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ΝΑΥΣ nafs nafs ΝΑΥΣ n afs 116 114 110 118 117

ΚΩΔ. Γ.Γ. 2229 ISSN 11047-3179

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Posidonia 2016

ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

SOTIRIOS KAMINIS

6

IOANNIS CHIOTOPOULOS

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Bimonthly STAMATELLOS Review THEODOSIS Θέλουν forνά theβάλλουν Shipping μνημόνιο στήν ναυτιλία; ARSENIOS PAPATHEODOROU Industry

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2017 DIGITALIZATIONSEPTEMBER IN SHIPPING Ted Petropoulos TED PETROPOULOS TRENDS TOWARDS 2025118 issue

Bimonthly ReviewReview for the Shipping industry Bimonthly www.nafsgreen.gr 99 - July 2014 Bimohthly Review for the Shipping Industry ΚΩΔ.Issue Γ.Γ 2229 Greek shipping bank MICHALIS PANTAZOPOULOS for the Shipping Bimonthly Review finance decline; BimohthlyReview Review Bimohthly ATHANASIOS REISOPOULOS Industry when will it recover? for the Shipping for the Shipping for the Shipping Industry Posidonia 2014 ...and the Cruise Industry’s OSVALDO DEL CAMPO Industry Industry APRIL - MAY 2017 ST YESWhat to SeaaTourism 1 DECEMBER 2016 USA, ARPIL-MAY 2016 JUNE 2017 difference 90 days winner is- JULY KAMINCO economic contribuAPOSTOLOS BEKIARIS Greek Shipping at a boom?

Forum at POSIDONIA Sea issue 116 114 issue 110 2017 for Private Equity makes issue ΚΩΔ. Γ.Γ 2229 PAUL HAGENS Galileo’s Cryobox tion sets all-time high ΚΩΔ. Γ.Γ117 2229 Post Posidonia pulse Tourism

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Index ISSUE 118 -

SEPTEMBER 2017

Κ. ΔΟΥΚΑΣ: Περιβαλλοντική καταστροφή από την 06. ΝΙΚΟΣ πετρελαιοκηλίδα - Επιπτώσεις, ανάκαμψη και προτάσεις ΔΟΥΚΑΣ: Πάμφθηνα VLCCs προσφέρουν ἡ Κίνα καί 08. ΚΩΣΤΑΣ ἡ Κορέα Dimakopoulos: Reasons to do Retrofit with SunRui BalClor 10. P.BWMS SMARTMOBILE mobile webpage presents three views to 18. The the users, Fleet, Vessel and Maintenance

20. Ecochlor® BWTS Receives USCG Type Approval Drydocks and Services signed a new 24. Euploia exclusive agreement 28. Sustainable data for coastal boats as a practical, accurate and efficient 32. CFD design evaluation tool

IN

D NTE PAPER I R P D CLE Y C RE

30.

Jan-Erik Räsänen Foreship finds alternatives to losing cruise energy

04 NAFS MARCH 2017

52. Enabling EU fuel monitoring compliance 54. Learning from big data 20th Annual Meeting of the Hellenic and Black Sea 62. The Committee of Bureau Veritas 66. Market news 44.

36.

Philippe Donche-Gay Digital transformation in the marine industry

Georgios Teriakidis

DNV GL: Modern Classification Solutions to Revolutionize Shipping

48.

Dr Pierre C. Sames DNV GL: Unmanned ships on the horizon

DNV GL: Unmanned ships on the horizon

nafs

ανεμολόγιο

ΕΠΠΕ: Περιβαλλοντική καταστροφή από την πετρελαιοκηλίδα - Επιπτώσεις, ανάκαμψη και προτάσεις Η βύθιση του δεξαμενόπλοιου «ΑΓ. ΖΩΝΗ ΙΙ» στο Σαρωνικό ακολουθήθηκε από εκτεταμένη διαρροή πετρελαϊκών υδρογονανθράκων, άγνωστης μέχρι σήμερα ποσότητας, με αποτέλεσμα τον σχηματισμό μεγάλης έκτασης πετρελαιοκηλίδας και την σημαντική ρύπανση του θαλασσίου οικοσυστήματος. Ο χρόνος απόκρισης της πολιτείας όσον αφορά την αξιολόγηση του μεγέθους του ατυχήματος, των ενεργειών ελέγχου και περιορισμού της πετρελαιοκηλίδας αλλά και της ενημέρωσης του κοινού εκ του αποτελέσματος κρίθηκαν ετεροχρονισμένες και μη επαρκείς, με αποτέλεσμα την επέκταση της ρύπανσης και περαιτέρω υποβάθμιση του ήδη βεβαρημένου θαλασσίου περιβάλλοντος της ευρύτερης περιοχής του κόλπου.

Επιπτώσεις στο οικοσύστημα

Οι πετρελαϊκοί υδρογονάνθρακες προκαλούν βλάβη στην πανίδα και χλωρίδα της περιοχής μέσω φυσικής επαφής, κατάποσης, εισπνοής, απορρόφησης και μείωσης της διαπερατότητας του φωτός. Οι πλαγκτονικοί οργανισμοί, όπως ο γόνος των ψαριών και οι προνύμφες διάφορων ασπόνδυλων, είναι ιδιαίτερα ευαίσθητοι στην ρύπανση από αργό πετρέλαιο, καθώς παρασύρονται από τα ρεύματα του νερού μαζί με τις μάζες πετρελαίου καταναλώνοντας τα σταγονίδια αυτών που αιωρούνται. Ιδιαίτερα ευαίσθητα επίσης είναι και τα οστρακοειδή, καθώς όσα καταφέρουν να επιβιώσουν από την έκθεση στο πετρέλαιο, φιλτράροντας μεγάλους όγκους νερού για να προσλάβουν την τροφή τους, θα συσσωρεύσουν υψηλά επίπεδα ρύπων στο σώμα τους. Τα ψάρια της περιοχής αναμένεται να επηρεαστούν άμεσα καθώς τρέφονται με επιβαρυμένους οργανισμούς αλλά και από την πρόσληψη πετρελαίου μέσω των βράγχιών τους. Σημαντικά θα επηρεαστούν και τα θαλάσσια πτηνά μέσω φυσικής επαφής, κατάποσης και εισπνοής πετρελαίου. Ιδιαίτερα για τα θαλασσοπούλια, η

