Nafs may 2017

ΝΑΥΣ nafs nafs ΝΑΥΣ n afs 116 114 110

ΚΩΔ. Γ.Γ. 2229 ISSN 11047-3179

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Posidonia 2016 SOTIRIOS KAMINIS

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IOANNIS CHIOTOPOULOS

ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

THEODOSIS STAMATELLOS ARSENIOS PAPATHEODOROU ΑΔΩΝΙΣ ΒΙΟΛΑΡΗΣ

DIGITALIZATION IN SHIPPING TED PETROPOULOS TRENDS TOWARDS 2025

Bimonthly ReviewReview for the Shipping industry Bimonthly www.nafsgreen.gr 99 - July 2014 Bimohthly Review for the Shipping Industry MICHALISIssue PANTAZOPOULOS for the Shipping BimohthlyReview Review Bimohthly ATHANASIOS REISOPOULOS Industry for the Shipping for the Shipping Posidonia 2014 ...and the Cruise Industry’s OSVALDO DEL CAMPO Industry Industry APRIL - MAY 2017 DECEMBER 2016 ARPIL-MAY 2016 What a BEKIARIS difference 90 days winnerissue is KAMINCO USA, economic contribu- Greek Shipping at a boom? APOSTOLOS 116 114 issue 110 makes for Private Equity ΚΩΔ.

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Index ISSUE 116 - ΜΑΥ 2017

Κ. ΔΟΥΚΑΣ: Digital Ship: Το μέλλον ή η τέλεια 06. ΝΙΚΟΣ καταιγίδα; 08. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: Νά μή θιγῆ ἡ περιουσία τοῦ ΝΑΤ Subsea: Strategically Positioned to 14. T&T Support the Maritime Industry interest in ballast water treatment and Alfa Laval 16. Increasing PureBallast for high flow capacities STORY: Oceanking technology ambassadors in a chal18. COVER lenging shipping environment Digital Services increases reliability, safety and 26. ABB’s efficiency of cargo ships Michalis Pantazopoulos: Liberian Registry: Leading 28. Dr. Technology for the Benefit of Ships & Shipmanagers Islands Flag State Extends 32. Marshall Approval for K-Fleet Electronic Logbook

IN

D NTE PAPER I R P D CLE Y C RE

10.

Tasos Karakasis, General Manager of Marine Plus Extended Dry Docking (EDD) Scheme utilizing In Water Surveys (IWS)

04 NAFS MARCH 2017

Hellas’ Maritime Conference 36. Setel “Unlock the Business Value of Digital Ship” takes mature approach to 40. Inmarsat maritime cyber security Mantel: DIGITALIZATION IS NO QUICK WIN 42. Peter A good digital strategy is key to success Cadet: Driving Big Data Through Collaboration and 44. Olivier Harmonisation 46. Tore Morten Olsen: Digitalisation for smarter shipping Morphitou: Driving Big Data Through Collaboration and 48. Zoe Harmonisation

30.

Georgios Teriakidis, Regional Business Development Manager, DNV GL Maritime Digitalization in Shipping: Trends towards 2025

34.

Lars Fischer, Managing Director of German shipping IT Missing the IT trick

38.

Frank Coles, Transas CEO Living with risk

NAFS SHIPPING MAGAZINE - ΑΝΕΜΟΛΟΓΙΟ

Digital Ship: Το μέλλον ή η τέλεια καταιγίδα; Γράφει ο Νίκος

Κ. Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ θα ξεπηδήσει, νέες θέσεις εργασίας θα δημιουργηθούν και θα λειτουργήσει ένα καθεστώς διαφορετικό στα ναυπηγεία τα οποία θα έχουν αρκετή δουλειά για τα επόμενα χρόνια καθώς ήδη τρέχουν διαδικασίες τοποθετήσεις άλλων εξοπλισμών που έχουν ήδη γίνει υποχρεωτικοί στην ναυτιλιακή βιομηχανία. Η νέα γενιά των τεχνολογικά προηγμένων πλοίων από ότι φαίνεται θα είναι σε πλήρη εφαρμογή περίπου το 2030. Η ρυθμοί με τους οποίους τρέχουν οι κανονισμοί για την ναυτιλιακή βιομηχανία είναι πρωτόγνωροι. Οδεύουμε ολοταχώς προς ένα πλήρως αυτόνομο πλοίο το οποίο ενδεχομένως σε μία ή δύο δεκαετίες από σήμερα δεν θα χρειάζεται ούτε καν πλήρωμα με ό,τι αυτό συνεπάγεται.

Σύμφωνα με τα τελευταία στοιχεία οι Έλληνες Εφοπλιστές εξακολουθούν να κρατούν τα σκήπτρα στον παγκόσμιο ναυτιλιακό στίβο. Τις τελευταίες δεκαετίες έχουν κληθεί δεκάδες φορές να αντιμετωπίσουν γραφειοκρατικές διαδικασίες, νομοθεσίες και κανονισμούς, που σκοπό έχουν να δημιουργούν ένα διαρκώς καλύτερο πιο σύγχρονο και πιο ανταγωνιστικό πλοίο.

Τα πλοία του μέλλοντος λοιπόν, τα ψηφιακά πλοία, τα οποία θα είναι πλήρως αυτοματοποιημένο και θα εξαρτώνται 24/7 από μία σύνδεση στο διαδίκτυο θα έχουν ενδεχομένως ιδιαίτερα προηγμένο λογισμικό και πολύπλοκα συστήματα τα οποία με διάφορες δικλείδες θα πρέπει να εξασφαλίζουν την μέγιστη δυνατή ασφάλεια τόσο για το πλήρωμα όσο και για τα εμπορεύματα τα οποία μεταφέρονται με το πλοίο αυτό.

Πολλοί λένε λοιπόν πως αν μία ναυτιλιακή εταιρεία θέλει να βρίσκεται σε ανταγωνιστικό επίπεδο στο μέλλον, ο μόνος τρόπος πλέον είναι να υιοθετήσει τις τεχνολογίες της νέας εποχής για την ναυτιλία. Πολλοί είναι αυτοί που υποστηρίζουν ότι οι νέες τεχνολογίες θα βοηθήσουν τις ναυτιλιακές εταιρείες να είναι πιο ανταγωνιστικές, να προλαμβάνουν ενδεχόμενες ρυπάνσεις, να μπορούν να παραδίδουν καλύτερα προϊόντα στους πελάτες και να διατηρούν μία αειφορία στον κλάδο της ναυτιλίας που τόσο πολύ το έχει ανάγκη αυτός ο πλανήτης.

Οι απόψεις διίστανται. Πολλοί είναι αυτοί που κάνουν λόγο για επανάσταση, αναστάτωση, ή ένα αβέβαιο μέλλον για την ναυτιλιακή βιομηχανία τόσο πολύπλοκο που ούτε οι ίδιοι δεν θα μπορούν να διαχειριστούν μέσα από τα γραφεία τα πλοία και πίσω από τους υπολογιστές. Άλλοι πάλι μιλούν για μία φυσική εξέλιξη η οποία θα γινόταν ούτως ή άλλως και προσδίδει κύρος στη ναυτική βιομηχανία καθώς θα προλαμβάνονται κίνδυνοι οι οποίοι ενδεχομένως μέχρι σήμερα θα ήτανε πολύ δύσκολο να προβλεφθούν.

Όπως είναι αναμενόμενο για άλλη μια φορά θα κληθούν οι εφοπλιστές να πληρώσουν αρκετά χρήματα προκειμένου να υιοθετήσουν νέες τεχνολογίες οι οποίες δεν θα είναι απλά προαιρετικές επάνω στα πλοία τους αλλά θα είναι υποχρεωτικές όπως έγινε και με τον εξοπλισμό για τα καυσαέρια, το έρμα κλπ. Ουδέν κακόν αμιγές καλού λέγαν οι αρχαίοι μας πρόγονοι. Σίγουρα μία νέα βιομηχανία

06 NAFS ΜΑΥ 2017

Το μόνο σίγουρο αυτή τη στιγμή είναι πως επιστημονικά μία σωστή επιστημονική γραμμή είναι αδύνατον να βρεθεί. Χρειάζεται χρόνος για την ψηφιοποίηση της ναυτικής βιομηχανίας η οποία ήδη έχει ξεκινήσει. Τα ερωτήματα που εγείρονται είναι πάρα πολλά όπως για παράδειγμα στην εποχή του αυτόνομου πλοίου ποιος θα είναι αυτός που θα παίρνει την τελική απόφαση, ο πλοιοκτήτης ή το πλοίο; Ποιος θα αποφασίζει για το φορτίο, τους

ναύλους, τις τιμές, την ανταγωνιστικότητα, τον τρόπο του ταξιδιού και πάρα πολλά άλλα πράγματα τα οποία σήμερα λαμβάνονται οι αποφάσεις από ανθρώπους. Και εδώ έρχεται και ο ρόλος των νηογνωμόνων και των διεθνών οργανισμών ο οποίος είναι ιδιαίτερα σοβαρός. Η ψηφιοποίηση μπορεί να βοηθήσει μπορεί και όχι. Αυτό που χρειάζεται είναι να τεθεί ένα πολύ ισχυρό πλαίσιο το οποίο θα είναι σαφές και πλήρες αλλά θα μπορεί παράλληλα να συνδυάζει την ικανότητα ενός ανθρώπου σε συνδυασμό με μία προηγμένη τεχνολογία. Το ψηφιακό πλοίο θα δείξει στο μέλλον αν πρόκειται περί μίας απλής διαδικασίας εξέλιξης η μία καινούργια καινοτόμα επαναστατική διαδικασία η οποία θα σηκώσει ιδιαίτερα τους ναύλους, θα δημιουργήσει νέες θέσεις εργασίας, θα αποφέρει καλύτερους χρόνους παράδοσης και παραλαβής τόσο κατά την φόρτωση και εκφόρτωση στα λιμάνια όσο και κατά την παράδοση των τελικών προϊόντων κλπ. Νομίζω ότι κανένας δεν θα έλεγε όχι για βελτιώσεις σε συστήματα τα οποία επιδέχονται βελτίωσης. Θα πρέπει όμως όλοι αυτοί οι οποίοι θα θέσουν τους νέους κανονισμούς να είναι ιδιαιτέρως προσεκτικοί καθώς επίσης προσεκτικοί θα πρέπει να είναι και οι πλοιοκτήτες. Η υπερβολική τεχνολογία καθώς και ο υπερβολικός αυτοματισμός ενδέχεται να δημιουργήσει πολύ σοβαρά θέματα στη ναυτιλία, πολύ περισσότερα τουλάχιστον από αυτά που θα λύσει. Παν μέτρον Άριστον έλεγαν πάλι οι πρόγονοί μας. Εδώ αξίζει να αναφέρουμε ένα χαρακτηριστικό παράδειγμα το οποίο μπορεί να μην έχει σχέση με την ναυτική βιομηχανία όμως είναι επίκαιρο. Πριν από μερικά χρόνια που ζούσε ο αείμνηστος Steve Jobs o CEO της Apple, κατάφερε τελικά να μείνει εκτός εταιρείας την οποία ο ίδιος δημιούργησε ύστερα από εφαρμογή μιας σειράς κανόνων που αρχικά σκοπό είχαν να βελτιώσουν τις διαδικασίες της Apple. Εδώ βέβαια θα ισχυριστεί κάποιος ότι μερικά χρόνια αργότερα έκανε μία λαμπρή επάνοδο. Πιο ήταν το τίμημα όμως που πλήρωσε μέχρι να έρθει η doomsday.

nafs March 2014

51

NAFS SHIPPING MAGAZINE - ΙΣΑΛΟΣ ΓΡΑΜΜΗ

Νά μή θιγῆ ἡ περιουσία τοῦ ΝΑΤ Γράφει ο Κώστας

Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Ιδρ. Μπότση καί ὁ διαχωρισμός τῆς περιουσίας του, πού περιέρχεται στόν ΕΦΚΑ. Στό ἲδιο ἒγγραφο διευκρινίζεται ὃτι ἀπό τό σύνολο ἀκινήτων ἰδιοκτησίας τοῦ ΝΑΤ, ἡ κυριότητα τοῦ ἀκινήτου ἐπί τῆς ὁδοῦ Ἀντιστάσεως 1 τοῦ Πειραιᾶ παραμένει στό ΝΑΤ, ὣστε νά ἐξακολουθήσουν νά στεγάζονται οἱ ὑπηρεσίες του.

Πῆρε ὁ στραβός κατήφορο, ὃπως λέει ὁ λαός, καί δέν τόν σταματᾶ τίποτα. Ἡ κυβέρνηση, ἀφοῦ φτωχοποίησε ὁλόκληρο τόν ἑλληνικό λαό, πλήν ἐχόντων καί κατεχόντων, ψηφίζοντας “καί μέ τά δύο χέρια” τό τέταρτο μνημόνιο, φαίνεται ὃτι ἒβαλε πλώρη καί γιά τήν κινητή καί ἀκίνητη περιουσία τοῦ ΝΑΤ. Τίποτα δέν μπορεῖ νά σταθεῖ ἐμπόδιο στούς στόχους της. Οὒτε τό Ἐλεγκτικό Συνέδριο, οὒτε τό Συμβούλιο τῆς Ἐπικρατείας, οὒτε ὁ Ἂρειος Πάγος, πού κατά καιρούς καί κατά περίπτωση ἒχουν κρίνει ὡς ἀντισυνταγματικούς τούς νόμους τῆς κυβέρνησης γιά περικοπή μισθῶν καί συντάξεων, γιά παράνομες νομιμοποιήσεις δημοσίων ὑπαλλήλων, γιά εἰσφορές ἀλληλεγγύης κ.τ.λ. Τώρα στό στόχαστρο μπῆκε τό πολύπαθο ΝΑΤ. Τό πρῶτο ἀσφαλιστικό ταμεῖο τῆς Ἑλλάδος, πού θεσπίσθηκε ἀπό τήν βασίλισσα Ἀμαλία καί εἶναι ἀρχαιότερο τοῦ ΙΚΑ (πού κι αὐτό καταργήθηκε τελικά καταπωθέν ἀπό τό ὑπερταμεῖο). Ἀφοῦ λοιπόν τό ΝΑΤ συγχωνεύθηκε ἀπό τό ἐξ ἀρχῆς ἐλλειμματικό ΕΦΚΑ, πού χώνεψε ἀκόμη καί τά ἀποθεματικά καί τήν ἀκίνητη περιουσία τοῦ ταμείου τῶν δημοσιογράφων (1 δίσ. 200 ἑκατ. εὐρώ), ἒβαλε πλώρη καί γιά τήν ἀκίνητη καί κινητή περιουσία τοῦ ἀσφαλιστικοῦ ταμείου τῶν ἀπομάχων τοῦ κύματος. Ἢδη ὁ ἁρμόδιος ὑφυπουργός κ. Πετρόπουλος μέ ἒγγραφό του (Β 303)16)499)287) 7 Φεβ. 2017) ζήτησε νά σταλεῖ στό ὑπουργεῖο ἀναλυτικά τό σύνολο τῆς περιουσίας τοῦ “πρώην ΝΑΤ”, κινητῆς καί ἀκίνητης, γιά νά γίνει ὁ προσδιορισμός

08 NAFS ΜΑΥ 2017

Κατ᾽ ἀρχήν ποιός τοῦ εἶπε τοῦ κ. ὑφυπουργοῦ ἢ τῶν ὑφισταμένων του, ὃτι μπορεῖ νά ἀποκαλεῖ τό ΝΑΤ ὡς “πρώην ΝΑΤ”. Οἱ ὑπηρεσίες του πρέπει νά γνωρίζουν πολύ καλά ὃτι κατά τήν ρητή διατύπωση τοῦ ἂρθρου 51 τοῦ Ν. 4387)2016, τό ΝΑΤ καί ὁ ΟΓΑ ἐξακολουθοῦν νά διατηροῦν αὐτοτελῆ νομική προσωπικότητα καί μετά τήν 1)1)2017 καί κατά συνέπεια δέν μπορεῖ νά γίνεται λόγος γιά “πρώην ΝΑΤ”. Ποιός ξέρει, ἲσως μέ χρόνια καί καιρούς νά ξανασυσταθεῖ τό ΝΑΤ. Καί ὁ κ. Γ.Α.Παπανδρέου κατάργησε τό ΥΕΝ, ἀλλά τό ΥΕΝ ἐπανασυνεστήθη. Περαιτέρω ὃμως, καί κυρίως, σύμφωνα μέ τό ἂρθρο 70 παρ. 3β τοῦ Ν.4387)2016, ὁ προσδιορισμός καί ὁ διαχωρισμός τῆς περιουσίας τοῦ ΝΑΤ, πού τυχόν κατά νόμο μπορεῖ νά περιέλθει στόν ΕΦΚΑ, ναί μέν γίνεται μέ ἀπόφαση τοῦ ὑπουργοῦ Ἐργασίας, πλήν ὃμως ὁ διαχωρισμός αὐτός γίνεται μετά ἀπό οἰκονομική μελέτη, στήν ὁποία θά ληφθοῦν ὑπ᾽ ὂψη ὃλοι ἐκεῖνοι οἱ παράγοντες καί παράμετροι, πού ἀφοροῦν τήν κινητή καί τήν ἀκίνητη περιουσία τοῦ ΝΑΤ, καί κυρίως, πῶς ἀποκτήθηκαν, γιά ποιό σκοπό ἀποκτήθηκαν καί τί ἐξυπηρετοῦν. Καί ἀπό μία ἁπλῆ ματιά ἀκόμη καί ἀπό ἂσχετο, καταδεικνύεται ἀμέσως ὃτι τά κυριώτερα ἀκίνητα τοῦ ΝΑΤ εἶναι εἰδικοῦ σκοποῦ, πού δέν θά ὑπερκερασθεῖ ἀπό καμμία διάταξη νόμου ἢ ν᾽ ἀγνοηθεῖ ὁ τρόπος καί ἡ αἰτία κτήσεώς τους. Πῶς μπορεῖ ν᾽ ἀγνοηθεῖ γιά παράδειγμα τό Νοσηλευτικό Ἳδρυμα Ἐμπορικοῦ Ναυτικοῦ, τό γνωστό ΝΙΕΝ, ἢ τά ἀκίνητα τῶν παιδικῶν κατασκηνώσεων,ἢ τό οἲκημα τοῦ Οἲκου τοῦ Ναύτου, ἢ ἡ Ἑστία Ναυτικῶν, ἢ τά τόσα ἀκίνητα πού ἒχει στήν ἰδιοκτησία του τό ΝΑΤ; Θά ἒπρεπε λοιπόν, πρίν τό ὑπουργεῖο Ἐργασίας αὐθαιρετήσει, νά ἒλθει σέ συνεννόηση μέ τά ἁρμόδια συνδικαλιστικά ὂργανα τῶν ναυτικῶν, καί κυρίως τήν

ΠΝΟ καί τά σωματεῖα τῆς δυνάμεώς της. Σέ ὃποιο χάλι κι ἂν βρίσκεται ἡ Ἑλλάδα, ὑπάρχουν ἀκόμη καί λειτουργοῦν οἱ νόμοι. Κάθε αὐθαιρεσία ἢ, στήν συγκεκριμένη περίπτωση, κάθε ὑφαρπαγή ὁποιουδήποτε περιουσιακοῦ στοιχείου τοῦ ΝΑΤ, θά προκαλέσει ἰσχυρές ἀναταράξεις καί μποφόρ, ἐπειδή οἱ ναυτικοί γνωρίζουν νά διεκδικοῦν δυναμικά τά δικαιώματά τους καί οἱ ἀγῶνες τους ἐνθαρρύνουν ὁλόκληρη τήν δεινοπαθοῦσα κοινωνία ἀπό τούς μαθητευόμενους μάγους τῆς πολιτικῆς.

ΝΑ ΠΩΣ ΓΙΝΟΝΤΑΙ ΤΑ ΛΕΦΤΑ

Οἱ ἐφοπλιστές ἀπό τήν ἂλλη κερδίζουν ἑκατομμύρια μέ εὒστοχες ἐπιχειρηματικές ἐπιλογές. Εἶναι γνωστό ὃτι οἱ περισσότεροι Ἓλληνες ἐφοπλιστές δέν βασίζονται μόνο στούς ναύλους γιά νά πλουτίσουν. Τό vessel value ὑπῆρξε ἀνέκαθεν ἓνας τρόπος σίγουρου πλουτισμοῦ. Προφέσορας στό εἶδος αὐτό τῆς ἐπιχείρησης ἦταν ὁ ἀείμνηστος Δημήτρης Μανιός. Ἀγόραζε σέ χαμηλές τιμές second hand πλοῖα ὃταν ἡ ναυλαγορά ἦταν στά χάλια της, τά παρόπλιζε, καί τά πουλοῦσε σέ ὑψηλές τιμές ὃταν ἡ ναυλαγορά ἒπαιρνε τ᾽ ἀπάνω της. Τώρα ἓνας νέος τέτοιος δυναμικός παίκτης ἀναδεικνύεται ὁ κ. Μαρινάκης. Κερδίζοντας ἀπό τήν μία στιγμή στήν ἂλλη περί τά 10 ἑκατομμύρια δολάρια, πουλῶντας στήν κα Ἀγγελική Φράγκου ἓνα κέϊπ σάιζ τῶν 178.926 τόννων dw. ναυπηγήσεως 2011, πρός 31,5 ἑκατ. δολ. καί κερδίζοντας 9,8 ἑκατ. δολ. λόγω ἀνακάμψεως τῆς ἀγορᾶς ξηρῶν φορτίων. Εἶχε ἀγοράσει τό μπάλκ κάρριερ πρός 21,25 ἑκατ. δολ. μαζί μέ ἂλλα τέσσερα ἀκόμη πλοῖα ἀπό τούς Νοτιοκορεάτες, ὃταν οἱ τιμές εἶχαν κατρακυλήσει λόγω κρίσης τῆς ναυλαγορᾶς, πληρώνοντας συνολικά 110 ἑκατομμύρια δολάρια. Καί προσδοκᾶ φυσικά περισσότερα κέρδη. Ἀλλά καί ἡ κα Φράγκου κέρδισε 2,6 ἑκατ. δολ. χρονοναυλώνοντας τό πλοῖo Aristofanis πρός 11.733 δολ. ἡμερησίως. Ἒτσι βγαίνουν τά λεφτά. Καί ὁ κόσμος ἒμεινε κατάπληκτος μέ τήν εὐκολία πού ὁ κ. Μαρινάκης πλήρωσε 76 ἑκατομμύρια εὐρώ κατά τόν ἀπίστευτο τζόγο γιά τήν ἀπόκτηση μιᾶς τηλεοπτικῆς ἂδειας. Δηλαδή μ᾽ αὐτά τά λεφτά θά μποροῦσε νά εἶχε ἀγοράσει τέσσερις… “Ἀριστοφάνηδες”.

NAFS SHIPPING MAGAZINE - INTERNATIONAL SHIPYARDS

Extended Dry Docking (EDD) Scheme utilizing In Water Surveys (IWS)

By Tasos Karakasis, General Manager of Marine Plus SA During last year, our Under Water Services (UWS) department have received many enquiries for IWS from Container vessels and Gas carriers of five years old, that get extended dry docking (EDD) at their first Special Survey.

This practically means that instead for the vessel to do the Special Survey in Drydock in 5 years, it takes extension of 2.5 years with an in-water survey (IWS) and goes to 7,5 years, provided that specific requirements have been met.

However, older ships can also be considered for the program depending on the flag state, ship type, classification society and other design and operational factors. The result of the IWS plays an important role on deciding the next dry-docking schedule for the ship, even if the ship is under Extended Dry Docking Program. If the results of this survey are found unsatisfactory, then the operator is asked to book a dry-docking within one month of the IWS. What is revealed through our research with Class Surveyors is that all major Classifications Societies have adopted such EDD scheme programs, but is of utmost importance and potential show-stopper the written acceptance from the flag administration prior entering an EDD scheme.

Nevertheless, the EDD is not a scheme that could be adopted by all kind of vessels, so the following ships and ship types are not eligible for an EDD: — Passenger vessels — Ships subject to enhanced survey program (ESP)

10 NAFS MAY 2017

— General dry cargo ships subject to extended hull survey program (EHSR) — Ships fitted with propulsion thrusters, unless machinery condition monitoring is implemented — Ships where the propeller connection is by means of a keyed taper key.

Especially for tankers (any kind) a major consideration is that, even if class and flag could approve EDD, the subject vessels might be withdrawn from the EDD if this provides market constraints to those very vessels. The industry (oil majors/vetting) might prove reluctant to take on a tanker which has not been dry docked for 7-8 years.

In summary, the EDD is a very good tool for the Owners to keep operating their vessels longer periods among Dry Docking Surveys provided that the vessels are well maintained and the IWS from authorized UWS providers proves the good condition of hull and painting.

All revelant requirements among other sources can be found in: a. DNVGL-RU-SHIP Pt.7 Ch.1 Sec.5 1.6 “Extended intervals between bottom surveys in dry-dock” b. LR EDD Guidance c. IACS Rec. No 133 / Nov 2013

NAFS SHIPPING MAGAZINE - UNDERWATER SERVICES

T&T Subsea: Strategically Positioned to Support the Maritime Industry

Strategically based in the United States’ largest petrochemical complex, T&T Subsea is known for providing fast, safe and exceptional service to the maritime industry

T&T Subsea, the Teichman Group’s dedicated commercial diving company founded in 1957, provides consistently safe and high quality marine salvage support, ship husbandry and under-hull cleaning, class approved hull and propeller repairs, vessel and facility inspections, marine construction, and contaminated water diving, among other underwater services worldwide.

T&T Subsea is set apart from its competitors in its ability to immediately respond around-the clock with a fully qualified and an experienced dedicated commercial diving team that meets and exceeds both regulatory and industry standards, and maintains all major classification society certifications. The company has the backing of an experienced team of naval architects, project managers, salvage masters and former Captain of the Ports to consistently achieve project success. Additionally, diving supervisors are certified by the U.S. Navy in ship husbandry and vessel repair procedures. While most commercial dive teams around the world are cobbled together last minute with “free-lance” divers, T&T Subsea provides a team of professional divers that work together and cross-train daily with well-maintained, state-of-the-art equipment to ensure consistently high quality work in an industry where time is the most valuable resource.

Strategically based in the United States’ largest petrochemical complex, T&T Subsea is known for providing fast, safe and exceptional service to the maritime industry. As T&T has vessel response plan contracts with over 60% tank vessel market, T&T Subsea is arguably the most experienced commercial diving service provider in the United States for the shipping industry, servicing the Houston-Galveston market, Louisiana Offshore Oil Port (LOOP), and all major coastal ports with a network of experienced service providers. As a testament of T&T’s high quality services, the company has been hand-selected by the U.S. Coast Guard, U.S. Army Corps of Engineers and multiple State governments as their preferred commercial diving company.

Today, T&T Subsea continues to retain a competitive advantage by not only providing safe and high quality services but also faithfully adhering to its founder’s core values of “honesty, integrity and hard work.” “There are a lot of diving companies out there to choose from.

I believe the secret of our continued success over the years is not just

14 NAFS MAY 2017

our ability to safely get the work done, it is also building trust with our clients and meeting their needs, from project pricing to flexibility and creativity throughout the operation,” notes T&T Subsea Operations Manager, Jack Larkin.

