Maritime Update 2-2013 by DNV GL (old account)

DNV GL merGer aPPrOVeD

THe rOLe OF CLaSS

FUeL eFFiCieNt BaLaNCe

maritime update

NeWS FrOm DNV tO tHe maritime iNDUStrY

TaNker

BuLk

CONTaiNer

OffshOre

Car Carrier

ferry

No 02 2013

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DNV GL merGer introducing the worldâ&#x20AC;&#x2122;s largest class society

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Navn Navnesen, navn.navnesen@dnv.com

contents

maritime update We welcome your thoughts! Front cover photo © Coor Media

maritime update is a newsletter published by DNV GL © DNV GL

DNV GL

DNV GL merger approved by competition authorities.................. 4 The role of class: Stepping up as DNV GL...................................... 6

DNV insight

Preparing for increased shipping in polar areas............................. 9 DNV revises winterization rules for ships...................................... 12 Regulatory updates........................................................................ 13 Ballast Water Management: Taming Trojan Horses..................... 16 Standardisation of LNG bunkering well under way...................... 18

Tanker

DNV helps chemical tanker operators manage change................ 20 Emergency Response Service: Minimising consequences of an accident......................................................... 22

Bulk

Understanding the Common Structure Rules for Bulk Carriers and Tankers............................................................. 24 Striking the fuel efﬁcient balance ................................................ 26

Container

LNG Ready – one option when preparing newbuildings............. 28 Safeguarding container ship hulls against collapse...................... 30

Offshore

Pioneering Service Craft Safety..................................................... 32

Car carrier

A booming Car Carrier market..................................................... 34

Ferry

New ferries take LNG further........................................................ 36

Engine room

Reducing the frequency of engine room ﬁres.............................. 38

2 | maritime UPDATE NO. 2 2013

Please direct any enquiries to your nearest DNV station or maritime update e-mail: updates@dnv.com Editor: Magne A. Røe Co-editor: Marianne Wennesland Editorial committee: Per Wiggo Richardsen, Ole Vidar Nilsen

Design and layout: Coormedia.com 1309-001

Online edition of maritime update: www.dnv.com/maritimeupdate

DNV GL NO-1322 Høvik, Norway Tel: +47 67 57 99 00 An updated list of all regional offices can be seen on DNV’s website: www.dnv.com

eDiTOriaL

iNTrODuCiNG DNV GL

Tor e. svensen CeO, DNV GL, maritime Tor.E.Svensen@dnv.com

Creating a differentiated position through highquality services, value for money and a unique network of highly skilled people will be the foundation of our strategy towards the maritime market as we move forward with the new merged classification society DNV GL. The merger is now completed, and the combined company will have the power to take the lead in heading for this target. Safety and quality: this will remain the core of our agenda. Through our work and services, we shall help our customers improve their safety records, and we shall set the agenda for how the maritime industry is to reduce the number of serious accidents resulting

in loss of human life and environmental pollution. Customer attention: we aim to differentiate ourselves by creating value for customers in the shipping and offshore industry and by providing customers with holistic and balanced risk management of the opportunities and threats from relevant technical, organisational, environmental, human, commercial and societal factors. We shall deliver excellent customer service cost-efficiently through a global network of highly competent technical staff. Furthermore we will leverage our Advisory and Software services to create a differentiated position. In the important period of transition from two class societies to one, we are

maintaining a focus on our customers and continue delivering excellent services and good value for money. It is through our excellent service delivery that we can demonstrate to our customers that this merger creates value for them and their business. Growth in offshore: the significant growth in exploration and production investments that has taken place during the past three to four years, and which is expected to continue, is one of the key drivers behind the offshore agenda. The offshore market will become an increasingly important part of our business as we move forward. We aim for our Offshore Classification and Advisory services to have global impact. Our expe-

rience of operations in deep waters and the Arctic will be leveraged to differentiate our services for vessels operating in these harsh environments. Research & Innovation: a key enabler for DNV GL to develop the necessary expertise in key technology areas. The merged class society will invest 5% of its turnover in Innovation and R&D. This will differentiate DNV GLâ&#x20AC;&#x2122;s position from that of competitors in that DNV GL will have deeper and wider expertise and better innovative and technicalanalysis capabilities than any other classification society. Read more about the DNV GL ambition on page 6â&#x20AC;&#x201C;7 in the article The role of class: Stepping up as DNV GL.

Read Maritime update on your tablet! To view this update in PDF format on your tablet, scan the QR code or go to www.dnv.com and download the PDF manually.

www.dnv.com

maritime UPDate NO. 2 2013 |

DNV GL

DNV GL merger approved by competition authorities the merger between DNV and GL is now approved. the new company – DNV GL – was operational from 12 September. DNV GL will be the world’s largest ship and offshore classification society to the maritime industry, a leading provider of technical assurance and risk management services to the oil & gas industry and a leading expert in wind and power transmission and distribution. DNV GL also takes the position as one of the top three management system certification bodies in the world. TExT: per WiGGO richardsen AND stuart breWer, DNV

Press release DNV GL Group

11 September 2013

DNV GL merger approved by competition authorities Oslo: The merger between DNV and GL is now approved. The new company - DNV GL will be operational from 12 September. DNV GL will be the world’s largest ship and offshore classification society to the maritime industry, a leading provider of technical assurance and risk management services to the oil & gas industry and a leading expert in wind and power transmission and distribution. DNV GL also takes the position as one of the top three management system certification bodies in the world. The competition authorities in South Korea, the USA, the EU and China have cleared the merger between the two well-reputed companies, both of which will soon celebrate 150 years of independent operations. The new company, formally called DNV GL Group, will comprise 17,000 employees across 300 sites in more than 100 countries, and have revenues of EUR 2,500 million per year. “It is with great pride that we can now inform that this vision-driven merger for growth has been cleared by the competition authorities in all four required jurisdictions. The merging companies both represent leading market positions, complementary commercial positions and an acknowledged reputation for advanced technology and high quality and integrity,” says Henrik O. Madsen, Group CEO DNV of DNVGL GL.Group

Press release

A global game changer 11 September 2013 Madsen argues that this first consolidation of two classification societies will be a global game changer. “DNV GL will be uniquely positioned to offer a broader set of products and services, more in-depth expertise and a denser global network of sites second to none. And importantly, there is a Madsen continues: “For our part, DNV GL, must take an active stance and show that we have strong commitment by both DNV and GL to the merged company continuing to invest heavily in qualified opinions on technical, operational, environmental and risk management issues. We aim to technology, research and innovation.” deliver technical solutions that are practical and in the best interests of our customers and other stakeholders.” Advancing safety and sustainability An increasingly complex risk environment for customers is expected to drive demand for the new One operation company’s technology and risk management services. “In today’s risk-sensitive environment, a The past six months laid emphasis on integration planning so that the new company is ready to company’s failure to manage risk properly may lead to adverse events, loss of life, damage to the start operating as one company with effect from 12 September. This means that the former DNV environment or critical business consequences, putting trust and credibility at risk. I firmly believe and GL customers will now benefit from a broader service capability, while maintaining the same that DNV GL will be in a stronger position to help companies manage their challenges in the new contact points in DNV and GL as the integration moves forward. All certificates and approvals from risk reality and enable them to advance the safety and sustainability of their operations,” DNV and GL will remain valid. In the coming months, DNV GL will accelerate integration processes emphasises Madsen. to ensure consistent and continuous service operations, avoiding any business interruption for customers. Need for independent expertise While companies’ compliance with standards and pursuit of safety and protection of the Global impact environment has undoubtedly improved over recent years, Madsen believes there is definitely room “We look forward to offering the best capabilities of our respective organisations to further advance for improvements. the industries we serve and make a global impact for a safe and sustainable future – a safer, smarter and greener future for our customers and society at large,” concludes Henrik O. Madsen. “Standards are improving, but there is a lack of international governance. The industry needs strong, independent players that promote greater openness, consistency and effectiveness in the profession and push the development of new adequate measures and standards.” Download high resolution photo of Henrik O. Madsen, DNV GL Group CEO. http://production.presstogo.com/fileroot/gallery/dnv/images/original/f02d394b88a2411390269476 b73130e4.jpg For more information, contact: Director of Communication, Per Wiggo Email: Per.Wiggo.Richardsen@dnv.com Phone: +47 societies 90 77 78 29– or Game changer: DNV GL – Richardsen the first consolidation of two leading classification will Group Communication Manager, Stuart Brewer . Email: Stuart.d.Brewer@dnv.com Phone: +47 91522360

be the world’s leading risk management service provider to the industries it serves. “We look forward to offering the best capabilities of our respective organisations to further advance the industries we serve and make a global impact for a safe and sustainable future – a safer, smarter and greener future for our customers and society at large.” – DNV GL Group CEO Henrik O. Madsen.

About DNV GL Driven by its purpose of safeguarding life, property and the environment, DNV GL enables organisations to advance the safety and sustainability of their business. DNV GL provides classification and technical assurance along with software and independent expert advisory services to the maritime, oil & gas and energy industries. It also provides certification services to customers across a wide range of industries. Combining leading technical and operational expertise, risk methodology and in-depth industry knowledge, DNV GL empowers its customers’ decisions and actions with trust and confidence. The company continuously invests in research and collaborative innovation to provide customers and society with operational and technological foresight. Origniated in 1864, DNV GL operates globally in more than 100 countries with its 17,000 professionals dedicated to helping their customers make the world safer, smarter and greener.