06 NAFS SEPTEMBER 2017

πιθανότητα επιβίωσής τους μετά από μία βουτιά σε ρυπασμένα από υδρογονάνθρακες νερά είναι σχεδόν μηδενική, καθώς αντικαθίσταται η μονωτική στοιβάδα αέρα ανάμεσα στα πούπουλα και το δέρμα, η οποία διατηρεί ελαφρύ και ζεστό ένα πτηνό, με αποτέλεσμα να δυσχεραίνεται η πτητική τους ικανότητα, η αναζήτηση τροφής, η επίπλευση στο νερό αλλά και η διατήρηση της θερμοκρασίας τους οδηγώντας τα σε φαινόμενα υποθερμίας. Η ρύπανση θα μεταφερθεί μέσα από την τροφική αλυσίδα στους ανώτερους ζωικούς οργανισμούς, συμπεριλαμβανομένου και του ανθρώπου, ως αποτέλεσμα των φαινομένων της βιοσυσσώρευσης, βιομεταφοράς και βιομεγέθυνσης, δεδομένου ότι ορισμένες ενώσεις των υδρογονανθράκων έχουν την τάση να αποθηκεύονται στους λιπαρούς ιστούς και τα ζωτικά όργανα χωρίς να μεταβολίζονται. Αυτό σημαίνει ότι οι οργανισμοί που βρίσκονται πιο ψηλά στην τροφική αλυσίδα έχουν την τάση να συσσωρεύουν μεγαλύτερες ποσότητες ενώσεων υδρογονανθράκων στον οργανισμό τους όσο μεγαλώνει το διάστημα στο οποίο τρέφονται με επιβαρυμένους οργανισμούς.

Η δυνατότητα και ο χρόνος ανάκαμψης του οικοσυστήματος

Για την ανάκαμψη του οικοσυστήματος εκτιμάται ότι θα χρειαστούν αρκετά χρόνια. Έχει αποδειχθεί ότι πέρα από τις άμεσες επιπτώσεις της διαρροής πετρελαίου στο οικοσύστημα, λαμβάνουν χώρα μακροπρόθεσμα και άλλες, όπως η διατάραξη της δομής των τροφικών σχέσεων, οι οποίες μπορεί να είναι πολύ πιο επιβλαβείς για τα ψάρια και την λοιπή υδρόβια πανίδα. Ωστόσο, επειδή κάθε κατάσταση είναι μοναδική και εξαρτάται από τις συνθήκες που επικρατούν στην περιοχή, τα χαρακτηριστικά και την ποσότητα της διαρροής, ορισμένες περιοχές δύναται να ανακάμψουν σε μερικές εβδομάδες, ενώ άλλες θα χρειαστούν μέχρι και 10 χρόνια. Θα χρειαστεί γνώση της ακριβούς

ποσότητας και σύστασης του πετρελαίου και των μέσων που χρησιμοποιήθηκαν για την απορρύπανση (δεδομένου ότι αν χρησιμοποιήθηκαν χημικά και αυτά έχουν επιπτώσεις και χρόνο απομάκρυνσης τους από το περιβάλλον), ώστε να έχουμε μία εικόνα της πραγματικής επίπτωσης και του χρόνου αποκατάστασης. Σε κάθε περίπτωση, για το συγκεκριμένο ατύχημα δεν είναι ρεαλιστικό να μιλάμε για χρόνους αποκατάστασης των 20-25 ημερών.

Προστασία της δημόσιας υγείας

Πέρα από τις άμεσες και έμμεσες περιβαλλοντικές επιπτώσεις, υπάρχουν σαφείς επιπτώσεις και στην δημόσια υγεία. Όπως αναφέρει στην ανακοίνωσή του το ΚΕΕΛΠΝΟ, δεν θα πρέπει ο κόσμος να κολυμπά στις περιοχές που έχουν ρυπανθεί (κατά κύριο λόγο οι παραλίες της Πειραϊκής, Παλαιού Φαλήρου, Γλυφάδας και Βούλας), ενώ δεν θα πρέπει να παραγνωρίζεται η πιθανότητα εισαγωγής των πετρελαϊκών υδρογονανθράκων στην τροφική αλυσίδα. Με δεδομένο ότι ο άνθρωπος βρίσκεται στην κορυφή της τροφικής αλυσίδας είναι προφανές ότι θα πρέπει να δοθεί ιδιαίτερη προσοχή στο πότε και με ποιόν τρόπο θα επιτραπεί η αλιεία αλλά και σε ποια έκταση θα πρέπει να εφαρμοστούν τα μέτρα ελέγχου, καθώς οι μεγαλύτεροι οργανισμοί όπως τα ψάρια μπορούν να διανύσουν μεγάλες αποστάσεις.

Περιβαλλοντική ζημία

Δεδομένου ότι το φυσικό περιβάλλον αποτελεί εθνικό πλούτο, περιστατικά εκτεταμένης ρύπανσης και μαζικής καταστροφής του όπως αυτό, αποτελούν περιβαλλοντικά εγκλήματα με επιπτώσεις σε ολόκληρη την κοινωνία και την οικονομία. Για το λόγο αυτό, μετά την απόλυτη προτεραιότητα των ενεργειών απορρύπανσης της περιοχής όσο το δυνατόν γρηγορότερα, είναι ιδιαίτερα σημαντικό να πραγματοποιηθεί: ● Διερεύνηση των συνθηκών του ατυχήματος από τις αρμόδιες αρχές προκειμένου να εντοπιστούν οι

ανεμολόγιο

παράγοντες που οδήγησαν σε αυτό, ώστε αφενός να ληφθούν τα κατάλληλα μέτρα για την αποφυγή τους στο μέλλον, και αφετέρου να αποδοθούν ευθύνες όπου αυτές αναλογούν ● Διερεύνηση της ταχύτητας της ανταπόκρισης της πολιτείας και της αποτελεσματικότητάς της, με σκοπό την βελτίωσή της για επόμενα περιστατικά ● Διερεύνηση της αποτελεσματικότητας της ανταπόκρισης στο συμβάν από τους λοιπούς αρμόδιους φορείς. Σημαντικό είναι επίσης να υπάρχει επίσημη ενημέρωση σχετικά με την πρακτική διαχείρισης των αποβλήτων που προκύπτουν από τις διαδικασίες απορρύπανσης, τα οποία χαρακτηρίζονται ως επικίνδυνα και κατά επέκταση η διαχείρισή τους (συλλογή, μεταφορά και τελική επεξεργασία) θα πρέπει να πραγματοποιείται από κατάλληλα αδειοδοτημένες εταιρείες διαχείρισης επικινδύνων.

