TOOct2012

TANKEROperator OCTOBER 2012

www.tankeroperator.com

Contents 04

10

Chemical/Products Tankers ECO tanker cost savings ECO tanker design from Romania

24

Operational Efficiency Saving energy/reducing emissions Help with SEEMP AWT in fleet support SIS joins StormGeo ABSNS joins ESRG

34

Technology 34 Profile - Cargotech

35

Propulsion Systems ABB launches advisory system Waste heat recovery advantages ExxonMobil’s new luboil

43

Hull Efficiency Hull monitoring vital

46

Safety Systems Navigation safety with Saab Class approves safety services

49

Tank Servicing LR’s guidelines for crude tank protection Heat exchangers for LPG carriers Low temp cure cargo tank coating

53

Conference Report How to make money in a bad market

Satcom Services Largest satcoms provider is borne Marlink wins tanker contract AIS tool for tanker operators KVH upgrades phone system Prepaid Visa cards introduced Satcoms seen as a value

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October 2012

TANKEROperator

01

COMMENT

Where will it all end?

There has been a double whammy for the shipping industry from our friends at Moore Stephens in the past few weeks.

Following the accountants and consultancy’s quarterly confidence report, released at the end of August, 2012, which said that confidence levels had fallen to their lowest level for a year and to the lowest figure recorded since the survey was launched in May 2008, comes news that annual operating costs in the shipping industry had increased by an average 2.1% last year, compared with 2.2% average rise recorded in 2010.

Crew costs were the main reason for the overall increase in 2011, while conversely, the cost of insurance fell for the second year in succession.

These findings were set out in OpCost 2012, Moore Stephens’ operating costs benchmarking tool, which revealed that total operating costs for the three main tonnage sectors covered – bulkers, tankers and containerships – increased in 2011, the financial year covered by the survey.

Both the bulker and tanker indices increased by 3 index points (or 1.7%) on a year-on-year basis.

There was a 3.3% overall increase in 2011 crew costs compared to the 2010 figure. By way of comparison, the 2008 report revealed a 21% increase in this category, Moore Stephens said.

In the tanker sector, increases in crew costs were 2.2% on average, compared to 2.7% in 2010. Suezmax owners and managers reported an overall increase of 3.4%, while for operators of LPG carriers of between 3,000 and 8,000 cu m, the crew bill went up by 6.7%, the largest increase recorded.

In the repairs & maintenance category, there was an overall fall in costs of 1.1%, compared to the 4.5% increase recorded for 2010. There was no overall increase in these costs in the tanker sector, except in the Handysize product tanker segment.

After two successive years of declining expenditure on stores, OpCost this time revealed a 2.7% increase in the level of spending.

Some of the biggest increases in this regard were seen in the tanker sector where Suezmaxes, for example, spent 5.5% more on stores than in the previous year, and Aframaxes 5.4%. Panamaxes, where the stores spend was down by 2.4%, was the only tanker category to show black ink. And there was no black ink at all for stores in the gas market, with operators of LPG carriers of between 70,000 and 85,000 cu m paying 6.5% more, compared to 2010.

Expenditure on insurance dipped overall by 1.5%, following a 4.7% fall in 2010. The insurance spend was down for tankers overall by

3.4%. Indeed, all categories of tankers paid less for their insurance than they did in 2010, the study found.

Moore Stephens partner Richard Greiner said: “OpCost 2012 contains both good and bad news for the shipping industry. The bad news is that costs continue to rise. The good news is that costs are not rising as fast, or as steeply, as they were three or four years ago and are in fact pretty much in line with predictions.

“Once again, it was an increase in crew costs which was the headline figure for the industry in 2011. The average overall increase in crew costs was in fact marginally down on the figure for 2010. This may be a reflection of the economic climate and a consequence of more companies going out of business and more ships going into lay-up.

“But while crew costs remain the single biggest contributor to higher operating costs, they are still modest in comparison to some of the hefty increases posted in earlier years. Investing in good people is a must for the shipping industry, and will justify the price tag in the long term.

“There was a fall of just over 1% in repairs and maintenance expenditure, this despite continuing increases in the cost of labour and raw materials. Again, this may be a direct result of the economic downturn, which shipping has weathered better than many other industries. But nevertheless there has been reduced activity, a number of victims and significant pressure on spending in many of those companies that have survived.

“Spending on stores was up in 2011. This is no surprise since the category includes the likes of lube oils, the price of which continued to rise throughout 2011 along with the price of crude oil. New technology in lube manufacture promises to make ships more environmentally friendly and more efficient, but that will come at greater financial cost.

“Insurance costs were down again, which is not a surprise but an anomaly, given the economic climate and the poor underwriting figures for recent years. In a classic underwriting market undistorted by rampant competition, rates would be going up. As it is, with very few exceptions, they are going down.

“The global economic outlook remains uncertain. Confidence in the shipping industry, while fragile, has held up remarkably well given the financial and political difficulties of recent years. Shipping will not welcome an increase in operating costs. But there should be some solace to be had from confirmation that the increases are more or less in line with predictions. In shipping, as elsewhere, it is easier in difficult times to plan for a probability than for an unexpected contingency. And better analysis and risk management makes an unexpected contingency less likely,” he concluded.

Where will it all end, indeed?

TO

TANKEROperator

2

Vol 12 No 1 Tanker Operator Magazine Ltd 2nd Floor, 8 Baltic Street East London EC1Y 0UP, UK www.tankeroperator.com

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TANKEROperator October 2012

INDUSTRY - CHEMICAL/PRODUCTS TANKERS

BIMCO examines ECO tanker cost differential There has been a lot of debate and speculation regarding the commercial viability and attractiveness of ECO ships amid fears of a two tier market emerging reflecting ship energy efficiency.

IMCO recently undertook a review and chief shipping analyst, Peter Sand, explained: “Our calculations show that, should you choose to invest in an ECO MR2-tanker, you could pay up to 25% more for your vessel before settling for a non-ECO MR2-tanker”.

The calculations, based on the organisation’s assumptions, disclose that a 15% savings on fuel, potentially enables an ECO shipowner to charge extra up to the amount that is saved in fuel – which is $2,197 more per day than what a regular vessel can obtain. This extra income means that a shipowner can pay up to $8.31 mill more for an ECO ship, for the investment to be equally good, or better off, compared to a standard tanker. That is a premium of 25% when the standard vessel is priced at $33 mill.

In the same way and based on the same fuel consumption and fuel prices assumptions, a shipowner can pay up to $5.5 mill more for an ECO ship for every 10% of fuel savings – or 17% more for a $33 mill standard vessel.

An obtainable premium to the market-given

B

timecharter rate, where the charterer pays for the fuel, is implied to be equal to an obtainable cost deduction on a market-given voyage charter rate where the owner picks up the fuel bill.

Fuel price effect If the bunker prices go up, the fuel-savings premium increases, making investments in ECO ships more viable. For each increase of $100 per tonne in bunker prices the premium goes up by $338 per day, improving the net present value (NVP) of the investment by $1.3 mill.

A change to the fuel price tends to affect timecharter rates directly, but BIMCO fixed the rate at $12,750 per day for the following calculations, which is the latest 12-month timecharter rate for a 47-48,000 dwt products tanker according to Clarkson.

If the bunker price stays on the current level of $651 per tonne, the fuel-savings premium will not be high enough to make investment in an ECO ship profitable for a shipowner; even the psychological barrier of $1,000 per tonne

will not make the investment sustainable with a negative NPV of $0.7 mill. The bunker price must exceed $1,060 per tonne to result in a new ECO ship having a positive NPV, if the vessel is priced at $33 million.

In other words, bunker prices would have to increase by two-thirds ceteris paribus to make the investment viable under the conditions of a fixed timecharter rate and OPEX level going forward.

At the current one year timecharter rate of $12,750 per day, a standard vessel does not meet its cash-breakeven rate making the investment unprofitable with an NPV loss of $13.5 mill – more than the initial equity outlay. Even if the ECO ship was secured at a cost of $33 mill, the investment will still be unprofitable, despite being able to charge a fuel-savings premium of $2,197 on top of the timecharter rate, making an NPV loss of $5.2 mill.

The cash-breakeven cost for a vessel valued at $33 mill is $13,928 per day covering the daily operating and financial expenses, but not return on equity, which explains why the

Making money in a difficult market Can you reduce costs equivalent to 3 per cent of gross revenue?

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TANKEROperator October 2012

INDUSTRY - CHEMICAL/PRODUCTS timecharter rate, plus the fuel-savings premium, is not enough to make the investment in an ECO ship profitable in the current environment.

Newbuilding prices As stated above, the current timecharter rates at a fixed level for the next 20 years are not high enough to sustain investments in new vessels at the present newbuilding prices. Returning to the benchmark case of 15% fuel savings and timecharter rates of $12,750 per day for a standard vessel, an ECO ship must not cost more than $27.8 mill to be a profitable investment. In comparison, a standard vessel must cost as little as $19.5 mill to be profitable in today’s market. “The current newbuilding prices reflect some optimism in the shipping industry. Higher freight rates are expected to be part of not too distant future. From our calculations two results are striking; First, newbuilding prices are not as closely related to the present market condition as they normally are – and second, ECO ships seem to be the best profitable choice for the future fleet� Sand added.

Instead of changing the newbuilding prices, BIMCO examined how high the timecharter rates must go before the purchase becomes profitable. For a standard vessel priced at $33 mill, timecharter rates must be as high as $16,328 per day for the purchase to be sustainable – but rates have not been this high since mid-2009.

If the ECO ship costs $33 mill, the tanker also needs to make $16,328 per day before it is profitable; but a portion of the rate reflects the fuel-savings premium. By deducting the premium of $2,197 per day, the rate can be compared to the historical values seen in a standard vessel.

This means that the base rate needs to be $16,328-$2,197=$14,131 per day before an ECO ship becomes a profitable investment. By looking at historical freight rates, this is achievable. The 10-year average for 2003-2012 is $19,214 per day for a one year TC for a 47,000-48,000 dwt products tanker. It should be noted that BIMCO has assumed that the whole advantage of the investment would go to the shipowner.

As charterers focus on the total sum of charter costs and bunker costs, industry sources confirmed that an ECO ship premium to a standard vessel with a higher fuel consumption is obtainable.

Either purchase is financed by a 15-year annuity loan with an interest rate of 7%. The loan amounts to 60% of the purchase price, while the remaining 40% is financed by equity. The return on equity is set to 7%.

The fuel price is set at $651 per tonne – the average of current bunker prices in Singapore and Rotterdam, the daily fuel consumption at 30 tonnes and the annual transit rate is set to 75%. The transit rate indicates the share of days that the vessel is using fuel, which is a crucial factor to determine the economic viability of an ECO ship.

The operating expenses are fixed at $7,600 per day. OPEX is set to be flat for the life-time of the vessel, to make the conclusions more straightforward to comprehend. By assuming constant timecharter rates, BIMCO kept both key revenue and key expenditure numbers fixed in all calculations. The number of operating days is assumed to be 353 (ie, one day off-hire every month).

The vessel is assumed to be sold for recycling after 20 years for a price of $3.8 mill regardless of the type.

For further simplicity BIMCO did not taken into account the effect of trading in ECAs into the calculations. But, if low sulphur fuel is used in ECAs, the fuel costs will rise, resulting in the same conclusions, as if fuel prices go up.

BIMCO said that it will publish an article covering the implications of the use of ECO ships based on the development regarding future fuel regulation, with the coming stricter sulphur limits stepping into force in 2015, in the near future.

TO

October 2012

TANKEROperator

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INDUSTRY - CHEMICAL/PRODUCTS TANKERS

Romanian ‘Dream 50’ concept takes shape Romanian shipyard Santierul Naval Constanta (SNC) has finalised the basic design for two new fuel efficient 50,000 dwt product tankers to be classed

by Germanischer Lloyd (GL). letter of intent was signed between SNC and GL during SMM Hamburg. When constructed, they will be managed

by Constanta-based Histria Shipmanagement.

Dubbed the ‘Dream 50’ design, the chemical tankers type II/oil tankers will be built according to the Common Structural Rules (CSR). Should everything go to plan, steel-cutting is scheduled for early 2013.

SNC’s ‘Dream 50’ has been optimised for shallow draft, without compromising the mild steel content and scantlings, the shipyard said.

High tensile steel content will amount to nearly 30%, while the deadweight on 11 m draft will be 39,950 tonnes and on 12.8 m draft, the deadweight will go up to 49,900 tonnes.

The hull forms were designed in order to achieve maximum cargo intake while avoiding any unnecessary depth increase, resulting in a tank capacity, including slops and retention, of 56,200 cu m at 18 m depth.

The hull forms were assessed by the Hamburg Ship Model Basin GmbH (HSVA), where basin tests and manoeuvrability tests were carried out to verify compliance with

A

SNC's new MR design 'Dream 50' is claimed to give a power/fuel consumption gain of more than 20% over earlier MR designs. Two orders are imminent, but further contracts will be subject to market conditions going forward.

IMO resolutions. Tests were carried out in ballast, plus at the design and scantling drafts.

The use of MAN’s ultra-long-stroke main

engine MAN 6G50ME-B9.2 at reduced rev/ min and the fitting of an MAN Kappel high efficiency propeller and a bulb rudder,

06

TANKEROperator October 2012

INDUSTRY - CHEMICAL/PRODUCTS currently under tank testing, are also expected to generate further improvements in fuel economy.

Once the tests have proved satisfactory, the project will proceed to the plan approval stage and then the detailed design stage.

SNC told Tanker Operator that the optimised hull forms/inner-shell geometry has been designed to achieve a lower water-resistance and maximum cargo capacity of about 56,000 cu m, without unnecessarily increasing the main dimensions.

The integrated propulsion solution, tested in HSVA’s tank test facility, included the new ultra-low speed MAN G-type engine together with a Kappel design propeller with an increased diameter/rudder bulb.

Together with the hull form optimisation, the power/fuel consumption gains were estimated to be more than 20% compared to the average with a more traditionally designed MR. The design also claims about 60% EEDI compliance according to today’s IMO requirements. This relates to the index to be achieved for vessels delivered after 1st January 2013. Considering today’s calculation formula, ‘Dream 50’ will also be compliant with the last phase of EEDI implementation scheduled for 2025 – see graph on page 10.

Each vessel will have six segregations to give greater cargo flexibility and the cargo operation will be undertaken from the bridge, ensuring the direct supervision of operations on the main deck and ashore.

Although some of the equipment to be installed is still to be specified, the cargo and ballast pumps will be supplied by Frank Mohn, while a Honeywell cargo monitoring system will be fitted. Jowa will supply the sewage treatment and oil discharge monitor, Polarmarine the

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SNC/Histria head Gheorghe Bosinceanu (left) seen at the class signing ceremony in Hamburg with GL CEO Erik van der Noordaa (right).

October 2012

TANKEROperator

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INDUSTRY - CHEMICAL/PRODUCTS TANKERS

Principal Particulars GL Class Notation – Hull: +100 A5 Chemical Tanker Type 2/Oil Tanker with Double Hull, CSR, ESP, NAV-O, RSD, HLP, BWM, VEC, Environmental Passport. Machinery: + MC AUT, INERT, CM-PS. Length, overall…………………………........183.03 m Length, bp……………………………………....175 m Breadth………………………………………..32.26 m Depth…………………………………………......18 m Design draft………………………………………11 m Scantling draft………………………………….12.8 m Total cargo tank capacity…………...........56,200 cu m Deaweight at design draft…………….............39,950 t Deadweight at scantling draft………...............49,000 t Main machinery……………… ...MAN 6S50ME-B9.2 Design speed………………………………….....14.5 k

fixed tank cleaning machines and Maritime Protection the inert gas system.

On the bridge, Imtech Germany will be responsible for the installation of the automation, navigation and radio communications systems.

As mentioned, the main propulsion unit chosen is a new super long stroke design MAN 6S50ME-B9.2 engine, giving a lower SFOC of 162 g/kWh, a reduction of 5% on a standard MAN engine.

The rev/min has also been reduced to 99 rev/min from 127 rev/min and this coupled with an increased propeller diameter will give a fuel saving of 4.7%. Both the engine and the propeller will be optimised for a slightly lower speed of 14.5 knots, instead of the standard 15 knots. This will reduce the power required by about 12% with a corresponding 12% reduction in fuel consumption. A cumulative fuel consumption reduction of around 20% is expected over similar designs, the yard said.

Saacke will supply the boilers and Sauer the compressors.

The separators filters and heat exchangers will come from the Alfa Laval stable. Schottel will install a transverse thruster to enhance manoeuvrability. The steering gear, windlasses and mooring winches will come from the Rolls Royce group.

Upon their delivery, Histria intends to charter the vessels out for a medium, or long term period to first class charterers.

Jointly, SNC and GL have successfully completed more than 20 tanker projects, including a series of IMO III types of 41,000 dwt from the same yard and for the same manager. TO

Left - 'Dream 50's' hull form was designed to achieve the maximum cargo intake while avoiding a depth increase.

The hull form, together with the propulsion solution, was thoroughly tested in HSVA's tank facility in Hamburg.

08

TANKEROperator October 2012

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INDUSTRY - CHEMICAL/PRODUCTS TANKERS

Energy Efficiency Design Index

Tanker #VALUE!

25.000

dream 50 IMO No.: Attained EEDI 20.000

3.772

Phase 0: 1 Jan 2013 – 31 Dec 2014

Required EEDI Compliance Index Calculation ref: 15.000

6.206 60.8 386585

Attained EEDI

EE EDI

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Dream 50’s hull is also claimed to be about 60% compliant with IMO's EEDI requirements, relating to vessels delivered after 1st January, 2013 (See Page 7).

10

TANKEROperator October 2012

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INDUSTRY - SATCOM SERVICES

Astrium becomes world’s largest satcoms provider

his new division of Astrium Services, part of the EADS Group, was formed following the acquisition of Vizada by Astrium in December 2011.

Astrium Services is the ‘satellite services’ unit of Astrium, which is now comprised of four business divisions - Business Communications, Government Communications, Satcom Systems & Solutions and GEO-Information Services. The Vizada Group, including its affiliates Marlink, Vizada Networks, TDcom etc, will join Astrium Services. In turn, Astrium Services’ new business communications division will host all commercial satcom activities of Astrium Services, serving three main markets -maritime, enterprises and aero.

