norway there’s a strong focus on green
growth and the maritime sector promises to be a
key area of transformation and job creation,
especially in the context of the challenges present-
ed by declining production volumes of oil and gas
off the Norwegian continental shelf.
As part of its efforts to unlock low-carbon
growth in the maritime sector, the Norwegian
government is supporting this process through the
Green Coastal Shipping Programme, which brings
industries and state departments together to
implement a new maritime strategy. The primary
goal of the programme is for Norway to be a leader
in environmentally sustainable and efficient
coastal shipping. This is a good example demon-
strating how public and private collaboration can
provide new perspectives and shape the industry’s
decision-making.
Norway’s commitment to sustainability can ments and work with the industry to find workable
also be seen in its leadership in low-and-zero solutions that encourage investment in sustainable
emission transport including battery-powered practices.
ferries, LNG-fuelled feeder and offshore vessels, More certainly needs to be done to make
hydrogen-related projects and automated trans- international shipping truly sustainable. My view,
port. With maritime and offshore playing a which is shared with the business-led climate
significant role in the national economy, it is coalition Norway 203040, is that encouraging the
important to turn climate challenges into opportu- industry to change has to go hand in hand with
nities. demonstrating what opportunities and solutions
Regarding regulations, I firmly believe that the changes offer and how they can help strength-
these will actively drive greater sustainability going en a company’s position on the market – and create
forward. Steps have already taken by the value for society.
International Maritime Organization (IMO) and If we are to find answers to the challenges, we
state actors that have introduced measures to limit will only do so as part of a much broader dialogue
and reduce emissions to air and sea. Such controls that will have to take place between operators,
on the industry will only intensify over the coming regulators and society at large.
years as public and regulatory scrutiny builds. Together, we must meet the challenges, and
While supporting international regulations to work in a collaborative, strategic manner to deliver
control pollutants, I encourage the regulators to be transformative technology and solutions that will
sensitive to the financial impact of these require- lead to a more sustainable industry.

Is ‘Just in Time’
an unjust
solution?
By Malcolm Latarche
Lead Editor
ShipInsight
It is always the case that in the run up to one of
the IMO’s more important committee or sub-com-
mittee meetings, a number of organisations make
announcements on topics likely to be discussed
and debated.
MEPC 74 in May offers some good examples of
this, such as a submission by France and other
member states that proposed a mandatory speed
limit be set for ships and even going so far as
suggesting that shipowners should have an annual
limit of GHG imposed upon them.
Another subject up for discussion at MEPC 74 is
the Just in Time (JIT) arrival concept, whereby
ships moderate their speed so as to arrive at the
berth without spending time idling at anchor after
sailing at a higher speed than might have been
necessary. A discussion paper submitted by the
IMO secretariat and advising on the work on JIT
done by the IMO’s Global Industry Alliance (GIA)
highlights some of the issues around the benefits of
and obstacles to JIT. But as with so many of the
proposals aimed at reducing shipping’s CO2
emissions, far too little attention has been paid to
69
the fact that shipping exists to serve the needs of
cargo interests.
Ship operators – at least those that are not
constrained by contractual obligations – have
always adopted means of saving fuel and boosting
shipping space demand by operating at economical
speeds. Slow steaming as such is not something
that shipping has just discovered as it was practised
40 to 50 years ago in the days of the 1970s’ oil crises
in much the same was as increasing ship size to
reduce unit shipping costs was also employed.
Both ideas have been repeated in the last ten years.
For ships operating under voyage charters – and
that can include vessels on time charter with
sub-voyage charters – it is the cargo interests and
charterers that call the shots. Except in times when
demand for cargo space exceeds supply, shipown-
ers almost always need to accommodate charterers’
requirements and this will usually involve agreeing
to sign a charter party where the wording has been
decided by the charterer.
The JIT paper presented at MEPC 74 makes
mention of two BIMCO drafted clauses that can be
70 ENVIRONMENTAL TECHNOLOGY
incorporated into charter parties, the BIMCO
Virtual Arrival Clause and BIMCO Sea Traffic
Management Clause. These permit charterers to
request owners to adjust the speed of the ship to
arrive at a loading/discharging port at an agreed
date and time. These clauses provide a method of
compensating owners at an agreed percentage of
the contractual demurrage rate for any extra time
used.
Clauses such as these are intended to be
mutually beneficial but as is known from experi-
ence when the oil industry began trialling virtual
arrival almost a decade ago, not every owner or
charterer believes that the idea is really operating
in their favour. The very fact that the concept was
mostly the idea of charterers is a good indication
that it wouldn’t have been proposed unless they
were the side benefitting most.
Under a virtual arrival clause the charterer can
request a delay to the ship’s arrival so as to better
manage berth and cargo availability. This is done
by deciding upon the arrival time and using a
weather routeing service to calculate the ship’s
speed necessary to arrive at a given time and place.
The shipowner will probably use less fuel, which is
a cost saving, but the charterer pays a lower
demurrage rate for the extra time spent on the
longer sea voyage. The BIMCO clause makes the
rate of this demurrage negotiable but suggests a
rate of 50% if no other rate is agreed.
Whether the owner actually saves overall will
depend upon the quantity and cost of fuel saved by
proceeding slower and the lower rate of demurrage
he will receive. What is not taken into account is
the effect on the ship’s engine due to potentially
running at a less than optimal speed and loading.
This can translate into lubrication problems, cold
corrosion, lower engine efficiency due to insuffi-
cient turbocharger pressure and soot build up.
There is also an increased risk of the owner
falling foul of the consequences of fraudulent
actions by the charterers. The JIT clause contains a
provision for the charterer to indemnify the owner
against legal actions by B/L holders for not
proceeding with due despatch. However, some
charterers have a habit of disappearing if things go
wrong and leaving shipowners to carry the can.
So there are risks for owners with JIT voyages
but there are also risks for the cargo owners who so
far seem to have been totally ignored in all of the
The shipowner will probably
use less fuel, which is a cost
saving, but the charterer
pays a lower demurrage rate
for the extra time spent on
the longer sea voyage.
discussions. In most legal jurisdictions, ports and
terminals are obliged to handle ships on a ‘first
come first served basis’. That may not happen
under JIT. As things stand a small ship arriving just
hours before a much larger vessel at a time of
falling tides, may occupy the berth long enough for
the larger ship to be neaped and forced to stay at
anchor for several days. Under JIT, the port may
decide to work the larger ship first and get it away
before tides fall too low.
That may be good for the port, but by delaying
the smaller ship the consequence may be that its
cargo is delivered too late for the market it was
intended for. Who will be prepared to pay the lost
sales of the cargo owner under such circumstances?
Shipping’s legal and commercial structure has
been built over centuries and cannot be rejigged in
a short space of time just to prevent some addition-
al emissions. It is after all a fact that the additional
CO2 emissions due to human activity is around 3%
of natural emissions and shipping makes up less
than 3% of that 3%. Saving 10 or even 20% of the
total emissions from shipping by this method
actually has virtually no effect on the amount of
CO2 in the atmosphere – it might reduce it by about
one hundredth of one percent.
Some of the cargo interests who have had little
input into the idea and its promotion might well
think that Just in Time is an unjust solution to a
problem that is over-hyped. W