Η σημασία της πρόληψης

Για την Ελλάδα η προστασία της βιοποικιλότητας και του φυσικού περιβάλλοντος θα πρέπει να αποτελεί απόλυτη προτεραιότητα, ως εθνικός πλούτος. Η εκ του αποτελέσματος κρινόμενη αδυναμία αποτελεσματικής ανταπόκρισης του κρατικού -και όχι μόνο- μηχανισμού στο ατύχημα, προκαλεί τεράστια ανησυχία στη σκέψη για ανάλογο ατύχημα μεγαλύτερης κλίμακας στο μέλλον, πόσο μάλλον σε περίπτωση που προχωρήσουν τα σχέδια για εκμετάλλευση κοιτασμάτων υδρογονανθράκων. Με δεδομένο ότι το συγκεκριμένο ατύχημα ήταν μικρό και συνέβη σε σχεδόν «ιδανικές» συνθήκες (σχετικά καλός καιρός, μικρή απόσταση από την στεριά και το κεντρικό λιμάνι της χώρας), οι επιπτώσεις που έχουν αρχίσει να διαφαίνονται είναι δυσανάλογα μεγάλες. Είναι λοιπόν κρίσιμης σημασίας το παρόν ατύχημα να μην ξεχαστεί στο απώτερο μέλλον όταν θα έχουν αντιμετωπιστεί όλες οι άμεσες επιπτώσεις στο τοπικό οικοσύστημα αλλά να αποτελέσει αφορμή

για κοινωνική και πολιτειακή κινητοποίηση προκειμένου να αναπτυχθούν προληπτικά μέτρα δράσης και σχέδια άμεσης αντιμετώπισης παρόμοιων συμβάντων.

Προτάσεις για την επόμενη μέρα

● Αναθεώρηση του ισχύοντος θεσμικού πλαισίου με σκοπό την ισχυροποίηση τόσο της αποτελεσματικότητας του πλαισίου ελέγχου της αξιοπλοΐας των πλοίων όσο και των μηχανισμών ελέγχου για το περιβάλλον συνολικά. ● Άμεση επικαιροποίηση σχεδίων διαχείρισης και καταπολέμησης της ρύπανσης από θαλάσσιο ατύχημα που έχουν σχεδιαστεί από τις υπηρεσίες (Λιμενικές αρχές, Διεύθυνση Προστασίας Θαλασσίου Περιβάλλοντος) του Υπουργείου Ναυτιλίας και Αιγαίου και συντονισμός όλων των εμπλεκόμενων φορέων. Παράλληλα στο πλαίσιο αυτό θα πρέπει να εξετασθεί: o Ο ρόλος των τοπικών κοινωνιών στην αντιμετώπιση ενός περιστατικού ρύπανσης και η εφαρμογή δράσεων ενημέρωσης του κοινού και προώθησης της ενεργού συμμετοχής του σε περιπτώσεις ρύπανσης. o Ο καθορισμός των διαύλων «υψηλού κινδύνου» και η εφαρμογή μέτρων όπως η συστηματικότερη επιτήρηση (άμεση και έμμεση μέσω ηλεκτρονικών μέσων VTS, VMS, AIS) των περιοχών αυτών και η προσαρμογή των τοπικών σχεδίων δράσης και αντιμετώπισης θαλάσσιων ατυχημάτων. o Ο καθορισμός «ασφαλών καταφυγίων» για τα πλοία στην περίπτωση δυσμενών καιρικών και ο σχεδιασμός δράσεων προληπτικής (έντυπα μέσα) και άμεσης (με ηλεκτρονικά μέσα) ενημέρωσης πλοιοκτητών και καπετάνιων. o Η ανασκόπηση και αξιολόγηση των δράσεων αναζήτησης ελληνικών ή ξένων πλοίων υπαίτιων ρύπανσης της θάλασσας και η επιβολή των προβλεπόμενων κυρώσεων. ● Άμεση ανασκόπηση και επικαιροποίηση των «Σχεδίων Δράσης» και των υποχρεώσεων που απορρέουν για τη χώρα μας από την εφαρμογή των

nafs

Ευρωπαϊκών (European Maritime Safety Agency) και Μεσογειακών (Regional Centre Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea – UNEP/MAP/REMPEC) Κανονισμών και Συνθηκών για την πρόληψη και αντιμετώπιση της ρύπανσης που προέρχεται από τα πλοία. ● Διενέργεια εκτεταμένων εκπαιδεύσεων και ασκήσεων μεγάλης κλίμακας σε εθνικό επίπεδο. Η Ένωση Πτυχιούχων Περιβαλλοντολόγων Ελλάδας θέτει το κατάλληλα καταρτισμένο επιστημονικό δυναμικό στη διάθεση της Κυβέρνησης και των λοιπών αρμόδιων φορέων, προκειμένου να υποστηρίξει και συνεισφέρει με συγκεκριμένες προτάσεις για την προστασία της βιωσιμότητας του φυσικού περιβάλλοντος της χώρας μας του (υδατικού και χερσαίου), τόσο αναφορικά με ανάλογα περιστατικά ρύπανσης, όσο και σε γενικότερο επίπεδο.