Astrium Services will become a global satcoms business with revenues of around €1.5 bill and employing some 3,000 people. Of this, the business communications division will contribute €500 mill revenue and will employ 500 persons.

As a consequence of the restructuring, the Vizada Group will rebrand into Astrium over the coming months from October 2012. The Marlink brand will remain unchanged.

In the maritime sector, the company will continue providing services in the same structure as today: indirect through the existing, well-established service provider channels, whereas Marlink will remain an independent commercial organisation focusing on maritime end customers.

This distribution strategy ensures that

T

12

What is claimed to be the world’s largest satellite communications provider was recently formed by the merger of Vizada and its affiliate Marlink into Astrium Services Business Communications. partners and customers in the maritime sector benefit from the most extensive multitechnology service portfolio, combining the complete range of satellite connectivity services in L, C, Ku and Ka-band with the largest range of solutions, optimised for the specific customer requirements of each sector.

The company already claims to offer the most comprehensive Ku-band coverage available.

Vizada CEO, Erik Ceuppens will head-up Astrium Services Business Communications, with responsibility for all activities across the maritime, land and aeronautical markets. Tore Morten Olsen will manage the maritime division of the Astrium Services Business Communications entity.

“The integration into Astrium Services is well underway, and we are already seeing a number of positive effects for our service provider channel and customers. We are committed to expanding our maritime services portfolio and are already better positioned to meet our customers’ evolving needs, while as a new entity of Astrium Services, continuing our dedication to our well-founded channel and customers,” said Ceuppens.

Tore Morten Olsen added: “It is business as

usual for Vizada service providers and Marlink customers, all of whom can expect the same high levels of service going forward, capitalising from added stability, increased engineering capabilities and combined expertise. We are committed to maintaining the best choice to the maritime industry and will continue innovating maritime satcoms.”

The company explained at the SMM Hamburg launch that it was changing its focus from being a technology centric organisation to be a market focused service provider.

Currently one out of every two vessels is claimed to use one of Astrium’s services.

Ku-band expansion Not standing still, Astrium has expanded its capacity on Intelsat’s Ku-band mobility infrastructure. The agreement will enable the business service division to further enhance its global broadband service offerings.

Maritime service providers and customers of Astrium Services will benefit from the new network enhancements on the Intelsat 22 satellite and will leverage capacity on the satellite to enhance coverage for its maritime VSAT services, such as WaveCall™ and Pharostar™, in the Indian Ocean.

Astrium will also utilise the Intelsat 21 satellite, which is designed to provide Kuband coverage in the southern Atlantic Ocean, expanding the maritime VSAT service capacity in regions requiring more coverage.

The capacity on Intelsat 21 and Intelsat 22 will be accessed via IntelsatOne(SM) Network Broadband product, which is built on a global

TANKEROperator October 2012

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INDUSTRY - SATCOM SERVICES network of VSAT service platforms and teleports integrated with an IP/MPLS backbone.

The integration with Astrium Services’ proprietary global teleport network ensures a seamless service with high levels of quality, reliability and availability, the company claimed. The new capacity complements available throughput on the Intelsat C- and Ku-band infrastructure that is already enabling customers connectivity to VSAT. WaveCall and Pharostar support the use of smaller antennas, such as those of 60-80 cm, with straightforward installation and flexible packages to suit different connectivity requirements. Astrium Services is currently testing its newest commercial VSAT offering with customers of high data allowances with speeds up to 1.5 Mbps. Service providers and customers will benefit from low-cost, highperforming broadband communications with the most extensive global coverage, Astrium said.

“Intelsat provides the robust and reliable satellite infrastructure for our mobile VSAT partners and customers around the world, and this expanded commitment is part of our strategy to offer premier coverage and performance to maritime users,” said Olsen.

“Our services are constantly evolving so that we can continue to provide exceptional quality, value and choice.”

“Today’s maritime, land and aeronautical communications service providers are experiencing growth that requires scalable, reliable and cost-effective solutions,” said Jay Yass, Intelsat’s vice president of global accounts and strategic sales. “Astrium Services is leading the way by offering innovative, always-on maritime VSAT solutions that provide true broadband and global connectivity.”

Intelsat’s Ku-band global mobility network, which is scheduled for completion in early 2013, will consist of 10 beams on seven satellites.

To expand the network still further, Astrium is currently in negotiation with Inmarsat to offer the latter’s Global Express offering.

Explaining this move, Astrium said the kaband will play an increased role in maritime satcoms. Global Express is expected to go live in 2015 and Astrium said that it was committed to bringing this new service to the market, especially as a standardised solution to the maritime market, hence it was in what it called ’strategic negotiations’ with Inmarsat and is committed to offering GX services to its service providers and customers. However, the company also stressed that it would 14

continue to develop and enhance its own VSAT services.

Astrium said that in the coming five years, broadband connectivity and services will drive the maritime market growth with VSAT taking the largest share of this growth. As a result, the company said that it will continue to further develop its broadband product and solutions offerings. The company also said that it will continue to build on the ‘active partnership’ strategy with its service providers and support them in both customer gains and retention.

The company added that more than 200 bundles of VSAT and MSS combinations had been sold thus far.

Premium email offering In another move, Astrium announced the launch of a new premium edition of its emessaging tool, SkyFile Mail.

The established email software is now available as two separate offerings, SkyFile Mail and SkyFile Mail Premium, enabling Vizada’s service provider partners to offer improved choice and flexibility to end-users.

SkyFile Mail is already established as a free messaging tool, while the new SkyFile Mail Premium provides new and enhanced features for business users at a competitive rate, including compatibility with Microsoft Outlook, Thunderbird or other POP3/SMTP clients.

Users can choose to send, receive and manage messages in their favourite/required email client, while the new SkyFile Mail Premium can be easily integrated into existing email tools on board ship.

Other new functionality in the premium service is an automatic notification push feature, which allows Masters and officers to choose to receive important emails immediately, without any manual actions. It also offers a new email quarantine feature: Suspicious emails are stored in quarantine prior to delivery on board, granted/validated through the IT Manager onshore, in order to further increase the protection of the vessel from potentially, unwanted mail, or spam. It also offers extra-long text messaging (up to 1,500 characters) and access from shore through non-satellite connectivity (3G, WiFi, WiMax) when in range.

In addition, the new, web-based SkyFile Mail Manager, available during the fourth quarter of this year, will further simplify account management from shore. IT personnel onshore can manage email accounts online, supervise usage and thus control costs of on board email. This way, IT staff can manage

SkyFile Mail remotely from ashore, which will significantly reduce administration and travel times.

Both SkyFile Mail and SkyFile Mail Premium are now available in nine different languages, while other shared features include up to 90% data compression, full duplex mode to send/receive mails at the same time and a crash recovery function that retrieves emails automatically when data connection is interrupted.

“SkyFile Mail offers great functionality for the operator and end-user regardless of the version used,” claimed Jean-Marc Duc, product manager messaging solutions. “New management functionality also means making email available to staff and passengers is now much simpler, so working out billing for possibly hundreds of email accounts on board is now much less time consuming.”

Today, more than 500 commercial vessels have already signed up for the new SkyFile Mail Premium.

Astrium has also launched a new mobile software suite based on its established communications platform, Vizada XChange.

The all-new Vizada XChange Mobile solution is designed to reliably enable the use of Astrium satcoms connectivity and voice services on mobile devices on board.

Available from this month, Vizada XChange Mobile was developed in order to meet the emerging mobility demand for connectivity at sea. Dual user groups – crew and officers – are expected to take advantage of the ability to connect their mobile devices via WiFi while being on board ships. Increased privacy while using the internet and controlled use of personal apps for crew, were the primary drivers for the development of the mobile version, the company said.

Astrium also claimed that Vizada XChange Mobile was currently the most advanced maritime communications platform supporting smartphones and tablets, with an adapted usability and menu structure. The system was designed from the ground-up to provide the type of connectivity people expect on their mobile devices, but without the need for seafarers to download an app. It offers a straightforward user-experience, taking cues from established mobile device interface conventions to ensure familiarity for all users.

With significant increase in the number of unique connections to the Vizada XChange platform, due to the expanded availability of wireless connectivity on board, the software has also been designed to offer in-depth but easy-to-use management functionality, ensuring cost and application control.

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TANKEROperator October 2012

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INDUSTRY - SATCOM SERVICES

Marlink connects Ernst Jacob’s tanker fleet Flensburg-based tanker manager and operator Ernst Jacob has selected Marlink to enhance connectivity across its fleet of 15 tankers, several of which are chartered to oil majors.

Marlink said that it will support the tanker concern to increase operational efficiency with reliable global connectivity provided by WaveCall standardised VSAT with SAILOR 500 FleetBroadband for back-up, all securely managed through the Vizada XChange platform either on board, or from the shore.

Ernst Jacob claimed that it was an environmentally responsible tanker operator committed to providing safe and environmentally friendly service of consistent quality to the satisfaction of its clients and principals. As part of this, efficient communication between its ships and shore organisation is vital, in order to guarantee the complete integration that drives operational improvements and supports the company’s environmental agenda.

Marlink’s bundled solution of WaveCall and FleetBroadband will replace previous

and un-supported generation communication technology. Moving from older services to the latest and most innovative solutions available is a significant upgrade to Ernst Jacob’s communication capabilities. For example, the upgrade will enable more efficient operations by providing a link that keeps Ernst Jacob vessels always connected, regardless of the carrier being used.

WaveCall connectivity and voice services feature a real-time communication dashboard that provides Ernst Jacob with a powerful management tool on board. The company will primarily use the connectivity for operational purposes, including management of on board IT networks remotely from shore and automated content delivery, such as reporting and forms. Communication and connectivity for crew will also be made available on the new system.

The Vizada XChange solution enables full control of voice and data communications. It integrates the VSAT and FleetBroadband services, providing seamless connectivity to ensure that the vessels benefit from reliable voice calling and internet wherever they are.

“We are committed to the continuous

modernisation of our fleet combined to meet the challenges of ensuring operational excellence and in order to provide the highest quality service for our customers,” said Oliver Hennes, director fleet management, Ernst Jacob. “Marlink’s WaveCall solution supports this commitment as it helps us to enhance our communication facilities across the board and by ensuring our vessels are always connected, we can manage our fleet and offices in the most operationally and environmentally efficient ways possible.”

“WaveCall standardised VSAT enables us to provide a straightforward, cost-effective solution for maritime transport vessels and fleets that do not have specialist requirements,” explained Blaz Anusic, regional sales manager, Marlink Hamburg.

“Ernst Jacob has chosen our standardised service offering and we will focus on further developing this solution to continue to meet the evolving customer requirements. By selecting our standard WaveCall solution Ernst Jacob benefits from significant cost efficiencies for both installation and ongoing service.”

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INDUSTRY - SATCOM SERVICES

AIS-based business optimisation tools to help tanker operators Large shipping companies face a variety of challenges in a highly competitive environment*. reporting and process-improvement tools.

For fleet operators, this new category of purpose-built solution streamlines a wide variety of transportation management processes while simultaneously creating a strong competitive advantage. Not only do these systems provide a single, convenient operational dashboard with they can streamline and automate their day-to-day tasks, the tools can also be used collaboratively with companion dock management systems on the customer side to deliver the additional value of streamlining invoicing and regulatory reporting on both

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similarly complex marine terminal environment.

While fleet operators and their customers, alike, have tried to adapt general-purpose planning software, or off-the-shelf fleet management solutions to their business process automation needs, many still execute these tasks manually with paper or spreadsheets.

Now, both organisations can work together to reduce costs and improve efficiency, safety and security by using systems that fully integrate Automatic Identification System (AIS)-based vessel tracking with analytical,

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This is especially true in the petrochemical industry where there are many complex processes to execute, from contract/charter setup and management to voyage and traffic management, invoicing for freight, demurrage and pass-through services, and both corporate and regulatory business and tax reporting.

Likewise, marine terminals face growing pressure to improve efficiency, reduce costs and enhance visibility to every aspect of a

INDUSTRY - SATCOM SERVICES

Refineries and petrochemical plants can benefit from vessel scheduling.

sides of the transaction.

Fleet operators who use legacy systems are vulnerable to redundant data entry and other user errors. These manual solutions also hinder productivity and eliminate the opportunity to track, analyse and optimise operational efficiency. Although generalpurpose software and off-the-shelf fleet management solutions can streamline some processes, they don’t generally address the unique workflow and many specialised tasks, assets and elements of a typical tanker fleet, particularly marine operations associated with the petrochemical supply chain.

The latest fleet management systems meet these challenges by adding advanced AIS capabilities to existing satellite-based vesseltracking systems that many fleet operators are already using to enhance visibility, reporting and alerting for vessel movements and activities. Adding an AIS vessel-tracking platform improves operational speed, productivity and efficiency in an environment where time is literally money and errors can quickly erase profit margins. AIS provides real-time visibility and reporting of the fleet near-shore, at a level of resolution not typically available from traditional satellitebased fleet management platforms.

Further, in cases where a fleet operator’s customer is also using similar processoptimisation solutions on the terminal side, there are additional opportunities to collaborate on invoice preparation, delivery and validation, as well as business and tax reporting, significantly streamlining and improving the accuracy of what typically have 18

been complex and time-consuming processes.

How it works Fleet management systems automate and enhance charter, voyage and fleet management. The systems are used to create new contracts, define term and spot charters, and activate jobs that define all associated details and activities. They also automate daily traffic reporting and invoicing, including the creation and delivery of configurable invoices for freight, demurrage and passthrough services. This eliminates paper while significantly reducing errors and labour.

Once a customer charters a vessel, the contract and charter details are entered into the system, which ideally should have the flexibility to accommodate customer-specific contract provisions and billing terms, including demurrage, maintenance, delays, and billing of pass-through services. Next, a new voyage is created within the system. The voyage indicates the vessel, barges, and any relevant destinations, such as load ports and discharge ports.

For optimal efficiency, this information should be automatically available on each vessel after the voyage is created. This is possible by using a communications system that combines AIS, cellular and satellite communication with least cost routing (LCR) capabilities to ensure the lowest possible communications service costs.

Vessels receive voyage information as a new job through an activity logger installed in the wheelhouse of each vessel. Activity loggers can be flexible, touch-screen devices, or

simply an application installed on an existing on-board PC. All activities associated with the voyage are then entered by bridge personnel, including logging of delays that will impact demurrage invoicing. The crew can see all job details, which are also shared with the traffic department so that crew, dispatchers, schedulers, traffic managers and customers all have the same information and traffic personnel can actively manage fleet activities.

Finally, a fleet management system should also provide a suite of detailed post-voyage reporting to further streamline the business associated with fleet operations. Fleet managers can also use the system to automate daily traffic reporting to customers and provide both real-time visibility and historical reporting through AIS-augmented vesseltracking information.

At the conclusion of each job, back-office personnel can use fleet management systems to prepare freight and demurrage invoices, plus invoices for pass-through services and any fees or taxes that are applicable to the job. The system provides vessel owners with the flexibility to configure their invoicing process so that it meets the specific requirements of their business. Additionally, all job details are stored within the fleet management system’s data warehouse, so users can generate a wide variety of specific reports as required.

The system should supports numerous industry-standard reports and enable users to review historical vessel movements for the fleet (and other AIS-enable vessels) to assist in resolving commercial disputes, enhancing training, or supporting compliance activities.

Finally, fleet management systems also can be used to improve implementation of Tanker Management and Self Assessment (TMSA) guidelines. Published by OCIMF, these guidelines help vessel operators assess and improve safety management systems against key performance indicators (KPIs). Fleet management systems enable fleet operators to achieve important TMSA objectives, including high levels of data integration, a collaborative approach to managing voyages and the ability to seamlessly move information across departments.

One example of this type of solution is PortVision’s Fleet Management System, which provides an end-to-end, web-based platform for running busy fleet operations, from onboard touchscreen activity logging on each vessel, to automated invoicing of freight, demurrage and pass-through invoicing. The system leverages the company’s AIS-based reporting service both on desktop systems and

TANKEROperator October 2012

INDUSTRY - SATCOM SERVICES the latest full-featured smartphones, including BlackBerry, iPhone and Android devices.

Customer collaboration A valuable benefit of modern fleet management systems is their ability to integrate job activity reporting data directly into management systems used by fleet operators’ customers to optimise terminal and refinery operations. These customers include petrochemical refiners and third-party midstream facilities.

Terminal operators are already using AISbased business optimisation tools across a variety of applications. These systems help marine transportation managers improve chartering, scheduling, vetting, logistics, loss control and demurrage management. They also help operations managers streamline and enhance activities associated with front-line dock activities and dock management.

As an example, one of the world’s largest refiners based in the US is using a dock management system to speed, simplify and improve the job of dock scheduling, managing dock and cargo transfer operations and analysing and validating demurrage claims.

The system provides continuous visibility to all dock and vessel activities, and has enabled senior management to cut costs and labour requirements, optimise the supply chain and drive better business decisions. The demurrage process, alone, has been significantly reduced and the staff has been freed from its previous, error-prone demurrage book keeping process and can now focus on other, higher-value and more rewarding activities.

In another application example, one large, Houston-based fuel, lubricant and petrochemical refiner, transporter and marketer

has used AIS-based terminal management tools to automatically notify construction staff anytime a vessel is transiting at high speed toward a dock that was under construction.

AIS-based tools can also be used in a forensic capacity, as well. A large refinery on the US Gulf Coast, for instance, used its terminal management system to identify and secure compensation from a vessel that it believed had created a surge large enough to damage a loading arm on one of its docks, start a fire and put the dock out of service. All necessary forensic evidence was available with the AIS-based terminal management system to identify which vessel was responsible and calculate how fast it was traveling.

The refinery also was able to identify other impacted vessels and put a team on site within enough time to locate valuable witnesses.

Based on a combination of the forensic AIS data and eyewitness accounts, the refinery was able to prepare a watertight case for a compensatory damage claim and settle the matter with the vessel operator.