Designers are
listening to the
underwater
noise debate
By Paul Gunton
Technical Editor
ShipInsight
In early February, I wrote about a technical
workshop that focused on the effect of underwa-
ter noise on the marine environment. It took
place in January at IMO’s headquarters in London
and was organised by Transport Canada and its
findings were scheduled to be provided to the
Marine Environment Protection Committee’s
74th meeting in May.
Since that workshop – perhaps because of it –
ship noise has become a more common theme in
engineers’ and shipowners’ plans. For example, in
March it made an appearance in the mainstream
media in the UK, where the BBC carried a news
item last week about research conducted in the
waters around the UK, Ireland and western Europe.
It resulted in the first map of this region that
showed where shipping noise is particularly
significant.
That news item relates to a 10-minute segment
at the start of a regional TV programme. That
71
programme interviewed Dr Nathan Merchant,
principal scientist and team leader for the Noise
and Bioacoustics Team at a UK government agency,
the Centre for Environment, Fisheries and
Aquaculture Science. He later told me that a
scientific paper is being prepared based on its
research, which he expects will be published in
August.
He had also spoken at the January workshop,
where he said that as many as 130 marine species
have so far been identified as being affected by
underwater sound and his new study will comple-
ment the extensive work that has been done in
western Canada and which was discussed at the
workshop.
In that region, whales are particularly at risk
from noise and action is being taken to encourage
ships to reduce their noise – for example by
slowing down – and to avoid sensitive areas. This
enhanced concern in that region about noise is
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already having an effect: in February, we reported
that Wärtsilä’s EnergoProFin propeller cap was
listed in Vancouver Fraser Port Authority’s
EcoAction Program for 2019 in the ‘vessel quieting’
category because of the effect it has on reducing
propeller cavitation.
As a result, ships fitted with the device will
qualify for a 23% discount on harbour dues at the
Port of Vancouver. That is quite a large chunk of
change.
Shortly after that development, ferry operator
Scandlines announced that it will replace all the
thrusters on four hybrid ferries serving Puttgarden
in Germany and Rødby in Denmark with new units
that it says will produce less noise and vibration,
thanks to the thrusters’ homogenous water flow.
“The exchange lessens the environmental impact
significantly,” its statement said, improving the
conditions for harbour porpoises.
“Furthermore,” it went on, “easier water flow
during propulsion ultimately reduces emissions,
including CO2.” In all, 16 thrusters will be
exchanged for Kongsberg Azipull units at a cost in
excess of €13M, starting in Q3 this year.
They will, no doubt, also save fuel and money,
although the statement does not discuss that,
which is significant: it announcement did convey a
wholly environmental message, with underwater
noise trumping emissions as its headline-grabbing
news hook.
While propellers are an obvious focus for
noise-reducing efforts, a break-out group during
the January workshop looked at other sources of
machinery noise and what could be done about
them. I took part in that discussion and heard some
in the room suggest that podded systems are not
necessarily quieter, especially those that have their
motor inside the pod.
But much of our time was devoted to the fact
that large two stroke engines, bolted to the hull,
inevitably transfer noise through the hull into the
surrounding water and it appears that very little
work has been done towards understanding that
process.
Leading our discussion was Kai Abrahamsen,
senior principal engineer at DNV GL and his
summary report to the workshop reflected a point
made by the engine manufacturers in our group:
that two-stroke engines are chosen on the basis of
their efficiency and economy, not their noise.
73
While propellers are an
obvious focus for noise-
reducing efforts, a break-out
group during the January
workshop looked at other
sources of machinery noise
and what could be done
about them.
So there is little incentive for machinery OEMs
or shipowners to invest in noise reduction and the
group’s report suggested that some legal or
economic incentives will be needed – such as the
scheme offered in Vancouver. Mr Abrahamsen had
earlier told the group that Vancouver’s initiative
was a factor in a significant boost in requests from
passenger ship operators for DNV GL’s SILENT-E
class notation.
One technology that our group did think had
potential to reduce noise was air lubrication. It
reduces hull resistance, and thus engine power and
noise, but it also partially separates the hull and its
vibrations from direct contact with the water.
“That is really a very promising noise control
measure to investigate further,” Mr Abrahamsen
said in his summing up.
I believe the workshop was an important event.
It felt like the start of something significant; an
event that will be remembered as the moment
when something changed in our appreciation of
the environmental impact of underwater noise and
a determination to do something about it took
hold. More important, though, is what has
happened since: if the examples I have mentioned
are signs of a new approach to ship design and
engineering, I am proud to have been a small part
in starting that process. W
74 FUELS AND LUBRICANTS
 75

Fuels and
Lubricants

The Diesel engine was designed to run on

a wide variety of fuels – animal, vegetable
and mineral – but most would have
connected it with heavy oils only. In the
first decades of the 21st century many
more have been added including LNG,
methanol, ethanol and bio-diesel. Within a
very short time, the permitted fuels will be
subject to more regulations aimed at
curbing emissions. These new rules will
have an impact on the lubricants used in
engines and in particular the two-stroke
low speed engines which power the
majority of the larger vessel types.
76 FUELS AND LUBRICANTS

The role of
lubricants in a
post-2020
sulphur-
constrained
world
By Ian Thurloway,
Brand & Marketing Manager
Chevron Marine Lubricants

As we approach the January 1, 2020 entry into
force date of the Global Sulphur Cap regulations,
the industry sits on the verge of what will be the
most significant period of change in decades.
Heavy sulphur fuel oil (HSFO) has been the
go-to fuel for ocean going ships since the conver-
sion of the fleet from coal to oil in the early 20th
century. However, the entry into force of MARPOL
Annex VI in 2005 marked the beginning of a
sea-change in the traditional, HSFO-favoured fuel
landscape, initially sparked by the enforcement of
a global sulphur cap of 4.50% m/m, later lowered to
3.50% in 2012. Now, as the industry sails towards a
future with even tighter fuel sulphur content
restrictions in force, a monumental shift in the
types of fuel being bunkered by the international
shipping fleet will occur pushing the industry even
further away from the use of HSFO towards a wider
variety of fuel options.
The complete transformation in bunker fuel use
has been catalysed by the requirement for ships to
burn fuels with a sulphur content of no more than
0.50% m/m or a maximum equivalent emission
output from January 1, 2020 under the rulings of
 77