H Ένωση Πτυχιούχων Περιβαλλοντολόγων Ελλάδας (Ε.Π.Π.Ε.) αποτελεί επιστημονικό σωματείο πανελλαδικής έκτασης των Πτυχιούχων Περιβαλλοντολόγων. Ιδρύθηκε το 1995 από απόφοιτους του Τμήματος Περιβάλλοντος του Πανεπιστημίου Αιγαίου. Μεταξύ άλλων, σκοποί του σωματείου είναι α) η ανάληψη πρωτοβουλιών και η συμμετοχή σε κάθε προσπάθεια για την προστασία του περιβάλλοντος και της πολιτιστικής κληρονομιάς της χώρας και β) η διαρκής επιμόρφωση και βελτίωση της επιστημονικής κατάρτισης των μελών του και η διάδοση και προαγωγή της περιβαλλοντικής επιστήμης στην χώρα μας. Σύμφωνα με το ΠΔ 405/1995 (ΦΕΚ 227/Τ/Α/6.11.1995), άρθρο 1, ως περιβαλλοντολόγος χαρακτηρίζεται μόνο ο απόφοιτος του Τμήματος «Περιβάλλοντος» του Πανεπιστημίου Αιγαίου. Περισσότερες Πληροφορίες: www. eppe.gr, e-mail: grammateia@eppe.gr, τηλ: 6945163305

NAFS SEPTEMBER 2017 07

nafs

Ίσαλος

γραμμή

Πάμφθηνα VLCCs προσφέρουν ἡ Κίνα καί ἡ Κορέα Γράφει ο Κώστας

Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Ιδρ. Μπότση

H ναυτιλία δεν φοβάται την Κορεάτικη κρίση

Σχεδόν ἀπαθής καί πάντως μή ἀνησυχοῦσα παρακολουθεῖ ἡ ναυτιλία τά τεκταινόμενα στήν Κορεατική Χερσόνησο, διότι εἶναι ἂλλοι οἱ παράγοντες πού ἐπηρεάζουν τήν ναυλαγορά, ἡ ὁποία ἐξακολουθεῖ νά κυμαίνεται σέ χαμηλά ἐπίπεδα γιά τούς περισσοτέρους τύπους πλοίων, καθώς οἱ προσδοκίες γιά κάποια αἰσθητή βελτίωση τῶν ναύλων μετατίθεται γιά τό 2018-2019. Οἱ ναυτιλιακοί παράγοντες ἐκτιμοῦν ὃτι γενικωτέρα σύρραξη καί ἀνάφλεξη δέν πρόκειται νά γίνει καί τά ὑποστηριζόμενα ἀπό τούς διεθνολόγους καί διεθνεῖς ἀναλυτές σενάρια, ὃτι ἡ Κίνα πρόκειται νά ἒλθει σέ ἐμπόλεμη κατάσταση μέ τίς ΗΠΑ, βρίσκονται ἐκτός πραγματικότητος, γιά τόν ἁπλούστατο λόγο ὃτι τίς περισσότερες παγκοσμίως ἐμπορικές συναλλαγές ἡ Κίνα τίς ἒχει μέ τήν Ἀμερική, πέραν τοῦ ὃτι διατηρεῖ τεράστια ἀποθεματικά συναλλάγματος σέ ὁμόλογα τῆς Ἀμερικῆς. Ἒτσι, ἐκτιμᾶται ὃτι ἡ Κίνα θά περιορισθεῖ σέ

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διπλωματικές ἐνέργειες γιά τήν ἐκτόνωση τῆς καταστάσεως. Ἡ Βόρειος Κορέα αὐτή καθ᾽ ἑαυτῆ δέν προσφέρει μεταφορικό ἒργο στήν παγκόσμια καί στήν ἑλληνόκτητη ναυτιλία, διότι ὃλες οἱ μεταφορές της πραγματοποιοῦνται μέσω Κίνας. Ἒτσι, ἡ ἒκρυθμη κατάσταση στήν Κορεατική Χερσόνησο δέν ἀλλάζει τίς ἀγορές. Οἱ ναῦλοι ἐξακολουθοῦν νά κυμαίνονται σέ χαμηλά ἐπίπεδα, μέ ἐξαίρεση τά cape size, τά ὁποῖα παρουσιάζουν κυμαινόμενες αὐξήσεις, φθάνοντας μέχρι 17.000 δολ., λόγω ζητήσεως σιδήρου καί γαιάνθρακος ἀπό τήν Κίνα. Τά τάνκερς ἐξακολουθοῦν νά βρίσκονται σέ χαμηλά ἐπίπεδα, μέ ναύλους γύρω στίς 10.000 δολ. ἀνεξαρτήτως μεγέθους. Οἱ ναῦλοι αὐτοί καλύπτουν τά running expenses, ἀλλά ὂχι καί τό final cost. Γιά τά dry cargo ἀναμένεται κάποια βελτίωση πρός τό 2019, ἐνῶ οἱ ναῦλοι τῶν panamax κυμαίνονται μεταξύ 8.000-9.000 δολ. Ἡ κατάσταση στά containers δέν φαίνεται νά βελτιώνεται, ἀλλά καί στά LNG, πού τώρα βρίσκονται στό χαμηλότερο ἐπίπεδο καί οἱ πλοιοκτῆτες τους ἀναμένουν βελτίωση τό 2018, ὣστε νά φθάσουν στό brake even, δηλαδή νά ἐξισορροπήσουν τά ἡμερήσια ἒξοδα μέ τίς ἐπιβαρύνσεις τοῦ δανεισμοῦ. Ἡ πλεονάζουσα χωρητικότητα δέν ἐπιτρέπει εὐοίωνες προοπτικές, διότι, πέραν τῶν ὑπερμέτρων παραγγελιῶν, οἱ πλοιοκτῆτες εἶναι διστακτικοί νά παραδώσουν στήν σφύρα τῶν διαλυτῶν τά πλοῖα τους ἡλικίας 17 ἐτῶν. Ἐπί πλέον, πολλοί πλοιοκτῆτες τοποθετοῦν παραγγελίες VLCCs, λόγω τῶν ἀνέλπιστα χαμηλῶν τιμῶν πού προσφέρουν τά