T&T Subsea remains a vital component of the Teichman Group’s salvage and marine firefighting service line. In this capacity, the dive crew responds to marine casualty events and are experienced in innovative ship repairs that consistently meet classification society and governmental standards. In addition to diving services, T&T also operates one of the most extensive emergency response systems in the world with pre-positioned salvage equipment throughout the United States including the Pacific Northwest, Alaska, the Great Lakes, Puerto Rico and Guam. Global response services are supported by salvage bases and pre-positioned specialty equipment in Singapore, Rotterdam, Hamburg and various locations in South America. The Teichman Group of companies own and maintain a comprehensive inventory of state of the art fast response hot-tap systems, firefighting systems, inert gas generators, nitrogen generators, high capacity dewatering pumps, ship-to-ship (STS) lightering systems, anti-pollution systems, three-dimensional sonar, ROVs, portable pulling systems and advanced diving systems. The equipment is packaged so that it can be rapidly transported by air, land or sea. The inventory of specialized portable assets are complemented by floating heavy lift and salvage support vessels ready to meet both routine and emergency response challenges. In addition, the Teichman Group includes an inhouse design and fabrication department available on a 24-hour basis to support any urgent in-situ needs a field salvage or diving team may have during an operation.

T&T is an active General Member of the American Salvage Association (ASA) and the International Salvage Union (ISU) with participation at the Leadership, Executive Committee and Working Committee levels. In addition, T&T Salvage is a member of the North American Environmental Protection Association (NAMEPA) and the Association of Diving Contractors International (ADCI).

The Teichman Group is a collection of world renowned Salvage Masters, Master Mariners, Marine Engineers, Naval Architects, Diving Experts, Marine Firefighters, Hazmat and Pollution Control Technicians, Cargo Lightering Specialists, and former U.S. Coast Guard Officers, all with extensive experience in marine salvage and firefighting, commercial diving operations, wreck removals, and marine pollution response operations. This team has an unparalleled level of success completing worldwide salvage and diving operations.

T&T SubSea LLC is one more exclusive representation of BPCO LTD for Marine Underwater Services at USA. T&T can offer underwater services to the most important ports in USA as Houston, Corpus Christi, Galveston, Sabine, Brownsville, Los Angeles, Florida, Mississippi, California, Alabama, Georgia and other.

Please contact: - BPCO LTD, Mr. Arsenios Papatheodorou, E-mail: info@bpco-group. com / administration@bpco-group.com - T&T Subsea, Mr. Jack Larkin & Mr. Mark Seamone, Email: jlarkin@ ttsubsea.com / mseamone@ttsubsea.com

DRY DOCK & AFLOAT SHIP REPAIRS MARINE UNDERWATER SERVICES PANASIA CONTROL SYSTEMS - Ballast Water Treatment System “Glo-En Patrol” - Panox – Pasox Systems - Monitoring Systems - Supply of Genuine Panasia Spare Parts - Worldwide Service Station for Panasia Equipments

GENERAL SPARE PARTS TRADING

China Greece

Turkey Cyprus

USA West Africa

Caribbean

Japan

UAE India

Taiwan Malaysia

Panama

Singapore Peru

Brazil Australia Argentina

BPCO LTD - HEAD OFFICE

13-17 A.Kalvou Str., 15233, Halandri, Athens - Greece Tel : +30 210 6850413 / +30 211 7004512 E-mail: info@bpco-group.com www.bpco-group.com

BPCO LTD CYPRUS

Tel.: +357 96285855 / +357 95123195 E-mail: info@bpco-group.com commercial@bpco-group.com www.bpco-group.com

“We are big enough to meet the challenge and small enough to care”

NAFS SHIPPING MAGAZINE - TECHNOLOGY

Increasing interest in ballast water treatment and Alfa Laval PureBallast for high flow capacities With the IMO Ballast Water Management (BWM) Convention taking effect in September, customer interest in ballast water treatment systems and in Alfa Laval PureBallast has been growing. Of particular note is interest in PureBallast systems with high flow capacities.

While interest for high flow PureBallast systems has increased, Alfa Laval is prepared to support vessels with these needs. The IMO and U.S. Coast Guard (USCG) type-approved PureBallast 3.1 features a unique single-filter solution, which enables higher capacities – up to 6000 m3/h – with a small footprint. Alfa Laval has recently signed a deal to supply two LNG carriers, Korean newbuilds, with installations comprised of two parallel 3000 m3/h systems.

“Traditionally, many have operated under the assumption that high flows require chemical treatment systems,” notes Kristina Effler, Global Business Manager for Alfa Laval PureBallast. “But today, more ship owners and operators are seeing the benefits of PureBallast’s enhanced UV disinfection technology, which can handle a much broader range of flows than other UV systems.”

The benefits include reduced installation costs and a lower OPEX, meaning substantial savings over vessel life cycle. In addition, Alfa Laval PureBallast has a decade-long record of ensuring compliance that is unmatched by any chemical disinfection system.

Expert resources for new customers

16 NAFS MAY 2017

“The high interest in Alfa Laval PureBallast provides clear evidence of growth in the retrofit market, and there are many reasons this is happening right now,” says Anders Lindmark, Head of Alfa Laval PureBallast, Alfa Laval Marine Division. “We have received lots of interest directly tied to our recent USCG type approval, and we’re also seeing greater numbers of ship owners preparing for the IMO convention.”

For ship owners who put off selecting a ballast water treatment system during the lengthy ratification process for the BWM Convention, the global requirements taking effect in September leave little time to make a decision.

“Alfa Laval is well prepared to guide customers who are only now entering the market,” says Lindmark. “We’ve developed a wealth of knowledge in more than a decade of experience with ballast water treatment, and we’re providing resources to help ship owners understand their options.” Those resources include a new white paper on ballast water management, as well as a comprehensive book that explores the legal, technical and business implications of different compliance alternatives.

PPG SIGMA ™ SAILADVANCE RX and GX Advanced low-friction, self-lubricating antifoulings

We created PPG SIGMA SAILADVANCE RX AND GX especially to save energy and lower total operational costs. On contact with water these coatings create a slippery surface that resists the settlement of shell and weed fouling during idle periods and also reduces hull friction when the ship is sailing. This is thanks to PPG’s patented self-polishing binder technology built on Controlled Surface active Polymers.

• • • • • •

Extends possible idle time up to 30 days Low friction results in fuel savings averaging 5% Suitable for all vessel types and operating speeds Particularly suited to slow steaming ships Can be applied at new build and dry dock Ensures predictable performance for up to 90 months.

Visit ppgpmc.com to learn more about PPG’s marine coatings.

The PPG logo, We protect and beautify the world, and all other PPG marks are property of the PPG group of companies.

NAFS SHIPPING MAGAZINE - COVER STORY

Oceanking technology ambassadors in a challenging shipping environment

P. Doukas: What is the competitive advantage of the companies that OCEANKING represents in order to meet the specific needs and expectations of Greek shipowners?

C. Hassiotis: OCEANKING strategy has always been the selection and representation of market leading companies, both globally and locally.

Our selection criteria for these companies are indeed their unique competitive advantages, which can be summarized as follows: to be market leaders with high market share globally and technologically advanced products and novel ideas. It is also very important to cooperate with companies that understand the particular characteristics of our market and are willing to adapt accordingly in order to grow in Greece.

The companies we represent, with our assistance; reach a very good knowledge of the Greek shipowners’ mentality and needs.

Being market leaders, they invest on R&D and are developing continuously new products, fully complying to the present and future regulations and needs of the shipowners.

Another competitive advantage is their focus on after sales support when it comes to fast response for spare parts and service, providing technical solutions to problems through a competent global after sales support network. Their good understanding of the Greek shipping market and mentality have made them flexible and adaptable and have created relationships with our customers, which enable them to be considered as their preferred partners for their new buildings and existing fleet.

We are covering a wide range of ship equipment and systems for ship engine room, propulsion, maneuvering, hull machinery, cargo handling, safety and accommodation.

As I said, our vision is to represent companies that are leaders in their field, offering cutting edge technologies and many references, reliable operations and worldwide customer support services network, thus creating satisfied customers who, most of the times, confirm their confidence in OCEANKING proposals through repeat orders.

P. Doukas: What should be the role of a representative office in shipping and what is OCEANKING’s key of success in the Greek demanding market?

C. Hassiotis: The role of a representative office is exactly what stated in my previous answer, i.e. to succeed in being considered by our customers as their partners.

Specifically, the role of a successful representative office is to “bridge the gap” between the supplier and the end user, by adding value to the whole supply chain. Practically, this means that the representative must provide early and reliable information, both on technical and commercial issues, meeting the needs and expectations of the customers.

We consider ourselves as “technology ambassadors” for our customers, while we transfer back, in an objective and clear way to our Principals, the real needs and experience of our customers. For a representative office to be useful in todays’ digital world, for sure

18 NAFS MAY 2017

we must add value to what we do. OCEANKING is very focused on providing fast and reliable after sales service, which we believe is the key to our success. We try to be always present and available to solve problems on a 24/7 basis supported by our Principals.

Knowing the market and speaking the language, representatives must guide correctly and inform promptly their partners about the trends in the market, the new contracts and the business opportunities. A modern representative office like OCEANKING should offer an integrated range of technical and commercial services…

OCEANKING success during our nearly 30 years existence is reflected and driven by our values, namely: priority and trust to our customers’ requirements, commitment to high added value quality services, loyalty, teamwork and of course, as I said above, the fact that we represent an array of globally leading companies covering equipment and services for the entire ship.

OCEANKING is not just a “post office”, but rather a modern, integrated and dynamic company, staffed by true professionals and qualified engineers, all having a passion in what we do.

These values have enabled us to succeed in our mission, which is nothing less than to create satisfied customers, who consider OCEANKING and our Principals as long term partners and their preferred suppliers.

P. Doukas:The world of shipping is undergoing transformations. Do you believe that in this setting, representative offices have an ever more important role to play?

C. Hassiotis: Yes indeed! At the beginning of this interview, we made reference to the changing shipping industry, as a result of new regulations originating from economy, market, energy and environment parameters.

As mentioned above, we consider companies like OCEANKING to be technology ambassadors, among other things. Representative offices are an integral part of the shipping market stakeholders and play an important role in the supply chain. That means that, as the market changes, representative offices must adapt accordingly, not only to follow the change, but to be part of it and contribute to it. Our role is dynamic and not static. Through the new technologies created by our Principals, we also help our customers to change. Change is progress and in shipping progress is translated to more cost efficient, environmentally friendly, profitable and safe operations. This transformation is taking place not only technologically (new products to comply with new regulations etc.), but also through processes. In order to be successful (and useful) a representative office, as part of the shipping ecosystem, has an even larger role to play. We at OCEANKING, in order to continue providing meaningful services for the Greek maritime community and industry, have to monitor these new parameters and the emerging technologies under development to satisfy new regulations and operational requirements, thus being in a position to propose and offer carefully evaluated and selected technical solutions to our customers. This is the role we try to play in the most effective way and results seem to be gratifying!

We believe OCEANKING has succeeded in that, something which

COVER STORY - NAFS SHIPPING MAGAZINE

OCEANKING’s mission is to provide the Greek Maritime community with technical and commercial services of high added value, quality and reliability, in co-operation with its Principals, who are market leaders in their field, thus creating satisfied customers, who will consider OCEANKING and its Principals as long term partners and their preferred suppliers. The company promotes what they call the “golden triangle” of communication, between its Principals, its customers and themselves, on real time and fast. Such communication lines are From left: Panos Yannoulis, President, Costas Hassiotis, CEO, Carola Yannouli, General Manager

is appreciated by our customers, however we are always trying to improve.

P. Doukas: How important is for OCEANKING to build solid communication lines with its customers service in presenting them in cutting edge technologies. In what ways do you implement this important goal?

C. Hassiotis: Thank you for asking this, which comes as follow-on to the previous questions.

As I mentioned earlier, solid communication lines with customers have been always the strong point of OCEANKING. We have a strong team of sales managers, all having a solid technical and commercial education, in addition to their expertise in ship design, ship construction, ship outfitting and ship operations. Therefore, they are capable to get very deep in the technologies they promote and, in parallel, to undertake teamwork for multi-equipment projects of whatever complexity.

Recognized for many years as technical experts in their fields, communication lines with decision makers in shipping companies

built on trust, after many years of experience, with honesty, driven by OCEANKING’s values.

are most of the times very solid.

In addition to personal relations, we maintain regular communication through mail shots on important technical issues, regular visits with or without representatives from our Principals, technical seminars and presentations of products we represent, training courses (theoretical and hands-on), claims handling, after sales customers support and, last but not least, by participating at POSIDONIA, where we have always a large and effective stand, exhibiting our Principals’ latest equipment and technologies.

In conclusion, we promote what we call the “golden triangle” of communication, between our Principals, our customers and ourselves, on real time and fast. Such communication lines are built on trust, after many years of experience, with honesty, driven by our values, as I explained above.

P. Doukas: As far as the Sulphur cap consequences and challenges expected to come in place in 2020, which is the best solution regarding new vessels and existing ones?

P. Yannoulis: There are three (3) main alternatives to meet

NAFS MAY 2017 19

NAFS SHIPPING MAGAZINE - COVER STORY

From left: Panos Yannoulis, President, Costas Hassiotis, CEO, Carola Yannouli, General Manager MARPOL-Annex VI and EU Sulphur Directive as far as Sulphur content in ship exhaust gasses is concerned, including global cap on 1st January 2020, namely: a. Use low Sulphur fuel b. Use HFO and install an EGCS (scrubber) c. Use LNG as fuel The first alternative, although it looks like being the most straight forward and it is for sure the one that requires the lowest initial investment (CAPEX), nevertheless it presents many and serious challenges. The technical challenges involve storage, stability and compatibility issues, as well as lubricity and viscosity issues leading to high risk in M.E. operation, increased wear and tear in the M.E. etc. In addition, LSFO requires delicate change-over procedures from HFO to LSFO to avoid thermal shock.

However, the most serious challenge today is the commercial uncertainty on the availability and price of LSFO on 01/01/2020, making this option suboptimum to my opinion..

The alternative of using LNG as marine fuel on existing ships requires extensive modification of engines in addition to considerable additional space for LNG fuel tank(s). This alternative, although solving the emissions problem, presents the highest CAPEX among alternatives, loss of cargo carrying capacity (space for fuel tanks) and considerable OPEX for arranging a properly trained skilled crew. Last but not least, there is still today lack of LNG bunkering facilities, except in handful key ports worldwide. Therefore, LNG fuel is not a cost effective alternative for existing vessels. For new buildings it is a valid alternative, especially for vessels operating in predefined routes i.e. ferries, cruise vessels, container ships/

20 NAFS MAY 2017

liners etc. and it will be more so when LNG bunkering infrastructure develops in the future.

Finally, EGCS (scrubbers) currently represents the best solution, being the most cost effective, low risk alternative for existing vessels and, to a great extent, for new buildings operating in other than liner routes and spot market, i.e. bulk carriers, tankers, etc.

In fact, it is the most operation friendly solution, based on existing mature technology and the ROI can be very fast considering that the corresponding vessels can continue to burn conventional HFO, operate with standard crews and bunker following established paths worldwide. In particular, conventional cargo vessels like tankers can be fitted with the most simple and easy to operate “open loop” type, as they seldom enter into ports and protected waters. In fact, they usually call on terminals. Even in case they have to avoid any discharge for a limited time, they can either run their scrubbers in dry condition, or switch over to LSFO for the required limited time and run their generator(s) with diesel fuel when maneuvering.

Otherwise, a ‘’hybrid’’ or “closed loop” system should be provided.

We strongly believe that shipowners should start preparing now for adopting a solution instead of waiting for 2020. Why? Because retrofitting a vessel with a scrubber requires detailed engineering and demand will peak for 2019 (as mentioned for BWTS herebelow).

P. Doukas: Do you believe that the international organizations and regulators should recognize the need for more time until the implementation of the BWM convention?

P. Yannoulis: The BMW Convention, although it was adopted by

COVER STORY - NAFS SHIPPING MAGAZINE

IMO in 2003, it was ratified by the necessary number of countries only last year and will enter into force in September 2017.

This time frame should have given enough time to the corresponding manufacturers to develop their proposed technologies and supply mature systems when orders were placed by early movers, starting by 2010 approx. However, the complexity of the process of ballast water treatment, the lack of clarity in IMO rules and the complications introduced by the USCG implementation and verification (testing) requirements, which were later introduced and enforced (irrespectively of the parallel ratification process of the IMO Rules & Guidelines), have penalized the early movers by forcing them to undertake excessive risks and expenses to make the installed systems operational, sharing of course the risks and expenses with the corresponding manufacturers of the systems.

This created the need and requirement by early movers to ask for a kind of a “grand fathering” clause in the Convention to allow them a more “generous” and “flexible” approach by port authorities when surveying these vessels after the enforcement of the Convention itself. This will be most probably the case, although it cannot be officially stated in a revision to the Convention.

On the other hand, we foresee a bottleneck for the ship repairing industry to absorb all retrofitting demand for BWTS to be installed onboard existing vessels in the timeframe between the entrance into force of the Convention and the first scheduled special survey dry-docking, even considering that a number of vessels will have to be scrapped, because the cost of procuring and installing a BWTS, in addition to other regulation driven equipment, may result in exceeding the commercial value of the ship herself!

The revision of IMO G8 Guidelines, as far as testing and verification is concerned, to get the revised type approval, make things even more complicated.

Therefore, more than the need to allow additional time for the implementation of the BWM Convention, measures should be taken by flag authorities, including USCG, to smooth out this bottleneck by, for example, allowing a vessel to have a BWTS installed later, within certain limits, if a shipowning company produces evidence that a type approved BWTS is already ordered.

P. Doukas: How the current regulatory environment with new and significant requirements coming into effect, like BWM, MRV, Sulphur cap, TMSA 3, etc. will affect shipping industry in the near future? Is it possible the “Trump” parameter to affect the enforcement of environmental regulations?

P. Yannoulis: As already stated above, the practically simultaneous implementation of various regulations leading to the procurement of high value equipment can result often to capital expenses (CAPEX) for shipping companies equaling the value of the corresponding vessels. Overall, the “bombardment” of new requirements and regulations will affect shipping in many ways, not always negative though.

On one hand, I see the heavy bureaucracy imposed on the companies with new procedures for compliance. Non or part compliance may lead into a “two –tier” market. Lack of financing or shortage of available funds may strangle some small companies in the present adverse market.

On the other hand, companies need to comply and the high CAPEX may encourage owners to scrap even moderate age existing tonnage in next 5-8 years and look for newbuildings, as a preferable way to satisfy all requirements for the years to come.

This is not necessarily bad, as it will improve the supply and demand balance. This, in combination with the “Trump parameter”

NKING

EA about OC

OCEANKING is a leading technical and commercial marine company established in 1989 in Piraeus, comprising qualified and experienced Marine Engineers, Naval Architects and Electronic Engineers, with shipbuilding, shiprepairing, sales and ship operations experience.

OCEANKING is certified by LRQA in accordance with ISO 9001 since 2006 and is considered to be the leading company in Piraeus, when it comes to representation, promotion, sales and support for marine equipment and systems.

Our mission is to provide the Greek Maritime community with technical and commercial services of high added value, quality and reliability, in co-operation with our Principals, who are market leaders in their field, thus creating satisfied customers, who will consider OCEANKING and its Principals as long term partners and their preferred suppliers.

OCEANKING’s main activities can be summarized as follows: • Equipment representatives and suppliers of Marine Equipment for: • Engine Room / Propulsion.

• Deck / Hull.

• Electrical / Electronic.

• Accommodation.

• Cryogenic Technologies for LNG, for both onshore and offshore applications • Supply of Eco Technologies & Systems in compliance with the latest marine environmental regulations • Integrated after sales support services, for the provision of spare parts, servicing, repairs, and training.

• Equipment retrofits (EPC) for BWT, Scrubbers and LNG as fuel systems • Repair services for marine equipment.

• Specialized equipment and systems for Navy, Defence and on-shore applications.

• Purchasing consultancy for ship equipment.

NAFS MAY 2017 21

NAFS SHIPPING MAGAZINE - COVER STORY

(more infrastructure contracts, therefore more raw materials to be transported, mainly by sea), could eventually improve shipping in the near future. However, this very much depends on many other parameters, like mix of energy resources for power production and transport activities (oil, gas, new fuels, renewable energy sources, etc.), in combination with the rate of development of the world economy.

Of course, from the technological industry’s point of view (makers, shipyards etc.), the new regulatory requirements is a positive driver for developing new technologies, thus enhancing the technological and environmental profile of the shipping sector.

The truth is that the shipping sector is overregulated compared to other sectors, but this offers opportunities to the stakeholders, depending on their view point.

P. Doukas: By working together with some of the industry’s technology leaders could you please describe their abilities towards a competitive, compliant and safe vessel operation?

P. Yannoulis: The world economy and the corresponding mix of products and services and therefore the corresponding sources, routes and transportation means are rapidly changing.

Ships, being the most cost – effective means of transportation, adapt to the mega trends of world economy. On one hand, the world community is becoming more environmentally sensitive and as a result, new regulations are implemented and enforced, addressing various aspects of environment protection such as the: • WBTS Convention is addressing the risk by the transportation of nocious organisms from one ecosystem to another.

• MARPOL-Annex VI and corresponding EU Sulphur Directive are addressing Sulphur emissions in ship exhaust gasses.

• MARPOL regulations are addressing emission of NOx and particulate matters.

• Similarly, Montreal Protocol and following related regulations aim at eliminating depletion of HFC from refrigerants.

• IMO EEDI/EEOI and EU MRV regulations aim at improving / decreasing the fuel consumption, i.e. emission of greenhouse gasses (CO2).

• SOLAS Convention and relative amendments address matters of safety on board for crew, passengers and cargo.

On the other hand, present technology allows for the digitalization of all information on the performance of various equipment on board, which, in combination with data analytics software, big data techniques and advanced today communication (internal, on board/external, via satellite) technologies, can provide new forms of ship operation and management techniques, including remote diagnostics, statistics, energy optimization, technical support and maintenance. OCEANKING focuses on all above and represents manufacturers who are market leaders in all of the above fields of application, WBTS, scrubbers, SCR, LNG fuel systems, refrigerating systems, propulsion ESD (energy saving devises), electrical energy saving systems (VFD-variable frequency drives for electrical motors), fuel mass flow consumption measuring devices, life- saving appliances, data analytics and remote communication etc.

We have a strategy and vision to look at new ECO technologies to comply with above.

P. Doukas: Are you proud to see that you have positive feedback from those who work on and operate the vessels equipped with OCEANKING/s Principals’ products and services?

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C. Yannouli: Over the course of our company’s operation, we believe that we have achieved to be considered by our customers as a reliable partner and as “the extension” of their technical department, supporting them with the right technologies to meet their needs. In many technical areas, such as propulsion and mooring equipment, OCEANKING is considered as a “center of excellence”.

We are proud to say that out of the 5.000 Greek vessels, approximately 2.000 are equipped with our Principals’ equipment and systems and this is proof that our customers trust us.

Most of all, we are proud to see that we have built this trust we enjoy today mostly due to the assistance we provided in the cases that our Principals’ products and services failed to perform. Either in a newbuilding project or during a vessel’s operation, some technical problems are bound to come up. In these cases, OCEANKING has ensured a constructive communication channel between our customers and our Principals, in order to find a suitable solution.

Equipment does fail, by nature, but we do our best to minimize the impact on our customers’ operations.

P. Doukas: Looking at the future could you please picture OCEANKING’s future regarding decisions and actions about its growth plans?

C. Yannouli: As mentioned before by Mr. Hassiotis, we do adapt to market change. In terms of our future plans, we will continue to strengthen our portfolio with cutting edge technologies, following market trends and our customers’ requirements.

In addition to the functions traditionally performed by OCEANKING, we believe that today the market dictates the need to focus and enhance our technical support to our customers.

More specifically, on one hand, we are building on our in-house expertise on the technologies we promote in two ways: a. We are hiring new personnel with ship operation experience that will focus on developing OCEANKING technical expertise in regulation driven items and new fields of business. b. We are hosting at our offices as resident technical people of our Principals, in order to assist us in ensuring fast corrective actions when needed and support us technically.

On the other hand, our aim is to expand our activities and grow in the following fields: 1. We are building up our capabilities, in order to undertake retrofitting subcontracting work for regulation driven items, such as WBTS and scrubbers. Instead of competing with already established engineering companies and contractors, our philosophy is to maximize synergies with other Greek companies offering complementary services as one package. For example, for works that could take place in Greece we are among the founding members of ECOMASYN, which is a cluster of companies collectively offering a “turn-key” solution for attracting retrofitting work for “green technologies” on board ships, such as BWTS, scrubbers, ESD (energy saving devices), etc.

2. Training is another field we want to grow and offer corresponding services to our customers. Our first step is to offer in cooperation with our Principals customized training locally for the technologies we promote, focusing on those that our customers’ crew has no previous operating, experience such as the WBTS. Last but not least, we are expanding our activities in other markets, such as the Oil & Gas sector, building our portfolio and our network and we are carefully examining into expanding our activities in markets other than Greece.

COVER STORY - NAFS SHIPPING MAGAZINE

Genuine parts...an inevitable marriage

By Apostolos Bekiaris, Operations Manager, OCEANKING Technical & Trading S.A. One of the important issues during ship’s life is always the maintenance cost of a ship. Ship operators are always trying to reduce the expenses by adopting preventive maintenance schemes, and by purchasing of low cost spares. During the last 6 years, a very big number of new built ships entered the Greek fleet contributing to the reduction of the average age of the fleet. In addition to this, latest technology equipment were installed on board making the ships’ operation safer.

Most of the Greek owners, negotiated with the yards and selected advanced systems which, in most cases were expensive and reliable.

As it is mentioned above, through a preventive maintenance policy, ship operators try to ensure reliability and safety of ships’ systems and crews. However, there is a substantial number of ship operators which focus mainly on low cost spares, avoiding the use of genuine spares from the manufacturer of the systems.

The main reason is the cost, which in most cases is 30% to 60% more expensive than the non-genuine spares. This creates always a dilemma, on which is the most cost effective solution. The answer to this dilemma is not straight forward, since it involves many parameters, which are influenced by several factors. E.g. The age of the ship, the number of years the ship remains under ownership by one shipowner, the cost difference between genuine and non- genuine spares, the importance of the system, the delivery time of spares, the crews’ technical level, the terms of payment, etc.

In order to try and extract some conclusions, it is necessary to start from the beginning. First of all when a shipping company orders new ships, it is very important to try and avoid in the makers’ list makers which are local, they do not develop their own technology, do not provide adequate technical after sales support and their products / systems are not of reliable and acceptable quality. This is not an easy task, since the price of the offered contract is based on the cost of these makers. Therefore, owners have to put priorities which are different for each ship type. For the very important applications on board, owners should force yard to accept first class makers.

These makers, having developed their own technology can also provide solutions when a malfunction occurs. They provide service through a global support network. The cost of the products of these makers is of course higher. This is expected since apart from the cost of the product itself, continuous development and service support are the two major factors which contribute to the higher price of their products.

The owners or the yards, force these makers to reduce the price of their products at the levels of the local manufacturers. Such request results to a very low, or even, no profit orders for the manufacturers. From the manufacturers’ point of view, and in order to ensure profit during ships’ operation, provide service and spares at high cost. Consequently, ship operators are looking for cheaper alternatives by adopting maintenance policies including non- genuine spares. At the end, owners although they have selected a first class product, they downgrade the product.

It is the same thing as buying a very good quality car and services it at

non authorised service stations with cheap non genuine spares. The quality of the car is getting less and what remains is a car which is similar to the one which was bought but not the same. The brand name has no meaning any more. The same applies on a system by a brand name manufacturer on board ships. Most of the owners believe that after 5 years of ships operation, the quality of the systems on board is the same as when it was new, but it is not like this. This also generates a danger when it comes to important and safety systems which have been maintained them not according to manufacturers instructions but in accordance to annual budget of the shipowners. However, to be honest, this does not mean, that the offered services by the manufacturers should be very costly. It should be understood that in most cases, high after sales support cost leads to the lower return of gross income percentage from spares. I mean that if a maker has products on board 100 ships, if he offers expensive spares, he might end up with getting orders for spares from 30 ships.