the international Global Sulphur Cap 2020. This

represents a significant drop from the current limit
of 3.50% which has been in effect since 1 January
2012. The use of lower sulphur fuels and alterna-
tives, or the continued use of HFSO with abatement
technology that ‘scrubs’ the sulphur from exhaust
gas, are the compliance options currently on the
table.
At Chevron Marine Lubricants we anticipate
that <0.5% low sulphur fuel oil will be the dominant
compliance option adopted by ship operators in
2020, with the remaining percentage continuing to
burn HSFO using scrubber technology or alterna-
tive fuels such as LNG. However, whatever
compliance route is chosen, cylinder oil lubrication
use will be impacted due to its synergetic relation-
ship with the sulphur content in fuel. This means
that post-2020, the role of the cylinder oil lubricant
will become ever more crucial in protecting the
engine, and at Chevron Marine Lubricants, we are
prepared to support our customers to navigate
through the changes required. cylinder oil feed rate.
Lubrication is the lifeblood of an engine, the In the past the use of cylinder oils based on a
dominant function of cylinder oil being to protect 70BN chemistry had been favoured and today this
the engine from acidic corrosion. This is achieved is still the predominant BN in use. However,
by balancing the alkalinity of the cylinder oil, changes and advances in engine machinery,
defined by its base number (BN) and its feed rate. operational profiles and the types of fuel used have
Sulphur-containing fuel oils produce oxides of posed greater corrosive risk in the engine cylinders
sulphur (SOx) during combustion. In the presence than in the past decade. The operational profiles of
of water, SOx forms sulphuric acid which causes a engines have also changed over the past 10-15 years
corrosive environment in the engine. Therefore, from vessels running at high speed, high load to
the differing sulphur content in fuels is what running at low speed, low load. Feed rates have
governs the varying levels of acidity and risk of reduced, and lubrication system have become
corrosion in the engine cylinder. The second and more efficient. This has created a greater impact on
equally important role of the lubricant is to provide optimal cylinder oil use and in some cases with
abrasive protection by lubricating the cylinder lower liner surface temperatures, allowing cold
liner and rings providing preventing excessive corrosion to form. More recently, 100BN-140BN
wear. cylinder oils have been needed to protect newer
The role of a cylinder oil’s BN is pivotal in engines against cold corrosion under part-load
controlling and maintaining the acidic/alkalinity conditions for those burning higher sulphur fuels.
balance in the engine cylinder. Too little alkalinity Under the rules of the Global Sulphur Cap, fuels
can put an engine at risk of corrosive wear and in with <0.50% sulphur content will drive demand
extreme cases cold corrosion when engines are towards lower BN cylinder oils, whereas use of
running at low speed and low load. Too much HSFO with sulphur content potentially higher than
alkalinity can result in the formation of excessive 3.50% will drive the demand for higher BN cylinder
abrasive deposits on the piston crown top lands, oils when using scrubber technology.
ultimately leading to increased liner wear and Once the regulations come into play, changes to
scuffing. It is crucial to maintain the correct the bunker supply chain will take also effect
sulphur/BN balance by using cylinder oil with an potentially resulting in HSFO blends bunkered by
appropriate BN and by maintaining the correct vessels equipped with scrubber technology using a
A Matter
of Choice
February 2020, London

Register your interest to attend at

shipinsight.com/conference.

higher sulphur content that 3.5% m/m. Therefore,
for vessels continuing to use HFSO, the use of the
same lubricant post-2020 that was used pre-2020
may not be advisable. If you use a HSFO with a
higher sulphur content than that currently
bunkered, you could risk an increased corrosive
regime occurring in the engine unless you increase
the cylinder oil BN or the feed rates.
At Chevron Marine Lubricants we acknowledge
that choosing the right cylinder oil with the correct
BN and feed rate to meet the new legislation may
be difficult for ship owners navigating the shift to
bunkering different types of fuel. Moving away
from the use of a 70BN lubricant to other cylinder
lubricant BN levels could be perceived as challeng-
ing, akin to making the change to using a different
type of fuel. However, this isn’t the case when
handled correctly.
New range of lube oils
To support the operation of vessels in an
emissions-constrained era now and in the future,
Chevron Marine Lubricants developed the Taro®
Ultra range of cylinder oil lubricants. The Taro®
Ultra range covers virtually all fuel options and
combinations, compromising products from 25BN
to 140BN. By applying years of experience gathered
developing high-performance lubricating oils,
Chevron Marine Lubricants has created each Taro®
Ultra Cylinder oil product with a formulation that
specifically supports an industry facing multi-fuel
use post 2020. The Taro® Ultra cylinder oils have
undergone extensive in field testing with OEMs,
amounting to over 65,000 hours of operational
time and in a wide range of engine types. Chevron
Marine Lubricants has also tested Taro® Ultra
40BN product with 0.5% compliant LSFO fuel
blends likely to be available post 2020.
We recommend that the optimisation of feed
rate is essential for any ships changing fuels or
79
Moving away from the use of
a 70BN lubricant to other
cylinder lubricant BN levels
could be perceived as
challenging, akin to making
the change to using a
different type of fuel.
cylinder oil lubricants in the lead up to, or post
2020. Moving to a higher BN cylinder lubricant
providing additional neutralisation if required and
enabling the engine to operate on an optimised
feed rate is essential for all vessels operating in a
sulphur-constrained industry. Using drip oil
analysis onboard, analysing unburned cylinder oil
that has passed through the combustion chamber
and passed the pistons and liners in the main
engine, such as our DOT.FAST service, is vitally
important in the transition to using different fuel
types and cylinder lubricants due to the criticality
of maintaining correct sulphur/base number
balance. This is the most efficient and reliable way
to accurately monitor changes that indicate BN
levels or feed rates require adjustment for optimal
engine lubrication to be maintained.
As an industry leader with one of the best
supply networks in the world and a full range of
products to meet the diverse range of needs of both
today and tomorrow, Chevron remains committed
to providing reliable solutions for the marine fuels
of the future. To meet the uncertain demands of
2020, Chevron’s global supply network has been
further strengthened to provide a robust, flexible
and agile model to ensure supply in a changing
landscape. From ship visits to FAST and DOT.FAST
fluid analysis, Chevron’s world-class technical
support team hold the expertise to help operators
transition to 2020. W
Residual fuels
will dominate
post-2020
supplies
By Paul Gunton
Technical Editor
ShipInsight
Most of the 0.5% sulphur very low sulphur fuel
oils (VLSFOs) used after 1 January 2020 will be
residual fuels, not distillates, said Dr Markus
Hoffman, Alfa Laval’s global application manager
for marine fuels and lubes.
He was speaking in March during a ShipInsight
webinar titled ‘The fuel line for today, 2020 and
beyond’ and warned that these fuels will suffer
from contaminants such as catalytic fines,
asphaltenes and water, just as current fuels do.
But he predicted that their distribution in
future fuels will be more unpredictable. One port
might supply fuel that has low levels of catalytic
fines, while stocks in the next one could have very
high levels, he said. As a result, “you need a proper
fuel treatment system on board to be able to handle
this range of catalytic fines.”
Asphaltene content, on the other hand, is likely
to be less than in HFO perhaps around 2%
compared with about 8% in HFO. That is a big
improvement, but “2% is still a lot if it comes out
[of solution],” he said. That is a risk if a ship is
carrying unstable fuels and his webinar presenta-
tion included photographs of two separators that
had been opened, one revealing a black sludge
caused by asphaltenes precipitating out of the fuel
while the other was blocked with a large wax
deposit.
“Wax is a really good fuel if it’s liquid but, if it’s
solid, it’s a perfect insulator and you will not get it
back into solution,” Dr Hoffman said.
Wax can form if the fuel is not hot enough,
which could be a risk with low viscosity fuels that
shipowners believe will not need heating. In fact,
he predicted that fuel viscosities will vary widely,
perhaps to as high as 500-600cSt, so “we always
recommend that owners and operators should
make sure that their fuel is always at least 15°C
above its pour point” to avoid waxes forming, he
said.
Density will also be variable in the future, he
predicted, because suppliers will use more
paraffinic cutter stocks to blend down a fuel’s
sulphur content, which will decrease its density.
But density affects the performance and settings
on separators and other equipment on board, he
said.
More fuels will need handling
Not only will fuel specifications become more
challenging, the number of fuels carried will also
change. Instead of one or two fuels at present, ships
might carry three or four fuels, believes Niclas
Dahl, head of marine separation at Alfa Laval, who
also took part in the webinar.
This adds further complexities to how fuel will
be handled, since each fuel will need to be handled
differently as far as their heating and cooling is
concerned. They need to be managed and stored
separately to avoid compatibility and clogging
problems; “in the past it was simpler,” he said.
He described Alfa Laval’s fuel conditioning
module (FCM), in particular its latest model, the
FCM 1.5, which can manage up to four fuels, each
with their own characteristics. “It gives us a
controlled fuel changeover” that can be managed
“in a fast and very safe way,” he said. It has a 10μm
Moatti filter on the hot side of the equipment,
which he described as “the last line of defence
before the engine.”
The company also makes FCMs for low-flash-
point fuels, which have been developed with MAN
Energy Solutions. The first was launched in 2014 to
handle methanol and the two partners have now
produced a version that can handle LPG, to
accompany MAN Energy Solutions’ ME-LGIP
engines. “We are now ready to put this into the
market,” Mr Dahl said.
Because of the expected range of fuels in the
future, Alfa Laval has developed what it calls its
adaptive fuel line because “we need to adapt how
we operate the fuel line depending on fuel types,”
he said.
It relies on data from various pieces of equip-
ment to optimise the whole fuel line. For example,
the FCM will provide such data as the fuel’s density
and viscosity which will help optimise the separa-
tor’s performance and efficiency. This approach
“has enabled us to work more with smart separation
and fully automatic changeover between different
kinds of fuel,” Mr Dahl said. “But we are still only in
the beginning of this journey,” he went on. With
more connectivity and data sources, “we can
measure and optimise this even further.” W
82 YOUNG ENTREPRENEUR AWARD 2019
 83