ναυπηγεῖα. Συγκεκριμένα, VLCCs τῶν 320.000 τόννων d.w. ναυπηγοῦνται μέ κόστος μόλις 80 ἑκατομμυρίων δολ. ἀπό τήν Κίνα καί τήν Κορέα, μάλιστα δέ ἡ Κίνα προσφέρει ἀκόμη χαμηλότερη τιμή, γύρω στά 75 ἑκατ. δολ. Ἐξυπακούεται ὃτι οἱ δελεαστικές τιμές καί ἡ προοπτική μεγάλων κερδῶν σέ περίπτωση ἀλλαγῆς μεγεθῶν τῆς ναυλαγορᾶς ἢ μεταπωλήσεων, ἐνθαρρύνει πολλούς πλοιοκτῆτες νά καταφύγουν στίς ναυπηγικές ἐσχάρες, παρά τήν πλεονάζουσα χωρητικότητα. Οἱ περισσότεροι πάντως πλοιοκτῆτες πορεύονται σήμερα μέ τήν γνωστή μέθοδο νά ἀγοράζουν πλοῖα σέ χαμηλές τιμές γιά νά τά πουλήσουν σέ δεδομένη εὐκαιρία ἀκριβότερα καί νά ἀποκομίσουν κέρδος. Μέ αὐτή τήν πατροπαράδοτη μέθοδο, ἒχουν ἀποκομίσει μεγάλα κέρδη γνωστοί Ἓλληνες ἐφοπλιστές. Πρόσκαιρη βελτίωση τῶν ναύλων σημειώθηκε στίς μεταφορές πρός ΗΠΑ λόγω τῶν κυκλώνω, ἀλλά ἡ ταχεῖα ἐπέμβαση τοῦ κράτους δέν παρέτεινε τήν βελτίωση αὐτή τῶν ναύλων. Ἡ γενική διαπίστωση ἐγκύρων ναυτιλιακῶν πηγῶν τοῦ Πειραιῶς εἶναι ὃτι ἡ διεθνής ἀναταραχή, ἡ ὁποία δέν ἐγκυμονεῖ ἐπί τοῦ παρόντος τουλάχιστον, ἀκραῖες λύσεις μέ θερμή ἀναμέτρηση ἰσχυρῶν κρατῶν, δέν ἐπηρεάζει τήν ναυτιλία. Οἱ ἐφοπλιστές παρακολουθοῦν κυρίως τά οἰκονομικά μεγέθη καί ἰδιαίτερα τήν παγκόσμια οἰκονομική ἀνάπτυξη, πού κυμαίνεται γύρω στό 3%-4%, ἡ ὁποία ὃμως δέν εἶναι ἱκανή νά ἀπορροφήσει τήν πλεονάζουσα χωρητικότητα, ἡ ὁποία, ὂχι μόνο δέν ἐξαλείφεται ἢ ἒστω περιορίζεται, ἀλλ᾽ ἀπεναντίας, ἐνισχύεται μέ τό ἰδιότυπο scrap and build, λόγω τῶν χαμηλῶν τιμῶν τῶν VLCCs, πού προσφέρουν Κίνα καί Κορέα.

brochure.pdf 12/12/2014 9:49:48 ðì

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Reasons to do Retrofit with SunRui BalClor BWMS

By Panagiotis Dimakopoulos, Sales Dept. Technical Advisor of Marine Plus SA

With the outcome of the MEPC 71 and with the guidelines from USCG regarding the Ballast Water Management (BWM) Extension Program, things have become significantly less blurry (than they used to be) for an Owner, in order to properly plan and prepare for the installation of a Ballast Water Management System (BWMS) to the existing vessels of his fleet. After the time table for the installation dates has been decided and fixed, then it all comes to the question with which Maker to proceed.

The selection of a Maker is certainly not an easy task, as there are many parameters to be Mr. P. Dimakopoulos examined and put in comparison.

Each vessel has specific available space, certain power supply, particular ballast pumps capacity demand etc. which means that every Retrofit Project is unique. For sure there is not any BWMS in the Market, which will be the best solution for all the cases. Therefore, the key for a Maker was to design and produce a system which would be the best solution for the vast majority of the cases and that was also the aim

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of SunRui while developing BalClor BWMS. SunRui Marine Environment Engineering Company is a wholly owned subsidiary company of China Shipbuilding Industry Company Limited (CSIC). SunRui is an integrated engineering company developed from a research institute built up in 1961, initially engaged with Chinese Navy/Military Projects and nowadays occupied with research, design, manufacture, engineering and project contracting of corrosion control, seawater desalination, electro-chlorination and exhaust gas treatment technologies as well as products. SunRui has her headquarter located in Qingdao, a branch company in Shanghai and oversea offices in Tokyo, Singapore and Hamburg.

SunRui has more than 30 years’ research and practical experience on seawater electro-chlorination technology and has successfully undertaken sodium hypochlorite generation projects for 12 nuclear power stations and more than 100 power plants, chemical plants and marine platforms. SunRui’s BalClor Ballast Water Management System is developed on the basis of land-based electro-chlorination technology.

SunRui BalClor BWMS is an environmental friendly and highly efficient system. Principle of this system is to electrolyze seawater directly to produce high concentrated sodium hypochlorite solution. The Treatment is performed only during the ballasting process, by Filtration and SideStream Electrolysis. For short voyages and during the de-ballasting process, there is also the Neutralization of the ballast water. SunRui has been evolving and perfecting subject technology for all these years,

making BalClor BWMS ideal for a Retrofit Project for many reasons, such as: Certification BalClor BWMS has received Type Approval Certificates by DNV-GL, CCS, LR, NK, BV, ABS, RINA and Liberian Registry. Moreover, on early June 2017 the final USCG Type Approval Certificate has been acquired. Regarding the IMO New G8 Type Approval Certificate, all the relevant testing has already been done by DNV-GL in 2016 and the IMO Type Approval Certificate will be renewed very soon, fulfilling the requirements of the revised G8 Guidelines.

Logistics Cost The installation cost of a BWMS to the Shipyard, as well as the customs clearance cost and the transportation cost from the Maker’s Premises to the Shipyard, are all significant costs to be considered. The cheapest location to install a BWMS to an existing vessel will be definitely a Chinese Shipyard. SunRui is based in Qingdao, China, so it is very easy to imagine the huge cost savings, which are gained with the selection of SunRui BalClor BWMS in comparison to having to ship a BWMS to China from another country.