The rest of the ships are getting spares and services from the non-genuine sources. It is inevitable that the business segment of the maker will be shrink year by year, till is out of business. Quality makers should be able to be strongly supported by shipowners at the very beginning of newbuildings contact negotiations, maintaining a good price at the yard, and in return, they should be able to provide good after sales support at acceptable cost level for the shipowners. Makers should provide cost effective maintenance schemes, proving to owners that the cost per running hour of their products is lower than any other scheme.

They should provide training for the crews, in order to be able to operate the systems efficiently, safely avoiding breakdowns. Ship operators should adopt new maintenance policies like service agreements, spare parts deals, remote diagnostics systems, minimizing the need of service engineer attendance and down time.

Through these policies, a maker can be closer to the owners, getting valuable feed back from the systems performance thus providing improvements which ensure the reliability of the systems. In addition this, close relation contributes to the development of safer products by the manufacturers. As a conclusion, it can be said that shipowners and makers are getting “married” through ships’ operation. As it is known, a marriage can last and be beneficial for both parties, as long as, there are “give and taking”, no cheating, and mutual support among both parties. Today’s ships are equipped with advanced and complicated technology and only through such “marriage” a ship can be operated cost effectively and safely.

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NAFS SHIPPING MAGAZINE - COVER STORY

Best practices in Digitalization

By Panagiotis Pollalis, Electrical/Electronic Sales Engineer, OCEANKING Technical & Trading S.A. During the last years Shipping companies have focused on the benefits of New Technologies concerning information and satellite communication systems.

Shipping community has realized that this kind of technology is necessary for an effective fleet management and optimization of cargo transportation, either on board or from shore. This makes possible, not only the collection, the analysis and the economic storage of big data, but also information access from different decision making levels.

Nowadays ships’ specification has become more demanding, especially concerning, control and monitoring system for propulsion, navigation automation etc. as well as communication systems. This kind of technology “produces” a big data collection and analysis which is performed through state of the art technology systems.

Systems like AMS, propulsion control, navigation control data IP communication are offering cost effective infrastructure, reduction in supply costs. We at Oceanking having already considered the necessity of this new technology in shipping as well as its importance for the effective management of shipping companies’ fleets, we have established cooperation with companies which are leaders in this field.

Through the technologies of our Principals, concerning communication, we provide IP (Internet Protocol) technology, which ensures satellite communication, big data transfer as well as cyber security The multi-line communication network technology is transmitting network signal TCP/IP based through power cable (telephone wire and speaker) and Coaxial cable (CCTV& TV) which are already installed in the ship. If the network should be additionally installed into the specific section of new or ongoing shipbuilding project, its technology makes the communication network available without extra cable routing.

By using the installed cable, network communication is properly operated without the need of extra cable installation. The cost of supply and installation is minimized while it can also dramatically reduce the time of construction, since one cable ”CAT 7” can integrate all communication devices. In this respect this multi-line communication network technology provides IP phone, IP clock, IP CCTV, IP Entertainment systems, Video conference, Wireless network, Security system, Digital information display, This new practice allows to multiple users, to select among a wide range of functions, according to their needs, providing audio and data communications, based on latest telecommunications technology.

Among those critical functions are an integrated firewall, group calls, call prioritization etc. All aforementioned enable also, the effective and secure provision of audio and data services.

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The Shipboard Management, Marine Cloud Server and Multi Line Communication Systems enable for additional expansion only with the installation of a simple modem and simultaneous access to 1:32~1:238 nodes, is also available. Furthermore with the Ship Cloud Server, the Ship Cloud Layout & Function built on embedded server and optimized for vessel’s special environment, shipping companies can reduce maintenance costs for security, operation and asset management. This is achieved by “transferring” the virtual environment centralized clouding computing technology in the vessels.

It is applied by a simple connection with each company’s preferred operating system and program through the network without the need of installing additional applications or data, using a ‘Thin Client’ that performs a role as an only terminal. Based on actual user-oriented UI, the users can solve problems on their own, without needing the attendance of a technician during operation. In addition users can manage onboard, network resources efficiently, as they can monitor the server and operation information at any time For existing vessels, initial introduction cost can be reduced, as cloudbased environment can be constructed by supplying server to the computer in use. Considering that replacement, cycle is 5 to 10 years, the maintenance cost is reduced by 40% compared to the server and client pc (5sets) of existing systems.

A Large Touch Screen Monitor is installed to the front with 10.4 LCD touch panel, which give the possibility to the user to understand the server’s operating status at a glance, without additional monitor. This facilitates the whole procedure i.e. to deal with the problems with just a few touches. In order to ensure security, every important data is installed on a ship cloud server. This way the control of data is centralized. In case of consignment management or redelivery of vessel, important data leakage , can be prevented, because it doesn’t leave any important data anywhere on the ship if HDD of server is removed. Data can be protected from malicious code or virus by updates via satellite twice-daily. When updated, you can also reduce satellite communication costs since the data is transmitted through a very high compression ratio.

The outer shell and ship cloud internal hardware are designed to withstand high temperature and high humidity environments as efficiency deployment of cooler considering heating and ventilation.

In addition there is an application of Recovery Program, which can minimize the data loss and save schedule back-up due to the self-developed recovery software. Also, it prevents data loss in the event of a blackout since it has the battery inside of ship cloud.

Important data of server can be double backed up in the way of mirroring the same as hardware back-up. The schedule will be backed up with a self-developed recovery solution. And you can easily recover it at a point you want during the failure with software.

All aforementioned possibilities are only a small part which is offered nowadays through ship digitalization, which is relatively new technology.

Today Shipping companies are adopting this technology, making significant investments both on acquiring such systems as well as on training of their people since they have realized that apart from the economic benefits they can get, they can also obtain simpler procedures and better management of data.

Your trustworthy partner for future ship technologies

... today

EQUIPMENT REPRESENTATIVES & SUPPLIERS CONSULTANTS AFTER SALES SUPPORT SERVICES RETROFITS 31 Bouboulinas str, 185 35 Piraeus / +30 210 4296774 info@oceanking.gr / www.oceanking.gr

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

ABB’s Digital Services increases reliability, safety and efficiency of cargo ships Where shipping is historically seen as a traditional and somewhat conservative industry, it cannot be denied that digitalization of the shipping industry is in full effect. Ships are increasingly connected to the internet and software is starting to play a dominating role in how ships are operated on a day-to-day basis.

Ship performance overview ABB recognizes and embraces the importance of digital solutions for ships and provides a comprehensive and integrated Digital Service offering for the global marine industry. The total offering consists out of several important elements, being the OCTOPUS software for safety & comfort and energy efficient operations, and remote diagnostics technology that preventively and continuously monitors critical equipment onboard of a ship. “Through our Integrated Operations Solutions and Centers we aim to be one of the leading and recognized digital solution providers for the shipping industry by 2020,” said Kenneth Nakken, Vice President Digital Services, at ABB’s Marine & Ports business. “We develop all our digital solutions with the customer in mind and we believe current and future services will strengthen the shore side operations of all involved.”

For more than 15 years OCTOPUS has been the industry standard when it comes to route optimization for sea-going vessels based on prediction of vessel motions. The primary goal of the launch of the software when introduced to the market for the first time, was to ensure safety of the crew and her cargo during operations at sea. To generate

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a motion based route advice, the OCTOPUS system takes into account the vessels hydrodynamic particulars, in combination with the sensor data such as loading condition, GPS & Gyro and the on-board weather forecast. The result of all this is that the master and his crew will receive a clear advice on the OCTOPUS monitor on the bridge of the ship, with safe heading sectors and speeds, so that maximum allowable motions are not exceeded.

More than 300 (heavy) cargo ships around the globe are currently utilizing the OCTOPUS system. Amongst them the world’s biggest container-shipping company, Maersk Line. In 2015 ABB together with the weather forecasting specialist MeteoGroup equipped 140 of their vessels with motion based route optimization. Once fitted on Maersk Line ships, OCTOPUS technology will enable captains to define onboard loading conditions, and more accurately determine areas of the ocean where their ship’s motion is likely to exceed threshold values.

Routes can then be optimized automatically to skirt adverse conditions, ensuring cargo arrives safely and on-time at its destination port.

Another important field for the OCTOPUS software is the usage of the

DIGITALIZATION IN SHIPPING - NAFS SHIPPING MAGAZINE

system onboard semi-submersible heavy cargo ships. When looking at these kinds of vessels, more than 80% of these giants of the sea are equipped with the OCTOPUS motion forecasting system. Back in 2013 the biggest semi-submersible vessel in the world, the Dockwise Vanguard, was also outfitted with the OCTOPUS system. In addition to the motion forecast functionality, a three sensor motion measurement set-up is in most cases installed on heavy cargo vessels. The set-up allows the system to measure motions on the vessel and her cargo – this information can then be seen in real time by both shore-side by the shipping company and owner of the cargo.

Kenneth Nakken goes on: “ABB strives to offer the most complete digital portfolio to our customers. We optimize vessel operations in every thinkable way and make ships ready for a future that will be characterized by a digital revolution. This can be by just putting a system onboard of a ship that helps our client to be compliant with emission regulations and cutting their fuel bill, all the way to smart predictive and analytics platform enabling customer to work on their sensor and inspection data in house, supported by ABB’s analytics team.”

Within ABB, the OCTOPUS software plays a role in much broader product portfolio that one hand aims provide ship-owners and – operators with solutions that make their ships more energy efficient, and at the same time help them to meet and support the increasing demands from environmental regulations such as the IMO Ship Energy Efficiency Management Plan (SEEMP) and future European Union Monitoring, Reporting and Verification (MRV) rules. ABB’s OCTOPUS’ MRV software has been certified by Verifavia as an accredited method of data collection monitoring within the EU’s Monitoring Reporting and Verification (MRV) regulation requirements.

SEEMP compliant Fuel & Energy monitoring

Another sound example of energy efficient solutions is the Torductor Marine, which works seamlessly with the OCTOPUS software. This torque measurement system optimizes engine and fuel efficiency of sea-going vessels. Contactless sensors are mounted facing the propeller shaft that sends the information to OCTOPUS, which visualizes the data. ABB recently got an order from Torvald Klaveness to equip three of their new build combination carriers with OCTOPUS reporting software in combination with the Torductor Marine, in order to help Klaveness to meet emission regulations. Examples of other integrated efficiency solutions are ABB’s Cylmate for continuous & real-time monitoring system for 2-stroke diesel engines - reducing the cost for fuel, maintenance and unplanned engine stops -, and Coriolis Fuel mass flow meters. These flowmeters manage fuel consumption responsibly, considering ecologic, economic and legal reasons, requires an innovative fuel management system based on reliable, highly accurate and durable flow sensors.

About ABB Ability ABB Ability brings together for the first time all of our digital products and services, each built from our unique combination of sector knowledge, technology leadership and digital expertise, to create real business value for our customers. http://new.abb.com/abb-ability About ABB (ABBN: SIX Swiss Ex) is a pioneering technology leader in electrification products, robotics and motion, industrial automation and power grids, serving customers in utilities, industry and transport & infrastructure globally. Continuing more than a 125-year history of innovation, ABB today is writing the future of industrial digitalization and driving the Energy and Fourth Industrial Revolutions. ABB operates in more than 100 countries with about 132,000 employees. www.abb.com.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Liberian Registry: Leading Technology for the Benefit of Ships & Shipmanagers

By Dr. Michalis Pantazopoulos, Senior Vice President & General Manager of the Liberian International Ship & Corporate Registry’s (LISCR) Piraeus office, managers of the Liberian Registry The Liberian Registry has always been a highly proactive flag supporting shipowners and managers with significant investments in technology to assist in reducing their cost as well as save operating time. It has established a reputation as the world’s most innovative ship registry, and it will continue to build on that reputation with the application by its skilled workforce of the latest cutting-edge technology for the benefit of ship owners and operators of more than 4,170 vessels worldwide.

Some of Liberian Registry’s unique digitization developments and services are:

Electronic Certificates: Liberia is the only Flag State to offer “Electronic Certificates.” Liberia’s electronic certificates prevent fraud due to their built-in security features, as they are issued with a unique Tracking Identification Number (TID) to enable port state officials and other parties to verify the authenticity of the certificates on the website, and cannot be lost or damaged.

Electronic certification accelerates the vessel registration process because certificates can be safely delivered without delay to even the most remote locations. It provides additional operational efficiency reducing delays and it is not necessary for a Liberian Registry representative to attend on the ground, resulting in savings for Liberian shipowners.

Digitalization of mortgage records, meanwhile, results in a reduction of roughly one-third in the amount of paper documentation needed to record a mortgage in Liberia. No extra paper copies are needed for Liberian records, producing a positive environmental impact, added convenience and significant cost-savings.

Seafarer’s Certification and Documentation (SEA System): Liberia’s versatile web-based System that allows

authorized filing agents to electronically apply for Liberian seafarer’s documents and resulting to substantial savings in processing time and courier fees. It is estimated that the system has saved the Registry’s clients more than $4 million in courier expenses alone over the past two years. SEA System, a secure, web-based application, was designed in participation with shipowners and Port State Control representatives.

Its objectives are increased operational productivity and transparency,

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leading to greater efficiency, security, control and – ultimately - lower costs and increased customer satisfaction.

Online Certification Services for WRC, BCLC and CLC Compliance: Following the success of an online certifica-

tion facility on its secure eMaritime website on the Removal of Wrecks 2007 Convention (WRC), the Registry further enhanced the website to include online applications for certification under the International Convention on Civil Liability for Bunker Oil Pollution Damage 2001 (BCLC) and the International Convention on Civil Liability for Oil Pollution Damage 1992 (CLC). Liberia’s enhanced online facility is available to owners of Liberian-flagged ships as well as owners of ships registered in non-convention States. Shipowners and managers can apply for Liberian WRC, BCLC and CLC certificates online directly at Liberia’s Waypoint Client Portal.

Liberia and ε-ORB (electronic Oil Record Book): In

partnership with Prevention at Sea Ltd, a Cyprus-based maritime compliance technology company, the Liberian Registry has launched an innovative software product designed to replace traditional ORBs. The electronic oil record book, ε-ORB, is intended to address a variety of issues, including oil record books being reported missing on board, failure to document entries in the ORB of internal transfer of oily mixture, discrepancies between entry into the ORB and actual capacity of the oil water separator, and falsification of log entries.

The ε-ORB software has been created in accordance with MARPOL requirements and certified by Lloyd’s Register under MEPC1/Circ. 736/ Rev. 2 guidelines. It is designed to establish transparency, credibility and traceability. All information is stored electronically through the use of a system back-up, making archiving easier and enabling past data to be revisited. The software is available for use by shipowners, ship operators, and authorities worldwide.

Positive feedback has been received from, among others, members of Intertanko and Intercargo. The Liberian Registry is currently working with Port State Control (PSC) authorities worldwide, including the U.S. Coast Guard, to secure their acceptance of electronic ORBs. Following the April 2016 meeting of IMO’s Marine Environmental Protection Committee, a request was sent to the IMO Facilitation Committee to rework PSC guidelines to include electronic record books. ε-ORB received Lloyd’s List Maritime Service Award in 2017 in USA.

“Advance Notice of Arrival” (ANOA) Program: The Registry has also developed a unique satellite-based Compliance Assistance Program (CAP) which has helped ensure regulatory compliance and prevent detentions in some of the world’s most active Port State Control (PSC) areas. Prior to arrival, the Administration uses an innovative risk analysis tool (SEA Safe) to calculate whether a particular vessel may be a high target for PSC boarding. Risk criteria cover both the ship

DIGITALIZATION IN SHIPPING - NAFS SHIPPING MAGAZINE

and the company, drawing on PSC deficiency and detention histories.

If there are concerns that a vessel may need assistance, the Registry’s Administration has several proactive support services that will be implemented.

The system is totally electronic and non- burdensome, and is provided at no extra cost to shipowners and managers.

Liberia continually updates and maintains this sophisticated program to screen advance notice of ship arrivals as part of a detention prevention plan to help maintain its independent ranking among the safest and most efficient ship registries in the world. As a result, Liberian vessels have experienced a decrease in detentions in heavily trafficked PSC regions such as China.

FlagState Mobile Application: Launching of a powerful

state-of-the-art mobile application (app) to enable owners, operators and others to communicate and interact with the Liberian Registry on a round-the-clock basis. Liberia’s FlagState App is now available for download in both the Google Play (http://bit.ly/NQnwgV) and Apple’s iTunes App Stores (http://bit.ly/1q0gKnS).

Liberian Registry Authorization of ClassNK eCertificates: The Liberian Registry authorized Class NK to

provide Liberian flagged vessels with electronic certificates for statutory surveys in April 2017. ClassNK is the world’s first classification society to be authorized by the Liberian Registry to issue certificates in electronic form.

Using elements of the Liberian Registry’s own digitized certificates, widely recognized in IMO, ClassNK has developed the ClassNK e-Certificate in conformity with the updated Guidelines for the Use of Electronic Certificates (FAL.5/Circ.39/Rev.2) issued by IMO in April 2017.

The Liberian Registry has confirmed the certificates issued through ClassNK e-Certificate meet the requirements set out in the IMO Guidelines, and has authorized its use for statutory surveys.

The Liberian Registry is requesting Port State Control and others to allow the use of ClassNK e- Certificate issued electronic certificates.

The following certificates are covered by the system: • Load Line, SOLAS (SC, SE, SR, Exemption Certificates), MARPOL (IOPP, NLS, ISPP, IAPP, EIAPP, IEE), AFS, BWMS, ITC, SMC, ISSC, MLC.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Digitalization in Shipping: Trends towards 2025

By Georgios Teriakidis, Regional Business Development Manager, Region South East Europe & Middle East, DNV GL – Maritime Today’s shipping industry is a complex sphere characterized by fierce competition, economic uncertainties, comprehensive regulations as well as a rapidly growing amount of technology solutions that could help players enhance their business. We cannot change the environment in which ship managers operate. But we can help them to make the best out of the challenges ahead.

Looking ahead, Digitalization of information flows will spur automation of existing processes and functions and positively impact safety and environmental performance. Ships are becoming sophisticated sensor hubs and data generators, and advances in satellite communications are improving ship connectivity, allowing for a massive increase in the volumes of data transferred at ever-lower cost.

Most ships, systems, and components will be linked to the Internet, making them accessible from almost any location. At the same time, combining data streams from multiple sources will enable the industry

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to make informed decisions faster, leading to more efficient operations and responsive organizations. This will boost performance management (including fleet utilization, routing, trim, fuel consumption, emission management) and asset integrity management, building on remote condition monitoring as well as allowing for an increased level of automation.

New digital solutions will provide better control over the status of degradable systems, increase situational awareness and human reliability, and provide support in the definition of corrective actions and the reduction of operational risk. Improvements in maritime connectivity will also bring many benefits to the whole transport sector. For example, supply chains can be more efficiently organized around adaptable operations that leverage timely information on cargo, routes, and the operation and condition of assets. This will improve efficiency in many ways, including reducing lead times and fuel consumption by optimizing arrival times, while also allowing a better organization of operations and workforces on land for handling cargo and carrying out possible maintenance and/ or inspection activities.

Onshore, new cloud technologies, such as big data platforms and digital twin technologies, will have a dramatic effect on how the industry manages information, and how vessels and their components are designed, built, and tested – all of which will see new digital business models emerging. Advanced software and simulation capabilities will result in more complex systems being controlled by software, while near real-time evaluation possibilities will be available, accompanied by suggestions for corrective actions by the crew and providing supply chain management decision support. Increased automation and availability of

DIGITALIZATION IN SHIPPING - NAFS SHIPPING MAGAZINE

Looking ahead, Digitalization of information flows will spur automation of existing processes and functions and positively impact safety and environmental performance. Ships are becoming sophisticated sensor hubs and data generators, and advances in satellite communications are improving ship connectivity, allowing for a massive increase in the volumes of data transferred at ever-lower cost.

high-reliability, software-controlled, cyber-physical systems will allow for advances in automation and remotely controlled operations.

As such, the potential for smarter use of data in our industries is enormous. For DNV GL as a classification society, it is vital to always be exploring ways we can help our industry to leverage new technologies to improve the safety and productivity of their assets. Today that means being out in front of digitalization and the vast amount of data being produced and gathered on vessels by advanced sensor technology and interconnected systems.

Our recently launched industry data platform Veracity enables connections between multiple stakeholders and data sets, to create new and innovative solutions. Our customers can integrate, secure and quality assure their data, and then offer controlled access to DNV GL or other providers to run analytics on the data. Individual data sets can be enriched with other, industry wide data sets, providing benchmarks, new and deeper insights and analytics.

One area where the maritime industry can benefit from this platform is to allow industry players to document compliance of main onboard machinery and systems through predictive analytics, removing the need for calendar-based inspections. In one of our first pilot projects a drilling operator embarked on a project to explore predictive analytics with a components vendor and an analytics services company. Working with us to see if this approach could gain class approval, an analysis of the data revealed severe quality issues that none of the partners were previously aware of. Once the data was quality assured, machine learning algorithms could be applied to the data with success.

DNV GL is exploring new territory in data mining and we see many possibilities for combining and creating new data sets, such as predicting onboard equipment failures. With the My DNV GL portal customers

have easy access to our digital services as well as exclusive information. Customers can order surveys and audits, have an overview of certificates and reports, download survey preparation notes, manage your ISM audits and receive automatic alerts and class status reports, all while having full control of users and vessel access.

We are also continually adding to the ways we use data and IT to deliver services to customers, including digital certificates to ease port processes; a smart survey booking system that uses predictive vessel tracking to give guidance on which are the most beneficial ports for minimal disturbance to operations; and an automatic positioning system which we are developing with the German Aeronautical Institute.

With this increasing connection ships and mobile offshore units are becoming increasingly reliant on software-dependent systems, which means that cyber security emerges as a key to controlling operational and safety risks. Maintaining the integrity and resilience of critical cyber-physical systems therefore requires a holistic approach to both safety and security. This is an area where we foresee increased demand over the next few years as the industry gains awareness of the vulnerabilities and related cyber threats to their business.

DNV GL is moving ahead into a digitalized future. Some of our innovations to come, include IRIS – a camera and tracking system for inspectors or surveyors working inside tanks which can be used to automatically link photos taken by the surveyor with a 3D model of the vessel – and COSSMOS – a tool, which can simulate and optimize complex and integrated ship machinery systems.

Creating data-smart shipping to leverage and capitalize on opportunities today and in the future, is a key part of DNV GL’s strategy – for us and for our customers. It’s not only about generating new big sets of data, but about using and managing already available data in a smart way.

NAFS MAY 2017 31

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Marshall Islands Flag State Extends Approval for K-Fleet Electronic Logbook

Τhe Maritime Administrator of the Marshall Islands has extended its approval of the sophisticated K-Fleet Logbook system, enabling over 4000 flag state registered vessels to introduce digital reporting for oil record and garbage record logbooks.

The approval states that K-Fleet Logbook may now be used to fulfil the requirements of the Marshall Islands Maritime Regulations (Marine Notice No. 7-041-5) to maintain a deck and navigation log, an engine room log, an oil record book, cargo record book, a garbage record book and a radio log.

As part of the K-Fleet suite of Marine Fleet Management Software, K-Fleet Logbook is a secure, modular solution for digital reporting under IMO, Marpol, SOLAS and flag state requirements. The system collects data from ship systems into central data storage manually or automatically, and supports event based recording of data related to navigation, engine, oil record book, garbage handling, port calls and other operational activities. By enabling automated and electronic data entry using K-Fleet Logbook, daily reporting tasks become less time consuming, reducing workload for officers to focus on operational tasks.

“Many shipping companies are in the process of digitalising operations so this acceptance is highly important to us and the 4000 plus vessels registered to the Marshall Islands, who can now record more activity through our K-Fleet Logbook solution and integrate it with K-Fleet. We hope that this will catalyse further acceptance in other major flag states, enabling even more ships to meet their reporting requirements effectively,” comments Rune Kr. Stålstrøm, Product Manager – Vessel & Fleet

32 NAFS MAY 2017

Performance, Kongsberg Maritime.

As part of the approval notice, The Maritime Administrator of the Marshall Islands emphasised K-Fleet Logbook’s ability to be integrated with the K-Fleet Voyage application to monitor and report daily voyage data in support of and to meet the compliance needs of the forthcoming requirements of new EU-regulation 2015/757, which is a result of the EU calling for a global approach to reducing greenhouse gas emissions from international shipping.

Kongsberg Maritime introduced a new Carbon Dioxide (CO2) Monitoring, Reporting and Verification (MRV) application for the K-Fleet suite in December 206. The solution has been assessed as meeting the EU requirements, which entered into force on 1st July 2015, the regulation will be fully effective on 1st January 2018, when large ships using EU ports will be required to report their verified annual emissions and other relevant information.

The K-Fleet suite integrates diverse applications into a powerful system for ship management at the single vessel, fleet and shore-office levels.

It is a modular software system designed to assist users’ working processes within planned maintenance, inventory management, procurement, QSE, documentation, forms, certificates, voyage reporting and fleet operations. Built on an SQL platform, K-Fleet offers centralised and decentralised management functions and two-way data flow for fleets of all sizes. K-Fleet and the K-Fleet Logbook system (shoreside) are also available on KONGSBERG’s brand new digital platform, kognifai.

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Missing the IT trick

Βυ Lars Fischer, Managing Director of German shipping IT provider Softship Data Processing Ltd, Singapore We live in digitised world, or so we are led to believe. But those of us who spend our workaday lives in the shipping industry might beg to differ. Certainly it is true that most shipping companies are partly or fully digitised for if they were not, it is doubtful that would have survived into the 21st century.

But how many of these companies can truly say that they are integrated? Digitisation without integration is like owning an old Nokia 8210 cellphone when all the people around you are on the iPhone 7. Today’s smartphones connect us to the world-wide-web, they allow us to receive and share information on a range of social media platforms, they give the ability to capture and share information seamlessly and without the need to retype or copy and paste. Using an old handset means we can make calls and send texts, but we are missing out on all the other facilities delivered by a modern smartphone. And that’s exactly what is happening in most shipping companies.

All shipping companies will operate an accounting package to handle receivables, payables, ledgers, reporting and other day-to-day book-keeping requirements. Similarly, most will also operate systems to handle quotations, sales and bookings. But only a few will have integrated the two software packages to allow information to flow seamlessly between them. This lack of integration creates friction in the workplace, duplication of process and also encourage “silo” working.

Integration will allow the tariff rating system to capture all the complex agreements relating to individual customers, ports, terminals and cargoes – a hugely complicated matrix of prices, restrictions, incentives and discounts. When a quotation is requested by a customer, integration allows the quotation system to automatically look-up the relevant rates and create an accurate and individualised quotation. When the quotation turns into a sale, integration will create the required booking, bill of lading, packing information, manifest and everything else required. And once the vessel has sailed, integration will generate the invoice and send that information to be seamlessly received by the accounts package.

Why is this important? Integration allows data to be captured, reused and shared without the need for re-keying. Re-entering information is time consuming, error prone and costly.

It is widely accepted that around 10% of ocean freight invoices are incorrect. Errors caused by a lack of integration are causing these invoices to be put aside by customers until they have been corrected – and that takes time. Even a small carrier will be achieving revenues of more than $100 million a year meaning that $10 million, or more, is in dispute. In

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today’s climate of poor freight rates and paper thin margins, having such a large hole in the cashflow can be overwhelming.

It’s not only senior management who should be aware of this issue.

Those closer to the coalface, such as the accounts or booking clerk, are also asking their IT colleagues to link up the company’s systems to enable information to flow across the company, free up time and plug the cashflow gap. But often it is not that simple.