Young
Entrepreneur
Award 2019
Encouraging efforts in areas critical to
our industry’s future is the motivation
behind the Nor-Shipping Awards
programme.
For Nor-Shipping 2019, innovative ship
design and young entrepreneurship are
in focus, each with its own award. An
independent jury for each award has
been engaged to ensure access to the
unique competence needed to evaluate
candidates. Organizations represented
include, among others, DNV GL, Grieg
Group, Torvald Klaveness, Carbon War
Room and SINTEF Ocean.
84 YOUNG ENTREPRENEUR AWARD 2019

A high-quality
quartet in line for
Nor-Shipping’s
Young
Entrepreneur
Award
By Malcolm Latarche
Lead Editor
ShipInsight

Representatives from several spheres of shipping
and ocean related activities are in line to collect
the fourth Nor-Shipping Young Entrepreneur
Award in June this year.
The Award celebrates the achievements of
rising maritime stars aged 40 or less who have
founded an organisation or enterprise that brings
new ideas and solutions to the maritime sphere.
This year no less than 12 entries were received
covering a hugely diverse range of maritime
activities. While all of the entries were worthy of
success, the rules of the award required that they
be trimmed down to a final four by an international
jury of business and NGO leaders.

The final four, who will be further evaluated by
the eight-person jury in order to select the winner,
come from quite different disciplines with one
from aquaculture, one from the environmental
side, another involved in developing environmen-
tally-friendly tourism and the final candidate
involved in marine bunkering operations.
From the aquaculture sector – one which is
increasingly important in Norway and globally as a
sustainable source of food – Karoline Sjødal Olsen
(pictured below) is the CEO and co-founder of Blue
Lice, a business start up which has developed a
means of trapping sea lice before they can attach to
farmed salmon and other fish. Lice have a detri-
mental effect on farmed fish so a reliable means of
preventing infestations makes for more efficient
food production. Blue Lice is already working with
two of the major fish farming organisations in
Norway and plans to commercialise its products
this year with a view to international expansion in
the future.
The problem of plastics in the marine environ-
ment is a hot topic and one that Inty Grønneberg
CEO and Founder of Ichthion (pictured bottom-left
85
of the next page) aims to tackle. Icthion has three
patented technologies to remove plastics and other
pollution from seas and rivers one of which
involves a marine turbine that generates electricity
while simultaneously removing plastics from the
environment. The company is based in London but
has offices around the globe. The goal of the
company is to reduce by 70% in 10 years the total
amount of plastics entering into the oceans. The
total addressable market for technologies capable
of plastic recovery from rivers and coastal areas
was around £218M in 2018, with a rate of growth of
15% per year. Revenue will be generated through
machine sales, technology licensing and royalties
from the plastic recycled. Initial sales are expected
in 2020, with break-even in 2022, profit availability
in 2023, exponential margin growth by 2025.
Third in line for the award are a team of five
people, Magnus Eikens, Morten A. Christophersen,
David M. Knutsen, Miriam E. Wennberg, and Stian
T. Magnusson who are all co-founders of Connect
LNG. The company was formed to develop and
market a proprietary solution, Universal Transfer
System - UTS, which is a jettyless transfer system
86 YOUNG ENTREPRENEUR AWARD 2019

for LNG, liquid CO2 and hydrogen between ship

and shore. This solution resolves the biggest
bottleneck in the value chain enabling rapid
roll-out of energy infrastructure. After six years of
R&D, the first fully commercial unit was built and
delivered to the gas giant Naturgy Energy Group
and the first commercial LNG cargo was delivered
to Herøya Industrial Park in the fall of 2017.
Connect LNG (pictured top-right) has in place a
framework agreement with the Spanish energy
giant Naturgy (formerly Gas Natural Fenosa), for
several units per year for the next three years,
hence securing solid cash-flow and profit. Today,
the company comprises around 30 people with a
mix of young energetic entrepreneurs and highly
renowned industry experts. It is in dialogue with
all the major industry players and has 100+ projects
in the pipeline. The ship (pictured bottom-right) is equipped
The fourth and last short listed candidate is with an 800kWh battery pack, optimal for slow
another joint entry, with Agnes Árnadóttir and charging overnight, with the flexibility to charge in
Espen Larsen-Hakkebo the CEO and CFO of Brim most ports in Norway without large investment in
Explorer (pictured at the top of the opposite page). charging infrastructure. Fully charged it can sail
The company the two founded develops and for a whole day of sightseeing, up to 10 hours with a
operates special tourist boats for use in Norwegian cruising speed of 10 knots. Technically Brim
waters. It is currently building the first ship for Explorer is the most flexible electric passenger
silent, electric sightseeing in the Arctic. Their craft vessel ever built. Commercially, it opens the door
is also called Brim Explorer and is tailored to the for a fleet of the next generation tourism vessels,
needs of the tourist in the 21st century, as well as to not only in Norway – but globally.
address the environmental impact of tourism. Once the jury has selected the winner, the
Starting with an optimal hull design for an electric award will be made at the Nor-Shipping Opening
driveline and fit for sailing in Arctic waters, the Ceremony to be held in Oslo Town Hall on the 3
ship is an aluminium and glass structure designed June, the day before the exhibition opens. The
in a way that gives every one of the 140 passengers award will be presented by Norway’s Minister of
first- row seats to take in nature and the experienc- Trade, Torbjørn Røed Isaksen in front of an
es at sea. audience that includes King Harald. W
 87

Fully charged it can sail

for a whole day of
sightseeing, up to 10
hours with a cruising
speed of 10 knots.
A Matter
of Choice
February 2020, London
Shipowners must always make choices: what
ships to run, what trades to enter, what flag to
fly and many, many more.

Some choices are easier than others.

The 2020 ShipInsight Annual Conference will

examine the choices available in some of the
more difficult categories and look at some of the
solutions available in matters such as managing
costs, cutting carbon, controlling corrosion and
other areas where regulation and technology
can sometimes work together but also
sometimes bring contradiction and conflict.