Production Capacity – Delivery Time When the Owner places the order, there is the need to trust a Maker who will deliver the system on time. SunRui has a clear plan: the Production will be increased from 500 to 1000 Units per Year, so as to cover the increased demand for retrofitting and guarantee that the Delivery Time will be met.

Experience with Retrofit Projects SunRui has already successfully undertaken the Retrofit Projects from the 3D Scan and Design Stage for more than 30 vessels of various types (such as Tankers, Bulk Carriers, Container Vessels, Car Carriers) and finished 3D scanning & modeling for more than 200 ships. For example, BalClor BWMS was recently successfully installed into 2 VLCC vessels of a major Japanese Owner, in Singapore.

Safety The Safety of the Crew and the Vessel are obviously the No 1 importance. An explosion of a BWMS inside the Engine Room can generate serious issues. The de-gas technology of SunRui system has been used in Nuclear Power Plants in China and the relevant strict Safety Standards are met.

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“After running BalClor BWMS onboard of our three ships, Venus Leader, NYK Argus and Taharoa Providence, for more than 4 years, we are very pleased with the performance of the system and its consistency.”

Capt. Koichi Akamine, former Senior Managing Cooperate Officer of NYK Line.

NYK Line, one of the oldest and largest shipping companies worldwide that operates a fleet of about 800 ships including containerships, tankers, bulk and woodchip carriers, Ro-Ro car carriers, reefer vessels, LNG and cruise ships, is another reputable Owner included in the Reference List of SunRui BalClor BWMS.

Limited Space BalClor BWMS has very flexible Design and very small Footprint. The Module can be separated into several parts, which is convenient when the available installation space is limited. Also, for many cases, only 1 Electrolysis Unit covering the total demand from the ballast pumps will be installed (saving also cost).

Cost effective solutions for Bulk Carriers There are Bulk Carriers having time to ballast with only one pump, but they need to de-ballast quickly with both pumps running. BalClor BWMS can fulfil this requirement and save the cost for the Owner, as an Electrolysis Unit for only one ballast pump will be provided and the Neutralization Unit will cover the de-ballasting of the 2 pumps (via 2 lines).

Cost effective solutions for Tankers The Pump Room usually has very limited space for the all the components of the system. That is why when installing the BalClor BWMS, only the Filters will be installed inside the Pump Room and the rest components will be placed in the Engine Room. The connections will be done via piping of small diameter.

Remarks from USCG When USCG issues a final Type Approval Certificate, they put various Remarks at the front page (or at the Appendix). For example, there are Remarks about the Temperature - Salinity Operational Limitations and the Hold Time. Basis these Remarks, SunRui BalClor BWMS is able to successfully operate in every environment, independent of the Salinity and Temperature of the ballast water (for low Salinity and low Temperature Areas, this can be accomplished with the assistance of the After Peak Tank Solution and the Heat Exchanger of the system, respectively). There is also no Hold Time Remark, which means that an Owner can ballast, treat and de-ballast instantly.

Cost The cost of a BWMS depends on the Sum of Capex+Opex+Maintenance Cost. If only the Capex Cost is taken into consideration, this will certainly lead into wrong conclusions. SunRui BalClor BWMS in the majority of the cases is the most cost efficient solution for a Retrofit Project, as the Sum of Capex+Opex+Maintenance Cost is definitely lower than the competition.

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Power Consumption BalClor BWMS has very low power consumption and for sure no additional generator will be required in order to cover the power demand of the system. The Treatment is done only during ballasting.

Risk Assessment BalClor System has successfully passed Risk Assessment from LR and Bio-Tests from Independent Laboratories, having been requested from reputable Owners.

Treated Capacities BalClor Models approved toincover Maximumservices Treatment TURBOMED S.A.arespecializes turbocharger andRated Capacities within the range 170 m3/h up to 8500 m3/h.

Filter Clogging As smaller the filter mess size (40 μm, 30 μm, 20 μm etc.) is the greater chances for a BWMS to experience Filter Clogging issues. SunRui has been using 50 μm Filters, in order to prevent subject issue from showing up.

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Turbocharger

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manufacturers for Marine, Oil Gas Field and Power Plant Heat Exchanger

The side stream technology allows the installation of a Heat Exchanger Industry.00000000000000000000000000000000---000

at the feeding line of the Electrolysis Unit. When the temperature drops the framework of its strategic development, below a specific value, the Heat Exchanger will be applied, resulting in a TURBOMED S.A. can be system found atand critical points around the flawless operation of the ensuring significantly lower power consumption. world, providing high quality services to the increasing demand

Operational Cost As an electrolysis technology system, BalClor BWMS produces the disinfectant from the seawater, so the Owner does not have to trace and supply chemicals on board, keeping the OPEX cost at a very low level.

H2 Removal Whereas with the full flow systems the Hydrogen produced during the Treatment cannot be removed completely from the ballast line, with SunRui BalClor BWMS the Hydrogen can be separated from the seawater, diluted so as to become nonflammable and then released to the atmosphere via piping. The efficiency of subject De-Gas Unit, the technology of which is derived from the Nuclear Power Plants and other Land Applications of SunRui, guarantees that no accidents will occur.

Maintenance Cost 45the years’ experience All BWMS will require spare parts and related maintenance fees. For the 2 dominating technologies–(UV and Electrolysis), the major contribuOverhauling -Inspections Maintenance tion to the maintenance cost is derived by the replacement of the core Modification Retrofit components i.e.&the UV Bulbs and the Electrodes, respectively. Since SunRui BalCor BWMS uses Electrolysis technology, of course there are Large variety of spare parts not any UV Bulbs to be replaced. Regarding the Electrodes of BalClor 24/7, 365 a year worldwide turbocharger services are being BWMS, it isdays very important to underline that similar Electrodes used SunRui Nuclear Power Plants, where they work continuNonfrom -Stop repairinservices ously for 5 years/24 hours per day. As it is not expected from a vessel to Certified operate thepeople, BWMS Certified every day procedures, but to performCertified a certainparts number of ballasting operations per year, the Electrodes of BalClor BWMS are expected to cover the whole Service Life of the vessel. This is a very important long-term Benefit (in comparison with other Electrolysis technology systems for which the very expensive Electrodes will have to be replaced) and results in keeping the Maintenance Cost at a very low level.