For more information, contact: Director of Communication, Per Wiggo Richardsen Email: Per.Wiggo.Richardsen@dnv.com Phone: +47 90 77 78 29 or Group Communication Manager, Stuart Brewer . Email: Stuart.d.Brewer@dnv.com Phone: +47 91522360

4 | maritime UPDate NO. 2 2013

The competition authorities in South Korea, the USA, the EU and China have cleared the merger between the two wellreputed companies, both of which will soon celebrate 150 years of independent operations. The new company, formally called DNV GL Group, will comprise 17,000 employees across 300 sites in more than 100 countries, and have revenues of EUR 2,500 million per year. “It is with great pride that we can now inform that this vision-driven merger for growth has been cleared by the competition authorities in all four required jurisdictions. The merging companies both represent leading market positions, complementary commercial positions and an acknowledged reputation for advanced technology and high quality and integrity,” says Henrik O. Madsen, Group CEO of DNV GL. a GlObal Game chanGer Madsen argues that this first consolidation of two classification societies will be a global game changer. “DNV GL will be uniquely positioned to offer a broader set of products and services, more in-depth expertise

and a denser global network of sites second to none. And importantly, there is a strong commitment by both DNV and GL to the merged company continuing to invest heavily in technology, research and innovation.” advancinG safety and sustainability An increasingly complex risk environment for customers is expected to drive demand for the new company’s technology and risk management services. “In today’s risk-sensitive environment, a company’s failure to manage risk properly may lead to adverse events, loss of life, damage to the environment or critical business consequences, putting trust and credibility at risk. I firmly believe that DNV GL will be in a stronger position to help companies manage their challenges in the new risk reality and enable them to advance the safety and sustainability of their operations,” emphasises Madsen. need fOr independent expertise While companies’ compliance with standards and pursuit of safety and protection of the environment has

DNV GL

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Signing the merger documents, from left: Henrik O. Madsen, Leif Arne Langøy, Hinrich Stahl and Christian von Lenthe.

undoubtedly improved over recent years, Madsen believes there is definitely room for improvements. “Standards are improving, but there is a lack of international governance. The industry needs strong, independent players that promote greater openness, consistency and effectiveness in the profession and push the development of new adequate measures and standards.” Madsen continues: “For our part, DNV GL must take an active stance and show that we have qualified opinions on technical, operational, environmental and risk management issues. We aim to deliver

technical solutions that are practical and in the best interests of our customers and other stakeholders.” One operation The past six months laid emphasis on integration planning so that the new company is ready to start operating as one company with effect from 12 September. This means that the former DNV and GL customers will now benefit from a broader service capability, while maintaining the same contact points in DNV and GL as the integration moves forward. All certificates and approvals from DNV and GL will remain valid. In the

coming months, DNV GL will accelerate integration processes to ensure consistent and continuous service operations, avoiding any business interruption for customers. Global impact “We look forward to offering the best capabilities of our respective organisations to further advance the industries we serve and make a global impact for a safe and sustainable future – a safer, smarter and greener future for our customers and society at large,” concludes Henrik O. Madsen. £

DNV GL empowers its customers’ decisions and actions with trust and confidence. The company continuously invests in research and collaborative innovation to provide customers and society with operational and technological foresight. Originated in 1864, DNV GL operates globally in more than 100 countries with its 17,000 professionals dedicated to helping their customers make the world safer, smarter and greener.

Per Wiggo Richardsen, Per.Wiggo.Richardsen@ dnv.com

maritime UPDATE NO. 2 2013 |

DNV GL

The role of class:

Stepping up as DNV GL Safety and Quality will be on top of the agenda for the new DNV GL as the worldâ&#x20AC;&#x2122;s largest classification society moves forward. A greater focus on risk-based rules, safety barriers and identifying high-risk areas is a way of ensuring safer shipping.

ÂŠ Getty Images/Shauni

Text: Per Wiggo Richardsen, DNV

6 | maritime UPDATE NO. 2 2013

DNV head office, Høvik, Norway

The merged company DNV GL will have the power to take the lead in all shipping segments, with the first or second position in size in each segment. With final clearance from competition authorities in place, the new company is ready to drive the maritime industry forward to become “Safer, Smarter and Greener” by offering unique technical expertise that addresses our customers’ needs to run a safe and efficient business with a reduced environmental footprint. The joint expertise of DNV GL will be rooted in 17,000 employees, about 6,000 of whom are dedicated to the shipping and offshore industry. The company will have a presence in 100 countries. The past decade has not seen the same improvement in safety as in previous years, and we have in fact seen a slight increase in the number of serious accidents and incidents if we look across all ship types worldwide. On the positive side, the number of lives lost has not followed the same trend. Tor E. Svensen, CEO, DNV GL, Maritime says: “We know that the public’s tolerance of accidents is lower than ever before, and this is why we need to focus our efforts on continuous safety improvements. Our drive for improved safety and quality is the main reason for our existence – and our future – as a classification society.

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GL head office, Hamburg, Germany

“Bringing together two wonderful organisations with excellent reputations and two great sets of skilled staff is going to put us in a unique position. We will have the ability to drive the safety agenda forward and our customers and stakeholders will expect us to do so,” he says and continues: “The fact that we will learn from each other is another great benefit of this merger. Together, we will have indepth knowledge of all major ship types. Learning through experience exchange between ship segments is essential to improve overall safety.” An example is the offshore shipping sector, whose safety performance is better than that of any other ship segment. The average accident frequency of the offshore supply segment in 2012 was only one sixth of the other ship segments combined. Together, DNV and GL will be in a better position to share and develop knowledge for the benefit of the whole shipping industry. “We aim to drive the industry forward on safety, using a more risk-based approach,” says Mr Svensen. “Here, we can learn from other industries, such as the offshore industry again, which has for many years used risk-based methods, including safety barrier management. “A strong and competent class sector will help the maritime industry become safer and more efficient,” Mr Svensen concludes. £

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DNV GL

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“A strong and competent class sector will help the maritime industry become safer and more efficient. We know that the public’s tolerance of accidents is lower than ever before, and we aim to drive the industry forward on safety, using a more risk-based approach,” says Tor E. Svensen, CEO, DNV GL, Maritime.

Per Wiggo Richardsen, Per.Wiggo.Richardsen@ dnv.com

maritime UPDATE NO. 2 2013 |

DNV insight

8 | maritime UPDATE NO. 2 2013

DNV iNsiGhT

Offshore and marine activities in polar areas are expected to increase over the next decade. the amount of summer sea ice in the arctic is shrinking and rising oil and gas prices are expected as a consequence of the world’s growing energy demands. this development will open up for more transportation of goods between europe and asia through the Northern Sea route as well as more shipping related to higher exports of oil, gas and minerals from the arctic. more interest in research in the polar regions on the part of nations wanting to take part in this development has also created greater demand for new research vessels. TExT: mOrten mejlÆnder-larsen, DNV

maritime UPDate NO. 2 2013 |

Preparing for increased shipping in polar areas

DNV insight

Although oil and gas exploration in the Arctic is not new, the expected trends of rising energy demand and increasing oil and gas prices have already led to a revamped focus on the Arctic’s remaining but substantial hydrocarbon reserves. Greater activity in the Arctic will also result in the need for more destination supply shipping and intra-Arctic shipping. Arctic Shipping Routes Reference is often made to three potential sea routes between Europe and Asia: the North West Passage, the Northern Sea Route, and

10 | maritime UPDATE NO. 2 2013

the Trans-Polar Route which goes directly across the North Pole. The considerably shorter distances between ports in the northern part of Europe and northern part of Asia, together with less summer ice, is the main driver for the new focus on the Northern Sea Route. Due to difficult and unpredictable ice conditions along the North West Passage and the Trans-Polar Route, the main increase in shipping has been along the Northern Sea Route (four vessels transiting in 2010, 34 vessels in 2011, 46 vessels in 2012 and 43 vessels as of 31 July 2013).

The Northern Sea Route Administration has updated the basic requirements for transiting the route based on a more risk-based approach depending on the actual ice conditions. During icefree periods, ships without an ice class may now be allowed along parts of the route. However, before entering, all ships must apply for an operating permit for these waters. In addition they must prepare in accordance with the Northern Sea Route requirements, and the risk relating to the actual operation should be evaluated.

DNV insight

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Due to difficult and unpredictable ice conditions along the North West Passage and the Trans-Polar Route, the main increase in shipping has been along the Northern Sea Route. The considerably shorter distances between ports in the northern part of Europe and Asia, together with less summer ice, are the main drivers for arctic shipping. Mary Arctica belongs to Royal Arctic Line operating between Denmark and Greenland.

STATOIL and DNV are cooperating to develop Arctic competence

Regular operations in polar areas will require both a proper ice class for the hull and winterization of the equipment. (See a separate article about the updated Winterized notation.) Trained crew, operational procedures, good ice information, etc. are also prerequisites for a safe operation. A new ocean needs new rules The Arctic Ocean will always contain challenging ice during the winter and only be partly ice-free during the summer periods. Following the expected increase in polar shipping, IMO is currently developing a

new mandatory code for all ships entering polar waters. The objective is to mitigate the additional challenges experienced in polar waters. The new IMO Polar Code is expected to be finished in 2014 and, depending on the further process, enter into force in 2016. The Code will be an add-on to existing IMO codes: SOLAS, MARPOL, STCW, etc. The Code’s basic hull structure requirements will refer to the IACS Polar Ice Classes. £

To be able to meet the particular Arctic challenges with sound knowledge and safe technologies, Statoil and DNV launched the Arctic Competence Escalator (ACE) programme in March 2013. ACE was developed to enhance the expertise of the companies’ specialists and to share and improve solutions for specific Arctic issues.