There are even greater benefits to be realised when these tools are used collaboratively on both sides of the dock by fleet operators and terminal management. All of the world’s major oil companies, as well as many chemical manufacturers, third-party tank storage facilities and public dock facilities, plus key marine logistics personnel from a number of the oil majors, have clearly indicated that they would give preference to marine transportation companies that provided integrated activity reporting of the ‘Statement of Facts’ and related vessel activity data that influences refinery and marine terminal operations.

This integration yields a number of benefits. First, it enables fleet operators and

their customers to share traffic updates and other fleet management data in near-real time.

Second, it streamlines invoice generation and approval. Since the system captures all activities associated with each voyage and automates the invoicing process based on contract terms, it is possible to significantly enhance the invoicing process at a job’s conclusion. As a result, a demurrage process that might have taken weeks, or months, can now be completed in days, while eliminating errors and customer disputes. Third, this cross-system integration allows operators and customers to automatically share volumes and other key data that they must report to tax and regulatory agencies.

By working together on record-keeping associated with product transfers, fleet operators and their customers can reduce the discrepancies that are often triggered by regulatory agencies. These discrepancies often result in audits and significant additional labour to be incurred by both vessel operator and terminal personnel. Sharing key data associated with transfers also can significantly reduce the likelihood of future reporting discrepancies.

With today’s business optimisation tools, fleet managers and marine transportation service operators can automate the many specialised tasks associated with service monitoring, reporting and invoicing. In addition to streamlining and enhancing complex fleet operations, these systems also provide the unique opportunity to roll up information from multiple processes into a complete picture that drives improvements across the entire business cycle, from analytics to invoicing.

When used collaboratively with dock management systems on the customer side, these fleet management systems further streamline and improve the accuracy of invoice preparation and validation plus a variety of regulatory business and compliance reporting functions. This can create highervalue customer relationships and a significant competitive advantage for fleet owners and operators, while driving increases in fleet utilisation and associated revenues.

TO *This article was written by Dean Rosenberg CEO of PortVision, whose webbased enterprise software and services are designed to help oil companies, marine terminal operators, fleet owners/operators and other maritime users improve business operations through instant, continuous visibility into vessel and terminal activities.

A PortVision cabin showing the displays.

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TANKEROperator October 2012

INDUSTRY - SATCOM SERVICES

KVH unveils TracPhone V11 for mini-VSAT broadband global C/Ku-band service KVH Industries now offers global C-band coverage added to the mini-VSAT broadband network with the introduction of the dual-mode, 1 m TracPhone V11 C/Ku-band terminal.

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Earlier this summer, we completed the rollout of our mini-VSAT broadband service, which uses three global Cband satellite transponders to overlay the coverage of our worldwide Ku-band network to provide a fully global, unified broadband service,” explained Martin Kits van Heyningen, KVH’s CEO. “Our dual-mode TracPhone V11 will access our global network, seamlessly switching between C- and Ku-band service, to deliver fast, affordable maritime VSAT connectivity almost anywhere on earth. Our unified solution matches the coverage of legacy L-

TracPhone V7-IP with the CommBox-ACU.

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TANKEROperator

band services such as Inmarsat FleetBroadband while offering data speeds that are up to 10 times faster at about 1/10th the price,” he claimed.

The TracPhone V11 antenna is 85% smaller than those of older global C-band VSAT systems. Because of its ability to automatically switch to Ku-band service and the mini-VSAT Broadband network’s extensive Ku-band coverage, the TracPhone V11 avoids limitations imposed by regulations restricting the use of C-band maritime terminals near coastal states.

Like the recently introduced TracPhone V7IP, the TracPhone V11 uses KVH’s new 3-axis antenna design that can track satellites anywhere in the sky and features fully integrated below decks equipment, including the new IP-enabled antenna control unit - the CommBox-ACU creating a complete, end-toend solution for managing both IT functions and communications on board the vessel, KVH claimed.

In addition, the

TracPhone V11’s integrated design is claimed to vastly reduce the complexity inherent in competing maritime VSAT systems, which typically require a local technician to configure a full rack of hardware from a halfdozen different third-party manufacturers. The new system also makes the CommBox Ship/Shore Network Manager available to every TracPhone V11 customer, without the need to invest in additional hardware.

The CommBox-ACU provides a full suite of on board services optimised for satellite communications, including clear VoIP calling, Internet café, crew calling, managed email, secure file delivery and remote network access.

KVH claimed that its rapid rise to the top of the maritime VSAT market was due to a unique business model whereby the company utilises proprietary spread spectrum technology provided by its network partner, ViaSat; designs and manufactures on board terminals that are smaller, more reliable, less costly and easier to install than competing products; offers good network management solutions; owns and operates its own airtime network leveraging the commercial Fixed Satellite Service (FSS) of industry leaders, such as Intelsat, SES, SKY Perfect JSAT, and Eutelsat; and provides an extensive global support channel, including a dedicated 24/7 support centre.

As the mini-VSAT Broadband network grows, KVH can easily add commercial satellite capacity in areas where there are concentrations of new customers, the company said.

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INDUSTRY - SATCOM SERVICES

Globe Wireless introduces CrewCash and ShipMoney cards Globe Wireless has signed an exclusive worldwide sales and marketing agreement with CrewCash, a payments company offering comprehensive prepaid solutions to the commercial maritime industry.

CrewCash and ShipMoney is a new prepaid Visa card programme for Masters and crew members. The programme provides a very efficient and cost effective alternative to the delivery of currency to vessels, the company said. It is based on reducing the number of cash deliveries and the amount of cash held on board, thereby significantly reducing costs.

Historically, maritime companies were faced with an expensive logistical problem of delivering cash to their vessels. Cash is always required on board and is used for crew advances, as well as for provisions and emergency expenses by Masters. Shipping companies usually limit the amount of cash

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that can be drawn on board by their crew due to the high cost of delivering currency to vessels throughout the world, estimated at 5%, or more.

CrewCash and ShipMoney is being introduced to the commercial maritime industry as a cost saving alternative to cash-tomaster programmes and as a new benefit to crew members.

CrewCash offers an alternative to on board cash advances and works like any other Visa debit card anywhere in the world. With CrewCash, crew members can receive their pay, send money to family or friends, withdraw local currency at ATM’s, make purchases using their cards at stores, restaurants, online, etc.

The system will make it easier for crew to receive their wages, is less expensive to convert to their home currency and is safer than carrying cash. CrewCash cardholders do not need a bank account and there is no credit

check.

ShipMoney is a prepaid Visa purchasing card for Masters. It provides them with a financial tool for provisions, emergency and other ship expenses. It can be loaded and unloaded with funds 24/7, offering maximum flexibility to the on board treasury function at the lowest possible cost.

ShipMoney is fully customisable and can be configured to include, or exclude ATM access, as well as restricting vendors by merchant category codes. For example, the cards can be restricted for use at casinos, massage parlours and other places Masters should not be spending company funds. The programme includes real-time and downloadable expense reporting, so corporate accounting will always be informed and in control.

In addition to reducing costs, CrewCash will offer maritime companies a compliant solution to crew remittances once the Maritime Labour Convention is ratified.

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TANKEROperator October 2012

INDUSTRY - SATCOM SERVICES

Satcoms seen as a value– rather than a cost There are the beginnings of a shift in thinking by the industry on how they view communications. lowly ship operators and owners are starting to consider satellite communications in terms of value rather than cost.

Capt Rajalingam, MISC Berhad vice president fleet management services explained; “Many of us in the tanker industry are now at a point where we are realising a return on any investment in our satcoms system rather than seeing it as an obstacle to profitability. Like the majority of shipping companies, our focus is on business growth and delivering a value for money service for our customers.”

This summer, Inmarsat was awarded a contract by the Malaysian shipping group to outfit 47 of its vessels with XpressLink.

MISC has a diversified fleet of about 130 LNGCs, oil and chemical tankers. It employs a total of over 11,000 people at sea and on land.

XpressLink is a fully integrated and managed combination of VSAT and FleetBroadband delivering unlimited data availability worldwide. The contract also includes an option for the company to double its available bandwidth at a pre-determined monthly rate when Inmarsat’s Global Xpress constellation becomes commercially available from 2010.

Capt Rajalingam said that, in today’s economic climate, shipowners were focused on how they can improve their use of satcoms to increase, or streamline operational efficiencies in their fleets, in particular, how to improve fuel efficiency with today’s high bunker prices and reduce operating costs.

Some shipowners are seriously looking at fuel saving programmes using satcoms to coordinate and therefore optimise their fleet activity. For a programme to work successfully, there needs to be a steady broadband link from shore operations to all of the ships. Communication costs are likely to increase during this process but the savings produced in other areas, like fuel and process cost reduction, are likely to produce good returns on investment.

MISC has been very conscious of the need

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October 2012

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for a reliable system for some time; especially a service that would meet the demand for data increases while maintaining costs within a budget, explained Capt Rajalingam: “The cost of communications must be justified as a sound business expense.

“Like many competitive shipping companies there is a shift in the perception of communication as a tool to deliver value rather than simply being a cost centre. It’s a new and different way of thinking. Our decision to select a service provider was made easier knowing that MISC could future proof its communication needs, because the ability to double our existing bandwidth was offered

by Global Xpress at no extra charge.

“Too many shipowners still talk about the price of megabytes and the price of minutes but they should now be considering the improvement to the communications processes between ship and shore. The margin for error is greatly reduced, which in business terms illustrates that a smooth communication link can and often does save mistakes and therefore considerable costs,” Capt Rajalingam said.

When FleetBroadband was installed about two years ago, MISC contracted Inmarsat to provide a turnkey solution that included data management, firewalls, data compression, filtering, remote management and crewing solutions.

FB500 terminals were deployed across 56 vessels, which all have communication facility for high speed official and crew communications. An IP networking system and LAN with multiple on board connection points was also deployed.

MISC chose from a wide range of communication solutions, such as Data Manager, firewall options, web compression and filtering, Amos Connect email and Antivirus for Internet security and Amos Connect Crew communication centre. MISC integrated the plant maintenance software with Amos Connect Mail to optimise engine maintenance through the existing ship-to-shore

communications.

Quicker communication to the Master to adjust and reduce speed when coming into a specific port because the berth is not ready will provide fuel savings. Equally, if there is a necessity to advance ETAs, the Master can communicate the need to increase speed.

According to Capt Rajalingam, the company’s priority over the next 18 months is to optimise vessel communication cost, improve vessel operations and reduce support and maintenance costs.

He explained; “I believe the company has the best value proposition in our future communication choice. We expect it to deliver reliable, unlimited data usage on both the VSAT and FleetBroadband services. With XpressLink, we feel that we have futureproofed our communications platform.

Looking ahead to the future, communication will be used more for condition based maintenance and that will certainly boost the need for megabytes.

“In shipping, we are all very much looking at managing costs toward predictive and fixed costs so there are no financial surprises when running our vessels. Our next generation of officers are bringing an IT culture that will allow us to achieve the maximum benefit of this new service.

“Younger crew are smarter in the way they use technology, which enables faster and more efficient completion of on board paperwork, which frees officers on the bridge to get on with their job.

Their skills will continue to identify areas where costs can be saved and business efficiencies achieved,” he concluded.

TO

Captain S Rajalingam

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INDUSTRY – OPERATIONAL EFFICIENCY

Energy efficiency and integrated solutions At this year’s SMM, Alfa Laval gave a presentation entitled ‘Saving energy and reducing CO2 emissions’. iclas Dahl, Alfa Laval marine & diesel equipment, discussed the shipping industry’s future fuel options with a focus on keeping operating costs at a viable level while complying with environmental regulations (see also Propulsion Systems feature).

The fuel treatment line, from the settling tank to the engine is one of Alfa Laval’s key focus areas and the company continuously monitors developments in the marine fuels market.

With increasingly stringent local and global environmental regulations, shipowners and operators are currently reviewing their future options in terms of fuel compliance strategies and new fuels are being discussed. The result is likely to be the use of lower and more variable fuel quality, with more cat fines.

Thus, there will be an even sharper focus on fuel handling and cleaning efficiency and advanced fuel treatment equipment will become even more important.

A main driver is, of course, the need to reduce ship operation costs in order to remain profitable and competitive. Here the focus is on fuel efficiency, fuel flexibility, equipment life-cycle costs and cost of ownership.

Equally important is to find solutions that will comply with new legislation. The focus in this case is on preparing fuel systems for handling multiple fuel types on board. Other factors are fuel availability, deteriorating fuel quality, reliability and safety.

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Future options Of the main future options for shipowners and operators, Alfa Laval believed that the three most likely to dominate in the short term are: continue with HFO and add exhaust gas cleaning equipment (scrubbers); continue with HFO and complement with distillates (dual fuel); or blending fuel in order to meet environmental legislation.

Another option is to switch to LNG. However, for many industry players this is not a feasible option for the near future due to its prohibitive investment cost, lack of 24

availability in terms of distribution infrastructure and the uncertainty of the future price of LNG bunkers.

Handling short-term options With the technologies, products and application knowhow to handle the new fuel situation, Alfa Laval is currently focusing on multiple fuel management, blending fuels and exhaust gas scrubbing – the company recently launched the PureSOx system for the latter application.

These options, along with increased demands on reporting, to provide proof of compliance when switching over, all contribute to making the Alfa Laval fuel treatment line more fit for the future, the company said.

In line with this thinking, the company is focusing its efforts on optimising the complete fuel treatment line from an installation and operation point of view, while continuing to develop products that reduce emissions and oil losses, offer lower energy consumption and generate less waste.

A typical example of Alfa Laval’s thinking is the new PureDry centrifugal separator, which has the capability to recover re-usable fuel oil from waste oil. Also in the pipeline are booster systems with fuel blending capabilities, advanced logging systems, and more.

Waste heat recovery Today’s modern ship propulsion systems are considerably more efficient than their predecessors. Yet half of the energy they produce still makes heat rather than aiding propulsion.

By recapturing this energy and putting it to use, Alfa Laval can reduce both fuel consumption and emissions. The recovery of waste heat is a unique opportunity that benefits operating economy as much as the environment.

Developed in co-operation with main engine suppliers and turbine manufacturers, Alfa Laval Aalborg waste heat recovery systems

take the excess energy from the main engine exhaust gas and convert it into electric power by means of a steam turbine and a generator.

Alfa Laval’s latest waste heat recovery boiler, the Aalborg XW-TG, is a critical component in the process. The waste heat is recovered in the boiler by producing the maximum amount of steam from the energy in the exhaust gas.

In port requirements Alfa Laval has recently introduced a new waste heat boiler, the Aalborg XS-TC7A economiser, which is specially designed for installation after the auxiliary engine. Compact and easy to install and retrofit, it delivers sufficient steam for in port requirements and in some cases at sea. The unit benefits the shipowner and the atmosphere by reducing the need to burn fuel oil in the oil-fired boiler when in harbour.

Alfa Laval is now focusing on overall system efficiency and will continue to identify other sources of wasted heat. Using overlooked heat sources to superheat steam, for example, not only helps vessels accommodate their power generation needs, but also helps prepare them for forthcoming emission regulations. Since they cut fuel consumption and thereby costs, they also limit their production of CO2, NOx, SOx and other emissions.

Large market share The company said that it now has a market share in excess of 30% with its energy product portfolio and, in addition to developing new products, it is continuously improving its existing, oil-fired Aalborg boiler range.

Aalborg TCi (Turbo Clean, intelligent) technology offers improved efficiency and self-cleaning effects without water washing.

TCi boilers offer highest quality and reliability with lowest life-cycle costs. They also have a higher output-to-weight ratio than competing products and are therefore lighter and occupy less space, thus increasing the ship’s cargo carrying capacity, Alfa Laval TO claimed.

TANKEROperator October 2012

INDUSTRY – OPERATIONAL EFFICIENCY

Are you ready for SEEMP? On 1st January, 2013, the IMO’s Ship Energy Efficiency Management Plan (SEEMP) will move from concept to reality. s a result, shipping companies worldwide will need to put into practice their individualised plans for reducing fuel consumption and greenhouse gas emissions.

One company that has invested in software to help owners improve efficiency is Jeppesen.

The company has released what it calls the Jeppesen Integrated Maritime Suite (IMS) of products - to help shipping companies reduce their environmental impact and to save money through increased operational efficiency.

To accommodate its new services, the company has split its operations into two distinct streams- operations and navigation.

“The cost of fuel has quadrupled over the last decade, making fuel consumption a key controllable cost in the shipping industry,” said Jeppesen’s director of marine professional services Joel Meltzner. “Efficiency in shipping, however, is a dynamic and complex process that combines both technology and human input — and reducing fuel consumption is just part of the puzzle.”

For example, if a vessel slows down to reduce fuel consumption and gets caught in heavy weather as a result, it may arrive late, actually burning extra fuel, or experience costly cargo damage. Conversely, a ship that arrives in port too early may have to waste time, energy and money waiting to offload.

Jeppesen claimed that the company considered a myriad of factors, both shipboard and shoreside, when helping shipping companies improve energy and business efficiency, including ocean weather forecasts (including storms and uncertainties), ocean and tidal currents, safe passage criteria (navigation and sea keeping response), fuel consumption, arrival time, vessel performance and condition (hull and propeller roughness, engine state-of-tune, etc), port logistics and fleet deployment planning.

Decision support analyses must also include factors specific to each company’s business priorities and objectives to help them achieve success in both energy conservation and business goals.

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Jeppesen introduced its full suite of efficiency management solutions during SMM Hamburg. These included: VVOS: Jeppesen’s Vessel & Voyage Optimisation Solution incorporates latest ocean forecasts and comprehensive computer ship performance modeling to optimise the route and engine settings, providing speed/course recommendations for risk reduction, fuel cost savings and reduced carbon footprint.

Jeremy Langdon, commercial director, marine told Tanker Operator that the VVOS module is more sophisticated than simply weather routing, as it models the hull very accurately to give a picture of the vessel’s true motion.

He claimed that a 2-4% fuel reduction can be accrued over and above that saved through the more traditional weather routing services.

Jeppesen claimed that the VVOS highlights are – Automatically creates a full range of optimised routes for balancing trade-offs between ETA and fuel consumption.

Optimised minimum fuel speed plan for required arrival time.

Comparison of VVOS speed management to a traditional constant speed, or a ‘sprint and loiter’ strategy.

Simulation tools for any route in the forecasted weather conditions with

comparisons of trade-offs between, ETA, ship motions, fuel consumption, hull stresses, weather and sea conditions.