Within

of our valued customers.--------------------------------------

High quality turbocharger services

Modification - Piping With the full flow systems all the components have to be installed in the main piping line. Apart from the space as a limitation, much more work is required to make the Modification for Retrofitting (it is more difficult to handle DN500 pipes than DN60 pipes). With SunRui BalClor BWMS the Modification is very simple and all the components have to be connected with DN50/60 piping. Also, big pipes (DN500) should be prepared in advance and in case something goes wrong with their prefabrication, TURBOMED’s Service Stations Training the installation can be delayed – if needed, small pipes (DN60) can be SunRui provides training to the crew upon commissioning of the system. gauged and produced on-site saving valuable time and cost.

There is also a Training Program, which can be provided to the Owners Pressure Loss representatives at SunRui Premises in Qingdao, China.

While cutting the main ballast line, this will result in a Pressure Loss and PROTOPOROS TURBO INC After Sales – Service SupportGLINAR TURBO LTD the performance ofMARINE the ballasting process will be affected. With BalClor Houston-USA SunRui has a fast growing andRiga-Latvia extended Overseas Service Network, BWMS only the filters have to be installed in the main ballast pipe, so which can provide assistance to the Owner. the Pressure Loss is minimal.

After Peak Tank Solution With SunRui BalClor BWMS only a very small quantity of seawater has TURBOMED PANAMA S.A. to be stored inside the After Peak Tank, in case the vessel needs to Balboa-Panama ballast in a low salinity Area.

Experience The Proven Technology of SunRui had been developed first for IndustriTURBOMED S.A. al Applications and prior the decision from IMO to adopt the BWM ConPiraeus-Hellas vention. Therefore there is vast experience with Electrolysis Procedure (exceeding 30 years).

Filter Suppliers There are three Filter Suppliers for the Owner to choose and all of them have successfully passed the USCG testing.

Package Solution SunRui offers a Package solution forTURBOITALIA Retrofit Projects including EquipSRL ment Manufacture, Project Management, Onboard (3D) Scanning, Naples-Italy Detailed Engineering and Design, Classification Approval, Preparation of the Working Drawings and of the Material List for the Installation, Onboard Supervision-System Commissioning and Crew Training upon Installation.

Lagos-Nigeria Concluding, SunRui BalClor BWMS is the right choice for a Retrofit Project as it offers many critical advantages to the Owner. Since September 2015, Marine Plus is the Exclusive Agent of BalClor BWMS for the Greek Market and will ensure that each inquiry for the installation of the system will be handled with priority and will meet the full attention of SunRui.

www.turbomed.gr - turbomed@otenet.gr

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AFRICAN TURBOMED LTD

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Reception dinner by SunRui and Marine Plus

On 4th of July a reception-dinner was held in the presence of Mr. Yu Jiangshui – Vice General Manager of SunRui Marine Environment Engineering Co Ltd, at the Balux Prive Venue, Glyfada, in order to celebrate the recent acquisition of the final USCG Type Approval Certificate for BalClor Ballast Water Management System with their Greek friends and customers. The event was co-organized with Marine Plus S.A., the exclusive agent of SunRui Marine Environment En2 gineering Co Ltd. Speakers in the event were Mr. Yu Jiangshui – Vice General Manager of SunRui Marine Environment Engineering Co Ltd, Mr. Vincent Li Regional Manager (Overseas) Marine Equipment Department of SunRui Marine Environment Engineering Co Ltd and were prefaced by Mr. Dimitris Vranopoulos - Managing Director of Marine Plus SA. SunRui Marine Environment Engineering Co Ltd is a wholly owned subsidiary company of China Shipbuilding Industry Company Limited (CSIC) and is an integrated engineering company, specializing in corrosion control, anti-fouling technologies and water treatment technologies (with more than 30 years’ research and practical experience). The company has been engaged in research and development of electrolysis technology for over 20 years and has successfully undertaken hypochlorite generation projects for 12 nuclear power stations and more than 100 power plants, chemical plants, vessels, and marine platforms.

SunRui’s BalClor Ballast Water Management System (now awarded with the final USCG Type Approval Certificate) is developed based on land-based electrolytic technology. The principle of this system is to electrolyze seawater onboard directly to produce a high concentrated sodium hypochlorite solution for Disinfection. A unique coating guarantees a life-time service of electrodes, reducing significantly the maintenance cost. SunRui owns the Independent Intellectual Property Rights of the core components.

Marine Plus S.A. was established in 1988 as a provider of high quality technical services to the Greek Shipping Industry. Today, with over 30 years of experience, Marine Plus can effectively provide almost any technical support required by vessels trading Worldwide, ranging from dry docking repairs, conversions, underwater services, BWMS, new building contracting/supervision, minor voyage or port repairs, supply of spares, supplies and provisions, inspections and more.

Marine Plus and SunRui have a successful cooperation since 2015 on an exclusivity basis and many reputable Greek Owners have already decided to equip their vessels with BalClor BWMS. The critical advantages of the system ensure that it is the most efficient solution either for a vessel going to be constructed (Newbuilding Project) or for an existing vessel (Retrofit Project).

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— Customized service support With you every step of the way Assuring the availability of your application is a critical part of securing your business. The right service reduces downtimes and increases your application’s performance and lifetime. A service agreement from ABB Turbocharging guarantees dependable delivery of results and lower total cost of ownership for your turbochargers. We are dedicated to providing our customers a comprehensive turbocharging service offering 24/7, 365 days a year at any one of our 100+ ABB-owned Service Stations in 50+ countries across the globe.

Get the right service: abb.com/turbocharging

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The SMARTMOBILE mobile webpage presents three views to the users, Fleet, Vessel and Maintenance

BMT SMART (BMT), a subsidiary of BMT Group, announces the launch of the SMARTMOBILE webpage optimised for smartphones and smaller tablets providing fast access to key vessel performance data.

BMT SMART is the pioneer of fleet and vessel performance management systems. Our unique combination of industry leading tools and expertise is what sets us apart.

We have an unrivalled track record in Fleet and Vessel Performance Monitoring expertise and industry leading tools and solutions that give you the edge.