Morten Mejlænder-Larsen, Morten.MejlaenderLarsen@dnv.com

maritime UPDATE NO. 2 2013 |

DNV iNsiGhT

DNV revises winterization rules for ships New winterization rules help ships operate safely, effectively and efficiently in freezing temperatures. © DNV

TExT: steven saWhill, DNV

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Sea spray icing creates dangerously slippery conditions on a tanker. Winterization focuses on controlling the adverse effects of icing, freezing, wind chill and material properties in cold temperatures.

WarminG marKet in cOld climates Climate change is facilitating unprecedented access to the Arctic. Tourism, resource development and shipping are all growing in the region. This translates into a demand for ships suitable for subzero temperatures. We responded to this demand by updating our winterization rules to incorporate technological advances and operator feedback. What’s neW? Our principal goal was to improve the effectiveness of winterization measures. To do this, the new Rules introduce functional and performance requirements to support the traditional prescriptive class rules. They also increase flexibility and promote innovation, where alternative solutions can be shown to meet the functional and performance requirements. The new Rules also: ■■ Introduce the Enhanced option, allowing owners to select additional features important to charterers. ■■ Add stability requirements to Winterized Basic.

12 | maritime UPDate NO. 2 2013

Reduce the stability icing loads to reflect operational experience. ■■ Improve clarity by removing the reference to an extreme design temperature and harmonising terms with IACS. ■■

Winterized Arctic has been renamed Winterized Polar to signal the notation’s relevance to Antarctic operators too. sharper safety fOcus Following customer feedback, we removed nonsafety operational issues, such as ease of cargo handling, from the Rules. This sharpens our focus on those functions essential for the safety of the vessel, people and the environment – our core purpose. tentative rules The new Rules are designated as tentative. This gives DNV flexibility to make quick changes. In practice, tentative rules are applied in the same way as normal rules. The new Rules will be effective on 1 January 2014. See Rules for Ships, Part 5, Chapter 1, Section 6. £

WhaT is WiNTeriZaTiON? Winterization is about ensuring a vessel is suitably prepared for operations in freezing temperatures. it focuses on controlling the adverse effects of icing, freezing, wind chill and material properties in cold temperatures. effective winterization includes structural design to reduce icing and cold exposure; heating, insulation and drainage; mechanical de-icing; weather shielding; and careful selection of materials. Hull strengthening and machinery requirements for navigation through sea ice are not addressed by winterization, but rather by our ice class rules.

steven sawhill, steven.sawhill@dnv.com

DNV insight

Regulatory updates from the Marine Environment Protection Committee (MEPC) and The Maritime Safety Committee (MSC).

ÂŠ Getty Images/ Danielle D. Hughson

Text: Tore Longva, DNV

Maritime UPDATE NO. 2 2013 |

DNV insight

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Many new regulations in store also for the cruise industry.

Environment At its 65th session in May, the Marine Environment Protection Committee (MEPC) agreed to extend the period for implementing a ballast water treatment system by removing the intermediate survey requirement and using the IOPP renewal survey as the deadline. The committee approved mandatory Energy Efficiency Design Index requirements for ro-ro cargo ships, ro-ro passenger ships and vehicle carriers, and also

14 | maritime UPDATE NO. 2 2013

for LNG carriers and cruise passenger ships with non-conventional propulsion. These requirements are expected to be adopted in 2014 and enter into force late in 2015. Concerning the MARPOL Tier III NOx requirements, MEPC agreed to move the recommended 2016 date to 2021. The proposal is intended to be adopted in 2014. The EU is close to agreeing on ship recycling regulations applicable to both

EU-flagged ships and, in part, ships entering EU waters. The regulations will become effective two to five years after their entry into force, depending on when the capacity of EU-approved recycling facilities reaches 2.5 million LDT. For the monitoring, reporting and verification of CO2 emissions, the EU Commission has proposed regulations that will start on 1 January 2018, pending approval from the EU Council and Parliament.

DNV insight

Ships above 5,000 GT must report their CO2 emissions on voyages to, from and between EU ports. Safety The Maritime Safety Committee (MSC), at its 92nd session in June 2013, adopted an amendment to SOLAS regarding the mustering of newly embarked passengers. Furthermore, new regulations have been added to SOLAS and several codes related to enclosed space entry and rescue drills. Such drills are to be held

on board the ship at least once every two months. The amendments enter into force on 1 January 2015. It has been clarified that the bridge navigational watch alarm system requirements are applicable to all ships, including existing ships built before 1 July 2002. Based on the Costa Concordia Casualty Investigation Report, several recommendations have been included in the revised action plan for long-term work on passenger ship safety. £

Tore Longva, Tore.Longva@dnv.com

maritime UPDATE NO. 2 2013 |

DNV insight

Ballast Water Management:

Taming Trojan Horses

With its severe impact on biodiversity and financial ramifications, the ballast water issue has entered the global agenda as US Coast Guard Rules and pending IMO regulations. It is not sustainable for vessels to continue functioning as Trojan horses for non-native species. As the world’s leading body for the type approval of ballast water treatment systems and the first class society to gain the status of an independent laboratory for the US Coast Guard, DNV guides manufacturers and owners through to dual compliance ahead of the inevitable pile up.

Text: Marianne Wennesland, DNV

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At the Nor-Shipping 2013 round table debate, The Change Makers, industry representatives stressed the importance of creating a level environmental playing field through global legislation to avoid leaving those moving forward at a financial disadvantage. From left: Andreas Sohmen-Pao, CEO of BW Shipping, and Vice Admiral Peter Neffenger, US Coast Guard. In the background: Koji Sekimizu, Secretary-General of the IMO.

16 | maritime UPDATE NO. 2 2013

DNV insight

Dual compliance “While the USCG and IMO water discharge standards are aligned, approval and testing standards differ,” says Ingrid Sigvaldsen of DNV Pollution Prevention. “The main difference is that IMO will accept testing carried out by the manufacturer under close observation by a third-party surveyor. The USCG, on the other hand, requires 100% third-partybased testing, meaning land-based tests by an independent lab and a shipboard test employing the ship’s crew. “With its status as an independent lab for the USCG, DNV now offers class, IMO approval and USCG recommendations to manufacturers of ballast water treatment systems. DNV’s first tests of ballast water treatment systems to both the USCG and IMO Ballast Water Management Convention standards are already well under way. With eleven type approvals of ballast water

Ballast Water Requirements

Ballast water treatment is essential for all vessels that wish to remain competitive and a valuable asset in the foreseeable future. The US Coast Guard (USCG) and Environmental Protection Agency requirements regarding the installation of ballast water treatment systems, which come into force this year, affect all vessels entering US territorial waters and those wanting the opportunity to do so. At The Change Makers debate during Nor-Shipping 2013, maritime industry representatives stressed the need to create a level environmental playing field through global legislation to avoid leaving those moving forward at a financial disadvantage. “Just as damaging as rash legislation is startstop legislation, which leaves the industry in a limbo where no one knows when the regulations will be implemented,” said BW CEO Andreas Sohmen-Pao, urging IMO member states to move forward on the Ballast Water Management Convention. The convention currently lacks ratification by only 4.7% of the world’s tonnage in order to enter into force. When that happens, a global boom is expected in purchases, approvals and installations: at present, only 1,000 ships worldwide have installed ballast water treatment systems.

management systems previously issued, a gap analysis is now offered. This will serve as a recommendation of approval from DNV to the USCG. The cost of Trojan horse trade With unregulated discharge of ballast water, the shipping industry functions as Trojan horses for non-native bacteria, microbes, eggs, cysts and larvae. Their introduction into local ecosystems not only poses a major threat to biodiversity, it may also have severe financial ramifications. Fishing crises and damage to marine and industrial infrastructures are amongst the consequences seen as new species out-compete native ones and even multiply to pest proportions. One example is the European Zebra Mussel, whose introduction to Canada and the US has led to costs of USD 600 million a year as it both fouls vessel hulls, marine structures and navigational buoys and clogs industrial water intakes and outlet pipes. £ Note to self: * According to an IMO update issued on 31 July 2013, the BWM Convention lacks ratification by 4.7% of the world’s tonnage.

• Despite the ballast water issue’s impact on biodiversity and direct financial ramifications, no global ballast water management requirements currently exist. Several nations, like the US, Brazil and Norway, do however require ballast water exchange for ships entering their waters. • US Coast Guard requirements for the use of an approved ballast water treatment system enter into force in late 2013. These firstly apply to newbuildings delivered from 1 December 2013. Existing ships with ballast water capacity of 1,500–5,000m3 must retrofit at the first dry docking after 1 January 2014. Vessels with other capacities face the same requirement as from 1 January 2016. • IMO’s Ballast Water Convention, adopted in 2004, is ratified by a sufficient number of flag states, but lacks ratification by 4.7% of the world’s tonnage to enter into force on a global scale. • Although aligned on the water discharge standard, the IMO’s Ballast Water Convention and USCG differ on their requirements for the testing and approval of ballast water management systems. • As the world’s leading approval body for ballast water management and the first class society to become an independent lab for the USCG, DNV offers expertise and services relating to dual compliance, type approval and technology qualification.