Register your interest to attend at

shipinsight.com/conference.
90 NAVIGATION AND BRIDGE
 91

Navigation
and Bridge

The phased rollout of ECDIS is now

complete but that does not mean that
navigation related issues are off the agenda.
ECDIS was an important step on the road to
e-navigation which the IMO and regional
bodies will doubtless now press ahead with.
The related topic of automation has also
become a major talking point after recent
successful demonstrations of ships being
controlled from shore facilities great
distances away and a fully autonomous ship
under construction.
92 NAVIGATION AND BRIDGE
Why data is key
to a clearer view
of vessel safety
performance
By Paul Stanley
CEO
Global Navigation Solutions
Port State Control inspection records suggest
safety standards are improving, but a closer
examination reveals areas for improvement, says
Paul Stanley.
Transparency of data is key to improving safety
in shipping and at first sight, the statistics suggest
that the industry is on the right course in terms of
compliance. In 2018, Port State Control inspectors
in the USCG, Paris and Japan MOUs made more
vessel inspections and found fewer deficiencies.
In fact, the number of annual inspections has
risen by 4% over the last four years while the
number of deficiencies has fallen by 8% over the
same period.
It’s evidence that the effectiveness of Port State
Control has improved since authorities started
sharing data and making it publicly available,
because deficient owners have fewer places to hide
from inspectors, enforcement bodies - or shippers
and charterers.
This data, which Global Navigation Solutions
(GNS) collects and analyses for use with our clients
also demonstrates that while the headline figure is
encouraging, there are issues that lie behind the
 93

results that need continued vigilance. It also As the shipping industry

demonstrates the continued importance of data to becomes more
the safety management process for shipowners and
operators.
digitalised and
As the shipping industry becomes more embraces a higher level
digitalised and embraces a higher level of data of data sharing in order
sharing in order to achieve a ‘digital business
to achieve a ‘digital
mindset’, so the need for accurate data and
actionable information grows too. business mindset’, so the
Last year’s Global Maritime Forum meeting in need for accurate data
Hong Kong identified data sharing as having the and actionable
potential to overcome fragmentation in maritime
safety and how shipping could establish a platform
information grows too.
that enables international bodies to collect, analyse
and publish safety-related information.
From the PSC data GNS has analysed, sourced
from the combined MoU organisations, there is a
clear need for this global data stream - and to make
it as widely available as possible if we are to achieve
further improvements in safety performance.
As might be expected, lifesaving appliances and
fire safety measures were the biggest causes of

deficiencies in 2018. Some 39% fewer navigation

related deficiencies were recorded last year
compared to 2014, suggesting that the move to
digital navigation has made it easier for vessels to
comply.
Issues with Nautical Publications were the third
most likely cause of a deficiency in 2018, account-
ing for 39% of navigation-related deficiencies,
perhaps because they are easiest to identify.
However, whereas paper chart-related deficiencies
fell by 66% over that period, issues related to ECDIS
and Electronic Navigation Charts increased by a
factor of nearly four as more of the fleet transi-
tioned to digital navigation.
Managing ENC data should be relatively
straightforward – though our research has shown
that many operators tend to buy too many ENCs
and not always the data they actually need.
However, it is clear from digging a little deeper
that the industry still has an issue with navigation-
al safety. If we combine all the defects reported in
the Safety of Navigation categories, they dwarf the
top two categories, despite being much easier to
rectify.
94 NAVIGATION AND BRIDGE
It seems obvious that ships will benefit from a
single view of their environment in terms of
availability of critical voyage and safety data. But
according to our research the missed opportunity
goes beyond failure to capitalise on just-in-time
delivery of navigation data for operational reasons.
Vessel inventories are often not being regularly
reviewed against routes, Flag, Port State or
technical library requirements and the software
installed onboard to help navigate safely isn’t being
fully exploited.
The core of what we do is about safety and
compliance; enabling our customers to benchmark
their performance and providing tools that make it
easier to identify and rectify problems. Instead of
having to sift vast tracts of data, we provide
information as a management tool that can be
acted on, for every vessel world-wide, whether or
not they are a GNS customer.
Using this data even enables GNS to provide
clients with information on which vessel types
– and which flags - are most likely to have deficien-
cies recorded. We can also demonstrate the ports at
which inspection activity is strongest. Between
2016 and 2018, vessels sailing into Singapore, New
Orleans Louisiana and Novorossiysk were most
likely to receive the attention of the inspectors.
The first quarter of 2019 has tragically demon-
strated how much work is still needed to improve
shipping safety. Our belief is that the digital trend
is so well established that more owners are
recognising the advantage that data gives them,
not just in operational efficiency, but in safety too.
For that, shipowners need the full picture on
inspection data and the ability to establish
connectivity between reported issues. By creating a
detailed picture, vessel by vessel and across a fleet,
it is possible to identify defects and spot trends –
and put resources in place to address issues before
they become deficiencies. W
 Now available online
FOR SHORE-BASED
DECISION MAKING
96 POWER AND PROPULSION
 97