Unlike traditional weather routing services, VVOS includes a detailed ship-specific model of the vessels motion, engine and propeller characteristics. This ship model computes the speed made good under forecast wind, wave and ocean current conditions at a given propeller rev/min, as well as ship motion limitations defined for each vessel.

Accurate ETA predictions are possible using the best metocean forecasts in conjunction with sophisticated vessel performance models and advanced route optimisation algorithms.

At sea, vessels download the latest ocean area forecasts via satellite. Masters can update and re-optimise passage plans as new forecasts become available, or operational requirements change during a passage.

ShipReport: Jeppesen’s ship data acquisition and reporting software allows vessels to report performance and efficiency metrics in a consistent way. The product provides a user-friendly interface for data entry from multiple work stations on the ship, thereby streamlining workflow. It is in effect a semi-automated event logging tool.

The key highlights of this service are – Validates data values to reduce errors and catch common mistakes.

Through consistent formatting, a shipping

James Langdon seen explaining the system at SMM.

October 2012

TANKEROperator

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INDUSTRY – OPERATIONAL EFFICIENCY company’s back-end systems can be read the data, rather than using hand-typed emails.

Higher quality data from the vessel improves automation of shoreside processes and reports.

Facilitates improved reports and historical comparisons during a voyage and post voyage.

FleetManager: This shoreside component lets fleet managers track and monitor their vessels at sea, evaluating a range of dynamic efficiency and vessel performance parameters. Fleet Manager’s report-generating component may be custom-configured for each vessel to help shipping companies satisfy the goals set forth by the SEEMP mandate.

A regulations module will be incorporated into FleetManager during the fourth quarter of this year, allowing companies to input the data for class society use.

Using the built-in business rules and user defined terms, vessel performance can be evaluated against pro-forma and charterparty (C/P) criteria.

At the end of the voyage, FleetManager generates a detailed pro-forma report, which is a summary of that particular voyage. The post voyage analysis tools allow a company to graphically display numerous voyage matrix, including fuel efficiency average, daily speed, weather and vessel motions.

The C/P function allows the user to keep track of the contractual terms and limits contained in the clauses. The software tracks and manages weather and fuel data during the voyage and at the end provides analysis of good weather days, exempt weather days, fuel consumption, speed, performance etc. C/P reports are expensive if an operator needs to ask a third party metocean concern to provide the data, Jeppesen said.

Marine Professional Services: Jeppesen’s consulting division, Marine Professional Services (MPS), helps shipping companies design and implement cost-effective strategies to improve their operating efficiency and energy conservation, including developing customised SEEMPs that are tailored to each vessel’s objectives and priorities.

Jeppesen’s team of naval architects and marine engineers are able to analyse complex data acquired from ships and shoreside, and provide insight into how a company can improve its ship and fleet operating procedures and efficiency. MPS’s Masters respond with 24/7 route planning and advisory services to ships at sea to optimise their routes for safety and fuel consumption, as well as other specified objectives.

“The SEEMP mandate is indicative of a larger industry shift that will have a significant impact on shipping companies around the world,” said Meltzner. “Jeppesen offers the tools the industry needs to transform and improve how they do business in an increasingly complex, regulated environment.”

As well as the suite of systems mentioned above, Jeppesen is currently working on tidal streams and an automated system for entering ECAs and SECAs. These should be ready by the end of this year, Langdon said.

With overall performance monitoring, shipping companies are interested in trending, such as when to clean the hull and/or propeller.

Langdon claimed that the overall ETA integrity of a vessel is substantially improved by using this method.

He explained that VVOS can even predict a parametric role and this would reduce the threat of hull damage, as the system basically predicts how a vessel would perform in the prevailing weather conditions.

Another advantage, Langdon said, is the avoidance of sloshing in an LNGC membrane tank. A sloshing module can be developed on the back of the weather predictions.

Recently, BP Shipping signed up to install VVOS and FleetManager on all its owned and chartered vessels – a fleet of 85 ships.

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TANKEROperator October 2012

INDUSTRY – OPERATIONAL EFFICIENCY

AWT adds fleet support to weather routing Applied Weather Technology (AWT) has evolved from a weather routing concern to a fleet management support company with the release of its Fleet Decision Support System (FleetDSS) software offering. his software is constantly being evolved and today is a completely customisable fleet management system that integrates and organises an abundance of data, making it easily accessible for those in the organisation who need it most.

AWT explained that it designed FleetDSS by working closely with its customers to ensure that it met the needs of today’s fleet operators.

Vessels are viewed in a Global Mercator

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projection map, which has full-screen capability. Operators are able to view all their vessels in their fleet at once, or filter based on specific criteria. FleetDSS has an extensive filtering capability that allows companies with a large fleet to focus on the few vessels that need the most attention for safety, or performance reasons.

Using pro-forma graphs, each vessel’s actual performance is compared to the expected performance while en route. By comparing data, vessels over consuming are

quickly seen and the problem is proactively addressed during the voyage to minimise any excess consumption.

Client-controlled alerts are customisable to ensure an operator’s valuable time is focused on high-priority items. Different routes mean different priorities. A shipping company can specify which areas are a priority for each route and receive an alert when there is a problem.

A dashboard view of alerts give operators fast access to important information, meaning

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INDUSTRY – OPERATIONAL EFFICIENCY that no matter what the priorities are for a specific route, FleetDSS makes it easy for operators to access the data they need.

In addition, a summary report makes comparing voyages easy. After a voyage, operators can compare the ship’s performance with past voyages in an easy-to-read graphical display. This feature enables operators to: Quickly evaluate how a vessel has been performing over time.

Quickly compare the performance of all company vessels on the same trade route.

FleedDSS benefits:.

Visualise an entire fleet at once.

Filter information to focus on those vessels each operator deems important, or those in need of attention.

Easily send an email to all vessels in a specific region to alert them to the latest typhoon forecasts, pirate attacks, limit of known icebergs, etc.

Customise the favorites tab to quickly find the features used most.

Determine which vessels need attention ata-glance.

Manage alerts with the interactive dashboard.

CDI SIRE

An entire fleet can be visualised at once.

Make faster, informed decisions to save time and money.

AWT’s software can also address the forthcoming SEEMP regulation by preparing voyage plans to enhance safety and fuel efficiency, as well as assisting ship operators and owners to optimise their fleet performance.

Implementing AWT’s services is a simple and cost-effective way to comply with SEEMP guidelines, both present and future, the

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company claimed.

For example, AWT has been providing on board route optimisation software since 1996.

The Bon Voyage System (BVS) provides the Master with the tools to identify weather features critical to developing an optimum voyage plan and to safely execute that plan.

The information provided includes analysis and forecasts data for pressure, wind, wave, swell, current, structural icing, visibility, precipitation and air temperature, as well as an

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INDUSTRY – OPERATIONAL EFFICIENCY analysis of sea surface temperature. Using the software the Master can plot the intended track and calculate the least time or the least fuel track with the optimisation feature based on a required arrival time.

Shore-based routing With the ship routing service, AWT provides the master with specific speed and fuel settings so as to minimise fuel consumption and reduce GHG emissions, or to time the arrival of the vessel to a specific requested date and time. With pre-voyage and en route assistance, AWT’s FOS service (Fuel Optimisation Service) works in concert with the Master and operator to continually find the optimum fuel consumption level to satisfy the requirements of each specific voyage. The FOS service also includes post voyage support providing auditable material to document savings.

On a quarterly basis, AWT will also prepare a ROI (return on investment) report on a per vessel/per fleet basis. If a Master proposes a route in advance, AWT will calculate the savings between the proposed route and the route actually sailed. If the Master does not propose a route then AWT will compare the route with its internal database of most commonly sailed routes for same /most similar voyage.

From the analysis between routes, AWT will calculate a ROI in terms of time saved from which deriving tonnes of fuel saved, money saved and quantity of carbon emissions eliminated.

SEEMP AWT can provide shipowners with their vessels’ ‘daily performance number’, a document that includes data on the vessel’s consumption and GHG savings. Having access to this information enables shipowners to start

Emails can be sent to the relevant vessel Masters in an area.

a record of their vessel’s performance.

Keeping a record of this information helps shipowners to both develop an understanding of their current status and track vessel performance over time to monitor improvements.

This document can also be used to establish the vessel’s Energy Efficiency Operational Indicator (EEOI).

Fleet monitoring services The IMO recommends improved fleet management as another way to enhance a ship’s energy efficiency. AWT offers fleet monitoring services with its FleetDSS and GlobalView. These products enable customers to closely monitor their fleet’s performance, including fuel consumption and speed. With the economical speed calculator, customers can be sure they are operating as efficiently as possible.

As mentioned above, easy-to-read graphical displays enable owners and operators to compare multiple voyages on the same trade run, making it easy to see where efficiency improvements can be made.

For example, a ship performing less efficiently than before may mean it needs to be drydocked. Hull fouling can also be

managed better. Spotting such problems early can potentially save thousands of dollars.

AWT’s fleet monitoring services also facilitate improved communication within the company. This improved communication makes it easier to achieve ‘just in time’ sailing, a measure recommended by the IMO where the ship deliberately reduces its speed throughout the voyage to save fuel, while arriving just in time for the desired ETA. The company claimed that its tools and services enable companies to easily monitor and continually improve the efficiency of their vessels, which is essential, as environmental regulations are expected to grow more stringent in the coming years.

Richard Brown, AWT’s vice president of product management told Tanker Operator that the products were continuously evolving.

He said that the company handles around 3,000 voyages per month and has installed 4,500 BVS systems on board vessels.

Pirate reports are increasingly important for owners and operators and different levels of attack can be highlighted on the system and the Master can be warned some two days before entering a High Risk Area as to the TO dangers.

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INDUSTRY – OPERATIONAL EFFICIENCY

SIS teams up with StormGeo to develop software Technical shipmanagement software provider Star Information Systems (SIS) has signed an agreement with meteorological concern StormGeo aimed at developing a range of software solutions for the shipping industry. t the same time StormGeo has taken a 15% stake in SIS – with an option to increase this in the future - which will provide SIS with valuable funding. The company said at a presentation that it was looking to double this stake. DNV has also taken a 10% stake in StormGeo. SIS provides software systems for maintenance, safety management, purchasing and logistics. StormGeo is the world’s leading provider of meteorological decision systems to the offshore industry and is now experiencing rapid growth in the more traditional shipping sector.

By integrating their competences to create new software products, both companies believe they will be able to offer vessel operators unique benefits in terms of safety, performance and cost savings – improving risk management.

It is hoped that the first software developed by the new partnership will be available to the market within the next 12 months.

Per Anders Koien, SIS CEO, said: “For some time we have been searching for a partner that can help us to both develop our

A

international presence and expand our product portfolio. In StormGeo we found potential synergies in products, technology, organisation, customers and geographical locations. With StormGeo as a business partner and shareholder we believe we will manage to develop together game-changing software solutions to our target markets.”

More powerful tools Detailed meteorological information and decision systems already provide the shipping industry with tools to safeguard people and equipment while operating in harsh conditions. However, SIS and StormGeo believe that this data becomes even more powerful when it is combined with operational data – from engine management to handling events and initiating safety measures.

Koien continued: “We see that our customers are facing new and more demanding requirements for safe operation from the authorities and their own customers.

We also see that their activity is increasing in more demanding locations, such as in Arctic areas. By combining machinery and operational performance information with

weather forecasting, we can help our customers to build a safer and more costefficient operation.”

Erik Langaker, chairman of StormGeo, said: “We recognised that there could be an opportunity for StormGeo to integrate other software suppliers’ asset data with our more traditional meteorological forecasting and risk assessment models. Based on this, StormGeo had been studying various companies that were servicing our customers with their own time critical data systems – and our investment in Star Information Systems should be viewed in this perspective.

“The ultimate goal of our new relationship with SIS is to provide customers with an optimum decision platform for safe journeys and minimum fuel consumption. We hope to be able to take ‘optimal voyage planning’ to a new and more sophisticated level – both on an individual vessel basis, as well as for large fleets servicing offshore and shipping segments,” he said.

Strong growth SIS has experienced a strong growth over the last 10 years, as its systems have been

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TANKEROperator October 2012

INDUSTRY – OPERATIONAL EFFICIENCY implemented in many of the major shipping companies worldwide. Its strategy is to continue to grow and to establish new subsidiaries in areas where customers are located. By joining forces with StormGeo, SIS will be able to take advantage of its office locations around the world - particularly in Houston and Dubai - to better serve its markets.

For its part, StormGeo will gain access to SIS’ sites and network of agents worldwide. It will also be able to benefit from the SIS

customer base of more than 1,500 vessels.

Both companies will be able to take advantage of each others’ software engineers who all claim to have a deep insight into the requirements of the shipping markets.

Software integration In the future, the companies are looking to integrate software on board vessels to measure performance by putting sensors on board to give early warnings of potential hazardous conditions. For example, this will enable

ballast optimisation to negate the affect of parametric roles, etc.

SIS is currently about to test new software, which should be ready for market by around the third quarter of next year. One area being looked at is the benchmarking of equipment on board a vessel.

Both companies have a list of tanker companies using their products, including BW Maritime, Seatankers, Odfjell, NORGAS, IM Skaugen, ASP Shipmanagement, Anthony Veder and Utkilens.

TO

ABS partners with ESRG ABS has announced a partnership with Engineering Software Reliability Group (ESRG), a provider of data analysis and remote monitoring technology.

This partnership will improve ABS Nautical Systems service offerings in real-time data management and analytics to the marine industry, ABS claimed. “The future of operational optimisation and regulatory compliance in the marine and offshore industries lies in the ability to collect, analyse and act upon real-time data gathered from operations around the world,� said Karen Hughey, president and COO, ABS Nautical Systems. “ESRG’s experience and capabilities in vessel operational monitoring and analysis will help strengthen the NS5 Enterprise fleet management platform and enhance future product and service offerings from ABS Nautical Systems.�

ESRG brings more than 12 years of reliability and maintenance experience monitoring and analysing US Naval vessels.

Its OstiaEdge software is a shipboard real-time analytics application that addresses

said. “This will provide owners and operators environmental, fuel, energy and maintenance the ability to make decisions with data and issues at both the vessel and fleet level, as analysis they can trust. The partnership brings well as all levels of management (business tremendous opportunity for marine and intelligence). This information can improve offshore operators to better manage key fleet operations by enabling automated data data and improve upon the larger classification collection for a number of areas, including experience.� environmental compliance reporting energy TO management, maintenance and monitoring. “We are pleased about working together and the level of service we can bring to the industry�, said Ken Krooner, president, ESRG. “ABS and ESRG can assist the industry in addressing environmental issues much more effectively. This is a powerful data management partnership that can help operators resolve these issues faster, leading to fewer non-compliance events, lower energy and fuel consumption, less downtime and lower maintenance costs�. “The integration of NS5 Enterprise and OstiaEdge will bridge fleet management with the maintenance and operational management aspects of vessels and offshore units,� Hughey ESRG's president Ken Krooner.

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INDUSTRY – OPERATIONAL EFFICIENCY

LR goes down the vessel optimisation route Lloyd’s Register has introduced a new service aimed at helping shipowners, shipbuilders and designers to optimise the performance of their vessels.

Its focus will be on supporting more efficient ship designs and also retrofit solutions for those in service.

To achieve this, LR has created a performance-optimisation service that will support shipowners, shipbuilders and designers who are looking to develop solutions that offer more efficient performances for new and existing designs and retrofits for ships in service.

“We are looking at the whole ship and its operational requirements,” said Luis Benito, LR’s Singapore-based marketing manager. ”Of course, right now, it’s all about reducing fueloil consumption. The market needs to know what’s feasible for existing ships, as well as for new designs. We think that independent technical analysis and verification of

performance is essential to making progress.”

Using computational fluid dynamics (CFD) as the central technological capability, LR is offering performance analysis that reaches well beyond the boundaries of traditional classification, it claimed.

CFD team The CFD team is led by Dr Dejan Radosavljevic, who has nearly 30 years’ experience in the field. ”Our track record of combining CFD with in-service measurements and observations to deal with issues related to propulsion hydrodynamics puts us in a great position to apply this problem-solving knowledge to finding and verifying new ways to improve operational efficiency,” he said.

“The large body of work and in-service data we’ve built up over the years has helped us to fine tune our processes and validate our fullscale CFD analyses, so we can always seek solutions from computerised models of fullscale ships operating in real conditions.”

Benito said joining up the different areas of expertise within LR is the key to providing an unrivalled service. ”When looking at new ideas and innovation either for retrofit, or newbuilds, we can marry sophisticated CFD tools with other skills that we have in Lloyd’s Register,” he said. “Working with the technical insight of our energy-management experts, we can help to generate and analyse the solutions needed to create more efficient ships.”

The service’s team of energy-management experts will be led by Katharine Palmer, manager, marine product development environment. Working with Benito to provide leadership in new design and novel concepts is Hector Sewell, global head of marine business development. ”It’s all about the bottom line,” said Sewell. ”It’s one thing to that say something has been optimised. It’s quite another to have gone through a clear process of analysis and verification that helps clients to make decisions with confidence.”

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DNV joins together with SpecTec DNV and AMOS system supplier SpecTec have launched an all-inone planned inspection and maintenance system for ship structures.

AMOS is a system that crew and management are already familiar with and in combination with DNV’s Hull Integrity Management (HIM) system, the software’s accessibility further simplifies inspection planning, reporting and monitoring, the companies claimed.

The new combined application uses the DNV vessel-specific hull inspection forms and procedures that come as part of the HIM system. The easy-to-use software has unique

3D inspection and reporting functionality that helps with the early detection of defects so they can be dealt with before they lead to costly off-hire time.

HIM adds a further dimension to the AMOS planned maintenance system, which supports tasks such as maintenance, efficient spare parts logistics and the production of quality and safety documentation. A vessel structure model is established in the AMOS component hierarchy and it is combined with HIM’s vessel-specific hull inspection information and any diagrams showing areas that require special attention.

According to Richard Tao, DNV’s HIM service development manager, HIM gives

shipowners an easy to use platform to plan, manage and input data gathered during routine on board hull inspections. It eases the implementation and enhances the control and monitoring. “Hull inspection planning and monitoring is critical to vessel safety and our partnership with SpecTec brings connectivity and functionality that meets the growing needs in the industry,” he said.