Ingrid Sigvaldsen, Ingrid.Sigvaldsen@dnv.com

Marianne Wennesland, Marianne Wennesland@ dnv.com

maritime UPDATE NO. 2 2013 |

DNV iNsiGhT

Standardisation of LNG bunkering well under way One of the hurdles to the worldwide implementation of LNG-fuelled ships has been the lack of regulation of LNG bunkering operations. through the recent publication of both an iSO standard and a DNV recommended Practice, this hurdle has now been cleared.

ÂŠ Scanpix

TExT: lars petter bliKOm, DNV

18 | maritime UPDate NO. 2 2013

DNV insight

Foreseen governance of LNG bunkering

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DNV’s proposed governing structure for LNG bunkering operations.

Standards for LNG Bunkering PORT AND STATE LEGISLATION

ISO STANDARD

DNV RP

OPERATIONAL PROCEDURES

LNG-fuelled ships have now logged more than 130 years of operation in Norway. During this time, Norwegian operators, equipment suppliers and regulators have gained significant experience in all aspects of the operation of this type of ship. Due to the increasing popularity of LNG-fuelled ships and the fact that the global shipping industry is now considering their application worldwide, there is a growing need for international standardisation, primarily to ensure safe operations but also to ensure the use of common equipment and technical solutions. When the shipping industry started assessing the status of rules and regulations relevant to the operations of LNG-fuelled ships, it quickly established that the maritime aspects were relatively straightforward. What this meant in practice was that everything normally covered by the scope of the International Maritime Organization could be attended to by establishing a code for this specific ship type: the international code for gas-fuelled ships is due to be published in 2014 and in the meantime the IMO has issued a standard covering the same scope. The challenge, however, was that the IMO’s jurisdiction only covers the ship itself. For the connection to shore, IMO jurisdiction stops at the connection flange for the bunkering hose. Land-based regulations contained several codes and standards that could provide guidance, but there was nothing tailored and directly applicable to bunkering operations involving LNG.

• Safety philosophies • Performance objectives • How to meet performance objectives • Practical solutions • As detailed as possible, but still generic • Site and ship specific issues

The industry response to a lack of regulations and standards is to take more care in the design and development of each specific application. There is more documentation in general, more technical development work and more risk analysis methodologies are applied, eg, hazard identification sessions and quantitative risk analyses. The first such project was set up in the port of Gothenburg in Sweden and consisted of a group of companies together establishing practices for the bunkering of a passenger/vehicle ferry in this specific port. The project published a report in the summer of 2010 and since then a whole range of similar projects has assessed the feasibility of LNG bunkering in key ports around the world, such as Rotterdam, Hamburg, Zeebrugge, Singapore, Shanghai and Busan. Once all this experience relating to different ship types in various ports was being established, it made sense to begin the task of international standardisation. An ISO committee was deemed the best vehicle for this purpose and was appointed in late 2011. The committee brought together the experience and know-how of more than 30 industry professionals and its draft standard was published in June 2013. The ISO standard defines the overall philosophies of designs and operations relevant to LNG bunkering and contains a list of 24 performance objectives, but it is not very concrete and descriptive about how to achieve these objectives. DNV therefore set out to put its own knowledge and

• IMO regulations. An international code for gas-fuelled ships is due to be published in 2014. In the meantime, IMO has issued a guideline covering the same scope. However, IMO’s jurisdiction only covers ships and ship operations and stops at the connection flange for the bunkering hose. • Land-based regulations contain several LNG codes and standards, but nothing is tailored and directly applicable to bunkering operations involving LNG. The connection between land and sea has hence been subject to a jurisdiction gap between regulators. • Through a list of 24 performance objectives, a coming ISO standard defines the overall philosophies of designs and operations relevant to LNG bunkering. Its draft guideline, published in June 2013, is based on the experience and know-how of more than 30 industry professionals. However, it does not specify in detail how to execute the bunkering. • DNV’s recommended practice, published in October 2013, puts how to meet the ISO standard’s requirements into a practical format. It serves as a pragmatic guideline for ship operators, harbour operators and regulators on how to carry out LNG bunkering in a safe and efficient manner.

experience of how to meet the requirements of ISO standards into a more practical format. This is now available in the form of a Recommended Practice and will serve as a practical guide for ship operators, harbour operators and regulators on how to undertake LNG bunkering in a safe and efficient manner. These documents represent significant steps forward in taking operational and technical risk off the table for operators looking at investing in LNG-fuelled ships or LNG bunkering terminals. £

Lars Petter Blikom, Lars.Petter.Blikom@dnv.com

maritime UPDATE NO. 2 2013 |

Tanker

DNV helps chemical tanker operators manage change The regulatory environment for chemical tankers is changing constantly, as are business needs. DNV helps shipowners trouble shoot operational problems, but believes a correct newbuilding specification is the best way of preventing unforeseen expenses.

Text: Wendy Laursen, Freelance Journalist and Kristian Johnsen, DNV

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Picture shows tank cleaning hydrants: Many parameters can affect a shipowner’s cargo list.

20 | maritime UPDATE NO. 2 2013

Tanker

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Picture shows inert gas/vapour return connections to cargo tank vent pipes: Operational problems can occur relating to the location and type of cargo tank venting.

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The volume of chemicals carried by seaborne transport is predicted to rise over the next few years, in large part due to increasing demand for vegetable oils. The average size of chemical tankers being contracted is also increasing. Of the stainless steel fleet of some 1,000 vessels, about 230 are 20 years old or more, so a significant fleet renewal is expected in this specialised segment. In sum – there is renewed optimism in this market segment. “DNV sees this market renewal and growth as a time to encourage shipowners to take advantage of its long and extensive experience with chemical tankers,” says senior engineer at DNV Kristian Johnsen. “We often see that newbuilding specifications could be better,” he says. “It is not uncommon for owners and shipyards to use IMO ship type as the single governing parameter in a specification, without realising that ship type is but one of many parameters that affect their cargo list.” This leads to operational problems that could have been avoided, and DNV is often called upon to give urgent advice for vessels in operation. This can relate to issues such as the location and type of cargo tank venting or pipe separation requirements which can determine carriage limits. “Sometimes, from a design point of view, it can be just a matter of getting the appropriate stability approval and the vessel would have had a much greater trading flexibility,” says Mr Johnsen. “Equipment can be changed or retrofitted

and arrangement designs may be altered once the vessel is operational to meet expanded carriage requirements, but this can be expensive and may require off hire and yard time.” Incidents related to both pollution and safety are constantly developing the regulatory landscape. Between 2005 and 2012, there were 83 fires or explosions on tankers below 20,000 tonnes deadweight, resulting in 21 fatalities. As a direct consequence, IMO has approved new amendments to SOLAS relating to inerting assumed to be adopted next year. This includes lowering the deadweight limit for fixed inert gas systems on new tankers from 20,000 to 8,000 tonnes and lifting today’s exemption from inerting cargo tanks of less than 3,000m3 on new chemical tankers. This means that future chemical tankers above 8,000 tonnes will have to inert tanks when carrying low flash chemicals irrespective of the cargo tank size. Due to potential further logistical challenges in ports, as cargo tanks are often subject to inspection prior to the loading of chemicals. The new SOLAS amendments allow the inert gas to be applied after loading, although only nitrogen will be acceptable as inert gas under this provision. When carrying chemicals, tankers will still be required to maintain the tank in an inert condition after loading and until the tank has been gas freed. “As a consequence, we may see a shift towards more fixed N2 inert gas systems on board to

Picture shows cargo tank drop line used when loading: Pipe separation requirements can determine carriage limits.

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Picture shows connections for manual operation of ballast tank valves: DNV works to ensure the smooth operation of the world’s chemical tanker fleet by actively participating in IMO discussions.

ensure adequate nitrogen supply for safe tank cleaning and gas-freeing operations after carriage of low flashpoint chemicals,” says Mr Johnsen. To help ship owners keep up to date on regulation changes, DNV issues technical newsletters and offers a help desk service and more ship-specific requirements through the DNV Exchange service. DNV also works to ensure the smooth operation of the world’s chemical tanker fleet by actively participating in IMO discussions to ensure that new regulations are feasible and practical to implement. £

DNV FLEET Currently, 16 per cent of the existing chemical tanker fleet, over 14 million gross tonnes, is classed by DNV. The society’s market share of the current order book is higher, some 29 per cent or 2.7 million gross tonnes.

Kristian Johnsen, Kristian.Johnsen@dnv.com

maritime UPDATE NO. 2 2013 |

TaNker

Emergency Response Service:

Minimising consequences of an accident in the most challenging situations, when response and accuracy may make or break the day, direct access to experienced and qualified experts can change the outcome of an incident. DNV’s emergency response Service (erS™) actively supports owners and operators throughout emergency situations, mitigating the effects on life, property and the environment in compliance with the new OCimF standard.

TExT: jan sOlum, DNV

22 | maritime UPDate NO. 2 2013

Tanker

100 90 80 70 60 50 40 30 20 10 0 Others

Water ingress

Structural collapse

Loss of stability

Grounding

Fire

Explosion

Engine failure

Collision

Loss of anchor

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Since its inception, DNV’s ERS™ has helped in more than 220 serious marine and offshore emergencies. Groundings and collisions are the most frequent challenges faced by owners and operators.