Power and
Propulsion

Engine development has advanced at a

faster pace in the last 20 years than at
almost any time in the history of
mechanically propelled vessels. Over the
same time, new methods of propulsion
have also been developed. As
environmental regulation bites,
improving the efficiency of ships’ power
and propulsion systems takes on an even
greater importance with new
technologies such as energy storage
systems and fuel cells opening up
intriguing new possibilities for future
generations of vessels.
98 POWER AND PROPULSION
The future fuel
picture: more
than just
hydrogen
By Klaus Vanska
Global Business Development
Manager
ABB Marine & Ports
With hydrogen fuel coming of age, marine
industry experts continue to explore alternatives
to fossil fuels to meet the needs of a diverse and
developing industry.
The challenge, according to ABB Marine & Ports
experts Klaus Vanska and Sami Kanerva, is to help
customers understand the wide range of alterna-
tives, and the complexity of selecting the best one
for their needs. “Different fuels will be available
depending on regions, market demands, operation-
al and trading patterns, and more,” says Kanerva,
R&D Senior Principal Engineer.
Diversity is the key
Kanerva notes that achieving the International
Maritime Organization’s (IMO) target to at least
By Sami Kanerva
R&D Senior Principal Engineer
ABB Marine & Ports
halve the ship greenhouse gas emissions by 2050,
the industry will need to consider multiple future
fuel sources. “The need cannot be met by just one
or two, and each alternative fuel will have their
own markets and uses,” says Kanerva.
Among these, Kanerva and Global Business
Development Manager Vanska name biodiesel,
fuels from from biomass including waste, and
renewable sources including solar, wave and wind.
“We can bind the electricity generated by renewa-
bles and use it to split molecules and create
hydrogen,” says Vanska. “We can also generate
synthetic fuels, ammonia, methane or methanol.”
Production of these fuels is largely based on fossil
fuel today, but all of them can be renewable in the
future.” He adds that the cost of fuels within renew-
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100 POWER AND PROPULSION
ables could be similar. “The differentiators will be
in the way in which they are used, as well as their
availability.”
Turning power into propulsion
Both experts point out that that the tried and
tested internal combustion can still be used to burn
several of the alternative fuels, such as ammonia,
though engine modification would be required in
most cases.
Fuel cells are another option and Vanska points out
that they are relatively easy to connect with current
marine drive systems. “Fuel cell systems are highly
scalable. Modern marine drives are already electric,
so only the power plant is exchanged.”
Vanska and Kanerva agree that the public
discussion has not been giving enough attention to
the viability of alternative fuels. “There are
concrete examples out there today that can serve to
show the way for others,” says Kanerva. He cites
Nikola Motors’ plans for wind and solar-powered
stations to generate hydrogen to fuel their trucks.
“Not only is the Nikola concept feasible, they
intend to compete on price in the near future.”
With change comes challenge
That being said, the pair point out that all fuel
alternatives have their inherent challenges. “For
example, energy density is low for hydrogen, and
liquefied H2 requires very low temperatures for
transport and storage,” says Kanerva. “Ammonia is
highly corrosive and needs to be cooled as well, and
methanol is toxic. Each fuel requires its own
transportation and storage technology. There is no
straightforward blanket solution.”
They report that several countries are conduct-
ing hydrogen studies, each suited to their particu-
lar situation. “The UAE has announced hydrogen
production using solar power, while Iceland is
using geothermal energy. But each of the countries
still has to solve the problem of transporting the
energy to where it will be used.”
We can bind the
electricity generated by
renewables and use it to
split molecules and
create hydrogen.
No single solution
Both Kanerva and Vanska believe that a combina-
tion of fuel cells and batteries may emerge as a
viable marine power solution, using batteries for
shorter routes and fuel cells for longer voyages.
They also believe that fuel cells are a good match
for autonomous shipping. “Today’s propulsion
systems are not ready to go autonomous due to the
maintenance requirements of mechanical power
trains,” says Kanerva. “But fuel cells are well suited,
as there are no moving parts, and little-to-no
maintenance. This makes them suitable for the
overall autonomous solution, because they can go
longer without the need for on-site human
intervention.”
As for the time perspective, the two character-
ize the current phase of alternative fuel solutions
as a demonstration period. “Regulations are
driving investigations into alternatives. Early
adopters and R&D programmes are showing the
way, like several of the ferry projects around the
world,” says Vanska. He reports a growing interest
in demonstrating the feasibility of fuel cell
technology for the cruise industry, with the first
step being to power hotel functions emissions-free
in port. “With regulations setting the agenda, we
should see a number of alternative fuel solutions
realized in shipping fairly soon, even as early as
2025.”
101
102 POWER AND PROPULSION
Smart ideas are
moving shipping
into a new era
By Andrew Calzetti
Marketing Director
Wärtsilä
The shipping industry is still, to a large extent,
caught between two worlds. On the one side is the
conservative approach that prefers to adhere to
tried and trusted ways of doing things, while on
the other side are the dynamic developments in
digital technologies that are creating exciting new
opportunities. This is the dilemma facing fleet
owners and operators around the world; whether
or not to embrace change.
In 2017, Wärtsilä announced its Smart Marine
Ecosystem vision. It represents an acknowledge-
ment that if the industry is to move forward, it
must work towards eliminating the inefficiencies
that exist in both ship and port operations, and it
must recognise the need to establish better safety
practices and greater sustainability. Shipping is
under pressure to reduce its environmental
footprint, and this requires not only technical
solutions, but also a strong commitment to comply
with both the word and the spirit of regulations.
Moreover, the regulations and industry standards
themselves will also need to develop appropriately,
with enforcement being given far greater promi-
nence than is apparent today.
The Smart Marine concept is based on utilising
connectivity, big data, smart algorithms, and
artificial intelligence backed by close collaboration
with customers and industry partners to create an
ecosystem that makes the best use of resources to
transform the shipping business into a new era of
greater efficiency, enhanced safety, and better
environmental performance.
Implementing the vision
Implementation requires knowing and identifying
the main sources of waste. According to Wärtsilä
these are overcapacity, fuel inefficiency, and the time
wasted in high traffic areas and when entering port.
To eliminate this waste, a combination of
technology and new business models is needed.
Both involve greater levels of collaboration
between all stakeholders. For example, shared
capacity will improve fill rates and reduce unit
costs, while automated ports will result in more
efficient port operations. Wärtsilä’s vision is to have
smart ships sailing efficiently, reliably, safely and
sustainably between smart ports, to the benefit of
the entire industry.
Vessel Traffic Control systems can optimise
port operations and minimize the waiting time for
ships. Transas, a Wärtsilä company, has developed
a modern and forward-looking system designed to
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104 POWER AND PROPULSION
effectively manage vessel traffic in ports, harbours
and coastal areas.
As regards ship operations, there are a number
of exciting innovations that have emerged and
which are increasingly being adopted by owners
and operators worldwide.
Hybrid propulsion
Hybrid propulsion, for example, is no longer a
futuristic dream, but a valid and realistic means for
coping with the challenges of efficiency and
regulatory compliance.
The marine sector has benefited from the
advances in battery technology driven by automo-
tive demands. The weight, capacity and prices of
batteries have all dropped fairly dramatically over
the past ten years, and hybrid ships can today sail
in and out of harbour exclusively on electrical
power. They can also use the batteries for hotel
load electricity while in port, which reduces both
pollution and noise in the harbour area. On the
operational side, Wärtsilä’s new energy storage
solution provides balancing energy to cover peaks
in demand, resulting in a more stable load on the
engines. The resulting fuel savings can be as much
as 15–20% per year. Hybrid systems can be used in
the power generation of any conventional
merchant vessel. Studies carried out by Wärtsilä
indicate that a 10% lower OPEX and 12% fewer
emissions can be achieved.
The growing acceptance of hybrid propulsion
solutions has led to other innovative develop-
ments, such as wireless charging of a ship’s
batteries. This means that charging can begin
before the ship is docked, thus saving time as well
as increasing safety since there are no manual
cables to connect and disconnect. Autodocking is
another example of how Wärtsilä’s Smart Marine
vision is being implemented. The company has
successfully tested its autonomous dock-to-dock
system on a ferry sailing between Norwegian ports.
New communication
technologies make
information available in
real-time, and this is
delivering notable
benefits in vessel
maintenance
management.
An Oceanic Awakening
Wärtsilä’s ‘An Oceanic Awakening’ is a global
initiative focused on the radical transformation of
the world’s marine industry into one supremely
efficient, ecologically sound and digitally connect-
ed ecosystem.
To overcome the challenges of achieving better
port-to-port fuel efficiency and reducing conges-
tion, which negatively impact profitability and
sustainability, collaboration across multiple
segments and industry verticals, along with active
involvement in leveraging emerging technologies
to create new business opportunities is needed.
The ambitious aspiration of ‘An Oceanic
Awakening’ is to connect 20 of the most influential
marine cities by 2020 into a network that will
inspire cooperation as an essential ingredient to
driving forward this journey of transformation. The
network will support the adoption and deployment
of best practices, embrace digitalisation and
legislate new environmentally friendlier, sustaina-
ble and smarter ways of doing business across the
oceans. This can be seen as a wake-up call to
everyone.
Cyber Security
With the rapid digitalisation of the marine industry
and the increased use of integrated systems and
software on ships and mobile offshore platforms,
cyber security is becoming critically necessary, not
only for data protection, but also for reliable and
safe marine operations. Products and service
operations need to be protected against viruses,
hacking, and other malware attacks, and this