The implementation of IT platforms and software systems have usually taken place over long periods of time often with additions being installed unplanned and piecemeal. It is rare for a shipping company to work to a long-term, thought through IT strategy. As the company develops and grows, they find it an increasing challenge to maintain a vast array of software products and platforms – and almost impossible to integrate them. This means that there is little or even zero integration being achieved and this results in the need to re-key huge amounts of data daily. But the issue is wider than internal integration and extends to communicating with external outstations and partners such as ports, terminals, customs and clients. A shipping company is obliged to exchange a staggeringly large amount of data each time one of its vessels enters port and no common standard for this data exchange exists. Although almost all ports will encourage EDI messages that contain roughly the same information, each individual terminal will require a slightly different way of structuring these messages. This means that a shipping company’s internal systems will need to incorporate dozens or even hundreds of message formats to ensure they comply with regional and local requirements. Achieving external integration is arguably more important than internal integration. Without being able to communicate with business partners in the way they insist upon is likely to interrupt and possibly terminate the business. Companies can survive without internal integration – but probably for not too much longer.

Twenty years ago, achieving digitisation was only realistic for the very large shipping companies with the resources to develop bespoke systems. Today, the abundance of cheap technology means that all companies of any size can benefit. And it also means that all companies – again of any size – can be fully integrated both internally and externally. It is a simple process to purchase packaged solutions that can be customised to suit the individualities of each company. The beauty of these tried and tested solutions is that they will facilitate total digitisation and integration across all company processes, connecting systems through a single over-arching, fully connected and seamlessly networked entity. This means that data will flow from tariffs to quotes, to sales and bookings to invoices to accounting and finally to management review.

Modern IT has levelled the playing field allowing small, medium and large operators to compete evenly with one another. More importantly, it is allowing those canny enough to install such systems the ability to communicate effectively with their external business partners and customers and protect their cashflow and margins.

The choice between owning a smartphone or an outdated Nokia handset is one we would probably make without thinking. Shipping companies need to apply the same level of logic to their IT strategy - achieving digitisation without integration is missing the biggest trick in the IT book.

Meet the team that’s exploring tomorrow’s fuels Here’s to today’s explorers.

The visionaries behind GMFT2030 can see the future of fuel demand, and share their vision with the rest of us.

Lloyd’s Register and University College London are proud to share our findings on the future marine fuel mix to 2030, so that today we can all negotiate a rapidly changing future.

Find out what we’ve discovered so far:

Dimitris Argyros Lloyd’s Register Project manager for GMFT2030 Dr Tristan Smith Lecturer at UCL Energy Institute

www.lr.org/gmft2030

Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited 2014. A member of the Lloyd’s Register group.

CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1

08/05/2014 14:00:39

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Setel Hellas’ Maritime Conference “Unlock the Business Value of Digital Ship”

The International Maritime Conference of SetelHellas successfully concluded on Wednesday,10th of May at Aikaterini Laskaridis Foundation, in collaboration with its strategic partners Cisco Hellas, and Endress+Hauser and Helica Maritime.

Among the more than 100 attendees were Mrs. Christine Konstantinidou, adviser of the Secretary General of the Minister for the Aegean and Greek Island Policy, Technical and IT Managers from prospects and existing customers, representatives from the Attica Region, as well as rectors from the universities of Aegean and Piraeus, BCA College, New York College University, Metropolitan College and maritime journalists.

The event was introduced by the Managing Director of SetelHellas, Mr. George Marinakis, who stressed the need for digital transformation as well as the importance of synergies and successful partnerships for a sustainable business growth.

In the first session titled “Connected World and Disruptive Sustainability”, Mr. Petros Kokkalis, Founder of Aephoria and Bluegrowth, Executive City Councillor for the local economic growth and entrepreneurship of the City of Piraeus, presented Blue Economy sectors related with Piraeus and Blue Growth initiative as an umbrella of actions and stakeholders seeking to deliver innovative sustainable business ideas for solutions and services.

Mr. Gregory Yovanof, PhD Professor at Athens Information Technology University and Director of Strategis, the first Maritime ICT Cluster, presented how innovative networks and maritime clusters could be catalysts of growth in conjunction with the private and public Sector as well as the

36 NAFS MAY 2017

Academic-Research Community.

Mr. Aggelos Argyropoulos, Program Manager at Intrasoft International presented the advantages and the benefits of the MSWG (Maritime Single Window Gateway) deployment showing off demonstrating how the accurate data acquisition through innovative platforms such as SetelHellas suite, could contribute to a more efficient and smooth vessels’ operation.

During the second session, Mr. Efthymios Chaldeakis, Strategic Accounts Manager at SetelHellas, presented how to convert digital value into revenue utilizing the sensor-based «SeeMBox-V©» technology.

An innovative telemetry solution that ensures a sustainable energy efficiency planning, enables information accuracy by eliminating human intervention, complies with statutory requirements and maintains a unified fleet-wide view.

Mr. Alexandros Kaouris, R&D Manager at SetelHellas, presented the new advanced features and capabilities of the next generation «SmartBox-V™». The solution offers a wide range of administrative and operational benefits, through an intuitive interface. The network intelligent device incorporates among others a rich functionality including data synchronization, broadcast messaging and crew welfare features.

Mr. George Christakos, SetelHellas’ Customer Solutions Manager, presented the latest developments of SetelHellas regarding the Information Visualization of the complete IoT portfolio of the company through an advanced digital dashboard. Mr. Christakos described how a shipping

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company can its digital potential solutions, supports its decision making and analyze information on the fly.

During the third session, distinguished partners of SetelHellas presented how innovation can be accelerated through strong partnership. Mr. Alkis Zoupas, Systems Engineer, at CISCO Greece, shared the numerous benefits to the maritime community through powerful partnerships.

During his presentation, Mr. Zoupas gave a live demo of Cisco Spark collaborative capabilities.

Mr. Stephan Natter, head of Solutions Development at Endress+Hauser Flowtec AG, presented the new holistic approach on fuel and energy management and the “key factors” provided, which enable Shipping Companies to achieve accuracy, transparency and efficiency, by putting precise and reliable fuel consumption data into perspective. SetelHellas’ SeeMBox-V© and Endress+Hauser Mass flowmeters, that are globally offered also as a common solution, provide meaningful KPIs to the demanding maritime environment.

The International Maritime Conference concluded with a fourth session, where Mr. Efthymios Chaldeakis presented, officially, for the first time the Hyundai case study. A project funded by S. Korean government and delivered for Hyundai Merchant Marine group where SetelHellas and SeeMBox-V© participated in an International consortium with companies such as, Hyundai Ocean Service, WNI, the Japanese weather forecast group, MECys, a new aggressive S. Korean ECDIS manufacturer, Jotun, ABB and others. The first phase of the project, where all readings from vessel are acquired by SeeMBox-V© and transferred ashore, has been successfully completed and Hyundai awarded an official appreciation letter for to SetelHellas acknowledging its contribution.

Closing remarks had a little surprise for our participants with a lottery involving all guests. The two lucky winners won an online master’s degree in shipping, sponsored by Mr. Charis Daskalakis, owner of the BCA College.

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Living with risk

To be effective, the maritime industry’s approach to cyber-risk must cover all shipboard systems, argues Transas CEO Frank Coles The time has come to introduce robust certification and approval processes for all electronic equipment on board ships. This is the only realistic way of tackling cyber-risk within the shipping industry.

There has always been a certain degree of risk associated with entrusting computers to perform tasks previously carried out manually. This is not a new phenomenon. It has been with us since the 1960s and 1970s since electronic systems escaped the laboratory and found their way into real-life applications.

The reason the subject comes under intense scrutiny today is that these systems are becoming ever more complex and are increasingly interconnected. The complexity makes it harder to detect errors that could lead to irrevocable failure. Greater connectivity allows failures to propagate or cascade through a system and also gives hackers, whatever their motivation, much greater scope to find a weak point of entry into a system. Such is the scale of the problem that, in defence circles, it is a widely held view that the next war will be fought not on the battlefield but in cyberspace.

Where does that leave the maritime industry? The equipment found on ships is traditionally subject to countless prescriptive rules, standards and regulations aimed at ensuring the safety of crew, vessels and their cargoes, as well as the environment.

However, not all equipment is treated equally. There are gaps in this regulatory oversight. The hardware for establishing connectivity between ship and shore is a particularly glaring omission. It is all the more worrying as ships grow more reliant on electronic communications in their operations, especially for safe navigation but also for the ongoing maintenance and upkeep of machinery systems, and to satisfy official and commercial reporting requirements.

From LRIT and GMDSS, to AIS and ECDIS, bridge hardware has to be designed and built to agreed standards (formulated jointly by authorities and industry) in order to gain certification that allows manufacturers to supply and install it. Yet, there are no equivalent requirements for antennas, modems and other satellite communications equipment. Each satellite services provider will have a different way of addressing security and cyber-risk. That is a big risk in my view.

Modems, for instance, may be supplied with default passwords, which are rarely changed or are easy to crack. This was the technique employed to great effect by hackers carrying out the Mirai DDOS attack on Internet infrastructure last October. Once known to malicious third-parties, this information could be used to disable the antenna. This could already have serious repercussions for the manned vessels of today. In

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the case of the unmanned ships currently under development it would be disastrous. Without a hardened communications channel an autonomous ship is unlikely to ever leave port – let alone ply a commercial voyage.

The lack of effective certification for communications equipment has consequences for other equipment. When Transas manufactures an ECDIS capable of downloading chart updates over the Internet, the router and hardware firewall component is scrutinised in the approval process to ensure we are not leaving the ECDIS console and thus mariners exposed to any cyber vulnerability. If we decide to switch to a different router, we have to start over.

Apart from the time involved, this is also an expensive exercise, with costs ultimately feeding through to the end-user. However, there is no similar obligation on manufacturers of satellite communications hardware. In my view, this creates a dangerous gap in the regulatory framework for protecting ships – and one that should be plugged quickly.

From LRIT and GMDSS, to AIS and ECDIS, bridge hardware has to be designed and built to agreed standards (formulated jointly by authorities and industry) in order to gain certification that allows manufacturers to supply and install it.

Some communications providers propose cyber-security add-ons as part of their offering to ship-owners, which are typically filtering solutions. In my view, this approach addresses symptoms that present themselves at the service level, but not any underlying vulnerabilities found in the infrastructure. The complexity of modern software and hardware makes it difficult, if not impossible, to develop components without flaws or to detect malicious insertions. Vulnerabilities could exist right down to the firmware or chip level. The Mirai attack mentioned above was so effective because the default password had been burnt into the firmware.

It is therefore incumbent on IMO and allied organisations to step up and address this reality. Furthermore, we have to proceed on the assumption that flaws do exist and take a risk-based approach to ensure that when something goes wrong, we have steps in place to minimise the impact.

For this reason, the role of class societies cannot be underestimated.

Certification for all electronic equipment will provide a level of assurance to mariners that the equipment they rely on is fit for purpose.

However, certification for manufacturers is only half the story. One appeal of a risk-based approach to tackling cyber threats is that it can be implemented at various levels. Shipping companies can self-audit and implement their own internal procedures geared towards securing their computer systems. These should cover operations both on ship and on shore.

The cyber discussion in maritime is driven by fear. Some have even argued we should remove tech from ships completely and run them like we did 50 or 100 years ago, which is patently unrealistic. As with so much in life, we cannot eliminate risk entirely, but we can take steps to minimise exposure to unnecessary risks.

We support innovative solutions to improve energy efficiency and reduce emissions For more information, please contact: Bureau Veritas Hellas A.E. 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Email: grc_lpr@gr.bureauveritas.com www.bureauveritas.com www.bureauveritas.gr

Move Forward with Confidence

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Inmarsat takes mature approach to maritime cyber security The threat ships face from cyberattack demands a response to technical, operational, training and insurance needs. Inmarsat is separating fact from fiction as it prepares to launch the industry’s first fully managed unified threat management service, says Senior Vice President Safety and Security Peter Broadhurst.

The Dyn cybersecurity breach of October 21, 2016 saw multiple denial-of-service attacks target the Domain Name System provider which, it turns out, supports Internet platforms across Europe and North America.

Victims included Twitter, Paypal, Spotify, CNN, and the New York Times, as Mirai malware triggered lookup requests from tens of millions of IP addresses.

Printers, cameras, home gateways and even baby monitors conspired to load attacks in 1.2 terabits per second waves.

The maritime sector is far from immune to the hacking threat. In August 2016, French naval contractor DCNS fell victim to a hack that left The Australian newspaper holding 22,000 documents detailing the design of a submarine under construction for the Indian Navy, including combat capability. In the same month, US ports reported attacks using an SQL injection flaw to the Web-based component of widely used Navis maritime transportation logistics software suite.

Then, in October, 2016, Hewlett Packard disclosed that a hack of United States Navy records from a sailor’s laptop within its Enterprise Services agreements had given access to personal records of more than 134,000 sailors.

Many in the maritime sector nonetheless still assess the probability of premeditated cyberattacks on shipping as low. This must be one explanation why a recent Coventry University study supported by the CSO Alliance (Company Security Officer) found 100% of participating shipowners saying their crews were given no training in cyber security at all.

However, in 2016 things are changing fast, as mobile connectivity brings ships at sea into the ‘Internet of Things’, not least following the launch of Fleet Xpress from Inmarsat. The hybrid Ka-band/L-band service redefines what is possible in maritime communications, offering consistent, higher bandwidth communications and always-on capability, and enabling advanced business applications and crew connectivity via mobile devices.

As land-based users know, however, ‘freedom’ to roam the web is just as open to fraudsters as it is to legitimate users. This year has also seen the launch of the ‘Be Cyber Aware at Sea’ campaign by UK-based maritime cyber security specialist JWC International, which we at Inmarsat are actively supporting and has attracted support from The Standard Club, North P & I Club, and insurance broker, Integro.

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Yves Vandenborn, The Standard Club Director of Loss Prevention, says: “This emerging threat is very real and current. Technology on ships continues to advance and so do the challenges that arise as a result.

Educating crew and spreading awareness is the first step in fighting cybercrime at sea”.

The sentiments and the ‘Be Aware’ campaign are warmly welcomed by Peter Broadhurst, Inmarsat Maritime Senior Vice President Safety and Security. Inmarsat recently ring-fenced Maritime Security as a dedicated area of expertise within Safety Services, with a team of nine cyber specialists.

Inmarsat is developing an end-to-end cyber security solution, which “includes a technical answer to report and prevent attacks or malware on a ship, but also offers a programme of awareness, risk assessments and the training that drives best practice procedures”, Broadhurst says.

Part of the cohesive approach sees Inmarsat seeking to include its cyber security capabilities in a scheme to upgrade of its network and infrastructure accreditation in line with ISO27001.

In a world where half of online traffic is automated and an entire black market supplies hackers with tools to breach corporate security, Broadhurst is nonetheless keen to keep shipping’s cyber threat in proportion.

“I think there are cyber companies out there now who have made their mark with the financial institutions and are looking to other verticals; superficially, they can make an impression by predicting doom and gloom on the cyber threat to shipping,” he says.

Inmarsat, by contrast, is drawing on 35 years of maritime experience, as well as a long track record as a supplier for government and defence clients, to concentrate on where threats are really going to come from, says Broadhurst. “It is time to introduce maturity into maritime security.”

Only Inmarsat will be able to offer a fully-managed, end-to-end service, Broadhurst says. “Other offerings we have seen and those we are aware of that are under development address part of the threat, or part of the management requirement, but only Inmarsat’s approach to threat man-

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agement is all-inclusive.”

Broadhurst adds that the fully-managed approach will be critical. An individual ship’s vulnerability to cyberattack may only be exposed when its departure from or arrival at a port is denied, for example because loading information is not shown correctly. Ransomware is a “huge phenomenon”, Broadhurst states, but shipowners may still be willing to consider buying their way out. “The owner may think, if the computer fails, the best solution is to go out and get another one because landing the cargo is the imperative. In the new era of ship connectivity, those days are over.”

Although ships can be carrying high value cargoes, many individual vessels do not have large amounts of valuable data onboard; their attractions for hackers is that they offer a way in to a company’s corporate system. “The reality is likely to be that the systems are under attack because they are identified as IP addresses by hackers who are looking for any weaknesses to see what they can get their hands on, and not because they are ships or shipboard systems” says Broadhurst.

Inmarsat is working within a strategic alliance with Singtel to utilise capability available through the Singaporean telecoms company’s Trustwave subsidiary. Shipboard tests of a maritime UTM (Unified Threat Management) system from Inmarsat are currently underway and the full launch is envisaged later in 2017. The Inmarsat solution will be embedded in all Fleet Xpress hardware going forward, as an option which can be switched on or off by the operator as required. In the future, the same capability will be extended to FleetBroadband, Broadhurst says.

The technology will be supported through a network of already estab-

lished security operations centres, Broadhurst continues. “Owners will be able to get a view of what is going on at both the ship and the fleet level, and track causes behind any security compromises, whether they are due to attacks or to the presence of malware on board. We also see the system’s use as the basis for improving training and achieving the best practice that block threats coming from malware.”

Broadhurst believes the maritime satellite company is taking the initiative at a critical time for shipping. “The ISO has been talking about a maritime IT cyber standards but it is 2-3 years away, while the IMO is developing guidelines,” he says. “We are at a place where everyone realises that there is a threat, but that realisation actually emphasises that shipping is a fragmented industry. As the launch of new guidelines by BIMCO aimed at helping shipping secure itself against the threat of cyber-attackers, however, there are many in the industry who are wide awake to the threat.”

Maritime cyber security myth-busting is one of three key Inmarsat events scheduled to coincide with London International Shipping Week 2017.

The session, to be held at Inmarsat Global HQ in London, 13 September, 2017, will include a briefing on the cyber security threat facing shipping, and the roles training, technology and global support have in addressing the different elements of that threat.

“A main priority for Inmarsat in the first part of 2017 is to engage owners in dialogue on the vulnerabilities of the bridge, cargo management and propulsion monitoring systems that interface with shoreside networks, and explain their options when it comes to protecting themselves against cyber incidents.”

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DIGITALIZATION IS NO QUICK WIN A good digital strategy is key to success

By Peter Mantel, Managing Director of BMT SMART Peter Mantel, Managing Director of BMT SMART, a subsidiary of BMT Group, argues that the digitalization of shipping is a marathon, not a sprint and long-term collaboration is required to ensure a return on any investment. Mantel believes that the key ingredients of digitization need to be in place before any of the efficiency improvements that owners and operators so desperately seek to secure can be achieved.

The best starting point to realizing success is a sustainable Digital Strategy, focusing on delivering real-world benefits.

The growth in fleet volumes at a time of global economic slowdown has resulted in excess supply and falling demand and as such, the profitability of many shipping companies is suffering. Although somewhat traditional and conservative, the shipping industry is waking up to the benefits offered by today’s digital world in helping to identify and deliver efficiencies. Owners and operators who are open to the opportunities that new technologies can deliver, stand to benefit the most and already we are seeing vessels being fitted with a wide range of sensors and monitoring equipment, with the ultimate aim of improving operational performance and reducing maintenance costs.

On the surface, digitization seems a simple proposition, but the reality is very different. A strategy for digital success will help any owner or operator achieve their goals and capitalize on the potential gains of digitalization, without focus being diverted down expensive dead ends. Key to any strategy’s success is understanding the potential pitfalls and evaluating the following critical considerations: • Objectives – what does success look like? What are your desired outcomes? What is your timeframe for success and what is your budget for investment? Are you looking simply to collect data (if so, why?) or will you actually do something with it?

• Current situation – what data do you have and what are you doing with it? What do you currently measure and what else could you be measuring? How do you apply learnings across the fleet?

• Fleet – what is the make-up of your fleet? Do you have sister vessels that you can apply learnings to? Do you have vessels that are on charter?

• Data – how will you collect data? How will it be aggregated? How is your data validated? How will you enhance and maintain your data’s value? How secure is your data?

• Hardware – what hardware will you need to collect data? Can it collect the data required to meet your objectives? Is it compatible with other systems and how will you maintain it? Have you already invested in

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some data collection systems? Does any further investment leverage this?

• Insight – how will you turn your data into insight? How will you apply these insights to your fleet and how will you action these insights?

• Behavioral changes – how will you turn insights into actionable changes? How will you predict changes impacting (e.g.) planned maintenance? How will you make change happen?

• Management – who will manage the analysis of performance? How will this impact their day-to-day activity? Do you have the internal expertise you need? How do you take advantage of the latest thinking?

The latter three points are perhaps the most important, and yet are the ones most often overlooked by the digitalization and performance management industry, and thus the customers they purport to serve.

We have seen many customers spend all of their time and effort simply gathering data, trusting that somehow, improvements will materialize at the end of the data gathering process. We know that this is not the case.

If done right, the gains possible from the successful implementation of a digital strategy are immense. A recent study by DNV GL provided some high-level insights into the potential benefits that fleet wide performance management (FPM) - only possible with a strategic focus on the digital ship - can bring. Significant financial savings of up to £25 million for Container fleets was highlighted, as well as substantial environmental gains (see Figure. 1). These figures clearly indicate that the rewards are substantial when digitalization - leading to true performance management - works efficiently. But despite these potential performance gains, the digital ship has not been able to fulfil expectations. The question is why?

Ship owners need the technical expertise and dedicated vendor support to ensure that digitalization works for them, there is no ‘one size fits all’ approach that meets the requirements of all companies in a massively diverse industry such as ours. Furthermore, meaningful operational improvements rely on data from a wide range of sources including the weather and existing on-board data collection tools, as well as manual inputs from crew and onshore staff. Failure to capture all this data results in an incomplete picture, and thus any benefits, such as performance improvements, are jeopardized. Additionally, all captured data then needs to be quantified, qualified and verified. This takes time and expertise that ship owners may not have readily to hand and the digitization industry’s lack of transparency deprives those ship owners of the understanding they need.

Once a solution for an owner or operator is identified and implemented however, disparate departments and traditional working processes can

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Through this managed service agreement, Oldendorff can reap the benefits of FPM whilst still focusing their efforts on core activities.

Digitalization of shipping has arrived, and it’s here to stay. To this point, it has been driven by the need to improve performance of fleets in a time when demand is low and supply of tonnage is high. The challenge is how owners and operators stand to gain from it. MFP is the practical outcome of a competent Digital Strategy, and deals with how to first introduce fleet-wide performance management and then deliver the outcomes required by the customer. From agreeing a goal with the customers’ board and designing reports via cost savings analysis, through to comparative vessel performance reporting, as well as optimizing the placement of sensors on board to give the best quality data - all is within the scope of MFP. This long-term collaboration is the only way for owners and operators to achieve the digital revolution and transform past performance management disappointments into real ongoing savings.

hinder the implementation of performance-enhancing recommendations.

All of these factors add up to disappointing outcomes for many ship owners and operators. Significant gains can certainly be achieved but only with time, investment and collaboration across a number of stakeholders where the complexities of data-driven performance management are duly considered and managed effectively.

Assuming that the point of a Digital Strategy is to improve outcomes, the best way to achieve a positive return on digitalization investment is fleet wide performance management. The inherent complexities of FPM mean that there is currently no traditional product that has the capabilities to deliver fleet-wide actionable insights. As the capabilities and sophistication of FPM continues to grow, so too do the complexities and ship owners and operators are quickly recognizing that increasing in-house skills is becoming prohibitively expensive and time consuming.

We know from DNV-GL’s independent analysis, that Fleet Performance Management (FPM) - the practical outcome of any digital strategy - can drive efficiency improvements of up to 38%, but many ship owners and operators are finding that their efforts to implement FPM is costing, rather than saving them money. The expectation that simply buying and commissioning an FPM system immediately and automatically leads to savings has proved to be wrong.

By taking a managed service approach to FPM - where all the identified customer needs are met for a simple annual investment, BMT can ensure agreed outcomes for its customers at a fixed cost.

One such customer taking advantage of this Managed Fleet Performance (MFP) approach is Oldendorff Carriers, who recently announced a new agreement with BMT SMART which has led to the roll out of fleet performance management technology onboard Oldendorff vessels.

Based on our unique on board data collection system and bespoke shore based management solution SMARTFLEET, this collaboration is centered upon driving down the carbon footprint of each vessel and improving the overall efficiency of the fleet.

We recently celebrated the 50th installation for Oldendorff of our data gathering system SMARTVESSEL on board their bulk carrier, MV “Lily Oldendorff”. This is one of very few real-life programmes being implemented which truly demonstrate a long-term commitment towards driving change in the way shipping operates. This has only been possible through the close collaboration with Oldendorff so that we can provide a turnkey data management solution that delivers their desired outcomes.

Christopher Fee, Projects Manager at Oldendorff Carriers recently commented: “Oldendorff recognised the potential benefits of implementing fleet and vessel performance monitoring. The innovative solutions BMT SMART offer to the maritime industry bring together the traditional practice of good ship operating and the impressive power of big data analytics. This supports our quest to further improve the technical and operational efficiency of our modern fleet of ecoships.

The project we are running with BMT acts as a cornerstone of our Green Ship Programme and we are very proud of what we’ve achieved together. The fuel we save through utilising SMARTFLEET in our daily operations not only reflects well on our bottom line, but most importantly, is a huge win for the environment, since less CO2 is emitted per voyage. We believe this truly reflects our commitment to continuously reducing our carbon footprint, and through such types of initiatives, actively supports Oldendorff’s sustainable shipping objectives.”

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Driving Big Data Through Collaboration and Harmonisation

By Olivier Cadet, Executive Vice President – Products & Services, Kongsberg Maritime The maritime industry is in the middle of a quiet revolution, based on the growing acceptance that leveraging the power of data can deliver positive transformation. A whole new industry made up of established technology companies and smaller start-ups has been born with a common goal; the development of connected, digital applications to improve operational efficiency and safety at sea.

When considering a digital maritime future we must consider how ship owners can best utilise and benefit from the data that their ships generate, beyond the traditional monitoring and controls use. There is an increasing understanding in the industry that the correct application of digitalisation will generate further efficiency improvements for companies. But the challenge is to turn this data into information and ultimately into knowledge to drive efficiency improvements that produce tangible savings.

Collaborating with third parties

These challenges were the key to the development of kognifai, KONGSBERG’s new digital platform. Kognifai is an all-encompassing and open digital ecosystem for users to collect, store, analyse, and apply the data they generate using KONGSBERG and third-party systems on board.

It is also a platform for development of new data-centric applications, a single portal to access vital solutions developed by KONGSBERG and uniquely, certified third-party developers. And it’s here that collaboration comes to the forefront.

With kognifai, we have not created a walled garden for delivery of our own technologies and applications. Instead we have taken the open approach, where the goal is to embrace and support technology developers to reach the maritime industry through our ecosystem. One of the key aspects of our digital platform strategy is to bring innovation from third parties to our customers to enable them to optimise efficiency and break the cost curve. By doing this we are building a platform for the best and brightest in the world of maritime technology to provide access to their own solutions, large and small. This is “open innovation” at its best. We believe that by collaborating with third parties, kognifai can help ship owners to navigate the new digital market place, where new applications for efficiency on board are being launched almost every day.

Our strict quality control on third party submissions is a signal that these applications can deliver the efficiencies a customer needs to the same standards they expect from first party applications.

We expect the number of third party applications available on kognifai to grow considerably in the next ten years. In fact, just a few days after

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launching kognifai in March this year, the first third party application went live. VesselMan’s cloud-based management system for dry-docking and retro-fitting provides customers with new ways to cut costs, save time, and improve quality. Among other things, it facilitates defined planning processes, remote process monitoring, and online information sharing.

The system integrates seamlessly with other applications through kognifai. Customers can use it on top of their existing systems from KONGSBERG and in the future, other partners on the Kognifai platform, and be certain of operational execution of their defined procedures and QHSE requirements.

Digital harmony

Today’s connected ships are increasingly embedded into broader ecosystems. For instance, container ships are now getting involved in much more than transporting products from A to B; they are integral parts of optimising a more global supply chain. But vessels generate various data, which is often distributed throughout a customer’s network on disparate and unconnected platforms, making it difficult to mine the operational value it presents. But for digital platforms to really become mainstream, they must be ’data-agnostic’. Essentially, a digital platform must provide value for data produced across the technology spectrum, from Condition Based Maintenance (CBM), and navigation and automation systems, through to operational specific logistics, oil & gas tools and optimisation solutions for offshore wind farms.