Issued in March 2013 in response to the lack of a defined standard for what an emergency response service provider should deliver, the Oil Companies International Marine Forum (OCIMF) Guidelines on Capabilities of Emergency Response Services provide a long-needed and detailed description of the recommended minimum requirements. DNV’s ERS™ fully complies with these new guidelines. Last year alone, it supported vessels in 25 major cases, mostly relating to ships or rigs that had run aground, been involved in collisions, suffered water ingress or experienced fires or explosions. As stated in the OCIMF guidelines, ERS™ provides active assistance to minimise the consequences of an accident, and this often results in reduced downtime and costs for the vessel’s operators and owners. During emergencies, ERS™ is called upon and a team of on-call experts is mobilised, providing the Master with immediate advice. Complex 3D and 2D of the vessel serve as the foundation for stability and strength calculations. Since time is critical in an emergency situation, models for each vessel have to be created in advance. The simulations conducted using these models furthermore help determine the most preferable solution.

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Different ice load thicknesses, here represented by different colours, in the ERS™ model.

The advice to the Master depends on the type and extent of the emergency. It may range from the amount of cargo and ballast that should be transferred to the required bollard pull to get the ship afloat, to whether ice loads or fire-fighting water are jeopardising the vessel’s stability and safety.

DNV’s Emergency Response Service is open to all ship types and floating mobile offshore units, regardless of whether or not they are classed by DNV. Guidance through guidelines and regulations The OPA 90 legislation in the USA established in the wake of the Exxon Valdez oil tanker accident in 1989 and the subsequent MARPOL Convention require owners to have access to an emergency response service. OPA 90 and MARPOL state which calculations should be done, but do not specify requirements for the kind of capabilities that emergency response services should have; their organisation, competence, assessments or tools. As a consequence, the various service providers’ capabilities have varied widely.

According to OCIMF, “The scope of services to be rendered is only described briefly and too vaguely to enforce a performance standard.” This was confirmed by a recent audit conducted by an oil major, which prompted OCIMF to create its Guidelines on Capabilities of Emergency Response Services. In addition to ERS™, DNV provides an Emergency Preparedness Service (EPS) that helps maritime & offshore companies to enhance their shore-based emergency response organisation. The EPS is delivered through: ■■ A GAP analysis of shore-based emergency response plans ■■ Role-play exercises for the shore organisation ■■ Tabletops, workshops and seminars ■■ Help to enhance the plans & tools. £

Jan Solum, Jan.Solum@dnv.com

maritime UPDATE NO. 2 2013 |

BuLk

Understanding the Common Structure Rules for Bulk Carriers and Tankers

TExT: Ole christian astrup, DNV

IACS has now completed an extensive consequence assessment of the new rules based on ten tanker and ten bulker designs. The final presentations to the industry were given in June, prior to the second external industry consultation period ending on 31 August. Despite its comprehensive consequence assessment, IACS was unable to give the industry a clear understanding of how these rules will impact the scantlings of new designs. This is why DNV is currently conducting a consequence analysis to assess the

24 | maritime UPDate NO. 2 2013

scantling impact of the new rules. The results will be shared with the industry later this year. In parallel, DNV is offering to assess the candidate CSR-H designs of major yards in China and Korea, including the scantling impact, according to the new rules. All yards that partake in this Joint Industry Project (JIP) gain access to both DNV’s extensive CSR-H software package and the company’s technical experts. More than ten yards have already attended a threeweek extensive introduction to the new

approaching the era of new iaCS Harmonised Common Structure rules (CSr-H) for bulk carriers and tankers, questions are plentiful and answers paramount. Should one order to existing rules or await the new ones? How is the new rule set different, is it better, how does it affect our newbuilding and who can provide advice? DNV has been involved in the development of the new rule set and is currently helping yards and owners get ready for the new requirements.

rules and related software package. “The benefit for the yards participating in this JIP is that they get a design approved in principle by DNV according to the CSR-H rules. In addition, they gain a good understanding of the impact of the new rules,” says Ivar Håberg, Head of Tanker and Dry Cargo in DNV. “Due to our independent third-party role as a class society, DNV cannot be involved in the actual design work, so when it comes to the scantling optimisation, the yards have to carry this out themselves.”

Bulk

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More than ten yards have already attended DNV’s extensive course introducing them to the new common structure rules and related software package. Here: Pusan, Korea.

Modern transparent rules The new IACS Harmonised Common Structure Rules will heighten the technical standard of bulk carriers and oil tankers in the years to come. A key objective of the project has been to achieve full compliance with the IMO Goal Based Standards (GBS) which enter into force in mid-2016. The ship’s structure must therefore be designed such that: ■■ It has a degree of redundancy. ■■ Permanent deformations are minimised. ■■ The incidence of in-service cracking is minimised, particularly in locations which affect the structural or containment integrity or the performance of structural or other systems or are difficult to inspect and repair. ■■ It has adequate structural redundancy to survive if the structure is accidentally damaged; for example, an impact leading to the flooding of any compartment. Design standard for improved fatigue resistance The rules include a design standard for details, providing a

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In the common structure rules the requirements as to Finite Element verification have been extended substantially to include also aftmost and foremost cargo holds. The illustration shows an example of the response of the aftmost cargo holds due to torsional loads.

fatigue-resistant detail design at an early stage of the structural design process. This ensures the adequate fatigue performance of critical details, not only in the mid-ship area, but also throughout the whole cargo hold region. Extended scope for Finite Element verification The requirements as to Finite Element verification have been extended substantially compared to today’s rules. The scope now covers the entire cargo hold region, including the transition to the fore body and to the engine room, as opposed to the current scope covering only the parallel mid-ship cargo hold region. In addition, extensive screening requirements have been introduced, ensuring that critical areas like hopper knuckles, side frame end brackets, large openings and connections of deck and doublebottom longitudinal stiffeners to transverse bulkheads are assessed. £

CSR-H time line • 1 April 2013: second draft of CSR-H released on IACS website. • 31 August 2013: end of the second external industry consultation period. • September – November 2013: review period by the IACS Societies' Technical Committee. • December 2013: adoption by the IACS Council followed by final publication in February 2014. • The implementation date is expected to be 6–12 months after the final publication date, indicating some time between July 2014 and January 2015. All new contracts after the implementation date will have to comply with the new rule set. • July 2016: latest entry into force required by the IMO.

Ole Christian Astrup, Ole.Christian.Astrup@ dnv.com

maritime UPDATE NO. 2 2013 |

Bulk

Striking the fuel efﬁcient balance With low freight and charter rates, high fuel prices and increasingly strict emissions regulations, operational efficiency is a main focus for today’s charterers and fuel efficiency is on top of the ship owner agenda. However, which solutions actually work and have the greatest cost benefit are not given. DNV’s Fuel Efficiency Services help customers excel in their newbuilding, retrofitting and ship operations.

Text: Olav Rognebakke, DNV

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Significant fuel savings can be achieved through reducing wave-making resistance in partial or ballast conditions, as well as for the relevant speed range.

26 | maritime UPDATE NO. 2 2013

Bulk

While new designs claim a significant reduction in fuel consumption, the actual savings are not certain yet as only the first generation of eco-ships has been delivered. Some of these new designs show promising results, but there is a significant variation in how fuel-efficient some of the new so-called eco-designs are. Technology upgrades to existing ships can close much of the performance gap between new deliveries and the existing fleet, but they come at a price. What are the options for new vs. existing vessels? There are basically four main improvement areas, and these are strongly interrelated; operational efficiency, propulsive efficiency, power plant efficiency and hull resistance. Operational efficiency Improving operational efficiency is complex and challenging, but normally leads to significant savings at a relatively low cost. A world of opportunities lies in optimising fleet utilisation, voyage planning, performance monitoring, the trim and the cleaning of the hull and propeller and in selecting the most economical speed. Propulsive efficiency may be improved by the use of more advanced propellers with different shapes and blade profiles. This is to be considered in combination with various flow-enhancing devices like propeller boss cap fins, rudder bulbs or pre-swirl ducts and stators. In order to get the best possible performance from a new ship, the hull and propeller design must be considered simultaneously, going beyond the traditional interface of a wake velocity plot for one design condition. The interaction effects are strong for blunt lowspeed ships such as bulk carriers. It is illustrative that highly optimised ships show little or no improvement from the fitting of flow-enhancing devices; the savings are achieved by the propeller and hull alone. Power plant efficiency may be improved either by thinking differently when designing the system and/or by applying new technology. Long-stroke

engines with low RPM are in fashion and the dimensioning of auxiliary engines and cost benefit of thrusters are being evaluated. Hull resistance Most of a bulk carrierâ&#x20AC;&#x2122;s resistance comes from friction and low pressure at the aft part of the hull. This requires a focus on reducing the wetted area and improving the aft ship lines. A bulk carrier at design draft generally has a low wave-making resistance. However, in the current market a large part of operations may be spent at other conditions than the design point. For these conditions, large transom and bow waves could affect vessel performance. Through reducing wave-making resistance in partial or ballast conditions, as well as for the relevant speed range, significant savings can be achieved. The interrelation between these areas It is important to note that these four improvement areas are strongly interrelated. For instance, the ability to slowsteam efficiently depends on the power plant as well as the propulsion system and hull. Striking this balance relies on finding the correct operating profile, which will be very different for a Capesize and Handysize bulk carrier. Recent projects have shown little or no fuel-consumption penalty at the design condition, with large reductions in fuel consumption at the other drafts and speeds in the operating profile. Optimising a design against an operating profile can lead to a ship which performs well in all its expected trading conditions. ÂŁ

DNVâ&#x20AC;&#x2122;s Energy Efficiency Services

Olav Rognebakke, Olav.Rognebakke@dnv.com

DNV Maritime Advisory has 30 employees providing Energy Efficiency Services. Typical projects include energy efficiency solutions, main dimension studies, establishing operational profiles, hull line and propeller wake optimisation, bulb optimisation for retrofit, hydrodynamic performance assessment, fuel-saving device assessment, towing tank support, sea-trial attendance, performance monitoring, trim optimisation and main and auxiliary engine performance.

maritime UPDATE NO. 2 2013 |

CONTaiNer

LNG Ready – one option when preparing newbuildings

TExT: jOst berGmann AND Gerd-michael WÜrsiG, DNV

LNG (Liquefied Natural Gas) is seen as an alternative fuel which reduces emissions significantly. Due to the new fracking (shale gas) technologies, abundant gas reserves will become available in the USA in the decades to come, indicating that LNG prices may be competitive with, or even lower than, those of traditional fuel oil.