awareness is yet another indication of a rapidly
changing marine environment.
Wärtsilä takes a three-pronged approach to
dealing with this threat. The focus is on training its
people on awareness, aligning processes with ICS
security standards and marine security guidelines,
and setting up highly skilled and dedicated
internal security teams to work with top cyber
security consulting firms to ensure that the latest
and most effective technologies are employed to
ensure resilience against threats to customer
assets.
Conclusion
The trend towards greater efficiencies is apparent
in every aspect of maritime operations. The
possibilities offered through the industrial internet
and advanced connectivity are increasingly being
embraced by shipping companies everywhere.
Higher levels of performance, optimised processes,
and entirely new business models are being
created.
Fully remote controlled operations may still be
some way from becoming reality, but the technolo-
gy already exists. As early as 2017, Wärtsilä
successfully operated a vessel through a sequence
of manoeuvres using a combination of dynamic
positioning and manual joystick control. The test
vessel was in the North Sea, while the remote
control navigating was carried out from the
105
Wärtsilä office, located 8,000km (5,000 miles) away
in San Diego, California.
Energy storage is already attracting large
investments and is likely to continue to drive
battery technology, which will in turn speed the
acceptance of hybrid propulsion for ships. It will
mean that more or less all short sea challenges can
be solved by hybrid solutions, with batteries being
charged from clean energy sources. Similarly,
hydrogen fuel cells are an emissions free source of
power that will eventually be utilised in marine
applications.
New communication technologies make
information available in real-time, and this is
delivering notable benefits in vessel maintenance
management. Dynamic maintenance planning and
condition based monitoring of a ship’s machinery,
backed by remote operational support are dramati-
cally changing the efficiency and cost structure of
servicing, repairs and overhaul planning. When
potential failures can be predicted in advance, and
planned for accordingly, reliability and availability
are increased while downtime is minimized.
It has become self-evident that the marine
industry is in the process of entering a new era of
safety, sustainability, and high efficiency. It holds
out the hope of a future that will not only benefit
shipping, but society as a whole.
Wärtsilä experts are available to discuss these
developments at stand D03-40 in Hall D. W
106 SAFET Y AND TRAINING
 107

Safety and
Training

Safety has been at the heart of maritime

regulation for more than a century and is
of course the reason why the IMO was
brought into being. Over the years the
focus of safety campaigns and
regulations has shifted regularly. Each
new issue eventually results in initiatives
and rules to improve safety. The latest
have involved watertight doors and
lifeboat safety with fatigue looking to be
one of the next. Improving safety involves
equipment, services and training which
itself is undergoing a revolution using
simulators and virtual reality.
108 SAFET Y AND TRAINING

All the safety

you need
By Benny Carlsen
SVP
VIKING Life-Saving Equipment
 109

What makes safety compliance such a challenge?

As any maritime asset owner knows, it’s not one
thing, but many different aspects. While it takes a
steady hand to identify and select which combina- From the very outset, the
tion of equipment will work best in an emergency, choice of boat brand and
getting it right when it comes to efficiently
predicting, managing and mitigating the associat-
model has direct and
ed hassles and operational risks is where things important implications for
become seriously troublesome. maintenance.
Take lifeboats and rescue boats for example. An
absolute key part of a vessel’s overall safety setup
and a major investment this category of safety
equipment is probably the one to require the most
resources over its total service life, from procure-
ment, through servicing to decommissioning. For
instance, from the very outset, the choice of boat
brand and model has direct and important
implications for maintenance. The same goes for
davits and launching appliances in general. Subject
to much scrutiny in recent decades, primarily due
to an unfavourable accident track record, lifeboat
hooks differ widely, too, both in their simplicity of
operation and the inherent safety built into their
design. From a safety perspective, the pairing of
state-of-the-art quality Norsafe boats and the
innovative and intrinsically safe VIKING Nadiro
Drop-In-BallTM hook solution offers an unrivalled
combination.

Change in the wind

It’s factors like these that, toward the end of last
year, prompted a move that rocked the maritime
safety industry around the world: VIKING
Life-Saving Equipment, the global Denmark-based
safety equipment manufacturer and servicing
provider, acquired Norway’s Norsafe, a renowned
family-owned lifeboat solution manufacturer that
has been around since 1903.
To anyone who isn’t familiar with the supply
and demand mechanisms in lifeboat procurement
or maintenance, the acquisition may appear to be
just one of many made in an industry that is
increasingly consolidating. Seen from a marine
evacuation point of view, however, it opens the
door for both shipowners and offshore asset owners
to streamline and simplify safety compliance like
never before - not just for boats and davits, but
across the entire safety equipment palette. This
way, joining forces with Norsafe, VIKING now
holds a unique position as a leading manufacturer
and service provider for lifeboats, liferafts and all
other major types of life saving equipment.
A global one-stop safety shop
In practical terms, this new reality means that
VIKING now holds an OEM status when it comes to
lifeboats, rescue boats, davits and many more
related products. These join VIKING’s existing
complete maritime safety offering with supply and
servicing of everything from liferafts to PPE,
evacuation systems, marine firefighting equipment
and more, putting it all in the hands of a global,
one-stop-shop supplier. Bringing Norsafe on board
110 SAFET Y AND TRAINING
has also significantly expanded VIKING’s training
capabilities, adding world-class training centers at
key maritime hotspots around the world.
While VIKING has long offered lifeboats as well
as service agreements to cover them, adding
several hundreds of employees to this business
area provides a significant lift to the company’s
overall product palette. Here, the key advantage for
maritime asset operators is found in the highly
successful VIKING Shipowner Agreement concept,
based on uniquely customizable contracts that
cover all aspects of onboard safety compliance in a
variety of predictable, fixed-price structures. These
agreements have already been adopted in impres-
sive numbers of shipping and offshore companies
around the world, looking to achieve safety
compliance efficiencies at scale by combining
service of multiple safety product groups and
brand with one capable supplier.
So popular are these agreements, in fact, that
98 % of VIKING’s customers choose to renew their
contract as it expires, and over 70% of these expand
the scope of the agreement during the initial year
to cover a wider range of safety equipment.
All services anywhere
Over the past decade, the maritime industry has
become increasingly global in its perspective,
moving to consolidate procurement centrally to
achieve new efficiencies. To meet these needs, it’s
important for safety equipment manufacturers and
service providers to own an efficient, growing
servicing network that’s never far away – with all
the on-the-spot service capabilities needed.
VIKING’s own global service network is unique
in the maritime safety industry. The vast majority
of its 288 stations are company-owned and
operated, providing a greater degree of control and
coordination than those of its competitors. Even
so, as many shipowners have discovered, it’s not
the number of locations that define the quality or
availability of service, it’s what each station is
equipped and certified to do – and how far spares
or specialist skills must travel to meet unforeseen
requirements. What’s needed is a very real,
According to the stipulations
of IMO MSC.402(96), which
come into force in January of
2020, OEM approvals will no
longer be mandatory for
lifeboat servicing.
one-point-of-contact centralized ability to ensure
cost-efficiencies and speed of service, and VIKING
achieves this by carefully positioning servicing
capabilities and stock points around the world for
best effect.
As for boats and davits, the combined VIKING
and Norsafe lifeboat servicing is provided through
a unique network of 23 fully-owned service
stations. They are strategically located to cover all
major global maritime hubs, offering fixed price
servicing directly in more than 100 key ports.
Meanwhile, teams of technicians available for same
day travel, ensure that similar services are in fact
available anywhere in the world. In addition, the
facilities and their highly trained technicians are
all fully equipped and certified to service all major
lifeboat and launching appliance brands in
accordance with the latest SOLAS regulations.
Multi-brand lifeboat service
with OEM competence
This brings us to another issue that can, at times,
cause difficulties for shipowners or offshore asset
owners: the long-standing IMO requirement that
lifeboats must be serviced by their OEM or by
approved representatives of these manufacturers.
It’s not always a desirable situation, particularly
where the decision has been made to consolidate