Hull inspection data is automatically synchronised by AMOS data communication so that it is available to crew, managers, charterers, inspectors and specialists. The system meets ISM, TSMA, OVMSA, OCIMF and vetting requirements.

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TECHNOLOGY PROFILE - CARGOTECH

Hose handling cranes - vital pieces of equipment With the transfer of personnel, the rise in interest in ship-to-ship transfers and the faster turnarounds now demanded by tanker operators, shipboard craneage has been pushed more into the spotlight. oday, a standard hose handling crane tends to have a longer reach of around 18-20 m than its older counterpart and on a vessel, such as a larger Suezmax, the SWL is about 15 tonnes, a leading manufacturer explained. The outreaches and SWL’s for different sizes of vessels are clearly specified in the OCIMF rules.

When undertaken a ship-to-ship transfer, there are many requirements for personnel transfers. Due to safety reasons, a double brake system was introduced with various class requirements and a couple of years ago rules were identified to find solutions to class the cranes for STS operations. Two standard solutions were identified, both of which are fitted with double brake systems, the main differences between the solutions is the extra brake’s control.

In the case where a classification society does not approve a crane certification for both personnel transfers and cargo operations, cranes need an ILO certificate covering the personnel transfer function in addition to adhering to the class rules for cargo handling.

One of the leading designers and

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manufacturers of hose handling cranes is Cargotec. The company’s patented cranes are constructed by manufacturing partners in China and South Korea, while the design office and the quality control is located in Sweden, Jonas Hagglund, Cargotec’s ship type sales manager for tankers, explained.

Significant orders Cargotec recently secured an order from a shipyard for 10 vessels for cranes ranging from 3-25 tonnes. These included supply cranes, as well as hose handling cranes and had outreaches from 8-24 m. They are to be fitted on newbuilding Aframax tonnage, as well as on board larger tankers.

The cranes are designed to operate at 10 m per min at full load, or 20 m per min while operating with no load. However, there have been dynamic changes to the large tanker market recently with VLCCs needing 20 m per min operation while loaded, especially in the Middle East. They also require 20 tonne SWL cranes with 20 m outreaches.

Tanker shipboard cranes also have to be flexible for lifting connecting hoses at the many different load/discharge jetties and single point mooring facilities worldwide.

Hagglund explained that another market for the supply of cranes has opened up due to the interest in LNGC newbuildings returning. Within this segment, the interest was primarily in five tonne supply cranes.

With operations taking place in an environment of sun and sea, corrosion is an issue and to lessen

OCIMF clearly specifies different outreaches and SWLs for various tanker types.

34

the risk of corrosion, lubricated wire rope is used to keep the crane in good operating condition.

Hagglund said that Cargotec has a team of crane designers, after sales service networks and has modernisation kits readily available for upgrading cranes, due to its huge involvement in bulk carrier and containership cranes.

He also explained that cranes are regularly inspected, as part of SIRE and other vetting audits. A rocking test is undertaken as part of the audit. The cranes obviously have to be Exproof, resulting in renting replacement cranes ashore being almost impossible. This also means that all of the electrical equipment needs to be positioned outside the Ex-proof zone.

Most large tankers are equipped with two hose handling cranes and two provisions’ cranes astern of the accommodation block.

One crane is not practical, as redundancy is necessary to discharge, or load a vessel in case of breakdown, Hagglund said.

There are differences in shipyard tanker designs and thus the cranes. For example, Hyundai prefers a 4.5 m pedestal crane, while Daewoo offers a lower Ex-proof solution, as do the Chinese shipyards.

Some designs are a bit more specialised. For example for harsh weather conditions, Sovcomflot opts for shipboard cranes that can operate in -45 deg C. St Petersburg’s Admiralty Shipyard has developed a design, which includes a 360 deg heated cabin giving an Ex-proof condition down to – 40 deg C. Orders to fit hose handling cranes on newbuildings are still coming in, despite a lacklustre ordering market Hagglund explained that lately, there have been many Greek owners active in the newbuilding market, such as Maran Tankers, Gaslog, Thenamaris and also other big players, such as TO Frontline and Novoship/Sovcomflot.

TANKEROperator October 2012

TECHNOLOGY - PROPULSION SYSTEMS

ABB launches marine advisory and automation system A mega trend seen thus far this decade is the rise of information technology systems for the marine business, both ashore and afloat. eikki Soljama, head of power and automation specialist ABB’s marine and crane business said that this development was probably the biggest change since the introduction of the combustion engine.

Integrated advanced software, electrical systems and Azipod propulsion can help shipowners slash fuel consumption by up to 20%, he claimed.

ABB has introduced several new software applications for the marine market that are claimed to help all types of deepsea vessels dramatically reduce their fuel consumption.

These advisory systems include the latest versions of ABB’s energy management system for marine applications (EMMA) and Amarcon’s Octopus solution.

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Amarcon purchase With the recent acquisition of Amarcon and

the official launch of advisory systems during SMM in Hamburg, Germany, last month, ABB is now able to provide a vertically integrated power and automation set of solutions that will help shipowners increase productivity and safety of vessel operation while minimising fuel consumption and environmental impacts, the company said at a recent presentation.

For the first time in history, a vessel’s daily operational costs have surpassed its daily building costs. Fuel consumption is becoming the highest operational expenditure for every vessel of the world’s fleet and one of the biggest environmental concerns.

Fuel accounts for between 50-60% for most merchant vessels. Reducing fuel consumption by just 1% can mean an annual saving of $50,000 for a medium-sized vessel. In a world where fuel savings have become a requirement for ship operators, a vessel with an integrated power, automation and advisory system that

Emma advanced optimiser power plant- detail screen.

October 2012

TANKEROperator .

can help slash its fuel consumption by up to 20% represents a substantial competitive advantage, ABB claimed.

ABB’s new ship advisory and automation systems suite incorporates a full range of vessel information and control technology that allows ship operators to monitor and calculate the optimum utilisation of power on board.

The recent acquisition of Amarcon in the second quarter this year complements this portfolio and strengthens ABB’s long-term growth strategy, the company said.

“By aggregating Amarcon systems into ABB’s solutions, we are now able to provide the widest portfolio of optimisation tools available on the market,” said Soljama. “With these solutions, we are better equipped to help ship operators reduce fuel consumption efficiently and provide added-value technology to all shipowners.”

Down the years, ABB’s engineers have developed intelligent solutions that aim at increasing energy efficiency and productivity of all types of vessels. For example, in 2011, ABB launched ‘Onboard DC Grid’, which distributes power through a single DC circuit instead of multiple connections, providing significant power savings.

Also last year, ABB announced several improvements to its Azipod propulsion system. The new design combines improvements in the layout of the fin on the propeller increasing efficiency by up to 2.5% through reducing the losses from the propulsion system. Another design change for further fuel consumption savings optimises the toe (steering) angle of the Azipod units dynamically, in addition to the angle optimisation already undertaken at the vessel design stage, to provide an estimated extra 1.5% reduction in fuel consumption.

ABB’s worldwide vessel information and control organisation develops automation solutions specifically for marine applications, based on ABB’s process automation 35

TECHNOLOGY - PROPULSION SYSTEMS

Emma advanced optimiser trim (sub-optimal trim).

technologies. The company’s expanded portfolio of solutions for marine automation and control systems consists of a broad range of marine advisory and fleet management reporting solutions, integrated automation, vessel management and control systems, plus marine instrumentation and sensors, all of which help to optimise vessel operations and performance, improve energy efficiency, on board equipment reliability and availability, plus operational safety, the company said EMMA upgraded Gaining an exact knowledge and understanding of a vessel’s energy consumption is an important step to lowering fuel costs, ABB said. The company’s EMMA software gives an insight into all of the energy flows on board a vessel, both in total and to individual consumers.

The software divides the vessel into energy areas and delivers a KPI for each area. This gives the person responsible for each KPI a clear indication of their role in meeting energy efficiency. By collecting and processing data in real time, EMMA will compare the actual energy consumption with the target and will continuously show each KPI’s status performance in a simple visual indicator. For 36

further support, users can access past performance data and hands-on KPI analysis.

By encouraging each user to improve his or her KPIs, the result will be an energy efficient vessel with lower fuel costs and emissions, ABB claimed.

EMMA also gives the shore staff the capability to manage and benchmark energy consumption, energy efficiency and emissions throughout the fleet. Both the operations and technical departments ashore, will benefit from having KPIs prescribed to their individual needs, the company said.

All vessels in the fleet can be compared to establish best energy practices. New ship designs can also be compared and tested against existing vessels. In addition, EMMA can be used to co-ordinate and measure the effect of investments in energy saving equipment.

The EMMA advisory suite consists of three software modules – EMMA Onboard Tracker is an entry level system comprising a historic database, user interface and tools for calculating and reporting, thus providing shipboard energy monitoring and a management solution. The consoles can be installed on the bridge, or in the engine control room.

“It can tell instantly if the vessel’s operation is good, or bad with a dynamic KPI setting,” Mikko Lepisto, head of ABB Marine advisory service explained.

Its main functions include – Power plant monitoring.

Calculating and reporting energy consumption and cost.

Reporting energy efficiencies both as actual performance and against targets.

Analyse energy use for the main shipboard consumers, such as HVAC, accommodation and machinery spaces.

EMMA Fleet Control – the management ashore can use this software for day-to-day vessel operations and for long term fleet planning and energy optimisation. This software includes a function for ease of data transfer between the vessel and the shore, via satellite.

The benefits include – Access to vessel energy performance.

Accurate fuel predictions for efficient fuel management.

Vessel benchmarking for best practices and ship designs.

Fleet oversight with customer specific and regulatory reports.

Data mining tools for historic data analysis.

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TECHNOLOGY - PROPULSION SYSTEMS EMMA Advanced Optimiser – the software can be extended by adding this advanced tool for predicting energy consumption and calculating and optimising the corresponding energy supply schedule. Combined with real time monitoring of operational and process data, these predictions enable EMMA to help the operator control and manage the energy balance on board.

To optimise the energy use and supply, predictions of future energy demand are undertaken by historical data collection and modeling both vessel internal processes, as well as external forces to the hull, such as

“

By aggregating Amarcon systems into ABB’s solutions, we are now able to provide the widest portfolio of optimisation tools available on the market...

”

Heikki Soljama, Head of business unit marine & cranes

wind, sea state, trim etc.

KPIs EMMA uses KPIs to monitor and report energy performance against targets. Each KPI is an objective measure of performance of either part, or the whole of the vessel. Each KPI corresponds to a given area of crew responsibility. These KPIs collectively describe how energy is generated, distributed and consumed throughout the vessel.

ABB said that all of the KPIs are displayed in a user friendly way in the form of an index, as well being presented graphically to indicate the performance level. A user will want to know whether a condition is persistent, or temporary. EMMA will show the statistical behaviour of each KPI during a voyage. A dashboard display will allow the user to interrogate further details and historical performance.

The software’s benchmarking function gives the user a simple aid for fine tuning a vessel’s energy efficiency, ABB said. The benchmark level is set to describe the expected performances of the vessel under varying conditions, such as speed, temperature, fuel type, etc. Added together, these comprise a performance target that the software automatically calculates and compares with the actual vessel performance. It continuously displays deviations from the target, initially for each KPI in a graphical format for quick warning and with detailed information available for inspection.

The target data is populated automatically, or can be set manually by the user. For a single vessel, the target can be taken from that

vessel’s best recorded performance obtained from the on board database. A fleet operator can apply a benchmark to compare ship by ship and thereby identify the vessel(s) KPIs areas that will benefit most from special attention. When extensive vessel data is collected tools are available for building benchmark values by data mining in the database.

Power plant optimised All the processes are power plant optimised, as well as all the major consumers on board, such as HVAC and machinery spaces. The software can be introduced in easy steps aided

by ABB’s trained engineers to ensure the full benefit is achieved.

The software was developed with the help of user experience, ABB said.

At the presentation in London last month, ABB said that its strategy was to grow organically, but should this take time, then acquisitions of other software houses would be considered if the correct synergy exists, illustrated by the purchase of Amarcon. Due to its size and worldwide reach, ABB is able to conduct large R&D projects to develop software in-house, thus negating the need for sub-contracted concerns.

For owners and operators, the biggest challenge today is to obtain the finance to invest in such systems, while another major challenge is finding a crew with the mindset to adopt these systems for saving fuel, Jens Lassen, managing director of Rickmers Ship Management and global head of Rickmers business unit- maritime services said at the TO presentation.

Amarcon joins ABB group The acquisition of Dutch-based Amarcon extends ABB’s capability for marine advisory systems and supports smart marine initiative The transaction is expected to be closed in the third quarter of this year, ABB said in an announcement last July.

Based in Dalfsen, The Netherlands, Amarcon employs 15 people. The company’s product portfolio provides vessel software solutions that focus on safety and improved operational ability.

Its core offering is software for optimising complex motion related problems, such as dynamic positioning capability forecasts, motion forecasting and heavy weather October 2012

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decision support, weather window forecasting and sloshing mitigation in LNGCs. Amarcon will join ABB’s Process Automation Division.

As energy cost, emissions and ship safety become increasingly important on ships, the need for advisory systems will grow. These solutions play a critical role in helping ships to optimise their on board operations and realise efficiency improvements.

ABB’s smart marine initiative is claimed to provide these solutions based on its expertise in all three fields of marine technology – propulsion systems, electrical systems and automation and advisory systems.

“Amarcon’s Octopus product, its expertise

in vessel hydrodynamics and ship modelling capabilities are a complementary and strategic fit for our existing software portfolio,” said Veli-Matti Reinikkala, head of ABB’s process automation division. “With a strong software background, this acquisition will provide ABB with additional access to fast growing energy optimisation markets.”

“For Amarcon, joining ABB will accelerate our capacity to develop marine advisory products that improve vessel operational availability and safety for this fast growing market.” said Leon Adegeest, founder and managing director of Amarcon. “We will also expand our ability to reach a broader range of customers in new geographic regions.”

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TECHNOLOGY - PROPULSION SYSTEMS

Fuel efficiency through waste heat recovery Using a waste heat recovery system is becoming an increasingly viable means of reducing fuel costs by increasing the energy output from combustion engines, especially for large vessels, such as VLCCs*. his article describes the technology and its application in a marine environment and sets out some of the savings that can be achieved.

Waste heat recovery has significant potential for use in marine propulsion systems. Even with current conventional 2-stroke propulsion power plant, about 50% of the energy content of the fuel is lost, mainly to heat, without being used for mechanical work.

By supplementing the ship’s main propulsion plant with a waste heat recovery system (WHRS), the fuel can be utilised more efficiently, because less energy is lost in the exhaust gas flow. As a further environmentally-beneficial consequence, the amount of CO2 emissions in relation to the engine’s mechanical power output can be decreased.

Through the WHRS, the recovered energy, which typically amounts to about 10% of main propulsion’s shaft power, is converted back for mechanical work. When the WHRS is provided with a propeller shaft generator/motor, a further saving is gained by improving the main engine’s loading condition at various points within the ship’s operating profile.

In addition, energy recovered from the main engine exhaust can be converted to mechanical work and added back to the propeller shaft.

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What is a WHRs? A WHRS is a combination of equipment installed on board to assist the ship’s main propulsion machinery recover a part of the energy contained in the fuel that cannot be efficiently utilised by the main engine.

Without the WHRS, that energy would be lost as heat into the atmosphere and sea water.

The technical details of the WHRS can be tailored to suit each application, but typically 38

the following main components are provided (details shown in Figure 1): Dual pressure exhaust gas boiler.

Steam turbine generator unit with vacuum.condenser.

Exhaust gas power turbine.

Boiler feed water heater(s) from main engine scavenging air and/or jacket water.

Propeller shaft generator/motor with frequency converter.

An electric system and power management system for distribution and control of the power generation and flow.

How does it work?

The mechanical efficiency of the main engine is close to 50%. The rest of the energy contained in the fuel consumed by the engine is not converted into shaft power, but is lost, mainly to heat and friction. The WHRS is designed to recover as much energy from these losses as is economically viable.

Recovery of the waste heat begins in the exhaust gas. Compared with conventional exhaust gas boilers, the WHRS’ dual pressure exhaust gas percent of main propulsion’s boiler is designed to efficiently generate steam with shaft power, is converted back characteristics that make it suitable for electricity generation for mechanical work.

For optimum efficiency, steam is generated at two pressure levels -high and low. Both high and low pressure steam flows are then led through the ship’s steam piping system to a condensing steam turbine, which is connected to a generator. The turbine will then convert the thermal energy of the steam into mechanical energy to run the generator. When the thermal energy has been used, steam will exit from the turbine and condense in the sea water-cooled vacuum condenser attached below the steam turbine. This condensate

water is collected into a de-aerating feed water tank and pumped back into the exhaust gas boiler. On its way there, the condensate will recover heat from the main engine jacket, cooling water and/or the main engine scavenging air by flowing through the respective heat exchangers. This part of the process is called feed water heating. The entire circulation process of the steam and condensate water is closed, and the quality of steam/ condensate is monitored.

Energy is also mechanically recovered from the main engine exhaust gas flow. Part of the main exhaust gas flow is diverted into a power turbine, which is connected to a generator.

This part of the process runs the power turbine, which is similar to the turbine side of a main engine turbocharger, and thereby complements the steam turbine’s generating capacity.

The steam turbine and the power turbine can be installed in two different configurations.

They can either be on the same bed frame with one common generator, or on separate bed frames with dedicated generators (see Figure 2). The choice between the two options can be made on the basis of the ship’s engine room layout, as well as what is technically the optimum and most feasible approach.

In all configurations the turbines are connected to the generator through a reduction gear. With the common generator configuration, the power turbine and generator connection are also provided with a special freewheeling clutch, enabling automatic engagement/disengagement depending on operating conditions.