28 | maritime UPDate NO. 2 2013

The availability/lack of LNG bunkering infrastructure and long-term pricing are currently risk factors which hamper investments. On the other hand, ship owners that are developing newbuilding projects today want to be sure that their new vessels will be future-proof so that, when the infrastructure is in place and reliable and attractive LNG prices are available in three

it is believed that LNG as a fuel will play an important role in shipping in the years to come. the change from fuel oil to LNG will involve a substantial investment. the investment risk may be better managed using DNV’s LNG ready concept. Owners gain a methodology which can be used to ensure that investments are future proof by preparing current newbuildings for later cost-efficient conversion. Vessels which are found to comply with the DNV requirements may be given an approval in Principle.

to five years’ time, the ships can be easily and cost-efficiently converted to use LNG fuel. LNG readiness can be achieved at different levels, ranging from a pure engineering concept for a later retrofit without any physical installations to a solution where the engineering concept is already partly implemented by the installation of,

CONTaiNer

News 9

Lloyd’s List | Thursday September 5, 2013

Still many steps to take in the march of LNG as fuel

Gas-power technology 101 The gas fuel system

UASC’s gamble on liquefied natural gas makes sense but remains a big risk

For dual-fuel vessels the following systems will need to be invested in (though not all at the time of the vessel’s construction). Collectively they are responsible for a 20%-30% price increase. • Dual-fuel engines and compatible boilers. • LNG tanks (with consideration for type, design, capacity and size). • LNG fuel supply system. • Onboard bunkering station and system. • Gas freeing/inerting system. • Boil-off handling system. • Heating/cooling installations. • Control and safety systems. • Possible abatement technology for methane slip.

The use of LNG as a marine fuel has become the most talked-about environmental development in shipping but there are potential obstacles still to be cleared

LNG design: one step at a time

• Investing in technology which will not be used for many years is money that can be invested more profitably elsewhere. • The infrastructure issue remains a high concern. Where will the LNG fuel be available and what regulations will there be for bunkering? Until there is the fuel, there will not be the demand. • In 2015, emission control areas will demand fuels with less than 0.1% sulphur content (or the use of scrubbers to remove sulphur from fuels with higher than 0.1%). The ECAs are in Northern Europe and North America; key ports in liner loops are in these areas. In 2020 the global sulphur limit will drop to 0.5%. Both regulation dates are expected to have an impact on fuel bills. • Some parts of the LNG system on board a vessel are too difficult to retrofit. Engines selected during newbuilding have to be dual-fuel, or capable of being adapted to be dual or tri-fuel • Some dual-fuel engines require an oil-based pilot fuel for ignition, with reports of this being up to 10% of the fuel consumption.

THE announcement that the freshly signed deal for United Arab Shipping Co large containerships includes reference to liquefied natural gas as a potential fuel is a significant step for both the development of gas as a future fuel, and for the container trades. But it could be a marketing exercise that may easily backfire for Kuwaitbased UASC if the dots do not all join up. The new orders that could be considered for LNG fuel are five 18,000 teu vessels with an option for one more, and five 14,000 teu vessels with an option for five more, to be built at Korea’s Hyundai Heavy Industries. The determining factors will revolve around costs and infrastructure. The use of LNG, transported in pressurised insulated tanks, as a marine fuel has become the most talked-about environmental development in shipping. The Norwegian experience and the growing number of vessels using LNG

Norwegian class society DNV has been at the forefront of offering LNG services as it promotes gas as one of the fuels of the future. The class society has become the class of choice for the new vessels by UASC, a coup as all the shipowner’s other vessels are with Lloyd’s Register

shows that it works, but there are potential obstacles still to be cleared. Industry fuel prices, both now and as emission regulations come into force in 2015 and possibly 2020, will shape interest, as will consideration of the strength of the gas as a fuel code, which remains in working groups at the International Maritime Organization. Vessels built with dual fuel capabilities are generally accepted as having between a 20% and 30% premium on more standard tonnage. Clearly a vessel being built to be only partly ready to have LNG as a fuel will have part of that capital investment upfront, and part later. The price tag for the UASC newbuildings will not reflect the true capital cost of a fully capable dual fuel ultra large boxship. A partly ready vessel that is never

lloydslist.com

Fitting a propeller at Hyundai Heavy Industries: on a volume for volume basis LNG has only half the energy of oil fuels.

fully converted to run on gas will also have the drawback of having unused technology investments on board. Norwegian class society DNV has been at the forefront of offering LNG services as it promotes gas as one of the fuels of the future. The class society has become the class of choice for the new vessels by UASC, a coup as all the shipowner’s other vessels are with Lloyd’s Register. DNV has been pushing its LNG ready idea, namely having vessels designed and built with a suitable amount of required technology installed, and with the space designed into the newbuilding for it to be completed at a later suitable date. DNV business director for containerships Jost Bergmann points out that with any design there is the scope to do as much or as little as the owner and the shipyard feels is necessary to have the vessels partly prepared to run off LNG. The yards and owners will have to discuss and agree the scope of the newbuilding depending on the size and design, and to assess what would

be too expensive or difficult to retrofit during a later drydocking, he says. Owners may opt for a basic engineering analysis all the way to having a near complete system installed. The engine selection on the contract has not only to be one that meets all the commercial considerations of the vessel, but also be selected for its ability to be retrofitted to become dual-fuel. Interest in larger ships being LNGfuelled rose once Danish engine maker MAN Diesel and Turbo announced its first slow-speed dualfuel engine was ready for the market. US owner Tote placed orders for a pair of Jones Act vessels that will trade fairly extensively in the US ECA waters. Additional thought needs to be given to the positioning of the fuel tanks. This remains a controversial issue. Some design consultants see it as feasible to install fuel tanks under the accommodation, while others are against it. A decision on this is expected within the wording of the

Hyundai

IGF code, as is a specification on the distance the fuel tanks must be from the side of the ship, for collision protection, and any requirements for ventilation. If the vessel design cannot incorporate the gas tanks under the accommodation then they must be allocated on deck, possibly further aft on a twin island ultra large container carrier design. Separate bulkheads may also be needed to ensure the tan space has suitable ventilation. And importantly, regardless of

CONTENT ONLINE NOW UASC may choose gas to power 18,000 teu vessels Adopting LNG would be a first for big containerships www.lloydslist.com/containers

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Getting ready for the future

whether the fuel tanks will be installed in the newbuilding phase or during a retrofit docking, a decision has to be made on the operational characteristics of the vessel and the size of the LNG fuel tanks needed. On a volume for volume basis LNG has only half the energy of oil fuels. Add to this the need for special fuel tanks with insulation, and the ratio widens to one to three. National legislation needs to be considered wherever a vessel may try to bunker LNG. It is notable that the Fjord Line gas-powered vessel Stavangerfjord recently built in Poland and Norway, can only refuel in Denmark. The Norwegian authorities will not currently permit LNG bunkering while a vessel is performing cargo work or passenger embarkation. None of this is deterring owners from taking a serious look at the potential of LNG as there is no doubt it could make economic sense. It is quite likely, according to Mr Bergmann, that a very large container vessel would need to be refuelled twice on a loop as compared to only once on a loop with oil bunkers. Liner trades have the benefit, like passengerships and offshore vessels, of frequent calls at the same ports, allowing for LNG bunkering infrastructure to be built more readily. n www.lloydslist.com/bunkering

bringing you maritime news as it happens

for example, piping, cables or components like DF engines, or even more completely implemented by, for instance, the auxiliary engines being able to run on LNG fuel. The following equipment/systems normally need to be considered in order to make a design LNG ready: ■■ LNG/DF engines and boiler ■■ LNG tanks (type/ design, capacity/size, etc) ■■ LNG fuel supply system ■■ Bunkering station ■■ Nitrogen system ■■ Flashing & venting ■■ Vapour return system/GCU or DF boiler ■■ Electrical, (cooling/ heating) glycol/ water and steam capacity and installations ■■ Control and safety systems for all components The newbuilding shipyard needs to clarify the following topics: ■■ The makers’ list is to specify only the main engines, auxiliary engines and boilers for which the manufacturer is offering an LNG/Dual Fuel conversion kit The development of an LNG fuel design

option covering at least the following plans and documentation of the installation of the LNG components: • General arrangement, tank and capacity plan, tonnage calculation • Load cases, longitudinal & local strength analysis • Intact and damage stability, loading manual • Tank design and arrangement • Fuel gas supply, including the nitrogen system design and arrangement • Fuel performance analysis for a load range between 10% and 90% MCR • Electrical, (cooling/ heating) glycol/ water/steam capacity balance and required changes compared with HFO design option • Definition of gas dangerous zones • Bunkering station layout and bunkering procedure • Piping schemata for tanks, FSGS, engines and boilers, bunkering and inerting & venting • Outline of control and safety systems for LNG fuel ■■ Cost breakdown for the LNG fuel option ■■ Risk assessment

With the aim of providing structured guidance to customers on the LNG Ready path, DNV has developed a four-stage service line comprising: ■■ A fuel strategy ■■ Concept development ■■ Initial design Approval In Principle ■■ Risk assessment The first projects in which the LNG Ready concept is to be implemented are under development now. £

Jost Bergmann, Jost.Bergmann@dnv.com

Gerd-michael Würsig, Gerd.Wuersig@dnv.com

maritime UPDate NO. 2 2013 |

Container

Safeguarding container ship hulls against collapse A modern hull monitoring system may be a significant way for the bridge watch to control the strains and stresses on a container ship hull. The system continuously monitors the loading on the hull and compares the readings to allowable limits. Warnings are given in real-time mode if acceptable dynamic limits are exceeded or even approached. The DNV class notation HMON (Hull monitoring) ensures that the installation is in accordance with high standards and with good functionality in operation. TEXT: Gaute Storhaug, DNV The structural damage suffered by MSC Napoli in 2007 has made the incident into a “laboratory” for improvement.