servicing of safety equipment with one or a few
suppliers or when you own multiple brands of
boats. And it’s a situation that is about to change.
According to the stipulations of IMO MSC.
402(96), which come into force in January of 2020,
OEM approvals will no longer be mandatory for
lifeboat servicing. And that’s good timing for
VIKING’s acquisition of Norsafe. With the newly
combined VIKING Norsafe brand of boats, hooks
and davits, the company can perform annual and
five-yearly inspections in compliance with IMO
SOLAS requirements under MSC.1/Circ.1206/ Rev.1
and MSC.1/Circ.1277 – all with the expertise and
quality of an OEM. From basic service and
maintenance, to testing, retrofit, overhaul and
repair, the large combined team of VIKING and
Norsafe of in-house trained and certified service
technicians have the experience, flexibility and
competencies to cost-effectively deliver the right
solution for any project.
Customer value powered by data
driven digital solutions
In recent years, VIKING has forged ahead, too, in
another crucial area aimed at making safety
equipment servicing a more efficient and transpar-
ent customer experience: data driven digitized
solutions. Today, the rather complex logistics
involved in servicing safety equipment from
multiple manufacturers and complying with a sea
of regulations can be a heavy burden on superin-
tendents and fleet managers whose primary job it
is to ensure smooth sailing without any potentially
risky or costly interruptions. Central to VIKING’s
smooth, efficient servicing processes is a state-of-
the-art digital booking system, operated by
dedicated local planners, that handles everything
from service notifications to follow-up.
On top of that, is a state-of-the-art digital
customer portal and automatic notification system
based on proactive push-notifications, one-click
booking and confirmation. Backed by real-time
support, this system helps operators to easily
manage and consolidate safety equipment
information and service scheduling in the most
convenient and efficient way. W
112 SAFET Y AND TRAINING
 113

Bringing safety
back to the
fore in a
transforming
industry
By Knut Ørbeck-Nilssen
CEO
DNV GL – Maritime

Today we see a rapid transformation of the Markets: Increasing uncertainty

maritime industry characterized by three tectonic
shifts: markets, regulations and technology.
These changes really are tectonic and will have
a significant impact on the future of the industry.
In a time when shipping is rapidly transforming, I
believe it is crucial to put our primary focus on
safety, making sure it is at the core of changes – be
it to ways of working, technology on board or
regulations.
The markets have become increasingly unpredicta-
ble since the collapse of the oil price in 2014,
leading to growing uncertainty. This sentiment has
carried on until to today, with concerns over global
trade, especially the trade discussions between the
US and China, Brexit, and other ongoing geopoliti-
cal events. Alongside uncertainly, competition has
increased as many owners and operators have
faced intense pressure and smaller margins.
114 SAFET Y AND TRAINING
Over the last few years, the pressure to turna-
round vessels ever more rapidly in ports has grown,
and this can increase risk, especially in the case of
cargo liquefaction. There may be pressure to cut
the time needed for proper measurements of the
cargo that you are loading, which increases the risk
of liquefaction in bulk materials.
In addition, the shift towards ever larger vessel
sizes poses new challenges, and we have recently
seen incidents where fires from containers stored
on deck have led to a complete loss of the vessel
and fatalities in the worst case. It is time for the
industry to get serious about what is inside
containers and about declaring dangerous goods
and flammable items. There are also concerns
about the weight of containers.
Regulations: Environmental challenges
Regulations are also changing. Obviously, the
imminent change is the sulphur cap. The introduc-
tion of the sulphur cap means the industry must
address the issue of blended fuels, especially
whether they are compatible if you are bunkering
in different areas of the world even if you stay
within the same vendor. There are concerns about
coiling filters, seals, and as an industry we only
have limited experience of these new blended
fuels.
The recent IMO strategy to reduce greenhouse
gas emissions, will also have a huge impact. This is
a particularly ambitious goal for the shipping
industry – to be carbon free by the end of this
century - especially if you think about the fact that
we do not currently have any viable zero-carbon
alternative fuels.
For the intermediate goal in 2030, I think we
can have more confidence in reaching the 40%
reduction target through the means and the
methods we already have in place. But there is
more on the regulatory landscape, such as noise or
recycling. There are also numerous different
regulations that are on the horizon and this is
creating a complex shipping environment for
everyone to operate in.
Technology: Connectivity and digitalization
There are many discussions on digitalization,
which is a very significant technology for shipping.
We are seeing this already at DNV GL, where we are
using artificial intelligence (AI) to route and answer
technical queries. By using machine learning
algorithms, we can not only provide faster
responses, but have better consistency and quality
in the responses. AI is a field that has a great deal of
potential for many industries, with some industries
advancing rapidly in this area.
Looking more broadly at technology, there are
several obvious challenges, as connectivity
between vessels and shore increases. In particular,
there is a need to develop resilience against the

cyber-attacks which have proliferated over the past
few years. This becomes even more critical as
vessels develop higher degrees of autonomy. This
increases reliance on sensors and the data they
provide and the interpretation of this data. Thus,
the quality of both the sensors and the data
become a critical part of safety at sea.
I have five concrete proposals that I believe,
could benefit our industry and improve safety at
sea. Firstly, to develop holistic regulations with
safety at the core – this is a challenge to the IMO
and the classification societies when they are
developing rules. An example where we could do
better in this regard is the EEDI regulations. This
has led in some cases to de-rating engines, with the
consequence that it takes much longer to bring the
vessel through the bar speed range. This can cause
dynamic vibrations in the shaft, resulting in
damage or even shaft failure. IACS has been
working on unified requirements, but those are
only guidances. At DNV GL, we published specific
requirements last year. This last example is a good
illustration where a holistic approach has not been
applied to a good intention of reducing emissions
from shipping.
Secondly, to improve on the safety culture
within each company. Even though 2018 saw the
second lowest number of losses since 2008,
according to the Allianz Global Corporate &
Speciality (AGCS) Safety and Shipping Review, 75%
were caused by human error. The safety record is
improving, but improving safety culture could
make a huge difference, and keep this improve-
ment moving in the right direction.
AI is a field that has a
great deal of potential for
many industries, with
some industries advancing
rapidly in this area.
Thirdly, it is to unlock data silos for deeper
insights into incidents and near-misses. In many
cases the IMO does not even receive incident
reports. Having the conclusions of all incident
reports freely and rapidly available to the IMO
would be a great starting point.
The fourth proposal is to increase transparency
on the findings from various incidences, and it is a
concern that the industry seems to be quite
reluctant to share those insights. The fact is that it
takes a long time before these investigations are
concluded, reported and made publicly available.
This is not only a waste of time but a waste of good
learning. Unfortunately, it is not unusual to wait
for more than two years before a report is finally
publicized. This is an area where the industry has
the potential to advance.
Finally, my fifth point is about taking inspira-
tion from other industries. We can think about the
aviation industry, the oil & gas industry and look at
barrier management and how you can really utilize
barrier management to have a much more
pro-active attitude and approach to safety.
Some of these proposals will take time, and
resources, some will be difficult, but I think if we
move forward on them they could greatly benefit
the industry. And if we can move along these lines
there is a good hope that we can continue the
positive trend on safety at sea for the marine
industry. W
Over the course of the last few decades,
Shipowners and Operators have been
faced with a tsunami of new regulations
and at the same time have needed to
make their vessels more efficient. This is
a situation that is becoming more intense
and shows no sign of abating. Keeping
abreast of these changes and ensuring
compliance places a considerable burden
on hard-pressed staff, a burden that
ShipInsight is aimed at reducing.
TRANSFORMING
OUR INDUSTRY
WILL TRANSFORM
SOCIETY
The weight of this challenge will make
demands of every one of us.

Find out more at www.sea20.org

Join the discussion @SEA20forum
#SEA20 #AnOceanicAwakening
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