On ships with two main engines, a configuration with two power turbines, one for each main engine, can be considered. In special cases, a WHRS with only a steam turbine and generator or only a power turbine

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TECHNOLOGY - PROPULSION SYSTEMS

Figure 1 - The following units are shown - 1 Exhaust gas boiler, 2 Steam turbine, 3 Vacuum condenser, 4 De-aerating feed water tank, 5 Feed water heater (ME jacket water), 6 Feed water heater (ME scavenging air), 7 Boiler steam drum, low pressure, 8 Boiler steam drum, high pressure, 9 Exhaust gas power turbine, 10 Turbine unit generator, 11 Switchboard, 12 Transformer, 13 Shaft generator/motor frequency converter, 14 Shaft generator/motor fuel consumed by the engine is not converted into shaft power, but is lost, mainly to heat and friction.

and generator, can be provided, but with consequentially a lower heat recovery capability.

The propeller shaft generator/motor will maximise the utilisation of the recovered energy. When provided with a highly flexible variable frequency drive, the shaft generator/motor can convert electricity into additional propulsion shaft power, as well as propulsion shaft power into electricity, a change in functionality that is achieved seamlessly without any interruption to the operation.

This flexibility is due primarily to utilising a frequency converter between the shaft generator/motor and the ship’s electric network. As a result, the energy recovered in the steam turbine and power turbine can be directly utilised as mechanical power on the propeller shaft. On the other hand, in slow speed situations where the ship’s consumption of electricity exceeds the amount recoverable October 2012

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from waste heat, the shaft generator/motor will feed the ship’s main network, thereby utilising the main engine’s increased efficiency.

Where and when to use WHRS? The WHRS can be applied to any propulsion plant with sufficient power output to make the investment economically viable. There is a clear economy of scale here, and the bigger the main engine output, the more waste heat can be recovered. The power level above which the WHRS becomes economical depends on the price of fuel, as well as required payback time and should be validated by making detailed calculations as to system efficiency.

As an indication, however, given various parameters prevailing at the beginning of 2012, ABB estimates it would be economically feasible to use WHRS on board vessels with main propulsion machinery with a mechanical output of 20 MW, or more.

Another consideration, which determines the economic viability of the WHRS, is the operating profile of the propulsion plant. Ships with a relatively stable operating profile, especially with higher propulsion loads, have the biggest potential for savings. The more the vessel has a high-load operation, the shorter the payback time for the WHRS will be. The WHRS is not run in port, or during manoeuvring, so the smaller these are as a portion of a ship’s overall operating profile, the greater the economical potential of the WHRS. To date, WHRS have typically been installed on VLCCs and large containerships, equipped with 2-stroke engine propulsion plants. The WHRS will function only when the main engine load is above a certain limit.

That limit depends on the system design for each project, but is typically about 40% of the main engine MCR for an ABB WHRS. The propeller shaft generator/motor is 39

TECHNOLOGY - PROPULSION SYSTEMS Since ABB offers the WHRS as a single integrated package, the functionality of the complete system can be optimised at the design phase. The operation of the WHRS after startup is controlled by local and centralised automation systems and the loading of the units is controlled and adjusted automatically by the power management system. In addition, an advisory system is available to make a thorough evaluation of and if necessary adapt the WHRS when faced with any new operating conditions.

Figure 2. Steam turbine generator unit.

functional from any low load, the main engine can run up to 100% of the main engine MCR and the shaft generator/motor can be optimised to give 100% output power at a specified main engine load, for example 80% of the main engine MCR. Optimising specifications during the design phase allows for maximum flexibility in the recovery and utilisation of waste energy during the ship’s operation.

Old technology The basic technologies used in the WHRS have existed for decades and no new technologies, for instance, fuel cells, are incorporated in the systems being offered on the market today. The reason it has now become more feasible to make use of WHRS technology is primarily down to improvements in component design, as well as increases in fuel cost and a greater awareness of the

importance of energy efficiency, plus the need to reduce emissions.

What allows a conventional auxiliary steam system to become a modern WHRS is basically the increased capacity of the auxiliary steam production and the conversion of the steam’s thermal energy into electricity instead of other purposes, such as heating.

Exhaust gas boilers and auxiliary steam systems are standard on nearly every vessel.

The steam turbine is installed on an integrated standalone bed frame and requires little maintenance between scheduled overhauls.

The power turbine is similar technology to the main engine turbochargers, and so maintenance procedures are also similar. The overhauling period of the propulsion machinery is not affected and the WHRS components need only similar intervals between overhauls.

100 90

Main engine load

80

WHRS operation

70 60 50

On

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Off

30 20 10 0

Rising fuel costs The use of WHRS has become more economically viable due to the rise in fuel costs over the past decade. As a result, the payback time for the system has reduced and future restrictions and penalties for CO2 emissions will enhance the attractiveness of having WHRS even further. The improved efficiency of propulsion machinery with WHRS gives the operators a competitive edge over those with conventional propulsion machinery and provides them with a reduced carbon footprint and other environmental benefits.

The WHRS package offered by ABB uses well-proven technology that customers have had experience with for many years. The steam system-related components have been selected from manufacturers that are equally well respected in their field of expertise.

In delivering a complete package, ABB provides a single point of contact for all customer communication during a WHRS project. In addition to the WHRS package, ABB can also supply the power management system, integrated automation system, main electric network and propulsors required for the project.

When asked how much a system costs, ABB said that there is no one simple answer to this to cover all applications. The initial cost of the WHRS will eventually be covered by the fuel savings made during the operation of the vessel. The WHRS system can be optimised to meet a required level of efficiency and tailored for the specified propulsion plant. Based on these main parameters, a payback time can be estimated in advance, relative to the prevailing cost of fuel and the operational profile of the ship.

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*This article was written by ABB’s Markus Virtasalo and Klaus Vänskä. It first appeared in ABB’s magazine – Generations.

Figure 3 - Ships with a relatively stable operating profile, especially with higher propulsion loads, have the biggest potential for savings.

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TECHNOLOGY - PROPULSION SYSTEMS

ExxonMobil unveils new all in one lubricant ExxonMobil has introduced a new high-performance cylinder oil, which is claimed to provide outstanding wear performance for slow speed engines at both high and low fuel sulphur levels. alled Mobilgard 560 VS, the new lubricant is a single solution to help reduce wear, extend engine life and ensure optimal reliability in severe operating conditions, including slow steaming and low feed rates, the company said.

The company also claimed that it will help minimise wear by providing high oil film thickness, low volatility and special load carrying additives for excellent boundary lubrication. The balanced formulation of Mobilgard 560 VS also provides outstanding

C

deposit control and cleanliness, helping extend the life of an engine’s pistons, piston rings and cylinder liners.

Mobilgard 560 VS is designed to provide protection at fuel sulphur levels as low as 0.5% and up to 4%, giving a single solution to fleets operating in and out of ECAs and negating the need to change lubricants for different fuel sulphur contents.

In laboratory bench tests designed to simulate an engine’s operating requirements at high temperatures, the new luboil demonstrated better balanced performance

In field trials, Mobilgard™ 560 VS provided excellent deposit control.

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than competitive marine cylinder oils, ExxonMobil claimed: Property - What does this mean?

Deposits - potential piston deposits Reduced component wearViscosity - oil film thickness retentionEnhanced wear protection at high temperatures Oxidation - oil quality degradation Consistent wear protection Volatility - potential product loss Consistent protection throughout the stroke Supported by the new MobilGard cylinder condition monitoring programme, Mobilgard 560 VS offers ultra-low cylinder oil feed rate operation. Field trials have demonstrated that reductions of up to 25% below OEMrecommended levels can be achieved in some engines, offering significant potential cost savings.

ExxonMobil said that the new luboil meets the quality requirements of the following OEMs for use with high sulphur and low sulphur heavy fuel oils - MAN Diesel & Turbo, Wärtsilä and Mitsubishi Heavy Industries – and the engine manufacturers have now endorsed the product, having tested it on 2-stroke engines.

High or low BN Iain White, ExxonMobil’s field marketing manager explained to Tanker Operator that the idea was to replace two current cylinder oils with one, which can be used as a high end, or low end BN. Some US Jones Act vessels are now using the new luboil with 60,000-70,000 hours experience already racked up. It is to be officially launched this month.

White said that many owners and managers use too much oil and the cylinder takes the lion’s share of the lubricant. He thought that 41

TECHNOLOGY - PROPULSION SYSTEMS

After 3,532 hours with low-sulphur HFO, the Ring Land #1 of Cylinder 2 shows negligible deposits.

there was a lot of leeway to reduce the amount used. For example, he said that MAN operated an engine at 25% below the luboil amount recommendations. The wear rates declined and the engine became cleaner. He also explained that Kittiwake undertook the diagnostic analysis of the performance.

As for the condition monitoring programme, this is an update of the feed rate optimisation programme introduced in 2003. Some 400 vessels have already been signed up to the new programme, which again is being officially launched this month.

Mobilgard™ 560 VS delivers excellent performance at ultra-low feed rates.

After 2,729 hours at 0.45 g/kWh, 2.45% fuel sulphur (14,030 total running hours), this

In-house research All of the research into lubricants is conducted in-house and ExxonMobil chemists undertake their own formulations. White said that a balanced formulation delivered by the company’s chemists will give a better performance for slow speed, 2-stroke engines.

He also said that the company is building up a central information database on lubricant performance.

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engine’s pistons and piston rings are free of deposits.

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TECHNOLOGY - HULL PERFORMANCE

Hull and propeller underwater efficiency measured Several tanker operators and managers worldwide have extended their use of Propulsion Dynamics’ Computer Analysis of Ship PERformance (CASPER) reporting system to establish a vessel’s actual speed, fuel consumption and hull/propeller efficiency. ne of the unique aspects of the CASPER service is that no procurement, or installation of hardware, or software is required, making it ideal for an owner, or charterer, the company said.

The CASPER Reports are used by tanker companies’ technical departments to determine the right time to clean hulls and polish propellers, evaluate how different hull treatments are affecting fuel efficiency, compare the total ownership cost of underwater coating systems and to identify a more accurate correlation between speed and fuel consumption in slow steaming optimisation.

In the operations department, the CASPER reports are used for validating charter parameters and predict future trends in fuel consumption, since this taken for any speed, loading and weather conditions may be queried from the CASPER performance model. In turn, this will allow the operator to implement a CO2 index based on speed, displacement and actual hull efficiency.

While the vessel is at sea, the performance data is recorded at periodic intervals (manually, or through auto-logging) and forwarded to Propulsion Dynamics’ technical office. The company’s naval architects analyse the data, using the CASPER performance model to generate a report giving precise calculations of speed, fuel consumption and ship resistance in relation to the vessel’s individual sea trials data (when the vessel had a clean and smooth hull and propeller).

For each set of data, Propulsion Dynamics’ naval architects will use the CASPER model to calculate: Propeller thrust.

Speed through water.

Ship resistance as new, based on calculated

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speed.

Ship resistance actual, based on calculated speed.

Added resistance, being the difference of the above two calculations.

The added resistance is calculated independent of speed, weather and draft, therefore defining the actual fuel efficiency and the true condition of the hull and propeller. The company’s services are compatible with all monitoring and data recording systems.

The reports also provide exact figures for changes in ship resistance, plus its impact on speed/power, before and after drydocking and before and after hull and propeller cleanings.

The before-and-after effects of propeller polishing techniques and new hull cleaning technologies are easily quantified with the services, the company claimed.

The graph below shows one of the CASPER online tools where speed and fuel consumption for three sisterships are directly compared, indicating purely the difference in hull and propeller condition for each vessel.

The world’s largest tanker company in terms of vessel numbers – Teekay – said that it had implemented the CASPER service on board all of the company’s vessels since 2009.

By using this reporting system, Teekay’s vessels hull and propeller performance is regularly monitored and any anomaly is highlighted for corrective action. Appropriate maintenance is then carried out to ensure that the vessel(s) is returned to optimal levels.

Each vessel’s performance is referenced to sea trial conditions to derive an empirical relation called ‘added resistance’.

Teekay explained that this term was used to monitor the effectiveness of the hull and propeller condition on an ongoing basis.

Proper timing of propeller and hull cleaning can save 1-3% per year on an Aframax,. the company said.

Fast payback In 2010, Teekay said that it estimated the total savings on fuel costs to be in the region of $4 mill, while the cost of implementing the

Direct comparison of three sister vessels.

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TECHNOLOGY - HULL PERFORMANCE Speed fuel consumption figures

A charterparty tool check, see Page 45.

system across the whole fleet was $700,000 per annum. The payback time was estimated to be less than 12 months.

The operator of the world’s second largest product carrier pool – Copenhagen-based NORDEN – has also embraced CASPER as part of its long term goal of reducing emissions.

Explaining this move, NORDEN said that the Danish Shipowners’ Association had set a general target for reducing CO2 emissions

from the Danish shipping industry. The target set for 2020 is a 25% reduction in CO2 emissions from the 2007 level - 15% as a result of technical improvements and another 10% as a result of speed reductions.

Since 2007, NORDEN has taken several initiatives, including a climate action plan targeted at vessels owned by the company, to support continuous CO2 reductions and to reduce SOx and NOx emissions.

The initiatives improve the climate by

reducing propulsion resistance and optimising engine fuel efficiency, which are important factors in reducing emissions to air. They are evaluated on an ongoing basis. Some have shown to have only a minor effect on emissions reductions and it has therefore been decided not to continue with these initiatives.

Furthermore, in 2010 these initiatives were supplemented by the installation of electrical heaters on Handysize product tankers.

The following are the initiatives which reduce emissions of CO2, SOx and NOx and which are being introduced on all NORDEN newbuildings and acquired vessels on an ongoing basis: 1. Latest design of main engine slide valves ensures clean combustion in the ship’s engine.

2. CASPER system - Computer Analysis of Ship PERformance monitors and makes it possible to achieve optimal speed in relation to fuel consumption.

3. Main engine cylinder oil scrape down analysis system - optimal lubrication and better combustion.

4. Alpha-lubrication system - minimises the combustion of lubricating oil.

5. Torque measuring system - best possible calibration of the engine.

6. Full blasting of underwater hulls.

7. Propeller polishing.

8. Increased frequency of overhauls of the vessel’s turbochargers.

9. Increased frequency of overhauls of the vessel’s scavenge air coolers.

10. Increased frequency of overhauls of the vessel’s fuel oil pumps and injectors.

11. GreenSteamTM - a system for trim optimisation.

12. Electrical heaters - improves energy efficiency.

The target for 2010 was to reduce CO2 emissions from owned vessels by 3.5%,

Swept away by a tsunami of performance data?

The CASPER® Service provides technical managers with the information they need to sustain highest propulsion efficiency in a changing technology environment for drydock treatment, planned maintenance and performance monitoring systems.

www.propulsiondynamics.com

Hull Performance Monitoring U Fuel Conservation U Emissions Reduction ©2008 Propulsion Dynamics, Inc. All rights reserved.

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TECHNOLOGY - HULL PERFORMANCE compared to not applying any initiatives, based on the above action items (excluding slow steaming). With an actual reduction of 4.7%, this target was met, the company claimed.

Rasmus Kjaer, general technical manager of Eitzen Chemical also endorsed the CASPER system. He said; “We have utilised CASPER since 2008 and we have based our hull cleaning and propeller polishing programme on the information provided with the CASPER reports. The performance monitoring has provided the information required to achieve our goals for fuel saving.

“We have successfully implemented the CASPER+Trim; trim tool newly developed by Propulsion Dynamics. The tool is very straight forward, it provides a very good overview of optimum trim and with this tool we will achieve our new goals for fuel saving.

“The response from one of our Captains after modifying the trim, according to the new trim tool was that, though the vessel was experiencing rough weather, the consumption reduced immediately and there was a positive response from the CE that as soon as the recommended trim was achieved, the load on the ME decreased,” he concluded.

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According to Daniel Kane, vice president of Propulsion Dynamics: “The CASPER Trim Optimization Tables include not only the added fuel consumption in relation to ideal trim but also the added FOC due to hull and propeller condition, adding a degree of sophistication to transparent fuel efficiency metrics”.

Charter Party Check Tool -A more recent online tool, developed by Propulsion Dynamics is shown on Page 44, where the charterparty conditions for speed, loading and weather are input (red data point) and compared to the speed and fuel consumption relations generated from the CASPER model shown in the curve.

Propulsion Dynamics has grown steadily over the past decade and recently acquired an International Trademark, for use of the CASPER trade name through commercial use by shipowners in 15 countries. A Dynamic Propulsion branch was also recently opened in Copenhagen to better serve the European and Middle East markets.

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A brief history Propulsion Dynamics was founded in 2002 by Torben Munk, a naval architect and ship technical director with more than 40 years professional experience in the industry.

It became the first company to offer outsourcing of hull and propeller performance monitoring as a turnkey independent service.

In 1990 Torben Munk, together with a computer scientist, began investigating and developing advanced methods of shipmanagement analysis that took into account vessel design, sea trial data and maintenance procedures that affect fuel consumption and speed performance.

The company offers three areas of analysis - In CASPER, the speed through water is calculated from propeller revolutions, whereas on board speed logs are unable to measure speed through water.

Correction of heavy sea states. Most contemporary performance monitoring systems are unable to correct for heavy weather.

Algorithms for the influence of hull and propeller roughness and fouling on speed losses.

The benefits of this new method of analysis were claimed to be radical and dramatic for the first shipowners who signed up for the CASPER programme.

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TECHNOLOGY - SAFETY SYSTEMS

Saab involved inVTS and AIS projects Saab TransponderTech is involved in several innovative projects aimed at safety of navigation. or example, the Saab Group subsidiary is a major technology partner in the European, EU funded MONALISA project. Within the EU’s coastline there is much traffic management undertaken, including port and coastal surveillance. Hence the EU funded 50% of the scheme’s costs.

The idea behind MONALISA started five years ago with co-operation between Saab, the Swedish Maritime Administration and Chalmers Maritime University.

At that time, the focus was on new technology for improving efficiency of vessel tracking systems in areas close to shore. A unique technology demonstrator was designed and installed at Chalmers in Gothenburg using all the traffic, in real time, in the Gothenburg VTS area.

Saab linked this technology demonstrator to the CoastWatch VTMIS product baseline and this system was tested in Gothenburg. Today’s CoastWatch VTMIS uses several of the software components taken from this project particularly in the area of human machine interface, chart engine technology, scalability, VTS flow support, camera tracking and radar processing.

The hardware processing technology based on software radio linked to radar processing

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was also developed and tested in the Gothenburg technology demonstrator. For the VTS system in Norway, Saab also proposes to use this technology, under the product name Saab R5 RIC, linking existing radars to Saab CoastWatch.