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30 | maritime UPDATE NO. 2 2013

Container

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Example of extensive HMON instrumentation. Common instrumentation involves only a few sensors in addition to those already on board.

Monitoring rack with monitor and keyboard Optical cable Strain sensors Connection boxes Motion Response Unit (MRU) box Small navigational X-band radar

Bow accelerometer GPS (speed, course, position) Wind sensor RPM Rudder angle VDR (...)

Good seamanship will always be vital for ship and cargo care. On bigger ships, monitoring technology may improve the quality of seamanship. A modern hull monitoring system in compliance with DNV HMON rules works like a dynamic loading computer in addition to the static cargo loading computer on board. By means of distributed strain sensors along the hull, the system continuously measures the loading and compares it to the design level. The HMON system will provide warning irrespective of what actually causes the loading – whether it is the container weight and distribution, the sea state or any other load component. Ships are designed to withstand both the cargo distribution loads and the encountered wave loads, and the collapse strength (ULS ultimate limit state) should exceed the sum of these loads by a significant margin. There is, however, a third load component, whipping, which is a violent vibration of the hull girder due to the flared bow hitting a steep wave at high speed. Whipping was given a lot of attention during the investigation into the collapse of MSC Napoli in 2007 and was considered to be a possible contributor to the breakdown of the ship. DNV started already in the 1960s with research into this topic, and less severe incidents at the end of the 1990s justified the need to look closer into this effect. Since 2001, full-scale

Loading computer data Engine room sensors Deck penetration and cable support (tube) into wing ballast tank no.5 (heeling tank)

projects and model tests have been carried out to discover the effects of whipping on several container ships and these have provided input to rules and design standards, but the MSC Napoli accident significantly increased the relevance. The bow flare angle is the most important parameter affecting the whipping response. It ranges from about 30° to 60° on container ships. Post Panamax ships in the 8,000–10,000TEU range are often designed with extreme angles, whereas the ULCS bow angles may be less pronounced. Ship speed reduction is an integral part of good seamanship. The whipping response may increase with the square of the vessel speed, so going from 10 to 20 knots may increase the whipping vibration by a factor of 4. DNV rules for container ships include the effect of whipping. DNV classification note (CN) 30.12 explains how whipping and springing affect fatigue and extreme loading. It provides procedures for use in the early design work in order to assess consequences. These state-of-the-art empirical relations are based on theoretical considerations, model tests and full-scale measurements. DNV has many years of accumulated full-scale data on ships ranging from a feeder to Post Panamax vessels on different trades. The hull monitoring rules and systems have benefited from this research and have been proved to be useful for container vessels.

Hull monitoring rules are covered by the DNV HMON voluntary class notation. We have approved about 130 installations on various ship types. It is important to use a recognised supplier that delivers a standard system approved according to DNV rules. This ensures a system that not only provides useful decision support on board to safeguard the crew, vessel and cargo, but can also be useful for decision support onshore to reduce costs and improve the operational excellence. If DNV hull monitoring rules or HMON are not specified, the operator may end up with a system that only replaces the static loading computer and the monitoring data may not be available for onshore decision support. This is not the intention since both the captain needs a real-time understanding of the total loading versus the design strength and onshore further benefits are desirable. £

Gaute Storhaug, Gaute.Storhaug@dnv.com

maritime UPDATE NO. 2 2013 |

Offshore

Pioneering Service Craft Safety Rapid growth in the number of offshore wind turbines installed worldwide has resulted in a big increase in the demand to transport personnel, technicians and equipment to the turbines and offshore structures. New specialised craft with unique operating profiles are increasingly built. First released in 2011, DNV’s Service Craft Rules have become the reference standard for these craft, reflected in our 80 per cent market share. This year’s publication of permanent rules and the celebration of the 100th order is an incentive to remain at the forefront. Text: Martin Crawford-Brunt, DNV

Wind farm service craft undertake a wide variety of roles which can include underwater survey, light diving support, standby and even the transfer of small quantities of fuel. Since the dawn of the market, DNV has been involved in addressing the unique features, operating profiles and needs of these highly specialised craft. The development of the company’s Service Craft Rules went beyond the hull and machinery to establish an enhanced safety level. The rules furthermore paved the foundation for more flexible operations between the UK, Germany and Denmark with formal permission from the local authorities. We have since observed an increase in the professionalism of operations and the specialisation of the craft to meet the challenges of more complex offshore projects. Applying our oversight to the design, build and operation also provides more assurance to charterers, investors and underwriters and promotes a higher residual value, thereby reducing through-life cost. Tailoring safety and deployment During the installation and commissioning phase of offshore wind turbines, the demand for service craft doubles. As a consequence many of the craft tend to operate regionally on projects. Historically, these vessels were built to domestic workboat standards so this created complications

32 | maritime UPDATE NO. 2 2013

when trying to transfer them between projects in the North Sea. Furthermore, the existing international conventions like the Safety of Life at Sea (SOLAS) Convention or High Speed Craft (HSC) Code were not suitable. SOLAS is intended for slower vessels around five times larger and the HSC Code requires a permit to operate that is only valid point to point on a defined passenger route. The need to develop a regional standard to improve safety whilst enabling vessels to be sold to operators across the North Sea, thereby supporting series production in yards, was immediately apparent when the market emerged.

damage. Propulsion and control system redundancy to return to shore safely unassisted was also included. Higher sea states are encountered further offshore so the design loads for the structure were increased to reduce damage in operation. These vessels have a unique operating profile in that they can spend a considerable amount of time pushing up against wind turbines, often at full thrust to facilitate safe transfers of technicians and stores. This produces large contact loads in the bow structure and creates additional vibration, particularly in the aft area particular to these craft.

Managing operating risks The Service Craft Rule set was developed in close dialogue with the North Sea Basin regulators (flag states), boat builders, designers and vessel operators to improve our understanding of key industry concerns, identify the operating risks and to find practical ways to address them. One of these risks is the greater distance from shore at which these craft operate; typically up to 70 nautical miles which is expected to increase. The damage stability of the hull was enhanced through increased sub-division by adding more compartments. This was done to improve survivability in the event of a collision and to reduce healing angles in the event of

The January 2011 publication of DNV Service Craft Rules, at the time tentative, provided a welcome industry benchmark for flag states, builders and operators and quickly became the reference standard for these craft. In July 2013 the permanent rules were published. £

Martin Crawford-Brunt, Martin Crawford-Brunt@ dnv.com

offshore

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UK-flagged Seacat Endeavour transporting a 10-foot ISO container carrying test equipment to the Anholt windfarm in Denmark. Seacat Vigilant operates in the German Bight on the Meerwind project supporting the cable lay vessel.

maritime UPDATE NO. 2 2013 |

Car carrier

A booming Car Carrier market A boom in the orders for Pure Car and Truck Carriers (PCTC) emerged in 2012 after a silent two years. This was caused by the number of vessels nearing the end of their expected lifetime, low newbuilding prices and the opportunities ahead provided by the new and wider Panama Canal which will open in 2015. DNV is playing an important role in improving the design and dynamic operation of this ship type. The company’s competence, experience and close cooperation with key industry players has gained the trust of 24% of the market. Text: Lars-Christian Andersson, DNV

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The MV Tugela, a large car and truck carrier, sails for Wallenius Wilhelmsen Logistics and can carry 7,800 cars. She is designed for the worldwide transportation of rolling cargoes, including cars, high & heavy rolling cargoes on wheels and tracks (eg, vehicles used in construction mining and agriculture), roll trailers and, to some extent, break-bulk cargoes (eg, rubber in crates, steel coils, pipes).

34 | maritime UPDATE NO. 2 2013

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Höegh’s latest 8,500-unit PCTC design, the New Horizon, is currently being approved by DNV. The vessel is scheduled for delivery from Xiamen Shipyard, China in January 2015.