Digitalisation over the next ten years has the potential to allow all data produced from anywhere on board to be presented and accessed in a more cohesive way. It’s likely that ship owners will work with several key digital partners going forward, but the platforms they use will bring together wildly diverse applications, helping the user to manage their applications effectively. There is still a way to go before the thousands of separate applications designed to deliver operational efficiencies can be available through fewer platforms. But as an example, already Kongsberg Maritime’s Vessel and Fleet Performance system is available in the kognifai cloud, showing how different applications can live together and provide interconnected value within the same ecosystem.

In order to harmonise the maritime digital world, the challenges in the coming years could be more about the industry and competing interests than the technicalities of digitalisation itself. But as we get closer to 2025, we envision the ability to pull in even more data points and technical solutions to kognifai from our own systems and other innovators, helping to create a solution that ship owners or operator can base a large part of their daily operations on.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Digitalisation for smarter shipping

By Tore Morten Olsen, President Maritime, Marlink

While digitalization is considered a hot topic in the maritime industry right now, it is important to understand that we have been navigating this course for several years already. Today’s push towards greater digitalization, some may call it ‘smart shipping’, is focused on the ability to leverage the power of data in a more intelligent and effective way. But in order to do this, the data needs to be taken from the ship and delivered to systems on land where it can be analysed and acted on. This is why satcom is so important to digitalization in shipping.

Whereas crew communication has traditionally been a driver for installing satcom on board, it’s our experience following the global financial downturn since 2008, that ship owners started to look for a greater return on investment for their spending on Information and Communication Technology (ICT). As a result, we have seen many innovations that provide new operational possibilities by leveraging IP connectivity. Ship owners have opened their eyes to what satcom can deliver and how ITC can improve efficiency and safety, while reducing the environmental impact of their vessel and fleet operations. More importantly to many though, the smart use of satcom as a foundation for further digitalization is proven to reduce operational costs.

Essentially, money talks, so today we are seeing a shipping industry in transformation. Everybody is moving towards digitalization it seems.

Spending money to save money. New digital platforms and ecosystems have been introduced that offer a holistic approach to not just ITC, but operational aspects from station keeping to logbooks. New systems exist today that offer a single platform for nearly all vessel technology and software. A ship owner can integrate diverse applications, with cloudbased access and storage, essentially running their entire vessel from a secure online portal. Software designed to provide decision support on a vessel’s trim may be available on the same platform as a spare parts ordering application for instance. And again, in order for this to work and provide a significant ROI, satcom is vital.

We are today at a stage where the available satellite capacity, speed and reliability of service can allow ship owners to make this move to online cloud-based operations safe in the knowledge that their applications and data will be accessible. But we are far from ‘peak digitalization’ in shipping. The digitalization revolution is only just beginning and we continue to develop our satcom services and business critical solutions to support ship owners today, and in the future. As a major maritime VSAT provider and a pioneer in the world of ICT for ships, we will continue to focus on enabling the IP connectivity that digitalization requires to become indus-

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try standard as we move towards 2025. Marlink believes that development in four key areas will provide the best foundation for digitalization in the coming decade.

Sensor technology

A modern merchant vessel can have over 10,000 I/O points. Each one of these generates data that somewhere along the line can be valuable to improving operations. Digitalization starts in the systems and sensors on board – it’s where we find the information about the condition of a vessel and its systems. Of course, on board sensors are not new, but today we see an even greater move towards Machine-to-Machine data communication over satcom, which is more commonly known as the Internet of Things (IoT). The maritime IoT is somewhat more complex than a refrigerator that orders more milk when you run out, or a coffee machine that brews a fresh pot for when you return to work. The environment that the sensors and systems are installed in is much harsher while the consequences should something go wrong can be catastrophic. We expect even more sensors to contribute to the maritime IoT in the coming years.

Marlink continues to make sure that their connection to the outside world is stable and secure, improving maritime safety and enabling the ability to leverage the power of the data they create.

Storage

Data generated by ships is a hugely valuable resource, and it’s important to understand that the ship owner owns the data. But it is in the remit of software developers and communication provider’ to ensure customers can transport, store and manage their own data optimally. Today, Marlink hosts a huge amount of data on behalf of our customers, mostly through the SkyFile mail platform. But in order for ship owners to truly enjoy the rewards of digitalization, cloud-based storage will have to grow. More data centres will come online acting as a central repository for data from entire fleets. From this, ship owners will have a highly valuable resource to understand their vessel and fleet operations in incredible detail, and with the knowledge this data creates, they will be able to make intelligence-led decisions based on fact, not feeling. We already have the communications link to get the data off of the ships and into the cloud, but before we get to a truly digitized shipping world, the storage infrastructure for the maritime world needs to become more established.

Software

Marlink itself is playing a significant part in the development of new business critical digital solutions. Our aim is to allow customers to maximise the utilisation of the satcom services they have from us to save time and money. For instance, we have developed a system called Universal Remote Access, which enables experts on shore to monitor and maintain ITC networks on board, ensuring higher availability and overall lower management costs. But digitalization isn’t about any particular type of software or system. There are thousands of online, cloud-based solutions designed to improve maritime operations already and this will continue to grow. It’s likely that in the end, the number of providers will actually shrink though. A ship owners IT department does not want to deal with hundreds of different companies each with their own infrastruc-

DIGITALIZATION IN SHIPPING - NAFS SHIPPING MAGAZINE

ture for single applications that provide marginal improvements in one tiny area of operations. Digital platforms will be the way forward as a ship owner can work with fewer partners and still get all the applications they need from just one or two suppliers. This reflects Marlink’s approach to satcom services. We offer Ku, Ka and C-band VSAT, L-band and mobile services integrated in a single network, so a customer can choose multiple services but only deal with a single supplier. It is how we see the world of maritime digitalization growing.

Bandwidth

Bandwidth is king. If you cannot get a link to the cloud then you will be cut out of your applications. If digitalization goes the way many predict, where entire vessels and fleets depend on the cloud for almost all aspects of efficient operation then the onus is on the satcom industry to continue increasing the amount of bandwidth available over satellite at sea. However, we are also responsible for guiding the industry in being smart with their data. It stands to reason that a management platform on shore doesn’t need all data.

Why use bandwidth just to tell the system that everything is normal. Smart systems will only transmit the data that matters, say if there is a variance over time, or a specific alarm has occurred, and this can save bandwidth and potentially reduce costs. Even more so, if we start to bring unmanned shipping into the digitalization conversation! At Marlink, we look years ahead at the requirements of the industry, and work very closely with the Satellite Network Operators to ensure that our customers always have a high bandwidth link, and importantly, ensure that we can deliver the level of service that they pay for. There is currently plenty of capacity available on a global basis for ships, but as digitalization takes an even firmer grip more will be needed. Through our work with the satellite and maritime industry we

will ensure the vital link is available for more digital operations, at a price that results in a tangible ROI. The above are just four areas of consideration to ensure that the maritime industry can integrate even more digitalization into their operations in the next decade or so, with confidence that the investment is worth it and operations will continue to be safe. There are many more considerations, after all, digitalization is a very complex affair. Not least cyber security. In the wake of the ransomware attacks that occurred throughout the world in May 2017, it has become obvious that cybersecurity is today more important than ever, and Marlink is well positioned to support its customers with both technical solutions and support.

When we reach the stage where ship owners can use secure holistic data systems, consolidated into fewer platforms, secyrely connected to the cloud then we may just have reached peak digitalization. But there are many challenges to overcome and by the time we reach 2025, no doubt there will be another, higher peak on the horizon for us to climb together.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Driving Big Data Through Collaboration and Harmonisation Zoe Morphitou, Regional Sales Manager for Greece, KVH Industries A/S With the challenging economic climate, nearly all sectors of the commercial maritime industry are interested in cost-savings and increased operational efficiency.

Digitalization is an obvious way to help fleet owners become more efficient. Many vessels are already using sensors and transmitters to report on engine and machinery performance with the associated data being analysed and used

to make important efficiency decisions.

Called the Internet of Things (IoT) such monitoring can indicate the need for replacement parts or highlight a potential system fault long before the problem becomes too serious, saving the time and money on flying out new parts and technicians to fix such issues in an emergency.

Better data reporting also means just in time ordering of provisions and spares to reduce waste and storage space on board especially regarding perishable goods.

Equally, with the availability of global broadband connectivity on many vessels, greater efficiencies can be had with more efficient route planning through electronic chart updates and real-time weather reports so evasive action can be taken if necessary, saving time and fuel.

With the mountain of data available on board and crew not having enough time to analyse it all, getting the data off the ship at a reasonable cost so it can be reviewed by shore-based staff is paramount.

Shore-based personnel can then assist Masters in making the right decisions to improve the efficient running of their vessels.

Software which helps manage this data is being developed by various companies in the maritime industry along with on board connectivity solutions to provide vessels with two-way communication to the outside world.

One such company is KVH Industries, a leading manufacturer of solutions that provide global high-speed Internet, television, and voice services via satellite to mobile users at sea and on land. These solutions include the mini-VSAT Broadband network, TracPhone satellite communications systems, and TracVision satellite television systems.

KVH provides seafarers with access to e-mail and social media making contact with home easier. Some packages allow access to sport, news and film programmes to keep crew entertained during their rest periods and help maintain good morale. It also includes maritime training packages to assist crew with skill development and career progression.

KVH is aware that the investment in terms of hardware and ongoing data usage costs have proved to be a barrier to some vessel owners so it recently announced a ground-breaking subscription service where, for

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as little as $499 a month, it will provide fleet owners with all the hardware and connectivity required to get them up and running.

Called AgilePlans, this no-commitment service includes airtime and voice, data management via the myKVH portal; vessel tracking; crew welfare via NEWSlink daily news to the ship; Videotel training content; and delivery of third-party chart and weather data. TracPhone V-IP series hardware and installation are also included.

Fleet owners will have no maintenance costs, no standard installation costs and have access to global technical support, all with no contract commitments or costly upfront capital investment.

However, having more connected vessels brings greater risks from potential hackers and computer virus infections so the industry does need to address all cyber security risks and minimise the threat level by taking proper precautions with regards to having secure passwords and the latest anti-virus software installed.

Crew must also be educated to the various scams relating to phishing e-mails and the danger of uploading their own content which could be infected with viruses.

Digitalization has revolutionised the business world as a whole and the way in which companies trade with each other.

With regards to future trends in digitalization affecting the maritime industry, fleet owners will be able to benefit from better data speeds with the advent of additional high speed bandwidth capacity incorporating high throughput satellite (HTS) technology.

Better connectivity and more sophisticated sensors will help the fleet achieve greater efficiencies.

Container ships for instance will be able to inform ports about the contents of each specific container on board long before docking, allowing for better planning and faster unloading.

Goods on containers will be able to be tracked all through the supply chain for optimised onward transport and distribution which is particularly important in the case of perishable goods.

Greater automation means the advent of unmanned vessels is becoming a reality with small unmanned vessels already in use for near shore operations although it remains to be seen whether the market will move towards developing larger fully automated ships.

Wärtsilä main - auxiliary engines IMO Tier III - 4-stroke Diesel or Dual Fuel Diesel

Dual Fuel

Wärtsilä SCR

Wärtsilä engine

• Wärtsilä is responsible for the complete system performance and applying for IMO Tier III EIAPP certificate • No uncertainties with certification • Minimised costs © Wärtsilä

PUBLIC

• No schedule risk on vessel delivery Document ID DBAC945292

Revision b.24

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Smit Lamnalco Selects KVH Maritime Solution KVH Industries, Inc., (Nasdaq: KVHI), announced that major European maritime operator Smit Lamnalco finalized an agreement earlier this year to install KVH’s maritime solution on its offshore vessels. Following a successful field trial with KVH’s mini-VSAT Broadbandsm connectivity and TracPhone® V3-IP satellite communications antenna system, the potential is for KVH to deliver and install its maritime solution on up to 100 Smit Lamnalco offshore vessels over the next few years, and 20 have already been delivered.

“We are extremely happy with the performance of KVH’s systems and services based on our test, and are proceeding to upgrade our vessels with this complete solution,” says Patrick van Woudenberg, group IT manager for Smit Lamnalco. “KVH is a great partner for us, and their knowledgeable technical staff helped design a solution that we can replicate across our fleet to standardize the connectivity on our vessels and improve our operational efficiency.”

The solution chosen by Smit Lamnalco includes KVH’s mini-VSAT Broadband service with a usage-based monthly airtime package; TracPhone V3-IP Ku-band antenna system and Integrated CommBoxTM Modem (ICM) belowdecks unit; and, CommBox network management and VPN solutions, as well as VoIP service. All the hardware is protected by the KVH OneCareTM support program and warranty. The solution also comes with the myKVHTM portal, which provides vessel location, connectivity details, vessel tracking, and control of onboard data usage.

“We are proud to be Smit Lamnalco’s choice for their impressive fleet, and the successful field test validates the high quality of our products and services,” says Mark Guthrie, KVH vice president of global channel management. “Our solution provides many benefits of broadband connectivity, for everything from communications to crew welfare, and Smit Lamnalco sees the advantages of this approach.”

Major upgrade to ISF watchkeeper simplifies work hour record keeping The International Chamber of Shipping (ICS) and IT Energy have announced the launch of the latest release of their acclaimed ISF Watchkeeper software – ISF Watchkeeper 3.5 – developed for maintaining records of individual seafarers’ work hour records, as required by IMO and ILO regulations, and to help prevent crew fatigue and to avoid issues with Port State Control.

This major upgrade, which is available free of charge to existing ISF Watchkeeper users on over 8, 000 ships worldwide, has been designed to reflect the evolving needs of those at sea and managers ashore.

ISF Watchkeeper 3.5 offers a new working schedule planning tool; a unique means of taking account of international dateline crossings; non-conformance activity capture; multi-language key reports and STCW 2010 ‘Manila Exceptions’ calculation improvements.

“ISF Watchkeeper was originally developed almost 20 years ago using the special knowledge ICS gained from representing the industry during the development by IMO and ILO of what are very complex seafarers’ work hour regulations. In collaboration with

the expertise of IT Energy, ICS is committed to the continuous improvement of a product that remains the original and the best,” says Simon Bennett, Director, Policy and External Relations, at ICS. ”ISF Watchkeeper 3.5 has been designed to create an enhanced user experience“, says Michael Papageorge, Managing Director, at IT Energy. “It is now more effective than ever at taking care of the full range of on board requirements for demonstrating compliance with crew work and rest hour regulations.”

As part of the update, substantial improvements have also been made to Watchkeeper Online, the sister product designed to support shore based personnel. Reports now run many times faster, analysis capabilities are continually being added and the new working schedule report from ISF Watchkeeper 3.5 can be rapidly uploaded to Watchkeeper Online. API data integration has been improved and overtime timesheet record reports can now be created.

CMA CGM launches new mobile app for customers CMA CGM Group, a leading worldwide shipping group, is launching a new version of its mobile application, overhauled with new features that will allow customers to track shipments, provide access to all line schedules and company news.

It is now also available on tablets operating on Android and IOs systems. It exists in 5 versions in English, French, Chinese, Spanish and Portuguese. With the new version of the CMA CGM application, customers are able to : • Follow their shipments from the port of loading to the port of unloading

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• Access schedules of specific ships or trips in order to plan their shipments • Obtain one or more shipping routes between two points, selected optimally by the app out of more than 200 shipping lines and more than 400 vessels from the Group’s fleet • Follow CMA CGM Group’s corporate news including new services and rate information The new version of the application presents a redesigned and ergonomic interface that makes all features intuitive and easy to use.

It also provides access to customer service.

WELCOME HOME! DNV GL has expanded its responsibilities in Greece to support local customers even better by having Greece as its third home market. We have improved response times and strengthened our capabilities in Greece, with a focus on providing services, decision making and supporting Greek companies directly from our Piraeus office. Our customers will be able to conduct their business directly with the local team in Piraeus – and around the world through the

SAFER, SMARTER, GREENER

DNV GL global network of Greek-speaking surveyors in all major shipping hubs, such as the US, Belgium, the Netherlands, the UAE, Singapore, China and Korea.

At home in Greece, at home around the world with DNV GL. T: +30 210 41 00 200 E: Piraeus@dnvgl.com I: www.dnvgl.com/home-greece

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Fleet Xpress exceeds 10,000 shipmilestone at first anniversary Fleet Xpress, the ground-breaking service from Inmarsat (LSE: ISAT.L) has secured commitments covering in excess of 10,000 ships within 12 months of launch, in an extraordinary level of service uptake surpassing expectations. The milestone has been reached as a result of contracts with individual ship owners, commitments from strategic Partners, and transitioning agreements with existing Inmarsat customers.

“The demand for Fleet Xpress has been unprecedented since its launch at the end of March 2016, demonstrating that the market has been truly ready for the connected ship and the network supporting maritime business applications” said Ronald Spithout, President Inmarsat Maritime. “Powered by Global Xpress, the Fleet Xpress combination of high-speed broadband via Ka-band backed up by reliable L-band has set a new standard for global maritime communications, acknowledged both by end users and by our partner network.

The 10,000-vessel commitment landmark comes after a series of agreements to integrate Fleet Xpress into the portfolios of existing Partners, including Navarino, Speedcast, Marlink and Tototheo Group.

“Crew welfare and operational efficiency are at the heart of the award-winning service, which is why shipping is coming to see high-speed and continuous connectivity plus exceptional and guaranteed performance across the world’s oceans as imperatives, rather than aspirations.”

The 10,000-vessel commitment landmark comes after a series of agreements to integrate Fleet Xpress into the portfolios of existing Partners, including Navarino, Speedcast, Marlink and Tototheo Group. Inmarsat is also transitioning more than 2,600 XpressLink installations to Fleet Xpress and will convert clients previously scheduled for connection to XpressLink by the end of 2018 to Fleet Xpress.

“The shift to Fleet Xpress is becoming decisive, consolidating Inmarsat’s position as the global maritime sector’s connectivity leader, a market ranking it has held for over 35 years,” said Spithout. “The last 12 months have demonstrated that shipping has rightly adopted a sense of entitlement to continuous connectivity, guaranteed performance, controlled costs, fully managed support and the benefits of maritime business applications.”

As a further offering within the Fleet Xpress service, Inmarsat is in the advanced stages of developing its own cyber security solution, which it plans to roll out this year. Jointly developed with Singtel and its cyber security arm Trustwave, the managed Unified Threat Management (UTM) solution will help customers to become more cyber resilient while adopting the Internet of Things and the benefits of Big Data aboard their fleet.

“Given the appetite for Fleet Xpress one year after launch, our commitment is focused on ensuring that the connected ship’s efficiency and crew welfare gains are as widely available and easy to implement as possible, within a highly secure service network environment,” said Spithout.

Ronald Spithout, President Inmarsat Maritime 52 NAFS MAY 2017

Since 1975, the Onassis Foundation, continuing the tradition of its founder Aristotle Onassis in shipping, through Olympic Shipping and Management manages a fleet of 29 vessels manned mainly by Greek officers with the purpose of continuously implementing public benefit projects which promote the Hellenic Civilisation.

When the Power of Shipping Transforms into Public Benefit Projects and Culture Onassis Cardiac Surgery Centre / Onassis Cultural Centre / Scholarships (6.700 scholarships, up to date) / Onassis International Prizes / Affiliated Onassis Foundation in New York, U.S.A. / Suppor t of University Chairs and Programs of Hellenic Studies www.onassis.Îżrg

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

GNS and SEALL announce strategic partnership GNS, one of the leading providers of maritime navigation solutions, and SEALL ECDIS Limited, the maritime software and ECDIS company, have announced a strategic partnership. Combining GNS’s expertise in back of bridge navigation software and navigational data with SEALL’s ECDIS and software development capability, the agreement will deliver more user-friendly solutions for today’s increasingly digital bridge environment.

The initial area of focus for the new partnership is the launch of the touch technology SEALL ECDIS which introduces an entirely new user interface, using multi-touch technology display and pioneering software.

The SEALL operating system enables faster and easier access to critical navigation information and simplified front of bridge operations. The SEALL ECDIS introduces a unique combination of software power and simplicity never before seen in an ECDIS, making safety critical navigation tasks easier to complete.

“We are very pleased to announce this strategic partnership with SEALL which enables us to combine GNS’s expertise in maritime solutions with SEALL’s vision for next-generation ECDIS. Together, we believe we can achieve exciting new digitally-led efficiencies and safety improvements on board.” said Paul Stanley, Chief Executive of the GNS Group. “Navigators face multiple challenges around the user experience with ECDIS and back of bridge inte-

gration. By working to innovate around interface design GNS and SEALL can help shipping companies achieve the efficiencies and improvements promised by digital navigation.”

“We are now in a new era of navigation. Companies must innovate to solve user experience challenges for their customers,” said Des Neill, CEO, SEALL ECDIS Ltd. “Our work with GNS reflects our belief that the future of navigation requires new ideas that can deliver safe navigation with increased data volumes and real-time intelligent-response.”

The SEALL ECDIS and GNS’s Voyager back of bridge data management and route planning software share the same underlying technology for handling digital chart data, enabling seamless flow of data, reducing duplication and rekeying and improving voyage planning and execution.

The SEALL ECDIS features a 24-inch full colour display, a full QWERTY soft keyboard and a simple and modern tablet style menu.

Its Intel® Core™ i7 Processor delivers powerful processing and its caching system enables ENCs to be loaded and displayed faster.

Type Approved by DNV GL, the SEALL ECDIS is compatible with all commercial ENC services including AVCS and Primar products and is priced to make it affordable to shipping companies, including those wanting to retrofit a highly efficient and fully compliant solution.

Transas signs Satcom Global partnership to bring connectivity to THESIS Transas, the innovative digital solutions provider, has signed a partnership agreement with Satcom Global to add integrated connectivity to THESIS, its unified platform for digital operations on ships and in shore-based offices. Satcom Global is an established provider of global satellite services to the maritime industry.

The agreement will bring the benefits of Satcom Global’s Aura VSAT network to vessels using Transas’ navigation and voyage optimisation solutions on board, allowing them to connect seamlessly with shore-based fleet operations centres. The integrated bundle will marry Satcom Global’s scalable and secure connectivity with Transas’ state-of-the-art e-Navigation services, including electronic charts, associated e-Navigation tools, weather services and remote support.

This new relationship will enable Transas to extend the benefits of THESIS, connecting ship owners seamlessly with fleet operations centres as well as enabling a rich range of crew welfare functionalities including voice calls, email and web access.

Transas CEO Frank Coles said: “Joining the dots of the existing fragmented patchwork of standalone e-Navigation and fleet optimisation tools is the primary goal of the THESIS concept. This collaboration will close the circle, linking the dots between ship, fleet operations centres and ship traffic control centres. It adds further value to the platform of solutions Transas and its partners are

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bringing to the maritime industry. Furthermore, it will provide a solid platform to support the future evolution of fleet operation services as they become available.”

Satcom Global CEO Ian Robinson said: “A strategic partnership with Transas marks the start of an exciting period for Satcom Global and is indicative of the direction in which the maritime industry is moving. Transas is committed to delivering innovation through its ecosystem, THESIS, and connectivity plays an indispensable role in its continued development.”

Satcom Global will provide access to its global Ku-band network, providing Transas with a defined pathway into high-throughput broadband capacity. Through cost-effective and dedicated bandwidth, the satellite service provider can enable data exchange, such as ECDIS updates at the same time as generous connectivity for crew welfare services and data transfers related to vessel operations.

Ian Robinson continued: “This provides vessel owners both cost savings and efficiency gains as we move towards a more connected and safer ship. The collaboration is also an opportunity for us to enhance our maritime value added services offering, with access to Transas’ extensive portfolio, reaffirming our commitment to delivering world class solutions to our global customer base.”

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Lloyd’s Register invests in ship management software provider Hanseaticsoft Lloyd’s Register (LR), a leading global provider of engineering and technology-centric professional services, has made a significant investment in Hamburg-based ship management software provider Hanseaticsoft.

Hanseaticsoft provides modern fleet management software solutions to optimise workflows in shipping companies, offering new perspectives on processes and increasing business performance.

Clients including NSC, Peter Döhle Schifffahrts KG, Rigel, Atlantic Lloyd and UASC already rely on the portfolio of solutions offered

by Cloud Fleet Manager – a flexible and intuitive software suite to manage and organise your entire fleet, including inspections, crew management, purchasing and more.

The investment underlines LR’s strategy to become a leader in supporting clients through the digital transformation of the marine and offshore industries, building a portfolio of investments and partnerships to tackle the challenges and opportunities of Industry 4.0.

LR recently acquired the SEASAFE portfolio of software solutions, which specialises in real-time data management of on board loading and stability for vessels and offshore structures. Importantly, LR also brings expertise in maritime cyber security through its collaboration with QinetiQ, having recently launched its Cyber Secure programme, the next stream in its cyber and cyber physical suite of services. LR’s cyber security specialists work with clients to identify the specific risks posed to their people, assets and business, and co-create a tailored cyber security management plan.

Recognising the need to create valuable insights for clients from the vast quantities of data created by these digital solutions, LR has formed a strategic partnership with QiO, a fast- growing Industry 4.0 company, whose data platform and cloud enabled solutions are transforming how big data analytics improve clients’ operational effectiveness and reduce risks.

Nial McCollum, LR’s Chief Technology Officer, said: “This combination of ship management software, risk modelling, and cyber physical solutions, underpinned by the value which big data analytics brings are the building blocks of the marine and offshore Industry 4.0.”

“The sophistication and scope of modern fleet management software has dramatically evolved to cover almost every aspect of vessel operations. We see ship management software as the portal through which we can provide additional integrated solutions for clients, providing a single platform for managing the optimal operation of their fleet, and ultimately their business – reducing costs, increasing return on investment and driving economies of scale from single ship to fleet. We chose Hanseaticsoft simply because

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it is the most intuitive and integrated platform on the market and because of our shared vision for the future.”

Alexander Buchmann, Managing Director of Hanseaticsoft GmbH, adds: “We are very pleased to have found a partner who shares our vision of the digital future of shipping with the same passion as we do. The experience of LR and the agility of Hanseaticsoft perfectly complement each other to meet the global challenges of the shipping sector. Together, we can accelerate the much-needed digital transformation by combining our shipping and technology-centric approaches.”

Hanseaticsoft will remain an independent open platform but will leverage LR’s global network to build its capability, with three new Hanseaticsoft sales offices in Athens, Copenhagen and Singapore planned for 2017, and at least five other branches are to follow in 2018. Hanseaticsoft was advised in this transaction by MCF Corporate Finance, Dr Christoph Stoecker.

Rolls-Royce and Stena Line to develop intelligent awareness for ships

Rolls-Royce has signed a deal with Swedish ferry company Stena Line AB, to collaborate in the development of its first intelligent awareness system. Intelligent awareness systems will make vessels safer, easier and more efficient to operate by providing crew with an enhanced understanding of their vessel’s surroundings.

This will be achieved by fusing data from a range of sensors with information from existing ship systems; such as Automatic Identification System (AIS) and radar. Data from other sources, including global databases, will also have a role.

Asbjørn Skaro, Rolls-Royce, Director Digital & Systems – Marine, said: “We have been exploring and testing how to combine sensor technologies effectively and affordably for some time. Pilot projects such as this will allow us to see how they can be best adapted to the needs of a commercial vessel and its crew and allow us to develop a product which better serves both.

“Successful pilots and product development programmes are also an important step towards the further development of remote and autonomous vessels and meeting our goal of having a remote controlled ship in commercial use by the end of the decade.”

Harry Robertsson, Technical Director at Stena Teknik, expert technical advisors to the Swedish ferry company, said: “Stena Teknik continuously conducts research and development in the marine technology sector. This project gives us an opportunity to explore how new technologies can be integrated with the systems we already have on-board and to provide a more informed view of a vessel’s surroundings in an accessible and user friendly way. This will give our crew an enhanced decision support tool, increasing the safety of our vessels.”