One of the major initiatives in the MONALISA project, which was launched two years ago, is dynamic and proactive route planning and officers’ certificates. In the proposed MONALISA II project, due to start during the first quarter of next year, the focus will be in these areas and also expanded to stakeholders outside Scandinavia.

Critical asset The technology demonstrator based on Saab CoastWatch is a critical asset used in the MONALISA project, together with Saab SeaWatch for on board trials. This technology is not yet ready for product launch in Saab CoastWatch since it involves so many stakeholders and international bodies, but the technology developed in this project will result in a major leap forward in the development of future VTS efficiency connected to shipborne efficiency, Saab said.

When the project is expanded to the Mediterranean region under the planned phase II, CoastWatch technology with the

Saab's R5 SUPREME AIS transponder (see Page 47).

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MONALISA module will be used both in the VTS and shipboard components and will bring in port agents, pilots and tug operators into the scheme. It is anticipated that this project will be further expanded to include Australia and Japan in the future.

The module has existed in baseline form since January 2012 and incorporates the basic dynamic and proactive route planning functions. This was shown outside the project for the first time at IMO NAV58, 4th July 2012 for general assembly delegates, using simulation models to monitor a vessel’s behaviour.

First sea trials connected to Saab CoastWatch VTMIS in Gothenburg will be performed during the Autumn. This MONALISA module source code used with VTS and on board a vessel is being developed by the core CoastWatch engineering team at Saab TransponderTech in parallel with ordinary product development for CoastWatch.

Although the original idea for the project was for coastal and port security, other parameters, including ‘green’ routing, avoiding protected areas and monitoring oil spills, were soon taken on board by the project leaders.

Indian project Saab, in collaboration with Elcome Marine Services, has also successful implementated a national AIS network in India.

This system was installed for India’s Directorate General of Lighthouses and Lightships (DGLL) and will also be used by the Indian Navy, Coast Guard and DG Shipping.

This AIS provides coverage to entire Indian Coast, whereby 74 lighthouses are now fitted with the Saab systems. The project comprised installation of sensors and equipment along the Indian coast for regional and national control centres.

Saab implemented the entire turnkey project, which included installation, commissioning, training and support,

TANKEROperator October 2012

TECHNOLOGY – SAFETY SYSTEMS along with its Indian partner, Elcome Marine Services. The contract was signed by Saab and Elcome Marine Services in November 2010 and it was completed ahead of schedule this year.

“We have been using the system as part of acceptance trials for the past six months and are very pleased with the performance. The team of SAAB and Elcome have worked hard to complete the project well within time period, which is an achievement by itself considering the large scale geographical and technical complexities.

“Our comments and suggestions during the implementation phase have been well received and have been implemented as the project

went along. The NAIS network has suitable interfaces incorporated for adding radar, cameras and other sensors. The system has already been integrated with existing radar and AIS in the country to provide a holistic overview of the coastal maritime domain. The NAIS network would thus play a vital role in meeting the long term coastal surveillance needs of India,” said PP Sinha, deputy director general and nodal officer (NAIS) at DGLL. Elcome delivered the whole network, VSATs, leased lines, installation, project management, design and installation. With support from Saab, Elcome will also be maintaining the system for 10 years.

Saab has also released its fifth-generation

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R5 family of AIS products onto the market.

“The new R5 AIS products from Saab are the first to incorporate software-defined radio (SDR) transceivers together with newly developed high-speed analog-to-digital converters in a type approved Class A system,” said Stefan Karlsson, vice president sales and marketing, Saab TransponderTech.

“The result is a dramatic improvement in receiver sensitivity, stability and signal processing compared to our already exceptional R4 platform.”

Designed on technology built to grow with new requirements, the new R5 products feature quick and easy installation of additional units with support for truly redundant/multiple control and display units (CDUs), USB keyboards and flash drives.

Sensor information available to R5 transponders can be relayed on the Ethernet interface and additional CDUs can be used to display and monitor any sensor data available on the network.

“The SDR technology in the R5 products provides unlimited flexibility in adding new radio channels with software upgrades in the future,” said Karlsson. “In addition to VHF ship-to-ship and shore-to-ship AIS messages, the R5 could also process other signals and future additional AIS messages and enavigation radio channels.”

Saab is rolling out the new R5 technology in different configurations to meet various market requirements, including deepsea and coastal shipping.

At the higher end of the market, the R5 SUPREME AIS is a two-unit system with a separate CDU and transponder. The IMOcompliant shipboard AIS transponder is a type-approved AIS Class A Transponder system for SOLAS-class vessels, providing unlimited flexibility for incorporating with a ship’s integrated bridge system, the company claimed.

The new R5 GPS and DGPS navigation systems are type approved for carriage by SOLAS-class vessels. “The new navigation systems feature additional R5 CDUs for redundant or slave navigation display configuration using Ethernet,” added Karlsson.

“One common control and display unit for all AIS and navigation systems simplifies operation and the redundancy provides a larger measure of safety.”

Anders Bostrom sales manager for security and defence told Tanker Operator that in 12 years, Saab TransponderTech had sold 20,000 plus AIS systems with 2,000 bay stations incorporated into VTS. TO

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TECHNOLOGY - SAFETY SYSTEMS

Class approvals enhance new safety training centres Class societies have introduced stricter requirements for safety service audits. ilhelmsen Ships Service (WSS) has received approvals for its safety service from two of the world’s leading classification societies - Germanischer Lloyd (GL) and RINA. Mats Hestman, WSS international service manager safety said: “WSS is the first maritime safety service provider to receive global GL approval and we are extremely proud to have been approved by both GL and RINA. Stricter requirements from class societies have lead to the need for more audits, so this is a major achievement for us. This also means that we can continue to explore new and exciting possibilities within safety services.”

The GL and RINA approvals cover all inhouse service stations and contractors. It allows WSS technicians to inspect and repair firefighting equipment and systems, self-

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contained breathing air sets and EEBDs, life saving appliances and gas distribution systems.

WSS has also expanded its’ safety offering with several new regional safety training Centres. Hestman said: “The shipping industry is going through some tough times and it is important that technicians are well trained to carry out specific tasks in a correct and efficient manner, enabling our customers to save time and money.

“Enrolling about 300 employees at the new specialist training centres marks the beginning of an expansion programme of our total safety offer. Our main objective remains; ensuring that both our technicians and ultimately our customers can meet ever-growing regulatory demands and work on increasingly complex systems,” he explained.

Located in Houston, Antwerp, and Shanghai/Singapore, the new training centres

will be modelled on the company’s existing centre in Fujairah, UAE. Focus will be on training WSS technicians and apprentices in marine safety systems, as well as product and service management to a professional technical level.

The centres will be equipped with firefighting systems and safety equipment from several manufacturers in order to conduct real-time, practical training. Training instructors will include specialists from Wilhelmsen Technical Solutions (WTS) and other manufacturers.

In addition to the approvals from GL and RINA, WSS’ safety service now holds global service certificates from Det Norske Veritas, Lloyds Register, Korean Register and the Russian Maritime Register of Shipping. It is also certified to ISO 9001:2008 from both Det Norske Veritas and the Russian Register.

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New flame detector enhances machinery space fire safety Autronica Fire and Security unveiled its new infra-red flame detector at SMM Hamburg.

The AutroFlame IR Flame Detector (BG-201) is a point flame detector for identifying fires involving combustion of carbonaceous materials and is ideally suited for the engine room environment of any type of vessel.

The advanced digital signal processing algorithms (implemented in an ARM® Cortex™ M3 processing unit) used in AutroFlame ensures fast detection of real fire scenarios combined with high immunity against nuisance (false) alarms caused by sources including: Vibrating hot bodies (engines, exhaust-pipes, pumps, etc), sunlight 48

(direct and reflected), arc welding and lightning, the company claimed.

The flame detector housing is tested to IP66 and IP67, allowing it to withstand the harshest environments, including protection against dust, high pressure water jets and heavy seas.

AutroFlame uses dual IR flame detectors to detect fires within 8-10 secs at 25 m (EN54-10 testfire). If the detector is mounted closer to the object of interest, the fire will be reported within 1-2 secs. Each AutroFlame detector can be configured to one of three different performance classes, with sensitivity settings covering different environment types and size.

The flame detector is tested by BRE (UK) according to the European standard EN54-10

and EN54-17, and approved to MED and CPD. It has also been tested by Nemko to meet the requirements of IACS E10 and will be tested by Factory Mutual according to the FM 3260 standard.

AutroFlame detectors can be used in two different modes; for integration with Autronica’s AutroSafe and Autroprime fire detection systems already installed on thousands of vessels worldwide, or for connection to conventional panels.

The company said that this ensures that the enhanced fire safety the new flame detector offers is available to more vessels regardless of the fire detection system being used.

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TANKEROperator October 2012

TECHNOLOGY – TANK SERVICING

Corrosion protection of crude oil cargo tanks Lloyd’s Register has issued a set of guidelines for shipowners and operators, manufacturers and shipbuilders on crude oil cargo tanks’ corrosion protection. ollowing incidents resulting from structural failure in tankers, the IMO developed requirements aimed at inhibiting corrosion in cargo oil tanks by way of performance standards. These performance standards are now being made mandatory by an amendment to SOLAS: regulation II-1/3-11, Corrosion Protection of Cargo Oil Tanks of Crude Oil Tankers, adopted by Resolution MSC.291(87).

The legislation applies to new crude oil tankers of 5,000 dwt, or above engaged on international voyages as follows: Contract date: 1st January, 2013.

Keel laying date: 1st July, 2013.

Delivery date: 1st January, 2016.

The last 20 years have seen rapid developments for shipping in terms of design, building technology and environmental requirements. However, these developments have not always been helpful in reducing corrosion attack on ship structures. For example: Ships are larger and more structurally complex than ever, which leads to large surface areas requiring protection and difficulties in access for the application, maintenance and inspection of coatings.

High tensile steels have been used to reduce scantlings and the resulting thickness reduction may reduce the life expectancy of ship structures.

Double hull tankers have become the norm and while their design improves the structural integrity for collisions and groundings, they present a significantly increased surface area requiring corrosion protection.

Corrosion resistant alloys have been increasingly used, which provide better corrosion resistance than structural ship steels in marine environments, or in corrosive cargoes, but also increase the

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Disseminating IMO's cargo tank rules.

complexity of material coupling consideration and require special attention to maintenance and suitability for particular cargoes.

Protection options The new corrosion protection regulations require corrosion protection in the cargo oil tanks, either by coating or other means, for the under deck cargo space (ullage space) and the cargo tank bottom. However, the corrosion mechanisms in each area are dissimilar and need to be treated accordingly.

The regulations provide three options to address the corrosion protection in these areas.

Option 1 – Coating: The first option requires the coating of cargo oil tanks during the construction of the ship in accordance with the ‘Performance Standard for Protective Coatings for Cargo Oil Tanks of Crude Oil Tankers’ (Resolution MSC.288(87)).

The coating system shall be tested in accordance with Resolution MSC.288(87)

Annex 1, or its suitability shall be demonstrated by at least five years’ service experience with a final coating condition of “GOOD”. The coating’s compatibility with any pre-fabrication primer shall be demonstrated and recorded on the system Type Approval Certificate.

The application of the coating system is subject to extensive controls. The compliance of the application with the regulation is to be ensured by a suitably qualified coating inspector. The yard is responsible for the preparation of the vessel’s Coating Technical File (CTF), which is to contain the specification of the coating system applied, a record of the shipyard’s and shipowner’s coating work and detailed criteria for coating selection, job specifications, inspection, maintenance and repair.

Option 2 – Alternative means: Corrosionresistant steel: The second option allows cargo oil tanks to be protected by what the 49

TECHNOLOGY - TANK SERVICING regulation refers to as ‘alternative means’. One example is the use of corrosion-resistant steels, which have the goal of maintaining the required structural integrity for 25 years in accordance with Resolution MSC.289(87) ‘Performance Standard for Alternative Means of Corrosion Protection for Cargo Oil Tanks of Oil Tankers’. This resolution includes testing requirements for the material.

At the time of releasing this guidance, corrosion-resistant steel is the only recognised alternative to the application of a protective coating system. Corrosion-resistant steels are being developed to improve corrosion resistance of ship structures when compared to that of normal shipbuilding steels. Different types are developed according to whether the application is intended for the bottom, or top of the internal cargo oil tank. Both types are tested and approved to satisfy the requirements in MSC.289(87) in addition to other relevant requirements for ship material, structure strength and construction.

For other alternative means which may be developed in the future and recognised by the IMO, a specific performance standard, including testing procedure(s), will be developed by the IMO by adding a new annex to the performance standard. This will take into account experience gained through field tests for the novel prototype alternative conducted in accordance with SOLAS regulation II-1/3-11.4.

Corrosion-resistant steels are focused on the corrosion conditions found either in the under deck, or the bottom of the cargo oil tank.

These steels should not be confused with corrosion-resistant alloys; they are not stainless steels. The steels are normal, weldable, higher tensile shipbuilding steel.

They corrode in a similar way to that of normal ship steel in contact with seawater and so would not bring benefits if used in the hull envelope, or ballast tanks.

Corrosion-resistant steels find application in cargo oil tanks because of the effect of certain chemical elements added as micro-alloying additions. These increase the steel’s resistance to pitting corrosion in such environments.

Pitting will still occur, but at a slower rate, which is considered manageable by the manufacturers. It is likely that two grades of steel will be developed: one to be used in the tank bottom to retard pitting; the other to combat the harsher conditions of the ullage space.

Consideration will also have to be given to the welding consumable used and it is likely that combinations of corrosion resistant steel and consumable will be approved. Where non50

approved materials are used requirements for coating still apply.

The corrosion approval tests for corrosionresistant steels are stated in MSC.289(87). It should be noted that testing for the upper deck conditions takes 98 days while testing for the inner bottom conditions takes 168 hours for a welded joint. Testing is to be carried out at an approved test facility.

Corrosion resistant steels are similar to the ship steels already described by IACS in Unified Requirement (UR) W11, therefore the welding and weldability requirements are described in IACS UR W17 and the requirements for welding consumables are outlined in UR W28.

The full requirements for corrosion-resistant steels will be available in a new IACS Unified Requirement, which is expected to be published this year.

Global availability of corrosion-resistant steel for planned and unplanned repairs throughout the ship’s life will need to be considered. Corrosion-resistant steel of the appropriate type for the upper, or bottom section will need to be available at the point of repair.

Option 3 – Exemption: The regulations allow a third option, in which a vessel’s flag state may choose to exempt a crude oil tanker from the requirements described in Option 1 and Option 2, if the vessel is built solely to carry cargoes, or perform cargo handling operations with cargoes, which do not cause corrosion.

At MSC 90 in May 2012 the IMO approved MSC.1/Circ.1421, “Guidelines on exemptions for crude oil tankers solely engaged in the carriage of cargoes and cargo handling operations not causing corrosion.” This included criteria for identifying a crude oil, which can be considered as benign.

Any exemption and the conditions for which it is granted, shall be recorded on an exemption certificate issued by the flag state.

Class notation: Where the cargo oil tanks are coated, or protected by the use of corrosion-resistant steels in accordance with the IMO regulations, LR’s verification shall be indicated by the class notation ShipRight ACS(C), where ACS denotes anti-corrosion system and C denotes cargo oil tanks.

Advice to shipyards: If either the coating, or corrosion resistant steel option is chosen, the shipyard is to ensure during the pre-contract meeting that an appropriate approved coating system, or approved corrosion-resistant steel has been specified in the contract documents.

The attending LR surveyor will be able to confirm the status of any specified materials.

The application and installation of the compliant materials must be performed in accordance with IMO regulations. Any outstanding non-compliance related to the coating, or corrosion-resistant steel shall be rectified before the vessel can be provided with a SOLAS certificate.

Corrosion-resistant steel is specifically manufactured for the upper deck and inner bottom of the cargo tanks, as separate grades of material and subjected to different corrosion tests. Therefore, these materials should not be mixed, or used for the incorrect area of the cargo oil tank.

Advice to shipowners and operators: The use of either coatings, or corrosion resistant steel in the cargo oil tank offers clear advantages to inhibit corrosion, but the correct choice may be critical for your business depending on the initial costs and the throughlife maintenance and repair requirements. Both methods will require a technical file to be maintained on board the ship detailing information, such as the locations applied, the product applied, the thickness and the repair method.

If oil tankers are contracted, in the build process, or due for delivery on the dates identified as qualifying for the mandatory application of the new IMO legislation, a decision will have to be made to: 1) Select and apply an approved coating; or 2) Select and use an approved corrosionresistant steel; or 3) Specify that only non-corroding cargoes will be carried and have this accepted by the flag state.

If option 1 or 2 is chosen, then LR can provide the advice needed to ensure compliance with the new regulations in a timely fashion.

Advice to steel manufacturers: All materials are to be manufactured at an approved works in accordance with LR requirements. The steel is to be manufactured by the basic oxygen and electric furnace process unless specially approved by the class society. Rolling practice is to be in accordance with IACS UR W11 procedures.

As mentioned, the corrosion approval tests for corrosion-resistant steel as stated in MSC.289(87) require 98 days for testing and simulation of the upper deck conditions and 168 hours for testing and simulation of a welded joint in the inner bottom conditions.

Testing is to be carried out at an approved test facility.

Advice to paint manufacturers and coating suppliers: Paint manufacturers should be aware that the testing of a candidate oil tank coating system, with a compatible

TANKEROperator October 2012

TECHNOLOGY – TANK SERVICING prefabrication primer, will take a minimum of nine months to complete. This is also dependent on a test laboratory having the capacity to undertake the testing immediately.

Systems selected for testing should therefore be submitted to the laboratory for testing as soon as possible, to best ensure their approval prior to the entry into force of the new regulations.

Systems intended for approval through the service experience route should have vessels selected for inspection that have documented

service experience of carrying a variety of cargoes (for example, not those that are regarded as being non-corrosive or benign). In addition, full details of the application of the coating system must be provided, including surface preparation and the presence of primers and any repairs, or maintenance specified.