Car carrier

This contract boom for PCTCs came after a period of deliveries of long newbuilding series ordered from 2007 to 2009. Much has happened since: the major owners within the segment have spent significant funds on developing the most economical new-generation PCTC designs not restricted by the existing Panama max beam of 32.26m. DNV has been involved in the precontract phase for many of these projects through advisory work related to feasibility studies and early design review. The first post-Panamax PCTC order to DNV class was placed with HHI by EUKOR. Since then, we have won contracts for four other post-Panamax PCTCs for Wilhelmsen, Höegh, NYK and Ray Shipping. This is DNV’s first-ever newbuilding contract with NYK. Cooperation and support In close cooperation with the major shipyards that have built PCTCs during the past few decades, DNV has played an important

part in improving the design to ensure the dynamic operation of this ship type. Through several accumulated years of operation, new “special” design concepts and structural solutions have been proven both feasible and more reliable. Vessels in Operation records show that the number of findings has decreased significantly for critical areas. Over the past decade, the DNV-classed PCTC fleet has doubled in number and DNV’s market share has increased from 17% to approx. 24%. This is mainly due to continuous, close and constructive cooperation with key players in the segment through technical support and a global customer service network. Our support on operational challenges has furthermore been well received. As a consequence, the company has attracted new PCTC owners entering the market. Early involvement in the design development and design optimisation, to ensure more fuel-efficient and hence greener ships, is very important.

Hinged or flexible designs DNV has extensive technical expertise in and experience with PCTCs, especially within the “hinged” or “flexible” design concept fleet. This concept was developed in the late 1970s in cooperation with a Norwegian owner and Japanese yard. As of March 2013, DNV’s PCTC market share was (GT > 10k): ■■ 24.1% of the sailing fleet ■■ 35.6% of the existing order book ■■ 41.3% of the 2012 order book. £

Lars-Christian Andersson, Lars.Christian.Andersson@ dnv.com

maritime UPDATE NO. 2 2013 |

Ferry

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Fjord Line technical director Captain Morten Larsen.

New ferries take LNG further Two long-distance cruise ferries will be delivered this year to Fjord Line in Norway. The vessels signal a major leap in the use of LNG as bunker fuel and, for Fjord Line technical director Captain Morten Larsen, they represent the future of corporate social responsibility. Text: Wendy Laursen, Freelance journalist

Stavangerfjord, the first of Fjord Line’s two new cruise ferries, was delivered in July and will enter service on a route between Denmark and Norway that will cover over 350 nautical miles. The 170m vessel is the largest cruise ferry in the world – and the first Danish-flagged ship – to be powered purely by LNG. With the latest technology Rolls-Royce LNG engines, SOx emissions will be eliminated and NOx and particulate emissions will be dramatically reduced. For Captain

36 | maritime UPDATE NO. 2 2013

Larsen, these emission reductions have been the motivation for adopting LNG engines – the vessel can now meet the new, stricter emission requirements that will enter into force in Northern Europe in 2015. The ship’s propulsive power comes from four engines, each with twelve cylinders delivering 5,400kW (7,300hp). CO2 emissions will be reduced by 22 per cent through the use of LNG and fuel-saving devices such as an optimised propeller/

rudder system and an exhaust gas heat recovery system. LNG consumption is estimated to be approximately 13,500 tonnes per year, whereas a traditional design could instead have meant consumption of 19,200 tons of fuel oil per year. Captain Larsen expects fuel cost savings from LNG compared to other possible fuel alternatives, but admits it is difficult to predict costs in the long term. Other operational benefits, though, are certain. “We get a cleaner engine room

Ferry

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Stavangerfjord under construction. CO2 emissions will be reduced by 22 per cent through the use fuelsaving devices such as an optimised propeller/rudder system.

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The ship’s propulsive power comes from four engines, each with twelve cylinders delivering 5,400kW (7,300hp).

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because there are no oil spills during bunker operations and less sludge. Also, there is a longer overhaul interval for these new engines and lower lubricant consumption,” he says. Stavangerfjord has 306 cabins and can accommodate 1,500 passengers and 600 cars. As well as servicing the growing Norwegian tourism industry, the vessel is anticipated to contribute to increased shipping of cargo by sea, something that will have significant environmental benefits for Norway. “In the past, cargo operators have only been interested in how much transport costs. However, I believe it is becoming more and more common for producers and manufacturers to think about corporate social responsibility and that they will in future want to use the greenest transport possible. We can now offer that.” Fjord Line’s new vessels are classed to DNV’s Gas Fuelled notation and DNV experts from Denmark and Norway have

been involved in the project. DNV has had rules for LNG propulsion in place for over ten years. “Stavangerfjord and her sister vessel Bergensfjord represent forward thinking by the shipowner,” says DNV’s project sponsor for the newbuilding at Bergen Group Fosen, Kent Åge Solem. DNV is positive about the environmental benefits of LNG and the growing adoption of LNG amongst the world’s commercial fleet. “There are a lot of local ferries in Norway that use LNG and also fish-feed carriers that operate over greater distances along the Norwegian coast. The progression now to long-distance ferries is a step forward, and we hope it will encourage more owners to examine the benefits of LNG.” By 2015, it is expected that as much as 80 per cent of the daily costs of owning and operating a vessel will be fuel. DNV is promoting LNG as it is proving to be environmentally and economically favourable

for shipowners. Based on international energy analysts’ forecasts of oil and gas prices, LNG is expected to remain competitive for the lifetime of new ships entering the market. Currently, there are about 40 LNGfuelled vessels on order worldwide, and about the same in operation, most to DNV class. These new ships include RoPax, RoRo and platform supply vessels in addition to ferries. £

Stavangerfjord during sea trials in July 2013. Stavangerfjord will enter service on a route between Denmark and Norway. LNG consumption is estimated to be approximately 13,500 cubic metres per year.

Claus Graugaard, Claus.Graugaard@dnv.com

maritime UPDATE NO. 2 2013 |

Engine room

Reducing the frequency of engine room ﬁres A ship owner operating 20 vessels can expect one major engine room fire every ten years. For cruise vessels, the frequency is twice as high. The direct causes of engine room fires are all well known. So why is the industry still experiencing a high number of incidents? DNV works with customers to address the totality of potential risk elements to improve performance and safety culture.

Text: Hanne Solum Bentsen, DNV

38 | maritime UPDATE NO. 2 2013

Engine room

Threat

Consequence

E.g. fuel leak Preventive barriers Threat

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Known technical factors have a strong position in today’s fire safety focus. However, can the battle be won without addressing the web of interrelated technical and human factors?

With the causes of engine room fires well known, the challenge remaining is to establish an overall focus on fire integrity; one that considers fire integrity as management of individual hazards, interconnected safety barrier and safety culture. This is mainly a managerial challenge. It requires knowledge, commitment and continuous and systematic monitoring and follow-up. It is DNV’s view that the maritime industry needs to address the totality in order to improve performance, with regard to both cost and safety. Doing so will have a large impact on the overall fire safety. Safety culture IMO states that an organisation with a "safety culture" is one that gives appropriate priority to safety and realises that safety has to be managed like other areas of the business. For the shipping industry, it is in the professionalism of seafarers and the quality of management that the safety culture must take root. The overall concept of a safety culture is at the core of DNV’s role of managing risk, and we would like to emphasise the importance of ensuring that every potential risk element is taken into account when building a safety culture within the shipping industry. Ensuring that the total integrity is identified, measured, monitored and managed is an important step of the process.

TOP EVENT

E.g. loss of life Mitigation barriers Consequence

E.g. engine room fire

Escalation factors

Managing multiple barriers The day-to-day focus on engine room fire integrity considers different onboard areas separately. Well-known direct causes of fires include exposed hot surfaces, insufficient shielding/screening, ruptured pipes, maintenance issues, and failing or late fire-fighting response by both systems and people. The engine room fires with serious consequences are however usually a result of multiple barriers failing in sequence, not of a single failure. It is therefore important that ship management includes a clear policy on how to manage these barriers interdependently. The key is to know when the system of barriers is no longer working satisfactorily and how to measure its vulnerability. In order to obtain a full overview of the complete fire safety picture, the following should be properly addressed. At the design stage, a robust system of barriers that addresses both the technical integrity, and the operational capabilities preventing a fire from developing, must be established. At this stage it can be ensured that the operational elements are implemented properly for the operational phase. In operation, it is important to maintain a proper focus on engine room fire integrity through the performance management of the system as a whole. This ensures that the design level is kept at an acceptable standard and that there is

continuous improvement and focus. The rate of degradation can be controlled by carrying out proper maintenance and keeping procedures sharp, taking into consideration the vessel’s age. Degradation normally takes place slowly and hence the normalisation of deviance makes it difficult to have a feel for the actual status. An important aspect when reviewing both design and operational barriers is the crew’s day-to-day focus and emergency preparedness. Procedures for preventing and fighting fires must be in place, and it must be ensured that the crew follows these procedures. DNV deliverables DNV promotes fire safety and safety culture from several angles; through approval, onboard surveys and advisory projects on both managerial aspects and technical issues. Addressing the totality is key to improving overall fire safety in the industry. £

Hanne Solum Bentsen, Hanne.Solum.Bentsen@ dnv.com

maritime UPDATE NO. 2 2013 |

VESSEL DELIVERIES TO DNV CLASS www.dnv.com

THE WORLD’S FASTEST HIGH SPEED FERRy FRANCISCO DeLiVereD TO DNV CLass

modern and efficient new vessels are continuously being delivered with DNV class from yards around the world. a total of 179 units were delivered with DNV class first half year of 2013. read more about these vessels on our web page. the world’s fastest High Speed Ferry Francisco was delivered to DNV class in July 2013. it is to operate between Buenos aires and montevideo. • top speed: 58.1 knots = 107.6 kilometres per hour. • Powered by: two General electric Lm2500 gas turbines (modified Boeing 747 aircraft engines) which produce a combined 59,000 horsepower. • the 99m vessel can carry nearly 1,000 passengers and 150 cars, and has a 1,100m2 duty-free shop on board. • Owner: Buquebus. Yard: iNCat. Designer: revolution Design.