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

ABB bringing predictive capabilities of big data for shipping industry

“Through our Integrated Operations Solutions and Centers we aim to be connected to 3,000 vessels by 2020,” said Kenneth Nakken, Vice President Digital Services, at ABB’s Marine & Ports business.

ABB is deepening its analytical and predictive approach to vessel maintenance with the latest upgrade of its Remote Diagnostic Service (RDS). ABB is one of the leading advocates of the digitalization of shipping and has already launched Integrated Operation Centers in Asia, Europe and the USA where data produced by ships is received and monitored. The upgraded software functionalities will give more power and transparency to the shore side operations of ship owners whilst ABB has stepped up its proactive monitoring of the data and predictive analytics. The enhancement of ABB’s digital services comes after an internal study found existing remote monitoring of machinery reduced maintenance costs by 50%.

ABB is aiding the development of the shore side operations of shipping companies by giving the opportunity to replicate ABB’s Integrated Operations Centers in their own Operational Centers.

The latest version of RDS software allows shipping companies to deploy their own analytics, or those from a third party where applicable, with greater ease. ABB has further developed its dedicated hardware for the monitoring of large and small rotating machinery with tight integration to the RDS software. The graphical user interface has also been improved to increase user experience and to give identical views of the detailed data both onboard and onshore.

To further leverage the data received from vessels, the ABB Digital Service team has been strengthened with more data scientists and

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architects to promote the search for insight into the health of the monitored assets. The ABB software used as part of the Remote Diagnostic Services combines the capabilities of a dedicated onboard software with a full analytic engine onshore. Due to this modularity and capability, the software can now run the same analytics onboard as onshore.

For shipping companies with limited bandwidth availability or a high number of data points, ABB is deploying leading edge analytics to seamlessly customize the solution and optimize the data transfer.

An internal study found that by taking a proactive approach to the monitoring of equipment through the use of RDS and its software, customers were able to save up to 50% on maintenance costs. There has also been up to a 70% reduction in visits by ABB engineers to vessels bringing a significant decrease in the cost for customers.

“Through our Integrated Operations Solutions and Centers we aim to be connected to 3,000 vessels by 2020,” said Kenneth Nakken, Vice President Digital Services, at ABB’s Marine & Ports business.

“We develop all our digital solutions with the customer in mind and we believe our new Predict service will strengthen the shore side operations of all involved.”

ABB is also launching the new mobile application that will allow the user to monitor the health status of connected marine machinery, starting with Azipod® propulsion.

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

DNV GL’s new Veracity industry platform unlocks the potential of big data DNV GL is launching a new industry data platform – “Veracity” – to help the maritime industry improve its profitability and explore new business models through digitalization. The Veracity industry data platform is designed to help companies improve data quality and manage the ownership, security, sharing and use of data. By creating frictionless connections between data owners and users, the platform will create new opportunities for improving ship performance and safety, while at the same time reducing operational costs.

forecasting, energy efficiency and real-time risk management.

Remi Eriksen, President and CEO of DNV GL, explains: “The potential for using data more smartly in our industries is enormous.

Companies have always turned to us for independent, expert assessments and best practices – to build trust in the safety, efficiency and sustainability of their physical assets or operations. Now, we are exercising this same role in the digital domain with our Veracity industry data platform, designed to help companies leverage the ever-increasing amount of data. We are not looking to own data, but rather to unlock, qualify, combine and prepare data for analytics and benchmarking,” says Eriksen.

“As a classification society it is vital for us to always be exploring ways we can help our industry to leverage new technologies to improve the safety and productivity of their assets,” said Knut Ørbeck-Nilssen, CEO DNV GL – Maritime. “Today that means being out in front of digitalisation and the vast amount of data being produced and gathered on vessels by advanced sensor technology and interconnected systems. Our industry data platform Veracity will enable connections between multiple stakeholders and data sets, thereby creating new and innovative solutions. This will give us a platform where our customers can integrate their data, quality assure the data, secure it, and offer controlled access to DNV GL or other providers to run analytics on the data. Individual data sets can be enriched with other, industry wide data sets, providing benchmarks, new and richer insights and analytics.”

One area where the maritime industry can benefit from the Veracity data platform could be allowing DNV GL’s maritime customers to document compliance of main onboard machinery and systems through predictive analytics, removing the need for calendar based inspections. In one of DNV GL’s first pilot projects a drilling operator embarked on a project to explore predictive analytics with a components vendor and an analytics services company. Working with DNV GL to see if this approach could gain class approval, an analysis of the data revealed severe quality issues that none of the partners were previously aware of. Once the data was quality assured, machine learning algorithms could be applied to the data with success. A key learning from the project was that it demonstrated the need for continuous data management and quality assurance to reap the benefits of a data driven approach.

DNV GL has more than 150 years of experience in being a trusted custodian of customers’ asset and performance data. Veracity, being built in collaboration with Microsoft Azure and other leading companies, is bringing this role forward in the digitalization of the industries DNV GL serves. “Data is the key ingredient for companies in any industry looking to transform their business”, said Michel Van der Bel, Corporate Vice President of Microsoft EMEA. “DNV GL has a high level of trust within the industries it serves based on its strong track record in handling customer data.

Offering its customers more sophisticated data insights through Microsoft’s cloud will help companies in the maritime and energy industries drive digital innovation scenarios like predicting maintenance issues to reduce downtime to improve business outcomes.”

DNV GL is developing the platform by working together with several industry leaders on big data projects in pursuit of reduced downtime, improved safety, predictive maintenance, performance

Manage and monitor your fleet’s VSAT connections with Globecomm Connect

60 NAFS MAY 2017

Globecomm, one of the leading providers of global connectivity services, is enabling advanced monitoring of VSAT communications systems with a new service, Globecomm Connect.

Customers of Globecomm VSAT can use Globecomm Connect to gain visibility of their network’s status and performance whether at sea or ashore. Maritime customers can use the Connect Ship portal to monitor performance at sea, while land-based users in any market vertical can use the Connect Customer portal.

“The increasing popularity of VSAT, with customers looking to access higher throughput also brings with it the need for better monitoring and management of those connections,” says President of Globecomm Maritime, Malcolm McMaster. “Knowing that your system is operating as expected, how much throughput remote sites are achieving and whether interruptions are likely are becoming key requirements that Globecomm Connect meets with ease.” The Connect Ship portal provides visibility to the master and crew of network status, current beam in use, ship’s course and speed and diagrams of beam direction and elevation enabling better communication’s management.

The Connect Customer portal is accessible to shore-based users who wish to monitor location and network performance and receive comprehensive ship-based telemetry from their fleet. This can benefit fleet operators with more efficient routing and potential fuel savings. Network throughput statistics for the last day, week, and month can easily be viewed providing ship managers with transparent updates of data usage, a tool which, when combined with Globecomm’s unique metered data plans can help operators control communication costs.

Globecomm Connect will soon provide customers with detailed network availability reporting. By tracking outages and using tools to identify the causes, Globecomm can demonstrate the high availability of Globecomm VSAT in support of customer operations.

NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

ABB’s OCTOPUS marine software to enhance safety and efficiency ABB’s OCTOPUS marine software will improve the safety and efficiency of four new semi-submersible heavy lift vessels, using weather and loading data to plot the optimal route. The ships, owned by Greenland Heavylift Holdings, will transport gigantic cargoes such as oil rigs and jack-up rigs, with OCTOPUS providing a tailored route for each voyage that is updated with fresh weather data throughout the transportation.

OCTOPUS is the maritime industry’s most comprehensive vessel management software platform and ship owners can choose the modules most relevant to their operations. In this case, OCTOPUS will take into account the hydrodynamic properties of the vessel, loading parameters and the ship’s onboard weather forecasting to create a polar chart that maps the safest and most efficient voyage route. The information will allow ship’s officers to continuously update course or speed decisions during the passage.

ABB will also install sensors to produce real-time roll and motion data covering both cargo and ship motions, which can be viewed from the bridge and ashore. This information is vital to enhance safety onboard and as a guide to the condition of cargoes delivered. Juha Koskela, Managing Director of ABB’s marine and ports business said, “OCTOPUS and the heavy lift industry go hand-inglove. Our marine software has become a vital tool for both the officers onboard and the shore side support team.”

Dagfinn Thorsen from Greenland Heavylift Holdings says, “The OCTOPUS system is considered to be the industry standard when it comes to prediction and measurement of vessel motions for semisubmersible heavy lift ships. For us it was a logical choice to select OCTOPUS technology for safe and efficient execution of heavy lift cargo projects.”

The vessels are currently under construction at CSBC Corporation in Taiwan with the first expected to go into service in 2017.

Lezanta: Juha Koskela, Managing Director, ABB Marine and Ports

Torvald Klaveness selects ABB’s OCTOPUS marine software ABB’s OCTOPUS marine software will be installed on three new Torvald Klaveness vessels to help them meet incoming emissions regulations. The OCTOPUS reporting software is compliant with the IMO Ship Energy Efficiency Management Plan (SEEMP) and supports future European Union Monitoring, Reporting and Verification (MRV) rules. OCTOPUS gathers information from onboard sensors and gives insight into key performance parameters, such as fuel efficiency, allowing Klaveness to optimize fleet-wide performance. The purpose of a SEEMP is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship’s operation. OCTOPUS aids this process by measuring and displaying important vessel fuel consumption and torque related Key Performance Indicators. Data are shown in real time to the operating crew and can also be visualized and further analyzed at the ship-owner’s onshore operations department, by using the OCTOPUS fleet portal. In addition, the fleet management tool uses

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historical data to create benchmarks for future performance and ensure the most efficient profile is used in further operations. For this purpose, Torvald Klaveness’ Fleet Performance Centre will use OCTOPUS to monitor the performance of its ships.

As well as the OCTOPUS software monitoring and reporting functionality, the recently launched Torductor Marine will increase the efficiency of the vessels. This torque measurement system optimizes engine and fuel efficiency of sea-going vessels. Contactless sensors are mounted facing the propeller shaft that sends the information to OCTOPUS, which visualizes the data.

“ABB has a tremendous focus on making sure that our customers meet regulations issued by the European Union and the IMO,” said Juha Koskela, Managing Director of ABB’s marine and ports business. “Our marine software has a vital role to play in meeting regulation and raising efficiency across whole fleets.”

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Rolls-Royce announces investment in Research & Development for Ship Intelligence Rolls-Royce has announced the latest stage in its research and development plans to make remote and autonomous shipping a reality and reap the benefits of increasing digitalisation in the marine industry.

The company is looking to develop partnerships and opportunities with other organisations around the world to, create the capability, competencies and jobs to supply the technology and components required.

Today, the latest part of that programme has been confirmed with the announcement, in Finland, of a significant research grant by Tekes - the Finnish Funding Agency for Innovation. The funding will enable Rolls-Royce to invest further in a research and development centre in Turku, Finland. The company plans to carry out further development projects there focused on the future development of land-based control centres, and the use of artificial intelligence in future remote and autonomous shipping operations.

Mikael Mäkinen, Rolls-Royce, President – Marine said: “Digitalisation will transform the shipping industry in the years ahead, and the time is now right to set out how we are going to make this happen.

Over the coming years we need to invest globally to develop the required capabilities and to establish a range of market-ready products and systems to take advantage of what is a significant global market opportunity.

“By combining our world leading capability and knowledge, with a clear plan of where we need to go next, we can work with our cus-

tomers, governments and our global academic research network to develop and bring to market the advanced technology, products and supporting services needed both ‘on-vessel’ and ‘on-shore’ to make our vision of future remote and autonomous ships a reality.”

In Norway, the company is currently investing in a range of R&D projects, which will include a new Marine Fleet Management Centre in Aalesund, to allow remote monitoring, data analysis, optimisation of ships and their on board equipment. The centre will allow Rolls-Royce to extend its ‘Power by the Hour’ concept, already proven in its Aerospace business, to serve the marine sector. ‘Power by the Hour’ is a new service to be delivered from the Marine division of Rolls-Royce which makes use of ‘big data’ to monitor, plan and perform maintenance and repairs on onboard ship equipment.

Asbjørn Skaro, Rolls-Royce, Director, Digital & Systems – Marine, added: “We are pleased to see the establishment of a centre for Remote Control & Autonomous Ships in Finland, and welcome the continued support from Tekes. We are looking at further funding and capability opportunities in countries including Finland, Norway, UK and Singapore to develop our ship intelligence technology and build customer partnerships worldwide.

“By drawing on our existing capabilities in our Marine business, together with the global expertise we have across the Rolls-Royce Group and our relationships with partners, we believe we can secure up to £200m of investment to revolutionise shipping.”

SpeedCast becomes Inmarsat’s first partner to offer full Fleet Xpress integration SpeedCast International (ASX: SDA), a leading global communications and network service provider, is the first Inmarsat partner to integrate the software element of the Fleet Xpress Network Service Device (SoftNSD) into its Fleet Xpress offering.

This allows third party application providers to develop and publish innovative, content-rich applications over Fleet Xpress, such as the real-time analysis of data, including engine monitoring, weather information and fuel consumption rates. These applications can deliver real benefits in operational efficiency, safety and compliance, IT security and crew welfare.

The integration of the software element of the Fleet Xpress Network Service Device will also allow SpeedCast to build value added solutions and applications over SIGMA Gateway. SIGMA Gateway is a powerful, industrial-grade network management device designed for ships and remote sites, providing automated and efficient management of multiple WAN links and offering a scalable platform designed to evolve and enable business applications onboard.

“This integration demonstrates SpeedCast’s strength and speed at integrating new technologies, and reaffirms its status as one of the leading players in the maritime industry,” said Ronald Spithout, President, Inmarsat Maritime. “Fully integrating the software element of the Network Service Device into SIGMA Gateway will

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remove hardware from the below deck rack and will allow SpeedCast to develop their own value added solutions for the maritime community within the infrastructure of Fleet Xpress. With the SoftNSD now commercially available we are entering a new era of the connected ship and Inmarsat, together with its partners, are powering a new world of value added applications to drive efficiencies, support crew welfare and enhance safety and compliance.”

Athina Vezyri, Executive Vice President, Maritime, of SpeedCast commented, “SpeedCast is the first to integrate a SoftNSD, which demonstrates our commitment to bringing innovative and market-leading solutions to our customers. Over the coming years, we expect Fleet Xpress to be one of the key components of our maritime product portfolio and look forward to watching many of our customers benefit from the service.”

Last year SpeedCast and Inmarsat announced a strategic partnership to roll out Fleet Xpress to approximately 2,000 vessels over the next five years. The Fleet Xpress service is powered by the Global Xpress Ka-band network, combined with the proven reliability of Inmarsat’s flagship FleetBroadband L-band service for unlimited backup. Fleet Xpress delivers high data speeds, continuous connectivity and guaranteed performance, setting a new standard for maritime global communications with crew welfare, regulatory and operational drivers at the heart.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

Inmarsat FleetBroadband takes major step toward formal GMDSS approval The role of Inmarsat (LSE:ISAT.L) as the sole provider of satellite technology performing to Global Maritime Distress and Safety System (GMDSS) standards is set for advancement, after an IMO Sub Committee decided to greenlight consideration of both FleetBroadband and Fleet One for formal approval.

To date, Inmarsat is the only company which has received approval from the International Maritime Organization to provide the GMDSS data and messaging communications on which mariners rely in the last resort, currently via Inmarsat C and Fleet 77 services. IMO delegates tasked with modernising GMDSS at a Navigation, Communications and Search and Rescue (NCSR) Sub-Committee meeting in March agreed that FleetBroadband should undergo the necessary and technical assessment by IMSO (International Mobile Satellite Organization), with a report provided for consideration by the next NCSR in 2018. According to an assessment offered by the IMO’s UK delegation, FleetBroadband has achieved availability surpassing the 99.9 per cent required for GMDSS by IMO in every year since January 2010.

Operating on L-Band via the Inmarsat fleet of four I-4 satellites, Inmarsat FleetBroadband terminals are equipped with the same GMDSS functionality as Inmarsat-C. Today, around 160,000 Inmarsat-C terminals are installed on ships operating worldwide.

“Given that most of FleetBroadband’s components already meet IMO performance standards, the service is on course for a formal approval, and this is very much in line with the agreed timetable for the modernisation of GMDSS,” said Peter Broadhurst, Inmarsat Maritime Senior Vice President, Safety and Security. “Our continuing commitment to investment in L-Band includes the development of a new Maritime Safety Terminal (MST) to enable easier functionality, standardised interface and information rich safety data.”

GMDSS capabilities have been supported solely by Inmarsat since its inception from the 1st February 1999, ensuring that thousands of lives have been saved. “Safety is a cornerstone of all Inmarsat services to the maritime community,” said Broadhurst. “It’s in our

DNA.” He added that an information paper provided to IMO by the UK delegation had noted that FleetBroadband effectively complies with GMDSS while offering enhanced safety and distress features.

NCSR was satisfied that Inmarsat had met the last Maritime Safety Committee’s request to offer detail of outstanding matters to IMSO. This had opened the way for FleetBroadband’s approval to progress, Broadhurst said.

FleetBroadband has been Inmarsat’s flagship maritime service for a decade and currently supports connectivity onboard 45,000 vessels. Offering dependable, seamless coverage, it was the first maritime communications service to deliver cost-effective, broadband data and voice simultaneously through a compact antenna.

The L-band service is far less susceptible to rain fade than VSAT, Ku-band or C Band systems. FleetBroadband also provides continuous back-up for the Ka-band connectivity offered through Fleet Xpress, the Inmarsat service launched in March 2016 that takes maritime communications to the next level.

“The ability of FleetBroadband to deliver the Maritime Safety Data Service (MSDS) will be a direct and clear net safety benefit for ships at sea,” said Broadhurst. “IMO can now move swiftly forward with its approval process, so that Inmarsat FleetBroadband terminals can be formally considered against resolution A1001.25 - the GMDSS mobile satellite communication systems criteria for which Inmarsat C is approved.”

The NCSR also agreed that Fleet One services from Inmarsat merited technical consideration by IMO to assess their inclusion within GMDSS service provision. Also operating on L-Band, Fleet One meets the needs of low data usage commercial and leisure customers across any vessel size. With the same global coverage as FleetBroadband, Fleet One offers business-critical applications, simultaneous voice and SMS, plus Inmarsat’s free ‘505’ safety service for direct connection to a Maritime Rescue Co-ordination Centre (MRCC).

Fleet Management Limited selects Inmarsat’s Fleet Xpress Inmarsat’s (LSE:ISAT.L) Fleet Xpress, which delivers game-changing maritime connectivity, has been specified by Hong Kong-based Fleet Management Limited, one of global shipping’s largest independent third-party ship managers.

Fleet Management Limited (FML), which manages a large fleet of over 400 vessels consisting of bulk carriers, container vessels, general cargo ships, oil tankers, gas carriers and chemical tankers, with over 14,000 crew, has successfully upgraded all vessels previously equipped with Inmarsat’s XpressLink Ku-band service to Fleet Xpress. FML expects to roll out Fleet Xpress to the majority of its fleet globally by 2018. The service will use a Cobham 1m GX antenna for Ka-band connectivity combined with a FleetBroadband terminal for L-Band back-up. Launched in 2016, Fleet Xpress sets a new standard in maritime communications. The service enhances vessel efficiency, crew welfare and safety, and facilitates ‘connected ship’ applications by delivering the highest levels of reliable

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high-speed broadband connectivity available from a single supplier on a global scale.

“We have been working with Inmarsat for more than 20 years, so they have proven they are the most reliable satellite communication service provider and partner in the world,” says Mayank Mishra, General Manager at Fleet Management Limited. “We have been thoroughly impressed with the service provided by Inmarsat and expect to implement internet connectivity across the majority of our fleet as quickly as possible. We are committed to delivering the best possible on-board user experience and look forward to bringing a new level of high-speed connectivity to our vessels.” “Inmarsat is proud to be the primary satellite communication provider for FML and we’re very happy that they’ve chosen Fleet Xpress to be their preferred solution for the vessels under their management,” concludes Schalkwijk.

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NAFS SHIPPING MAGAZINE - DIGITALIZATION IN SHIPPING

KVH Announces New Connectivity

KVH Industries, Inc., (Nasdaq: KVHI) announced the immediate availability of AgilePlans by KVH, its all-inclusive Connectivity as a Service (CaaS) offering for the maritime industry. For a single monthly fee, AgilePlans by KVH brings an advanced satellite communications solution onboard without a costly capital expenditure or long-term commitment. The subscription fee is as low as US$499/month for a complete package including hardware, connectivity, installation at select ports, entertainment and training content, and global support. The AgilePlans by KVH subscription model is designed to deliver everything a fleet needs for better communications and improved operational efficiency at sea.

“Connectivity is the gateway to digital transformation for shipping, but the complexity and comparative expense of satellite communications has acted as a brake for many operators,” says K D Adamson, futurist and founder of Futurenautics Group. “Connectivity as a Service makes real sense, bringing simplicity, accessibility, and scalability without the need for up front CAPEX, so the AgilePlans service from KVH is groundbreaking in that respect. But this isn’t just about cutting costs, it’s about delivering value, which makes the inclusion of crew content and eLearning in the KVH offering really significant.”

AgilePlans by KVH is designed to enable customers to adjust quickly to changing market conditions and support fleet expansion or contraction as needed. For example, subscribers can end a subscription at any time without penalty. The AgilePlans subscriber need only notify KVH, return the onboard hardware, and the subscription will end.

The monthly subscription fee for Agile Plans by KVH includes all of the following: · All Necessary Hardware: Choice of KVH’s TracPhone® V7-IP or TracPhone V11-IP antenna system; the belowdecks Integrated CommBoxTM Modem (ICM); and required cables · Installation: Free shipping to, and standard installation in select ports around the globe · Maintenance & Support: Zero maintenance costs for the life of the subscription; KVH OneCareTM Global Technical Assistance Package; proactive performance monitoring

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· Airtime and Voice: Choice of KVH’s usage-based airtime data plans with speeds up to 4 Mbps shore-to-ship, and a KVH-assigned VoIP number · Management Portal: myKVHTM · Vessel Tracking Service: Basic Tracking · Crew Welfare: NEWSlinkTM Print and NEWSlink TV delivered and updated daily via KVH’s IP-MobileCastTM content delivery service · Training Content: TRAININGlinkTM VideotelTM Basic Training Package of videos covering Standards of Training, Certification, and Watchkeeping for Seafarers (STCW)-related material for one of three categories: tankers, dry cargo, or offshore · Operations Data Delivery: CHARTlinkTM and FORECASTlinkTM multicast delivery of third-party chart and weather data “We are thrilled to bring the benefits of the all-inclusive AgilePlans subscription service to the maritime industry,” says Martin Kits van Heyningen, CEO of KVH. “Ship operators know they can drive efficiency when they bring fast and reliable broadband onboard, and with the AgilePlans service, they will be able to get the benefits from day one. As we approach the 10th anniversary of our miniVSAT Broadband service, this is one more way we are innovating for our customers, particularly in the crucial areas of connectivity and business flexibility.”

“KVH’s subscription program provides the advanced communications solution we need for our vessels, and includes all the factors we consider critical for our operations – a high-performing satellite communications system, the data consumption we anticipate for crew welfare, and remote access to the ships’ IT systems, among other things,” says Oliver Clauser, Nautic/IT, of Reederei Köpping Gmbh & Co. KG, technical manager on behalf of a ship portfolio managed by the Ernst Russ Group, which has already placed an order. “The program’s low investment cost was a deciding factor as well, given that KVH provides not only the equipment itself, but the installation and maintenance.”

The AgilePlans service complements existing purchase and lease options offered by KVH.

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NanJing LuZhou Enviroment Protection

Av. - 16675 - Greece 43, Salaminos Str 49, 166Grigoriou 74 GlyfadaLambraki Athens - Greece - Tel Glyfada No : 0030- Athens 210 8943220, Fax No: 0030 210 9680210 Tel.: +30.210.8943220 +30.210.9680210 - e-mail: info@ame.gr - website: www.ame.gr email:- Fax: info@ame.gr - service@ame.gr - website: www.ame.gr

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NAFS SHIPPING MAGAZINE - EUPLOIA NEWS

Euploia Drydocks & Services Ltd announces Collaboration with H.CEGIELSKI – POZNAŃ S.A. Euploia Drydocks & Services Ltd signed a collaboration agreement with H.CEGIELSKI – POZNAŃ S.A.. Euploia Drydocks and Services Ltd wish to broaden professional horizons by representing in Greece, H.CEGIELSKI – POZNAŃ S.A., the world’s top manufacturer of Diesel engines under MAN/ B&W and Wärtsilä / Sulzer licenses since the 1950s.

H.CEGIELSKI – POZNAŃ S.A. is known all around the world for original Diesel engines, spare parts of the longest life-time and highest quality, compressors and radial blowers. H.CEGIELSKI – POZNAŃ S.A. delivers original spare parts that are produced according to standards and under strict manufacturing supervision performed by licensors, which is a guarantee of their original quality and compatibility with the element being replaced. Another important aspect of their advantage is the fact that H.CEGIELSKI – POZNAŃ S.A. also guarantees professional service for Diesel engines. The organizationally separate Service Department operates swiftly and flexibly, providing continuous technical support, co-operation and technical consulting

services. H.CEGIELSKI – POZNAŃ S.A. also operates maintenance and repair programmes for engines produced by the company.

Charis Valentakis, Managing Director of Euploia Drydocks and Services Ltd commented: “This collaboration aligns with our vision to offer our clients high quality services & spares parts. We look forward to building a mutually beneficial relationship with H.CEGIELSKI – POZNAŃ S.A., I sincerely hope that this first step will lead to long term collaboration between our companies”.

Małgorzata Lachowicz, Sales Department Manager, of H.CEGIELSKI – POZNAŃ S.A., added: “We are committed to our collaboration with Euploia Drydocks and Services Ltd. Through this Agency Agreement we expect to expand our business in the field of Diesel engines, original spare parts for Diesel engines, compressors and radial blowers, professional service for Diesel engines as well as to increase our sales in the Greek Shipping market. We look forward to building a mutually beneficial relationship with Euploia Drydocks and Services Ltd which will be based on Trust & Reliability.”

Ecochlor Submits USCG Type Approval Application

Minerva Marine Selects Ecochlor BWTS for up to 30 Vessels

Ecochlor is pleased to announce it has filed an application with the USCG for Type Approval for their Ballast Water Treatment System (BWTS). Due to a far more stringent set of guidelines, type approval has only been granted to three other BWT Systems worldwide, none of which offer Ecochlor’s unique, patented ClO2 technology. Upon USCG approval, the Ecochlor® BWTS will extend the range of options for shipowners beyond UV and electrochlorination technologies.

Unlike other water treatment technologies, the Ecochlor system is not impaired by variations in water salinity, temperature, turbidity, organics or vibration and does not need neutralization at ballast water discharge. The price and size of a chlorine dioxide generator does not vary greatly based on flow rate. As a result, chlorine dioxide generators are much more economically viable over other systems in the treatment of large volumes of water. Additional advantages are that the Ecochlor system has one of the lowest power consumption technologies, if not the lowest, on the market today. Tom Perlich, Ecochlor president and founder, commented, “The Ecochlor chemistry works just as effectively now as it did more than 12 years ago with our first installation. The only change was that we reduced the chemical dosage for USCG TA. These fully independent test results clearly indicate that the Ecochlor system will meet and, in most cases, exceed USCG discharge criteria.” “Based on our extensive knowledge in regulatory compliance and relevant installation project experience for complex tanker retrofits,” adds Perlich, “we are receiving orders from major shipowners who are interested in having their vessels satisfy the highest environmental standards.”

Since the first Ecochlor system was sold in 2004, it has undergone extensive testing for approvals, and has received International Maritime Organization (IMO) Type Approval in 2011, as well as numerous classification society approvals including Lloyd’s Register, American Bureau of Shipping, Class NK, Bureau Veritas, and RMRS. DNV GL was selected as Ecochlor’s Independent Laboratory (IL), in order to secure DNV GL classification society approval simultaneously with USCG Type Approval.