LR also said that the regulatory source references are as follows: A1. The regulatory amendment is: SOLAS regulation II-1/3-11, Corrosion Protection

of Cargo Oil Tanks of Crude Oil Tankers.

Adopted by Resolution MSC.291(87).

The relevant performance standards are: Performance Standard for Protective Coatings for Cargo Oil Tanks of Crude Oil Tankers: Res MSC.288(87); and Performance Standard for Alternative Means of Corrosion Protection for Cargo Oil Tanks of Crude Oil Tankers: Res MSC.289(87).

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LPG carrier heat exchanger launched Alfa Laval has addressed the needs of the LPG carrier with the introduction of a heat exchanger. lfa Laval has launched the gasketfree, 100% stainless steel AlfaNova M HP 400 plate heat exchanger for use as cargo condenser and/or heater on board LPG carriers.

A compact, lightweight alternative to traditional shell-and-tube heat exchangers, the AlfaNova M HP 400 assists the shipowner in meeting the requirements of the Chemical Distribution Institute’s ‘Ship Inspection Report for Chemical and Gas Tankers,’ seventh edition. It also provides shipowners with the benefits of higher efficiency, increased safety, greater temperature flexibility and lower total cost of ownership, the company claimed.

Alfa Laval said that it had now provided the LPG market with the option of using this costeffective cargo condenser as an indirect system instead of using shell-and-tube, or welded-type condensers.

“We have adapted the proven fusion-bonded AlfaNova heat exchangers to the cargo conditioning requirements of LPGs,” said Johan Lennartsson, Alfa Laval marine & diesel’s regional marketing manager who is responsible for working with contractors and shipyards for liquid gas carriers.

“By combining an innovative 100% stainless steel brazing filler and patented fusion technology, AlfaFusion, in a compact

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heat exchanger, we are able to provide an ideal cargo condenser for indirect LPG reliquefaction systems. The AlfaNova M HP 400 has the same low weight and high efficiency as a copper brazed plate heat exchanger but is suitable for all LPG media, including ammonia,” he said.

As an indirect cargo condenser, the AlfaNova uses fresh water, or glycol solution, as the cooling media to condense gas vapour into its liquid form. The fresh water is cooled by a traditional gasketed titanium plate heat exchanger, which uses seawater as the cooling media. This type of heat exchanger is easy to clean because it provides the crew with full accessibility to seawater side.

Safety is another advantage claimed by using an indirect system. In case of a leak in the traditional direct cargo condenser, gas may enter the seawater side in the cargo condenser and release cargo into the harbour. However, in the event of a condenser leakage in an indirect system, gas can only enter the intermediate loop.

Advantages Alfa Laval claimed that this system offers two main advantages over indirect systems that are currently used: Lowering the condensing pressure, which translates to tangible cargo compressor energy

savings.

Increasing the condensing capacity thereby reducing port-to-port time. This has a positive effect on both costs and transportation efficiency.

Danish interest Danish shipping company Lauritzen Kosan,specialising in LPG transportation and chemical gases has recently signed a contract to purchase, install and test the AlfaNova M HP 400 on one of its vessels.

The company currently operates six LPG carriers that use central coolers and stainless steel AlfaRex plate heat exchangers, as cargo condenser systems. By installing the AlfaNova system alongside the AlfaRex unit, Lauritzen Kosan intends to minimise power consumption in order to keep the operating costs of its reliquefaction plant as low as possible and reduce in-port turnaround time.

“We are aware of the keen interest in using liquefied natural gas (LNG) as fuel, in order to comply with the new IMO regulations in sulphur emission control areas (SECAs),” Lennartsson said. “We believe that, in the future, owners of LNG-fuelled vessels together with Alfa Laval will find many uses for AlfaNova in LNG fuel handling systems.”

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TECHNOLOGY - TANK SERVICING

APC introduces a low temperature cure cargo tank coating Advanced Polymer Coatings (APC) launched a new cargo tank coating at SMM GuardLine LTC – specifically for the product tanker market.

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This new coating will have a major impact in the product tanker market,” said APC chairman Donald Keehan, “especially those tanker owners who trade in the clean petroleum products, biofuels, vegetable and edible oils, and dirty petroleum products markets. Some of these areas are emerging and growing considerably.

Shipowners need a versatile and protective tank coating capable of transporting these corrosive products and then easily switching between them, “ APC explained that ‘LTC’ represented ‘low temperature cure’, which is an ambient-cure

coating in the range of +25 deg C/+77 deg F. Because GuardLine LTC only requires a low temperature cure, cost savings can be realised by eliminating the extra step of a high temperature forced hot air heat cure, which is necessary for the high chemical resistance of the MarineLine 784 system used for chemical tankers and their more hazardous cargoes.

GuardLine LTC coating offers greater versatility and chemical resistance than any phenol epoxy, or zinc coating on the market today, at a very comparable cost, the company claimed. In addition, it is virtually absorbentfree with low surface energy, so less cleaning

New GuardLine® LTC cargo tank coating with gloss finish is shown from Advanced Polymer Coatings.

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chemicals are needed and less slops are created.

There are also fewer limitations claimed than with conventional coatings and stainless steel tanks. This gives shipowners the opportunity to carry a wide range of profitable cargoes without worrying about the previous cargo residue contaminating the next cargo.

Tank coating milestone APC also announced that the 500th vessel had had her tanks coated with MarineLine.

According to Keehan, this coating milestone was reached during 2012. MarineLine cargo tank coatings, including MarineLine 784, are used worldwide on chemical, product and tank barges to transport a wide range of liquid cargoes.

“We are very proud of reaching this goal of 500 ships coated with MarineLine. This shows that our coating has been of valuable service to the marine industry for many years and has secured its place as a viable and cost-effective solution, compared to stainless steel tanks, or other coatings,” Keehan said.

MarineLine 784 uses a forced hot air heat cure to deliver the ultimate cargo tank coating protection on the market today, the company said. This technology is based on a tightly knit, cross-linked organicinorganic polymer structure that creates a nearly impermeable barrier.

The coating is claimed to outperform stainless steel and all other phenolic and zinc coatings, providing the highest chemical resistance available. Heat curing in the shipyard enables MarineLine 784 coated tanks to carry aggressive cargoes immediately without restrictions, allowing the shipowner to earn premium chartering rates from delivery by carrying the most versatile range of cargoes possible.

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TANKEROperator October 2012

CONFERENCE REPORT

Making money in a tough market – Hamburg Tanker Operator’s Hamburg conference on 19th September “Making Money in a Tough Market” looked at how to keep a business healthy amid tough demands from oil majors and financial constraints. The panel included senior executives from ITM, Offen Tankers, MOAMS, Enesel, Stolt and Lyras Shipping he conference looked at strategies to keep a shipping company in best financial condition, amid tough demands from oil majors, difficult financial constraints and constantly increasing complexity.

Topics discussed included ineffectiveness of the ‘time in rank’ indicator, condition monitoring tools, replacing chief engineers not getting their hands dirty and whether we have too many KPIs. Speakers were Stephan Polomsky, managing director, Offen Tankers; Lars Modin, managing director, International Tanker Management (ITM); Martin Shaw, managing director, Marine Operations and Assurance Management Solutions (MOAMS); Giorgios Poularas, COO, Enesel;

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Giorgios Poularas.

Jan Erik Rasanen, business manager, Energy Solutions, ABB Marine and Jose Milhazes, business process manager, Stolt Tankers. The chairman was Dimitris Lyras, director of Lyras Shipping.

The endless development of systems means that “people feel that they are likely to be out of compliance forever,” Lyras said.

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TANKEROperator

“People can never say, ‘this is my job, this is what I need to be aware of’.

Tough market “We are responsible for the crisis, owners added too many vessels,” said Stephan Polomsky, managing director of Offen Tankers. And as a result, “We are sailing in stormy water. The environment is a little bit difficult.” If shipowners try to save money on crewing, “There will be a disaster, definitely,” he said.

Polomsky urged shipowners and brokers to become more partnership orientated. “Brokers are only dealing with worldscale numbers and they want to undercut the last deal,” he said. “I would like to urge everybody in the room to start again the dialogue with the customers [oil companies]. The market needs to be balanced again.”

“Survival strategy rather than profitability strategy are pre-occupying boardrooms. But where you should put money today is in the people,” said ITM’s Lars Modin. “I’m always joking with my fellows in the chartering side, I say you don’t need to be smart in a good market, you just need to be there. I think cash is king in times like this.”

Oil major consistency The lack of consistency between standards from different oil majors makes life harder, Modin said. “They have tried to get SIRE and VIQs aligned, but all the oil majors want to be better than others,” he said. “It is taking a lot of time. But the more experienced I get with this the better it goes.”

Time in rank “I think this ‘time in rank’ issue [where oil majors demand that seafarers on board their

Dimitris Lyras.

vessels have been in their current rank for a certain period of time] as a criteria today is total bo*****s if I may say so,” Modin said.

“We have experienced so many cases where we think we have the best team that can operate on board the ship, but it is not approved by the oil majors. When you try to bring it to them, they say this is the way they are looking at it. They don’t move away from it.

“One case I had, was a chief mate who had been chief mate on the ship for six to seven years because he failed his orals, everything else was done.

Finally he succeeded with his orals and we said, ‘Yes we want you as a captain. You have been here for six years and you know everything.’

“Then we took a 2nd mate who actually had a master’s license and had been there for six years and promoted him to chief mate. But of course you can’t promote two guys. That was not acceptable.

“Then we say, if we take the 2nd mate who has a master’s license and make him master and keep [the first person] as chief officer [first mate]. Then they say, ‘that you can do.’

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CONFERENCE REPORT So they are too rigid. I thought it was going to die out, honestly. But it doesn’t look like that, maybe they lean on that part even more,” he said.

Lyras asked, “Did any of us think that the person with a lot of ‘time in rank’ is a better chief engineer than a person with less ‘time in rank? “[You can see when] people are 2nd mates that they would be [good] captains. With good engineers - it was clear from when they were 3rd engineers that they would be good candidates [for chief engineer]. In most companies we build core teams of groups of these good people.

“It isn’t the number of years you’ve been sitting there watching the horizon, or watching the machinery turn around that gives you the ability to run the ship safely,” he said.

Perhaps the problem is that people are measuring ‘time in rank’ because it is easy to measure, he said. “[Time in rank is] a doable KPI,” he said.

“That’s why we have it. KPIs that are doable are inundating our industry. Perhaps we should be looking at an alternative to the matrix to

provide what we consider to be useful information.”

“It boils down to trying to measure as little as possible,” said Modin.

“I see the sexy side of measuring and having KPIs,” Polomsky said.

“But how do you set the targets against items you are measuring? The definition of targets needs to be flexible. The system may be getting too static.”

“We have introduced a KPI concept, incidents, vetting performance, accidents, offshore, budget compliance,” said Enesel’s Georgios Poularas.

“We re-assess every quarter. So far we’ve managed to do it once a year in a management review. We are also thinking to participate in a programme with InterManager for a full set of KPIs.” Crew “60% of the daily cost is for crew,” Modin said. “Crew has a big impact [on costs]. But what can you do about crew?”

“Ships are looking the same in my opinion as they did 50 years ago. No real invention has

Martin Shaw.

taken place on the ship side. I would like to standardise ships and certain crew certified for certain types of ship [like with the aviation industry].

“As a manager we need to concentrate on getting the right people in the right place.

That’s the area where I think it’s important,” Modin stressed.

“You have to get the right culture in. It should be a natural thing, it should just be there. If you can create that type of culture,

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TANKEROperator October 2012

CONFERENCE REPORT doing things right first time, if you can reach that part, you are very well off�, he said. “There’s also the crew return,� Lyras said. “A ship can wait [be delayed] one day, or 10 days based on how the maintenance is done.

Crew performance makes a massive difference to operations. “The performance of the voyage depends on how co-ordinated the company is with the crew�, he said. “We have analysed if we have a benefit of going to a cheaper crew,� said Poularas.

“There’s [an expensive] overlapping period if we are obliged to change more frequently because they’re not good. Sometimes the most expensive can be the most economical. [For example] “By switching nationalities, it was not the most economical solution.� “We’ve been discussing the word cost and not the word value,� said MOAMS’ Martin Shaw. “Value is a key area that can help the company to succeed. [a good crew] will be turning the ship around a lot quicker.�

Lars Modin.

Systems and training When it comes to training, showing people what to do is better than giving people a complicated system to follow, Modin said. “In general I definitely agree we’re making the system too complicated,� he said. “Many of them [seafarers] don’t want to get into complicated situations. It’s better to show ‘this is what you need to do.� “It is better to train people so they know what they have to do and do it correctly. It is much better if you learn what you need to do, then you automatically comply than have to follow all of these systems. I would rather

Stephan Polomsky.

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improve our daily performance than improve the system,� he said.

Too much change? “Change probably causes more incidents than any other subject�, said Shaw. “People don’t realise what they are changing.

You need to understand your organisation and how it works before you start changing. “I have my own experiences of imposing new ideas and not listening to people on the ship when they say, ‘this is not going to work’�, Shaw added. “They may have a strong reasoned argument you want to listen to.

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TANKEROperator

55

CONFERENCE REPORT “Many years ago I inherited a project to put mechanical variable injection fuel pumps on a class of ships. An engineer arrived to fit the ship and said ‘this won’t make any difference to your ship. My chief engineer phoned me, I phoned the engine manufacturer, he phoned his guy and told him to shut up.

“Because we’d already de-rated the engines four or five years ago, we’d already captured these savings. [This is] change not well managed.

“Tanker operators often get to the point of diminishing returns, when they have optimised everything so much that any more tweaking can lead to increased problems somewhere else.

“As you go further down the line, the only incident you are preventing is the incident that just happened. It generates a lot of noise on the quality assurance system,” he said.

Condition monitoring There was a discussion about how much confidence should be placed in condition monitoring systems and what condition monitoring systems replace.

“I think that the problem is engineers with clean hands,” Shaw said. “In my young days you went down the engine room, you did a walk around the plant, you put your hand on things, to see if they were vibrating, or if they were hot. And you had an idea of how the plant was run.

“We went towards the unmanned machinery space system. It’s a good idea with manpower and being able to use the manpower for your maintenance. But it doesn’t encourage good watchkeeping. People aren’t touching plant.

“Is the solution to that a lot more automation, or to actually encourage better watchkeeping – and the engineers to get their hands dirty and they walk around the engine rooms, feel the vibrations and they feel the heat?” he asked.

“I think that gathering [equipment performance] data is a cumbersome and expensive concept,” Lyras said. “And making use of it for reliability assessments is something you often can’t do. The data that we have for years in some of the systems is not really (useful).

“But people on the ship have been doing reliability assessments for years.

“The [idea of] data, going through the data and expecting the data to give us information, I think comes from another industry. I think they are confusing our industry with Walmart.

Walmart needs data. If you don’t get the right data, they don’t put the right stuff on the shelf.

They need strong data.”

56

[meanwhile] “People on ships are asked to open up something that they don’t believe has anything wrong with it,” Lyras said.

“We are also collecting data,” Polomsky said. “If people don’t have any experience they have to measure something. In the old days the chief engineer was putting his hand on here and it was good. Now he is measuring vibration.”

Polomsky told a story of one shipping company, a ‘ship of the future’, where condition monitoring data was sent to the superintendent. The Chief Engineer and superintendent both thought each other was looking at the data and neither of them were.

“The result was nobody was taking care any more. So they had continuous accidents and they stopped everything,” he said.

“I challenge you to take a decision from the condition monitoring and get a return,” said Jose Milhazes, business process manager with Stolt Tankers. “You have to have a history.”

“We have years and years of planned maintenance system. But when we start a new process, the data that we had for years is not good to do a reliability assessment. They can see we are still opening and closing and reopening [equipment] again three months later, because we have very good opening systems but when they close we screw up,” he said.

“Looking on generators, pumps, if you have software that constantly monitors vibration, it tells you that now, it’s time to change,” said Jan Erik Rasanen, business manager, Energy Solutions ABB. “You need to do this on a regular basis, and collect data and analyse it.”

Software and satcoms “I am of the opinion that for the future, software is extremely important, I think the communications are important,” Modin said.

“Because, as we decline the competence and experience of seafarers on board, we see the possibility of doing a different type of shipmanagement by having every ship online.

Which we [will] soon have.

“We are already having a third of the ships on full broadband. When this system is further developed, we can change the way that we are managing ships completely in the modern time with the new people we have on the ships. I hope IMO can demand that all ships have full broadband by 2016, or something like this.”

“Then of course software and the new black boxes, which most companies are selling for $35,000 saying this is controlling everything and you can see everything. But [with] the level of the people [they don’t] really know what they are looking at with that one.

“That can be fed back to the supplier of the

equipment. He can set up a system so that he can monitor and feed back to the ship with an e-mail or whatever, telling him what he needs to do with the equipment. There are plenty of things that we can change.

“Planned maintenance systems I think are out of the window nowadays because nobody is really providing a good planned maintenance system any longer. They are normally incorporated with procurement systems and storage, we all know how little it takes for this to be completely out of sync and nothing is there any more.

“So I think there are many opportunities going forward to correct this and make it more efficient,” he said.

Modin was impressed that ABB is offering a vessel fuel efficiency improvement service where it undertakes to take some of the risk – the price the shipowner pays depends on how much ABB manages to reduce fuel costs.

“ABB is coming with a financial solution,” he said. “I picked up on that little finance thing. Every supplier should do like ABB.” Software to predict availability Software systems are not yet able to help shipowners predict where they are going to have availability problems (technical problems, which mean that the ship can’t operate), Lyras said. “[In software systems] there are a lot of [information about] spares, crew certification, non conformities. How often is that giving an indication of your future availability next year?” he asked.

Milhazes said that it comes to the level of detail that the manuals are written. “Do you want work instruction levels that actually state at a very high level?

“If you perform the task, you need to report A, B and C. You open the pump, you do what you need to do at the pump, you close the pump. You finish your work as you soon as you report spare parts that you have spent, what you actually performed.”

“Because the next Chief Engineer needs to actually know that something was done on that pump three months before,” he concluded. TO

Tanker Operator's next conference will be in Singapore on 22nd October 2012. If you are interested in participating, please contact Karl Jeffery Jeffery@tankeroperator .com (see page 4 for details).

TANKEROperator October 2012