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Ecochlor, Inc. is pleased to announce that it has signed an agreement with Minerva Marine, Inc. (Minerva) for the potential supply of BWT Systems for up to 30 vessels under its management for installations in accordance to the IMO and USCG implementation plan. The Ecochlor technology was selected for retrofit in Minerva’s managed bulkers and tankers varying in size from MRs to VLCCs. Minerva continually strives to meet and exceed all environmental standards with the IMO and US Coast Guard. Their commitment to “operate in a professional manner that promotes safe, healthy and environmentally friendly practices”1 sets a standard to management companies globally. Minerva Representatives, Stavros Daniolos, Technical manager and Vayia Hatziyianni, Project team leader, commented: “Our company is committed to compliance with both USCG and IMO ballast water treatment regulations and we anticipate Ecochlor will receive USCG Type Approval.” “Minerva has a due diligence plan in place for BWT installation and compliance. As innovators in the treatment of ballast water they were able to secure pricing and availability before the industry rush. The Ecochlor BWTS, known for its efficacy in all water types, low power and flexible installations, were key conditions in their decision,” said Tom Perlich, Founder and President of Ecochlor.

Euploia Drydocks and Services Ltd signed an Exclusive Representation Agreement with BLRT Grupp Shipyards on exclusive representation in Greek Market. Euploia Drydocks and Services Ltd wish to broaden their professional horizons by representing Exclusively in Greece one of the biggest industrial holdings in the region of the Baltic Sea which unites such members as Turku Repair Yard, in Finland, Western Shiprepair, in Lithuania & Tallinn Shipyard in Estonia. This ship repairing group of enterprises is one of the leaders in the field of ship repair and conversation of vessels in the region.

NAFS SHIPPING MAGAZINE - CORPORATE

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NAFS SHIPPING MAGAZINE - TOP STORIES

Norsafe Wins Polar Code Contract with Damen Schelde Naval Shipbuilding BV

Norsafe has signed a new contract with Damen Schelde Naval Shipbuilding BV to supply its IMO Polar Code compliant Life Saving Appliances (LSA) to an arctic supply and research vessel for the Australian Antarctic Division.

It will be supplying two JYN-85 conventional lifeboats with LH-140 davits and two JYN-115 lifeboats with LH-185 davits to the vessel.

This is the second order Norsafe has received for its specialist LSA winning its first Polar Code contract with the British Antarctic Survey Polar Research vessel “Sir David Attenborough” in November last year.

“Winning these contracts is vindication for the huge amount of work carried out by the team here at Norsafe to ensure that our specialised LSA is adapted for the most extreme cold weather conditions,” said Erik Mostert, Project Manager, Technical - R/D. “We have to ensure our equipment will withstand at least ten days in the harsh Polar environment,” he added.

In fact, Norsafe was the first LSA supplier to put its equipment through full scale tests and trials during a joint stakeholder SAR-EX (Search and Rescue) expedition in April 2016 with the Norwegian Coast Guard, Norwegian Maritime Authorities, Norwegian Petroleum Safety Authorities, ENI, DNV-GL and 5 different universities.

Full scale tests and exercises have been performed in both simulated and realistic Polar conditions to document product performance. Specific risk analysis was also undertaken to assess and mitigate potential risks and to demonstrate compliance with the code. In April 2017 Norsafe will return to Spitzbergan, Norway, to participate in a second Polar Code trial arranged by the Norwegian Maritime Authority where a winterized Norsafe conventional lifeboat will undergo further tests to assess the adaptations and effectiveness in Polar conditions. This knowledge and expertise puts Norsafe at the forefront in reaching customers operating in Polar environments who require the utmost in reliability and safety.

Subsea 7’s newest heavy construction flexlay vessel, Seven Arctic, has been designed and built to Lloyd’s Register (LR) class.

Designed to meet the demands of deepwater and harsh environments, she can work at depths of 3,000m and features three offshore cranes, the largest of which is capable of a 1000-tonne lift.

Built by Hyundai Heavy Industries, Seven Arctic measures 162.3 meters in overall length with a breadth of 32m. The vessel also features a 600-tonne top tension tiltable lay system for pipe laying and is fitted with six diesel generators producing just over 25,000 kw to supply eight electric propulsion thrusters.

All thrusters can be automatically controlled by the cutting edge dynamic positioning system and the vessel is suitable for operations defined in LR’s DP AAA/3 notation. This means that all propulsion and control equipment will not fail in the event of fire or flood in any one compartment; the equipment is physically separated throughout the vessel in line with these requirements.

All safety features of the vessel have been installed in accordance with the Special Purpose Ship Code 2008 and include an automated water-mist fire-fighting system, working alongside an advanced fire detection and safety control system.

The vessel is equipped with winterisation features to enabler operation in cold climates and the hull has been built to comply with LR’s Ice Class Notation 1D. Seven Arctic is expected to commence operations in the Spring.

New Subsea 7 heavy construction vessel built to LR class

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PureBallast is pure confidence

Make the most secure choice in ballast water treatment There’s good reason why Alfa Laval PureBallast can be found on prominent vessels like Norwegian Breakaway.

Energy efficient, PureBallast 3.1 offers superior performance in all waters: fresh, brackish and marine. It is also the ideal biological disinfection system for challenging conditions, which makes your life easy wherever you sail.

Discover more advantages and see why others have made the choice at www.alfalaval.com/pureballast3

NAFS SHIPPING MAGAZINE - TOP STORIES

Stena Line Signs Up for Online Service of the assets on our smartphones. We will shortly move into Phase 2.0 where we will further extend our online services to our twostroke installations. Our customers are extremely pleased with our concept and who else is better placed than MAN Diesel & Turbo to support the customers’ business in an agile and efficient manner?”.

As part of this digitilization strategy, MAN Diesel & Turbo recently appointed a Chief Digitization Officer, Audi Lucas, to further drive the development and integration of digital offerings within its portfolio.

In connection with the new appointment, Dr. Uwe Lauber – CEO MAN Diesel & Turbo – stated: “As a creative mission, digitization goes way beyond the development of technologies. It is an approach and way of thinking that involves interdisciplinary networking, data analysis and interaction. More than ever before, we want to embed this mentality at all levels within MAN Diesel & Turbo – from corporate strategy through to customer service and product development.”

MAN Diesel & Turbo recently signed a contract with Stena Line to provide its online service to two vessels.MAN Diesel & Turbo recently signed a contract with Stena Line to provide its online service to two vessels. The ‘Stena Hollandica’ and ‘Stena Britannica’ are both conventional passenger-and-vehicle superferries that sail the daily route between the Hook of Holland and Harwich and are each powered by 4 × MAN 48/60CR engines.

Dan Sten Olsson, CEO and owner of the Stena Sphere, and Bjarne Koitrand, Stena Line Technical Director, visited Augsburg, Germany to meet MAN Diesel & Turbo’s Dr Uwe Lauber, CEO, and Wayne Jones, Chief Sales Officer and agree the new deal.

Olsson said: “Digitalization is the direct communication of the truth and opens up for fast adjustments and improved performance by automation or improved human judgment.”

Wayne Jones commented “We have a clear strategy regarding the development of our digitisation program where we already monitor over 200 installations worldwide. We can even keep track

Online Service

PrimeServ Online Service is MAN Diesel & Turbo´s service for monitoring engines and turbochargers automatically and continuously. Constant monitoring of key engine and turbocharger performance data facilitates the optimisation of any inefficient operation modes in good time, maintaining the availability and reliability of MAN hardware.

Since 2000, all MAN Diesel & Turbo engines have been delivered with integrated data interfaces, which can be upgraded to complete local systems for engine monitoring.

If online access is facilitated via this data interface, all of the engine and turbocharger operating data and additional information can be made available to PrimeServ specialists for analysis.

PrimeServ Online Service transmits key engine data from any place in the world via secure data connections. PrimeServ experts analyse the data and provide recommendations for maintenance/ repairs.

1,000 vessels already protected with AkzoNobel’s sustainable coatings AkzoNobel’s ongoing efforts to make shipping more sustainable reached another landmark recently with the 1,000th application of Intersleek 1100SR, the biocide-free fouling control coating.The milestone was achieved with the Al Gattara LNG (liquefied natural gas) tanker operated by Nakilat Shipping Qatar Ltd. Delivering outstanding macro and micro fouling control with improved static resistance, even in warm waters, the product enables vessels to reduce drag and achieve fuel efficiency and emissions savings of 9% on average.

Moreover, ship owners and operators that upgrade from a biocidal coating to a biocide-free solution from the Intersleek range are eligible to enrol in AkzoNobel’s award-winning carbon credits initiative, which financially rewards them for investing in sustainable technologies.

“The rapid adoption of Intersleek 1100SR shows that ship owners and operators are realizing the benefits of investing in sustainable hull coatings,” said Oscar Wezenbeek, Managing Director of Ak-

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zoNobel’s Marine Coatings business. “The fuel savings delivered

by Intersleek 1100SR - and the fact that it allows vessels to get up to speed even after long stationary periods - means it is not only a sustainable solution in terms of decarbonisation, but also a solid financial investment. We’re delighted to see so much support for, a technology which is playing a leading role in our ongoing commitment to making shipping more sustainable.”

With around five vessels coated per week since its launch, Intersleek 1100SR’s uptake by LNG owners means the company’s Intersleek coatings are now used on 35% of the global LNG fleet.

Supplied by the AkzoNobel’s Marine Coatings business as part of its International® range of products, Intersleek 1100SR was launched in February 2013 as the shipping industry’s first patented slime release biocide-free fouling control coating.

The 1,000th application of Intersleek 1100SR comes as the Intersleek range celebrates its 21st anniversary this year, having saved $3 billion of fuel and 32 million tons of CO2 to date.

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NAFS SHIPPING MAGAZINE - TOP STORIES

Working together to provide Damen’s Green Solutions Highlighting the benefits of Damen Shiprepair & Conversion’s retrofit experience.

Bringing together the experience and knowledge of two Damen companies is the close cooperation between Damen Green Solutions and Damen Shiprepair & Conversion (DSC). The two companies combine their specific skill sets to offer ship owners a smoother transition towards compliance with new environmental regulations and cleaner sailing.

Regarding the subjects of Ballast Water Management, exhaust after treatment systems, LNG conversions and also other, more traditional, methods of cleaner shipping, the synergy between Damen Green Solutions and DSC provides ship owners and operators the very realistic benefits of proven project management skills, reduced downtime and informed product selection.

Smoothing the way for compliance

Since the IMO-ratification of the Ballast Water Management Convention last year, ship owners have been left with no choice but to tackle their Ballast Water Treatment issues head on. However, with close to 70 different manufacturers offering Ballast Water Treatment Systems, selecting the best option for a vessel can be a daunting task.

Damen Green Solutions’ approach to this has been to help ship owners make the right decision. “We have investigated the market thoroughly – looking into the pros and cons of all the available systems,” says Marcel Karsijns, Managing Director of Damen Green Solutions. “This includes the technology, the energy consumption, the physical footprint of the system and the after sales service.

With this information, we have made sales agreements with the best Ballast Water Treatment Systems producers.”

The added value of combining the knowledge and experience of Damen Green Solutions and DSC is seen in the fact that an entire Ballast Water Treatment System retrofit can be handled in one contract. “This is the One-Stop-Shop that we talk about,” continues Mr Karsijns. “Damen Green Solutions deals with the work preparation and planning and then DSC performs the project management and execution in a very efficient way – with minimal downtime. This is what they specialise in.”

Cleaner emissions

Also included into the concept of green solutions are exhaust after treatment systems; known as scrubbers. “For a ship owner, a scrubber represents an investment that he will see a return on,” says Kees Jan Groen, Commercial Director at Damen Shiprepair & Conversion. “The difference in price between HFO and MDO will determine how fast he sees a return on that investment.”

“We have built up valuable experience performing scrubber retrofits. Of course, every ship is different, but we can transfer the knowledge gained from previous projects to new projects that we are planning.”

DSC has developed a modular approach to scrubber installation where some components are installed in the funnel and others on the deck to reduce the amount of work in the engine room. “Our competitive strength comes in being able to complete complex projects in tight schedules to the highest quality,” states Mr Groen.

Once again, close cooperation between Damen and a specialist

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From left to right: Marcel Karsijns (Managing Director of Damen Green Solutions), Kees Jan Groen (Commercial Director at Damen Shiprepair & Conversion).

manufacturer has been important. “We found a partner in AEC, part of the VDL group,” adds Mr Karsijns. “They have an IMO-certified scrubber system which is very cost effective.”

Conversion experience

Another subject in the sustainability conversation concerns Liquefied Natural Gas (LNG). This is often described as the ‘transition’ fuel towards cleaner shipping because, even though LNG emissions still contain significant levels of CO2, they are much cleaner in terms of NOx, SOx and Particulate Materials. For ship owners examining the possibility of an LNG engine conversion, it is DSC’s existing experience with conversion projects in EPC contracts that is often the initial stimulus to make contact.

“The LNG industry is taking its first steps. Even though it is still at a small scale, we are seeing more and more enquiries,” says Mr Groen. “With engine conversion contracts, we have all the procedures in place to complete the project on time and on budget. This includes all the engineering and installation work while integrating the specifications with contractors and suppliers.”

Don’t forget low-tech

Mr Groen is also keen to point out that certain ‘green solutions’ do not necessarily have to involve extensive engineering and preparatory work. “A ship owner can utilise low-tech solutions too,” he says. “For example, getting a vessel into drydock to clean the propeller, and then clean and repaint the hull with antifouling can yield instant results in terms of fuel consumption. What’s more, we offer this type of service based on a fixed number of days and a fixed price.”

NAFS SHIPPING MAGAZINE - TOP STORIES

The Maritime Standard Awards 2017 aims to set the bar higher still

The region’s leading maritime industry awards, officially launched today, are now in their fourth year.

They will celebrate and reward the achievements of the best and brightest stars in the industry across the Middle East and the Indian Subcontinent, from the shipping, ports and related maritime sectors, at a glamorous, high quality gala dinner in Dubai.

The Maritime Standard Awards (TMS Awards) 2017 will take place at the Atlantis Ballroom, Atlantis, The Palm on 23rd October this year. This is the fourth year in succession that the Awards and gala dinner, now established as the leading event of its type in the region, returns to this impressive, iconic venue, aiming to set the bar higher still.

Trevor Pereira, managing director, says, “We have earned a deserved reputation for offering the very best in terms of the value and profile of the Awards and for the integrity of the judging process itself. But we cannot rest on our laurels. So this year we are planning to make the Awards even bigger, bolder and grander than ever before, to ensure we add real value to the industry in this part of the world.”

The glittering event recognises and rewards achievement at the highest level and will be attended by around 700 top maritime executives and decision-makers not only from across the region, but also worldwide. A total of 30 Awards will be presented on the night, including a new one for Superyacht and Passenger Shipbuilder of the Year, reflecting the growing influence of the region in this particular market segment. Of these 22 will be selected by an elite panel of judges, handpicked for their knowledge and experience, while 8 will be chosen by The Maritime Standard team to mark exceptional individual achievements.

Winning an award gives companies and individuals a chance to significantly raise their profile. As Sheikh Daij Bin Salman Al Khalifa, chairman of Bahrain shipyard, ASRY, who won The Maritime Standard Editor’s Choice of the Year Award, says “The high quality of the guests and the audience was truly impressive. I would like to

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congratulate TMS for the professional manner in which the event was organised, which made it both valuable and enjoyable.”

A host of leading companies from the region’s shipping and maritime related industries have already confirmed their attendance and sponsorship. Those organisations supporting the Maritime Standard Awards 2017 include: Abu Dhabi Ports, Bahri, DNV GL, DP World, Islamic P & I Club, Kuwait Oil Tanker Company, Mercantile Marine Management, Oman Shipping Company and Safeen.

Supporting Associations for the event include: UAE Shipping Association (UAESA); The Organisation of Islamic Shipowners Association (OISA); The Dubai Council for Marine and Maritime Industries (DCMMI); Mission to Seafarers UAE; Women’s International Shipping & Trading Association (WISTA), UAE Branch; Indian National Shipowner’s Association (INSA); Pakistan Ship’s Agents Association; Ceylon Association of Ship Agents; World Freight Network; Specialist Freight Network; The Cooperative Logistics Network; Conqueror Freight Network; Globalia Logistics Network.

Entries for the Awards should be submitted by a deadline of August 10th. For information about how companies can nominate themselves for an Award can be access via the website www.tmsawards.com. Table bookings are also now being taken. For more details contact ammaar@flagshipme.com Image Caption: H.H. Sheikh Ahmed Bin Saeed Al MaktoumPresident, Dubai Civil Aviation Authority and Chairman and Chief Executive, Emirates Airline and Group (centre), (left to right) Noura Rashed Al Dhaheri, Abu Dhabi Ports; Ray Girvan, Glenbuck Publishing; Clive Woodbridge, The Maritime Standard; Yasser Nasr Zagloul, National Marine Dreding Company; Rajiv Agarwal, Essar Ports; H.E. Shaikh Daij Bin Salman Al Khalifa, Arab Shipbuilding and Repair Yard; Rania Ali; Khamis Juma Buamim, Gulf Navigation; Ali Lakjani, Dubai Trading Agency; Dr. Abdullatif Abdullah Bin Sultan, Organisation of Islamic Shipowners Association; Jim Clancy.

since 1914

LUPI S p a re Pa r t s Service Center

Lupi srl is exclusively represented in Greece

by Euploia Drydocks and Services Ltd.

LUPI srl Piazza Brignole 3/7 Genoa - Italy Ph. +39 010 2543612 Fax +39 010 2759312 info@lupisrl.com | www.lupisrl.com

Euploia Drydocks and Services Ltd. Ph. +30 210 9400660 www.euploialtd.eu | info@euploia.eu

NAFS SHIPPING MAGAZINE - TOP STORIES

Unique ice-breaking LNG carrier Christophe de Margerie ready to serve Yamal LNG project

Christophe de Margerie, the world’s first ice-breaking LNG tanker, has successfully berthed at the gas terminal at Sabetta Port in Russia, becoming the first vessel to do so.

The vessel was designed to order for SCF Group, specifically to serve Russia’s Yamal LNG project, and transport LNG all year round in the difficult ice conditions of the Ob Bay and Kara Sea. On 30 March the vessel’s master, Sergey Zybko, reported to Russian President Vladimir Putin the successful completion of ice trials and the first mooring at the Yamal LNG terminal at Sabetta.

The ceremony was attended by Maxim Sokolov, Russia’s Minister of Transport, Alexey Texler, First deputy Minister of Energy, Li Fanzhun, Deputy Head State Energy Administration People’s Republic of China, Leonid Mikhelson, Chairman & CEO of Novatek, Patrick Pouyanné, Chairman & CEO of Total, and Sergey Frank, President & CEO of SCF Group. “I should like to congratulate everyone on today’s event. I congratulate the Russian participants and our foreign partners. The arrival of this new tanker, designed for Arctic conditions, is a big event in Arctic development, as is the construction of the port of Sabetta, where the tanker docked today. The port was built entirely from scratch” said Vladimir Putin in his salutary address.

“I should like to draw your attention to the fact that in developing the Arctic’s enormous wealth, our basic principle is not to cause any harm. We realise that this region’s ecosystem is very sensitive to any human interference. But I know your work in detail and I know for certain that the port, the ships that will use it, the production methods used, and the transportation system all use the most advanced technology and meet the highest environmental standards. The first of the new ships docked today. Fifteen of these

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ships will be built in total, with the involvement of Russian shipbuilders”, said Vladimir Putin.

“It is with pleasure that I note that this new ice-class ship, which is one of its kind in the world, bears the name of our late great friend, French businessman and former head of Total, Christophe de Margerie, who so tragically left this life”, added Vladimir Putin.

The specifications of Christophe de Margerie make her a unique vessel. She was assigned an Arc7 ice class, the highest ice class amongst existing merchant vessels.The vessel is capable of sailing independently through ice up to 2.1 metre thick. Christophe de Margerie can sail along the Northern Sea Route westward from Sabetta all-the-year-round and eastward for six months of the year (from July to December). Previously, the summer navigation window on the Northern Sea Route was limited to only four months with ice-breaker support.

The total power of the vessel’s propulsion system is 45 mW. For comparison, the world’s first nuclear-powered ice-breaker, Lenin, had a power output of only around two thirds of this figure at 32.4 mW. In just one voyage, the vessel can carry 172,600 m3 of LNG, which is sufficient to supply the country of Sweden with all its gas requirements for almost four weeks. The vessel is 299 metres long (equal to the height of the Eiffel Tower) and 60 metres high (comparable to the height of a 22-storey building).

The crew of the ship numbers 29, all of whom are Russian seafarers and 13 of which are officers. On top of the significant Arctic shipping experience each officer has, he or she has undergone extensive training at Sovcomflot’s own training centre in St. Petersburg. “Today’s events are the result of a painstaking and thorough collaboration between Sovcomflot, Novatek, and Yamal

committed to the quality of the world fleet We are committed to upholding the values of safety, security, and environmental protection.

This is evidenced through the quality of our fleet and outstanding port State control record as the only major international flag to remain on the United States Coast Guard’s Qualship 21 roster for 13 consecutive years. We achieve this goal through 24/7 service provided from 27 offices, staffed with experienced personnel and located in major shipping and financial centers around the world.

International Registries, Inc. in affiliation with the Marshall Islands Maritime & Corporate Administrators

piraeus@register-iri.com | blog.register-iri.com | www.register-iri.com

NAFS SHIPPING MAGAZINE - TOP STORIES

LNG which took close to ten years. A project of this scale and complexity required a thorough evaluation of all the details. This is fully justified: the Arctic does not forgive those that rush and lack professionalism. The starting point was the the successful experience of SCF Group working in energy projects in the Barents and Pechora Seas, as well as two experimental transit voyages along the Northern Sea Route, undertaken by Sovcomflot and Novatek in 2010-2011 with the support of Russia’s Ministry of Transport and Atomflot. Together, we have proven that using high-latitude routes as a transport corridor, for large-capacity vessels, is not only technically possible but also economically feasible. In many ways, these results have laid the foundation for the successful implementation of the Yamal LNG project, which would have been impossible without an efficient and safe logistics scheme to transport LNG by sea,” Sergey Frank said.

“Construction of the Sabetta Port is based on the principles of public-private partnership and is the world’s largest infrastructural project being implemented in the Arctic latitudes today. The total volume of investments is 108 billion rubles, where 72 billion rubles are resources from the federal budget, and a third comes from private investment. Now the port is actually operating under normal conditions. The full-scale implementation of this project not only has allowed building the LNG plant, but also has strengthened the position of the Russian Federation in the Arctic, and contributed to the development of the Northern Sea Route”, Maxim Sokolov noted. “This region is the richest location in terms of its reserves. It is possible to produce more than 70 million tonnes of LNG and create a hub with a more than a 15 per cent share in the world market in terms of its cost here. The new infrastructure will help implement this goal in the shortest possible time”, Leonid Mikhelson emphasised. Christophe de Margerie is the prototype for a series of 15 gas carriers, which are planned to be constructed for the Yamal LNG project. The appearance of this particular gas carrier signalled the market debut for Yamalmax ships, a new class of vessel.

The propulsion system of the new gas carrier consists of Azipod type propulsion units. They provide a very high degree of manoeuvrability, and allow use of the stern-first motion (Double Acting Tanker, DAT function) principle, which is necessary to overcome hummocks and heavy ice fields. Uniquely Christophe de Margerie has three Azipods – this is the first time so many of these propulsion units have been installed on an Arctic ice class vessel.

The exceptional ice-passing and manoeuvring qualities of the new vessel were fully confirmed by her ice trials, which took place from 19 February to 8 March 2017 in the Kara and Laptev Seas. During the trials, the vessel managed to exceed a number of indicators: • The vessel proved her capability to move stern-first in 1.5 metres thick ice at a speed of 7.2 knots (target figure was 5 knots) and head-on at a speed of 2.5 knots (target figure was 2 knots); • The turning circle of the ship in 1.7 metres thick ice was 1,760 metres against the planned 3,000 metres.

Ice trials were attended by participating representatives of the shipyard (Daewoo Shipbuilding & Marine Engineering), key equipment suppliers (primarily ABB, producer of the Azipods), leading industry research and design organisations, both Russian ones (Arctic and Antarctic Research Institute, Krylov State Research Centre) and international ones (Aker Arctic Research Centre, Hamburg Ship Model Basin).

During her maiden call at Sabetta Port, the vessel successfully carried out a trial passage through the purpose-built seaway canal, the most difficult part of the Ob Bay in terms of navigation. The

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canal was created at the confluence of the Ob River in the Kara Sea, to allow large-capacity vessels to cross the shoal at the river mouth. This engineering structure, unique for the Arctic basin, is intended to be operated in difficult conditions of constant ice drift.

The canal’s depth is 15 metres, its width is 295 metres, and length is 50 kilometres.

The vessel was built according to all requirements set by the Polar Code and is notable for her environmental safety. In particular, for example, along with traditional fuels the vessel can use LNG boil-off. Compared with conventional heavy fuel, the use of LNG can significantly reduce the emissions of harmful gases into the atmosphere: sulphur oxides (SOx) reduced by 90%, nitrogen oxides (NOx) reduced by 80% and carbon dioxide (CO2) emissions down by 15%.

Capital Ship becomes the first LRQA client worldwide with MRV

Capital Ship Management Corp. (Capital) completed the first accredited assessment of their MRV monitoring plan for the vessel M/T ‘Alkiviadis’.

The assessment was performed by the world’s leading provider of professional assurance services, LRQA, which is a member of the Lloyd’s Register group (LR).

The assessment was conducted in accordance with Regulation (EU) 2015/757 (monitoring, reporting and verification of Carbon Dioxide (CO2) from shipping activities), also known as MRV Regulation. The MRV Regulation came into force on 1st July 2015 and is a significant feature of the European Union’s commitment to reduce greenhouse gas emissions.

It was announced on 1st March 2017 that LRQA was among the first group of verification bodies to receive accreditation against ISO 14065, permitting the global delivery of assessment and verification services related to the MRV Regulation. The assessment of Capital Ship Management Corp. vessel M/T ‘Alkiviadis’ was undertaken by the LRQA Piraeus office.

Evangelos Marinakis, Chairman of Capital Maritime & Trading Corp.said: “Once again, this achievement reflects our company’s strategy and commitment to be proactive in moving towards a sustainable maritime industry”.

LRQA’s Dr Kirikos Faraklas said: “This initiative shows the commitment of Capital Ship Management Corp. to being one of the leading pioneers in environmental and energy efficiency matters.”

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Norwegian Cruise Line Takes Delivery of First Purpose-Built Ship For China

PHOTO: Owner: Vanessa Picariello Uploader: Christina Baez Norwegian Cruise Line today took delivery of Norwegian Joy, the brand’s fifteenth ship and the first custom-designed for the Chinese cruise market, from MEYER WERFT during an on board ceremony in Bremerhaven, Germany.

At 167.725–gross-tons and accommodating 3.883 guests, Norwegian Joy is the second ship in the line’s Breakaway-Plus class and features an innovative design with amenities tailored to provide a “First Class at Sea” experience for Chinese guests with the elements of freedom and flexibility that Norwegian Cruise Line has become known for across the globe.

“As Norwegian Cruise Line continues our global growth, Norwegian Joy’s delivery marks a momentous occasion in our company’s history, signifying our official entry into the Chinese cruise market,” said Andy Stuart, president and chief executive officer for Norwegian Cruise Line. “We are very grateful for the outstanding team at MEYER WERFT, along with our operations teams and more than 1.800 crew members, whom once again have delivered an exceptional vessel.”

“With this incredible ship, we have taken Norwegian’s signature on board experience and expanded and customized it with exciting features, services and amenities that combine the best of the East and the West,” said David Herrera, president of Norwegian Cruise Line Holdings China. “We are honored to deliver this spectacular ship to our Chinese guests and we can’t wait to see Norwegian Joy come to life when she welcomes her first guests upon her arrival in China this June.”

In advance of the delivery, Herrera and executives from Norwegian’s offices in China gathered for a traditional blessing from the Chinese Goddess of the Sea, Mazu, to ask for safe and pleasant voyages for the ship and all its guests. The ceremony was held at the Mazu Temple in Shanghai where, one year ago, the Norwegian team held a ceremony to obtain a blessing for the coins that were used in Norwegian Joy’s Keel laying ceremony. During the visit, a ceramic statue of Mazu was gifted to the company by the temple representatives and brought to Germany for the ship’s delivery. The statue has been given a place of honor aboard Norwegian Joy and will carry the blessings of Mazu on the journey to China.

“With Norwegian Joy, we have completed a highly sophisticated ship with a lot of technologically challenging features. Thanks to a

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dedicated team consisting of Norwegian Cruise Line, yard, classification society and suppliers, we have accomplished our goal of delivering a great ship on time, while meeting high quality expectations,” said Tim Meyer, CEO of Meyer Werft.

Following her delivery, Norwegian Joy will begin her journey to China, where she will be showcased through a grand inaugural port tour featuring one-day events at the ports of Singapore, Qingdao, Shenzhen, and Hong Kong, as well as VIP partner cruises from Norwegian Joy’s home-ports of Shanghai and Beijing (Tianjin).

The ship will be christened in an exclusive star-studded event for honored guests on June 27, led by her Godfather, the ‘King of Chinese Pop’, Wang Leehom.

Norwegian Joy is Norwegian Cruise Line’s first purpose-built ship customized for the Chinese cruise market. The name Norwegian Joy emphasizes the experience that the ship offers, a promise that guests will ‘Experience Paradise on the Sea.’ Accommodating 3.883 guests, Norwegian Joy is designed to provide First Class at Sea experiences with onboard amenities that cater to the unique vacation desires of Chinese guests. Norwegian Joy provides a multitude of VIP accommodations including The Haven by Norwegian®, the line’s exclusive, ship-within-a-ship luxury suite complex, which also includes an all-new The Haven Observation Lounge featuring 180 degree views, and a Concierge level, an all-new accommodations category that provides a VIP experience featuring an exclusive Concierge Observation Lounge and larger balcony staterooms. Accommodations offerings also include staterooms designed specifically for families including a multitude of connecting staterooms, for extended families traveling together, as well as a wide array of mini-suite, balcony, ocean view and interior staterooms, many with virtual balconies.

Norwegian Joy offers engaging and innovative activities including a first at sea two-level competitive racetrack, an open-air laser tag course, thrilling simulator rides, Oculus virtual reality technology and interactive video walls at the Galaxy Pavilion, and two multi-story waterslides. In addition, Norwegian Joy features a tranquil open space park as well as the line’s largest upscale shopping district, complete with everything from exceptional duty-free shops to world-renowned global luxury brands.

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The Republic of the Marshall Islands Registry Now World’s 2nd Largest The Republic of the Marshall Islands (RMI) fleet now stands at 223,262,177 deadweight tons (DWT), making it the second largest registry in the world in terms of DWT. International Registries, Inc. and its affiliates (IRI) have provided administrative and technical support to the RMI Registry since 1990. “This is a very significant milestone for the RMI Registry,” said Bill Gallagher, President, IRI. “A strong legislative framework, customer driven service ethos, and a commitment to quality have all been key to our continued success,” he continued.

“From long-standing traditional shipowners, particularly our standing as the number one flag for Greek owners, to a new wave of Chinese leasing companies, the RMI Registry is the registry of choice for owners looking for an innovative and quality driven partner,” he stated. The RMI is not only the world’s second largest registry, but the Greek shipping industry’s leading flag as well.

The RMI has been gaining market share year-on-year and the flag today has 791 ships totaling 62,190,301 DWT (over 18.9% of total DWT of the Greek owned fleet) in its registry, making it the largest flag used by Greek controlled ships. “Our office in Piraeus is the second largest of the RMI Registry’s 27 worldwide offices,” said Theo Xenakoudis, Director, Worldwide Business Operations and Managing Director of the Piraeus office.

“Prior to registration, we vet the owner, operator and vessel before acceptance in the RMI Registry and during the vessel’s time in the Registry we continue to conduct risk assessments and work with

our owners and operators to ensure their vessels meet the Registry’s quality standards,” continued Mr. Xenakoudis. “This process along with our service oriented philosophy has ensured the RMI Registry has maintained its excellent reputation and as such has attracted quality owners, including the Greek owners to the RMI flag,” he said. “We are delighted that our Greek owners and operators continue to hold the RMI Registry in such high regard which has been reflected in the Greek Shipping Co-operation Committee’s March 2017 Greek Controlled Shipping Report which shows the RMI as the number one choice of flag for Greek owners and operators,” he continued. In another late breaking development, the RMI Registry has received preliminary confirmation that it will continue its United States (US) Coast Guard (USCG) Qualship 21 status for 2017. The announcement was made during Intertanko’s North American Panel meeting, which meets prior to the beginning of the Connecticut Maritime Association’s (CMA’s) Shipping 2017 conference in Stamford. “This is the 13th year in a row that the RMI Registry has held its Qualship 21 status,” said Bill Gallagher.

“It’s significant because this achievement is no easy undertaking for a major registry, whose ships make thousands of US port calls, to maintain less than a 1% detention rate on a three-year rolling average basis,” he continued. “The Qualship 21 designation means that ships flying the RMI flag are less likely to be detained in US ports, which assists owners and operators in keeping their ships moving,” he concluded.

CMM, HHI, Wärtsila and DNV GL reveal LPGreen concept design In connection with the Gastech 2017 conference and exhibition in Tokyo, project partners Consolidated Marine Management (CMM), Hyundai Heavy Industries (HHI), Wärtsilä Oil & Gas, and DNV GL presented the results of a joint industry project (JIP) to develop a new LPG fuelled carrier design – LPGreen. Launched at the Posidonia trade fair in 2016, the JIP sought to develop a more energy efficient, environmentally friendly, and safer vessel for the transportation of LPG products.

“In order to increase the competitiveness of modern LPG carriers, novel ship designs need to simultaneously account for the market and trade route characteristics; excellent safety and ease of operation; cargo and fuel flexibility; and, overall energy efficiency combined with economic viability,” says Nikolaos Kakalis, DNV GL’s Manager for R&D and Advisory Services in South East Europe and Middle East. “Therefore, a holistic approach to the design of modern LPG carriers is required, taking into advantage market insight, technology innovation, advanced computer tools and industry-wide collaboration with strong partnerships.”

The JIP has resulted in a new concept design that achieves state of the art performance on several fronts. Compared to the reference vessel, which is a high-quality vessel built to a standard design in 2016, there is an overall improvement of 6–9% in energy efficiency, depending on machinery configuration and fuel used. A redesign of the tank allows for a filling limit of 99% – a 1% increase in overall carrying capacity. Loading duration has been decreased

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by 30%, while the newly designed cargo handling system concept results in a 5% reduction in energy demand. “Perhaps most importantly, LPGreen has demonstrated the technical feasibility of a LPG fuelled propulsion concept, which, depending on fuel prices and the development of a commercial and chartering framework, could result in a cut of up to 30% in fuel expenses” says George Dimopoulos, Principal Specialist in DNV GL and project manager for LPGreen.

To realise these gains, the partners utilised advanced computer analysis tools. Hull form optimisation both in calm water and waves was conducted using HHI’s and DNV GL’s CFD hydrodynamic optimisation codes. The overall concept system evaluation and optimisation was conducted using DNV GL’s COSSMOS modelling framework, which allowed for an integrated analytical approach to the evaluation of all machinery technology options and design improvements considered. Finally, every technology feature was compared against the performance of an existing, new (2016), and very modern LPG carrier from CMM’s fleet, which gave a solid basis for documenting improvements.

“Above all, the LPGreen concept design demonstrates that the partnership and close collaboration of industry leaders coupled with advanced analysis methodologies and computer tools can lead to efficiency improvements and innovation in practice, available today,” says Nikolaos Kakalis.

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Greek Technical Committee of DNV GL meets in Athens of a DATE Unit (Direct Access to Technical Experts) being a fast response service Centre to our customers, the commercialization of our local R&D results to the benefit of our customers, the appointment of a Chief Surveyor in Greece, the general increased of authority to the DNV GL office in Piraeus, etc.

Market Outlook – overview on market drivers and status, segment specific topics and outlook

The Annual Greek Technical Committee of DNV GL attended by its members, gathered in the Athenaeum InterContinental Hotel, in Athens.

DNV GL’s Marketing and Business Development Director, Jan Kvålsvold, gave an overview of the market situation looking also into some historic data as well.

The following main issues were addressed: historic market developments and market indicators, market cyclical development, low newbuilding activity and poor order-book, scrapping, oil production cuts, China’s initiative for “One Belt One Road”, etc.

Chairman’s opening address

Regulatory Environmental Update – consequences

The acting Chairman, Sokratis Dimakopoulos, made an introduction describing the current regulatory environment with new and significant requirements coming into effect, like BWM, MRV, sulphur cap, TMSA 3, etc. which in connection with the poor market situation results in a very demanding and challenging operating environment. He further pointed out that the Committee meetings assist the members in being better informed, sharing experience and knowledge, providing feedback to the Organization of DNV GL and finally help each other to overcome these challenges in a successful and effective manner.

Organizational & operational changes of the Committee

The Permanent Secretary of the Committee, Loizos Isaias, gave a brief description of the changes to the Committee, including strategy, operational & organizational changes, more active involvement of the members of the Committee, etc. The formation of 3 Working Groups was noted (New legislation and requirements, Newbuildings and new technology, Operations).

The proposed changes have been accepted by the Committee.

Greece – DNV GL’s 3rd home market

DNV GL’s Regional Manager, Ioannis Chiotopoulos, gave a brief introduction on DNV GL’s initiative to upgrade Greece to the company’s 3rd home market (after Norway and Germany). Actions include the establishment of a global network of Greek speaking surveyors to serve the Greek ships, the establishment in Greece

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DNV GL’s Technical Director, Geir Dugstad, gave an overview of the environmental regulatory agenda focusing on the consequences of the new requirements. The requirements up to 2030 were covered by the presentation, including SOx, NOx, California requirements, ship recycling, BWM, MRV, EEDI, etc. Briefly were also discussed regulations on the horizon like hull bio-fouling, particulate matter, underwater noise, etc.

Sulphur cap 2020 – consequences, way forward

The Vice Chairman of the Committee (and acting Chairman for this meeting), Sokratis Dimakopoulos, presented the sulphur cap consequences and challenges expected to come in place in 2020.

The presentation covered the IMO MEPC 70 decision, options for compliance, techno-economic analysis of the different options, etc.

Particular focus was given to the uncertainties on the availability of compliant fuels, the scrubbers’ solution, the estimated price difference between distillates and high sulphur fuel oil in 2020, etc.

Live voting by the participants took place at the end of the session.

The following results are noted: ▪ Low sulphur HFO is considered to be best solution for existing vessels (62%) ▪ Best solution for newbuildings came the LNG as fuel (43%), with second the HFO with scrubbers (33%) and third low sulphur HFO (23%) ▪ 57% of the participants do not believe that scrubbers makers and yards will have sufficient capacity to handle scrubber installations, versus 31% who believe that they will manage

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▪ The majority of the participants believe that the availability of 0.5% S fuels will be sufficient to cover the needs of the industry (74%) ▪ On the question as to whether the price differential of 0.5% S fuels as compared to HFO will make the scrubber option a cost-effective one, there was no clear conclusion ▪ On the question whether the different companies have already commenced the techno-economical assessment of the available options, the result was divided (58% yes, 42% no)

BWM – technical problems, alternatives, frequent plan approval comments

The Vice Chairman of the Committee, Vasileios Lampropoulos, gave an overview of the so far experiences with the installation of BW treatment systems and the problems we are facing. The presentation covered the different technologies including a comparison between them, selection criteria, challenges of the different technologies, service experience, health and safety issues, maintenance, challenges for the crew and shore staff, approval and operation comments, etc.

Live voting by the participants took place at the end of the session.

The following results are noted: ▪ Filter + electrolysis and filter + UV are believed to be the most popular systems (48% and 45% respectively) ▪ The vast majority of the participants believe that the international organizations and regulators should recognize the need for more time until the implementation of the BWM convention (80%) BlueOcean ▪ The majority of the participants that the June 2016_1/2 27/05/2016 believe 14:51 Page 1 BWM convention will force significant number of vessels of all types above

15 years to go for scrap (77%) ▪ The participants believe that significant number of owners will go for advanced renewal surveys to delay the installation of BWT systems as per IMO requirements ▪ The clear majority of the participants do not believe that the no. of installed BWT systems, their so far utilization and the competence of the crews are giving confidence in the safe and effective use of the systems (75%) ▪ 55% of the participants do not believe that the “Trump” parameter will affect the enforcement of environmental regulations in general and the USCG req. for BWM in particular

Drones in use for fleet in service surveys

Based on a question raised by a member of the Committee before the meeting, DNV GL’s Technical Director, Geir Dugstad, showed a video with a close up survey carried out on-board an OBO vessel using drones. The benefits of the survey method were explained and highlighted.

Chairman’s closing address

During the presentations, various discussions took place between all participants. The meeting came to a close, with remarks of the acting Chairman, Mr Socratis Dimakopoulos who expressed his overall satisfaction on the presented material and the discussions that took place.

The meeting was very satisfactory and followed by a cocktail reception.

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MAERSK TANKERS, NORSEPOWER, ETI, and SHELL collaborate

Norsepower’s fuel-efficient technology expected to save approximately 10% in fuel consumption and associated emissions on 109,647 DWT product tanker vessel.

Norsepower Oy Ltd. in partnership with Maersk Tankers, The Energy Technologies Institute (ETI), and Shell Shipping & Maritime, today announced that it will install and trial Flettner rotor sails onboard a Maersk Tankers-owned vessel.

The project will be the first installation of wind-powered energy technology on a product tanker vessel, and will provide insights into fuel savings and operational experience. The rotor sails will be fitted during the first half of 2018, before undergoing testing and data analysis at sea until the end of 2019.

Maersk Tankers will supply a 109,647-deadweight tonne (DWT) Long Range 2 (LR2) product tanker vessel which will be retrofitted with two 30m tall by 5m diameter Norsepower Rotor Sails. Combined, these are expected to reduce average fuel consumption on typical global shipping routes by 7-10%.

The project is majority funded by the UK’s Energy Technologies Institute (ETI) with contributions from Maersk Tankers and Norsepower. Shell will act as project coordinator, and provide operational and terminal / port consultancy to the project team, while Maersk Tankers will provide technical and operational insight.

Commenting on the partnership, Tuomas Riski, CEO, Norsepower, said: “We are privileged and excited to be collaborating with Maersk Tankers, Shell, and the ETI on this project. We are optimistic that support for this trial from these industry leading organisations will open up the market for our technology to a larger number of long-range product tanker vessels – paving the way for ship fuel efficiencies, and ultimately reducing emissions, including greenhouse gases. As an abundant and free renewable energy, wind power has a role to play in supporting the shipping industry to reduce its fuel consumption and meet impending carbon reduction targets.”

Tommy Thomassen, Chief Technical Officer, Maersk Tankers, explained: “Together with our partners, we have the opportunity to

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deploy an innovative technology that can improve fuel efficiency on our LR2 product tanker vessels and help to reduce their environmental impact. We look forward to contributing to the project, and sharing our decades of experience and knowledge within safety and tanker operations.”

Karrie Trauth, General Manager, Technology & Innovation, Shell Shipping & Maritime, commented: “At Shell, we believe that innovation and technology are key elements to improving the efficiency and environmental performance of shipping operations. We look forward to using our shipping and technical expertise to support this trial.”

Andrew Scott, Programme Manager HDV marine and offshore renewable energy, The Energy Technologies Institute (ETI), added: “Flettner rotors have the potential to reduce ship fuel consumption substantially, especially on tankers and dry bulk carriers. It is one of the few fuel saving technologies that could offer double digit percentage improvements. To date, there has been insufficient full scale demonstration on a suitable ocean going marine vessel to prove the technology benefits and operational impact. Demonstrating the technology in this project will make it more attractive to shipping companies and investors, and could play a significant role in reducing the fuel costs and improving the environmental impact of shipping in the future.”

The Norsepower Rotor Sail Solution is a modernised version of the Flettner rotor – a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship. Each Rotor Sail is made using the latest intelligent lightweight composite sandwich materials, and offers a simple yet robust hi-tech solution. When wind conditions are favourable, the main engines can be throttled back, providing a net fuel cost and emission savings, while not impacting scheduling. Independent experts will analyse the data gathered from the project before publishing technical and operational insights, and performance studies.

PHOTO: Maersk P-Class Illustration with two 30x5 Norsepower Rotor Sails

NAFS SHIPPING MAGAZINE - SHIPPING NEWS

VANOS S.A. supports Green Award fleet with special discounts a century ago, VANOS S.A. represents innovated products that protect and guarantee the safety of seafarers.

Green Award certification scheme makes it possible for the maritime industry stakeholders to easily identify and support ships that are extra safe, green and sustainable. The scheme is voluntary and unites ship managers/owners with charterers, ports, maritime organisations and suppliers devoted to the better future of the shipping industry. What all parties have in common is their striving for excellence.

VANOS S.A., a major supplier of products and services for the marine and general industry, launches discounts for Green Award members to promote safety.

VANOS S.A., one of the top leading suppliers of nautical charts and publications and a renowned supplier of products and services for the maritime industry, announced its next step towards assisting the industry with improvement of quality. The company has become a Green Award incentive provider. Established almost

On 26 of April, 2017, VANOS S.A. was officially welcomed by Capt Dimitrios Mattheou, Green Award Chairman, to the scheme. Mrs. Katerina Vanos, President of VANOS S.A. accepted a Green Award plaque on behalf of VANOS. For Green Award certificate holders this new cooperation means a 15% discount in EURO currency pricelist (€) on provisions and general supplies, a 34% discount in EURO currency pricelist (€) on paper nautical charts and publications, and up to 32% discount in USD ($) and GBP (£) currency pricelist on selected e-charts services and digital products.

On 26 of April, 2017, VANOS S.A. was officially welcomed by Capt Dimitrios Mattheou, Green Award Chairman, to the scheme.

Palau Ship Registry Opens New Piraeus HQ The Palau International Ship Registry (PISR) has opened a new head office in one of the world’s most competitive shipping markets in Piraeus, Greece, as part of the expansion plans; the new office will complement the US Houston, Texas offices.

The new Piraeus office along with our network of Registrars with detailed knowledge and experience of ship management, inspection, engineering and crew management in the China, Cyprus, UAE, Germany, India, Japan, Egypt, Lebanon, Malaysia, Nigeria, Panama, Romania, Russia, Singapore, South Africa, South Korea, Taiwan, Trinidad & Tobago, Turkey, and Ukraine assures that we can offer 24/7 support for clients.

Panos Kirnidis, CEO of PISR says, “We have spent time finding and employing people around the shipping world who add value to our services and come with a sense of dedication we demand.

During the years of our operations we have come into contact with many professionals whose skills we now use for our clients. We have more than 30 Deputy Registrars worldwide and if needed, we can source surveyors, engineers and legal experts to handle any issue that arises for ship owners and managers. We have no

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concerns about our global reach for any of our services.”

Photo: Panos Kirnidis, Chief Executive, Palau International Ship Registry, in his new European Head Office in Piraeus, Greece.

NAFS SHIPPING MAGAZINE - SHIPPING NEWS

The Maritime Standard Tanker Conference 2017 - date and location confirmed The second annual The Maritime Tanker Conference will take place on Tuesday 24th October 2017 at the Grosvenor House Hotel in Dubai. The event is expected to attract over 150 top executives from across the regional tanker business, as well as global participants.

A high level group of expert speakers and panelists is being assembled by The Maritime Standard, and will include representatives from leading tanker owners and managers, port operators, trade organisations, brokers and analysts, law firms, financiers and technology providers. The event has also secured sponsorship support from a number of high profile maritime companies and organisations, including. Kuwait Oil Tanker Company, DNV GL, Bahri and International Shipping and Logistics. Supporting Associations for the event include: Dubai Council for Marine and Maritime Industries (DCMMI), UAE Shipping Association (UAESA), Organisation of the Islamic Shipowners Association (OISA), Indian National Shipowners’ Association (INSA), Women’s International Shipping & Trading Association (WISTA), Ceylon Association of Ship Agents (CASA), Pakistan Ship’s Agents Association (PSAA), Conqueror Freight Network, Globalia Logistics Network, Mission to seafarers, Specialist Freight Network, The Cooperative Logistics Network World Freight Network.

The one day Conference will focus on the challenges and opportunities that remain open to the tanker sector in the Middle East and the Indian Subcontinent today. Speakers and panelists will assess global and regional economic and trade trends that will affect the movement of crude oil, products and petrochemicals. After key note speakers, individual sessions will highlight key issues, and solutions, and will assess likely investment patterns in ships and

terminal facilities, as well as the development of technology and other support services.

Trevor Pereira, managing director of The Maritime Standard says, “The inaugural event in 2016 was such a success that we have decided to return to the same venue and date, the day after The Maritime Standard Awards, to build on what proved to be a successful formula. We will have some big names from the industry speaking and the high quality audience of decision makers and influencers will make this a Conference that will add real value, in terms of information gathering and networking. The Maritime Standard Tanker Conference is certain to generate a high level of interest so I would urge people to book now, as spaces will be strictly limited.”

Marshall Islands and Blank Rome Seminar IRI/The Marshall Islands Registry and Blank Rome LLP held a seminar on United States (US) Regulatory, Financial, and Political Issues Affecting Shipping on 26 April 2017 at the Metropolitan Hotel in Athens, Greece.

The seminar was an opportunity for industry stakeholders to meet and discuss the current environment and the challenges ahead. The seminar was a success, with around 170 in attendance to hear the speakers and participate in the panel discussions.

Jeanne M. Grasso, Partner, Blank Rome LLP opened the first session of the seminar, focused on US regulatory and enforcement issues and moderated by Stefanos N. Roulakis, Associate, Blank Rome LLP, with a presentation on ballast water management challenges and realities.

Following this, Lieutenant Samuel M. Danus, Port State Control Oversight, US Coast Guard (USCG), and Brian Poskaitis, Senior Vice President, Fleet Operations, IRI, presented on the topic of the USCG’s Qualship 21 Program. A panel discussion on operations in US waters relating to oily water separators, whistle blowers, and other legal risks, led by Jeanne M. Grasso; Gregory F. Linsin, Partner, Blank Rome LLP; George Margelis, Environmental Compliance Manager, TMS Dry Ltd; and Brian Poskaitis concluded the session.

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SHIPPING NEWS - NAFS SHIPPING MAGAZINE

Lloyd’s Register holds Ballast Water Management Systems Workshop On Thursday May 11th Lloyd’s Register (LR) held at its premises in Piraeus a Ballast Water Management Systems (BWMS) Workshop. During the last meeting of the LR Hellenic Technical Committee and Environmental Sub-Committee in November 2016, when BWMS was at the top of the agenda following the ratification of “The International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004”, the Committee members endorsed LR’s initiative to facilitate a workshop on the practical experience gained from the use of BWMS on board vessels.

The scope of the workshop was to allow the Committee members and Lloyd’s Register to share their experience on BWMS including any issues faced during installation, commissioning and regular operation of such systems on board vessels. The methodology used to capture feedback involved the completion of a questionnaire by the members, who enthusiastically responded to the request, and further analysis of the findings by LR. During the workshop Charalampos Anastasakis, LR Senior Specialist at Piraeus Technical Support Office, provided a regulatory update and presented the results of the survey. Furthermore, Stamatis Agelopoulos, LR Lead Specialist at Piraeus Technical

Support Office, addressed the LR experience on installation and approval of BWTS. In-depth discussion followed among the members, chaired by Minerva’s Vayia Hatziyianni.

The outcome of this workshop will also be used to identify areas where a technical intervention may be required from the designers, manufacturers, owners and class rules.

NAFS SHIPPING MAGAZINE - SHIPPING NEWS

DNV GL COMPIT Award 2017 for smart underwater robotics Marco Bibuli was announced as the winner of the DNV GL COMPIT Award 2017, which took place in Cardiff this year. The Italian maritime robotics expert, working at the Italian research centre CNR-ISSIA in Genoa, was honoured for his work on team-capable, smart robots.

“The jury singled out Marco Bibuli, because his work brought advanced techniques of Artificial Intelligence to practical applications, representing innovative engineering at its finest. In Bibuli’s applications, the robots are not replacing the human, but act as caddies, supporting a diver in his work, for enhanced efficiency and safety,” says COMPIT organizer Volker Bertram from DNV GL Through a combination of machine vision, machine learning and cybernetics (control engineering), Bibuli has developed the project through to the first field testing stages. The prototypes give a glance at a future where robots become ubiquitous helpers, used for underwater inspection, cleaning, rescue operations, tank surveys and other tasks, supporting divers for increased safety and efficiency.

COMPIT is the abbreviation for “Computer Applications and Information Technology in the Maritime Industries”. The conference, which took place for the sixteenth time, offered information on advanced IT applications for the lifecycle of ships and offshore structures. Topics such as “Autonomous maritime systems”, “Virtual Reality and Augmented Reality”, “Yards 4.0” and “Big Data”, amongst others, were discussed by the participants. As in previous years, DNV GL was a main sponsor of this event.

This is the tenth time that an outstanding scientist has been presented with the DNV GL COMPIT Award at this prestigious conference. Previous winners of the award are: 2016 Henrique M. Gaspar (Norway) 2015 Tatsuo Nishikawa (Japan)

2014 Marcus Bole (UK) 2013 Herbert Koelman (NL) 2012 Rachel Pawling (UK) 2011 Denis Morais (Canada) 2010 --2009 Matthias Schneider / Thomas Glotzbach (Germany) 2008 Cassiano Marins de Souza (Brazil) 2007 Jean-David Caprace (Belgium)

Caption: (From left to right) Christian Cabos, Head of Department Information Management Technologies at DNV GL – Maritime, Marco Bibuli, Researcher at the Italian research centre CNR-ISSIA, and Volker Bertram, COMPIT Coordinator and Project Manager Engineering Services Newbuilding at the DNV GL Maritime Academy, at the COMPIT awards ceremony in Cardiff. (Credit: Felix Selzer)

OCEANKING & ECOSPRAY organized technical meeting on Scrubber technology OCEANKING SA in cooperation with ECOSPRAY organized a technical meeting in relation to the latest technological developments in Scrubber technology.

The event was held at Intercontinental Hotel and it was very successful in terms of attendance and interest while many technical issues were presented and discussed.

Mr. Guido Ceccherelli, Ecospray Business Development Manager and Mr.Maurizio Archetti Vice President analyzed technical and commercial issues, i.e. the Main Technical Characteristics, of the system, its competitive advantages (Catalytic Dry Filter Advantage / HYBRID READY OPTION ) how we handle sludge from HYBRID system, Installation for Open loop System and Hybrid system etc.

Ms. Carola Yannouli, Oceanking General Manager coordinated a video conference with Mr. Franco Porcellacchia, Vice President of Carnival, regarding the operational experience from Ship-owner’s point of view. Carnival has already installed ECOSPRAY in more than 50 vsls while a scrubber retrofitting project for 21 vessels is in progress Mr. Porcellacchia sharing his experience with the audience, high-

98 NAFS MAY 2017

lighted the operational advantages by using HFO as well as that the return of investment for the scrubber solution is approx..2.5 years.

Last but not least Mr. Petros Bellias, UNA Senior Engineer presented a process and feasibility study of a scrubber installation (Open Loop EGCS) in an existing Cargo Ship, (Aframax Tanker owned by Minerva).

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