Matthew Streeter, Product Manager at BMT SMART explains: “Smartphones are now favoured by 80% of all internet users, so we wanted our users to have the ability to access their key vessel performance data through a clear, reliable and fast mobile webpage. SMARTMOBILE presents users with a clear view of where their vessels are, which vessels are under performing and key performance data relating to speed, consumption and the current weather conditions the vessel is operating in.”

SMARTMOBILE has been designed and built from the ground up to focus on user experience, performance and reliability on a mobile device. The mobile webpage presents three views to the users, Fleet, Vessel and Maintenance. The Fleet view provides an overview of all vessels using Red, Amber Green colour coding to identify changes in performance relating to speed and consumption, hull and propeller fouling and trim.

The vessel view provides additional vessel performance data relating to the current fuel consumption, speed, cost and trim performance, as well as the wind, wave and ocean currents the vessel has operated in over the past 24 hours. The information on the vessel view helps to identify over or under performance, as well as the most likely cause of the change in performance using a modern-day alternative to the traditional noon report. The Maintenance page presents BMT SMART’s advanced maintenance KPIs providing the current status of the hull, propeller and main engine.

We use our expertise in maritime engineering to deliver inPeter Mantel, Managing Director at BMT SMART states: “SMARTMOBILE allows users to access fleet perdependent, innovative thinking formance management at their fingertips. Our suite of products, consultancy and support services provides and technical excellence. users with the optimum solutions to enable them to embrace today’s digital revolution in shipping.”

BMT continues to work on the design, functionality and user interface of the mobile site with future releases planned in its efforts to improve performance and usability.

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Ecochlor® BWTS Receives USCG Type Approval USCG Type Approval of Ecochlor’s unique, patented treatment technology now offers an alternative to UV and Electrochlorination. No treatment on discharge or neutralization is required with the Ecochlor® BWTS! Ecochlor® is pleased to announce that its patented BWTS has received USCG Type Approval. The Ecochlor® BWTS uses a two-step process that includes filtration and treatment with chlorine dioxide (ClO2). It is completely effective on all aquatic invasive species regardless of water turbidity, salinity or temperature.

Tom Perlich, President and Founder said, “The Ecochlor® BWTS works just as effectively as it did when first installed in a ship in 2004 without any fundamental changes. Since that first system was sold, the Ecochlor System has undergone extensive testing and received International Maritime Organization (IMO) Type Approval (2011), US Coast Guard (USCG) Alternative Management System (AMS) Acceptance (2013), and numerous classification society approvals including Lloyd’s Register, American Bureau of Shipping, Class NK, Bureau Veritas, and RMRS. USCG Type Approval, Ecochlor’s final benchmark, validates all the hard work we expended to ensure there is a reliable, efficient, cost-effective treatment system available to shipowners.”

The Ecochlor® System provides shipowners with several unique features. One of these is low power consumption, perhaps the lowest in the industry. Typical power requirements for the Ecochlor® System capable of treating a total flow rate of 8,000 m3/hr is 12 kWh, with maximum requirements reaching only as high as 35 kWh.

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“Not only does the Ecochlor BWTS have low power consumption, it is highly effective in all types of waters, said Steve Candito, Ecochlor’s CEO. The system was engineered with many safety and redundancy features, such as pressurized double wall storage tanks, flow controls and a vacuum mixing chamber where the chlorine dioxide is generated on-demand. Along with supplying a highly effective, safe technology, Ecochlor is committed to offering a more efficient retrofit experience. We are pleased to now list USCG Type Approval Certification among our many achievements.”

Another important feature of the Ecochlor System is a small footprint, which makes it extremely space efficient, even for larger capacity systems. The BWTS offers a modular approach providing further flexibility in tight spaces. Typically, only a single treatment system is required, with up to three chemical injection points connected to the vessel’s ballast lines. USCG Type Approval has been issued for Ecochlor Systems capable of treating ballast flow rates from 500 m3/hr to 16,200 m3/hr.

Marcie Merksamer, Vice President of EnviroManagement, Inc. adds, “For all system manufacturers, getting through the USCG Type Approval process is a long journey, with challenges and successes along the way. I’m pleased to have assisted Ecochlor and collaborated with DNV GL, Golden Bear Facility, and the USCG during the process, and I congratulate the Company on successful completion of USCG Type Approval.”

Perlich said, “Ecochlor’s focus has always been to help shipowners meet regulatory requirements in the most effective and efficient way. In the past year, we have seen significant activity from shipowners who recognize the value of all the benefits in the Ecochlor System. As one of only five USCG Type Approved BWTS in the world, this approval adds Ecochlor to a group that has successfully demonstrated that they can meet the most rigorous testing requirements worldwide.”

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Euploia Drydocks and Services Ltd is Ecochlor’s Exclusive Agent in Greece

Euploia Drydocks and Services Ltd is the Exclusive Agent for Ecochlor in Greece. To contact Euploia: call Charis Valentakis, call +30 210 9400660 or email info@euploia.eu. For more information go to www.euploialtd.eu

About Ecochlor

Ecochlor is the only company utilizing the patented chlorine dioxide (ClO2) treatment technology for ballast water and does not require treatment or neutralization on discharge.

The system’s efficacy is not impaired by variations in salinity, temperature, turbidity, organics, and vibration. It’s low power requirements make it ideally suited for mid-sized to the world’s largest ships. www.ecochlor.com

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

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corporate

Euploia Drydocks and Services signed a new exclusive agreement with NaviSafe Global Safety Services.

NaviSafe was founded in 2007 and is located in the heart of the port of Antwerp, providing a full range of services related to safety on board of seagoing vessels. The focus of our business lies with the servicing and repairs of lifeboats and launching appliances, this is a result of an ever increasing demand for this service after the entering into force of MSC.1/Circ. 1206 rev.1 and MSC.1/Circ.1277.

The solution oriented approach of NaviSafe is expressed on all levels. General Manager Bart Hendrix, former Chief Engineer and Class surveyor explains: “We aim at providing the best solution for our clients, no matter what the technical challenge might be”.

In summary, NaviSafe is an experienced company established by a core of highly motivated people. We can rely on the maturity achieved by sea going experience and extensive know-how gained at maritime orientated organizations and industries.

Lifeboat servicing

In accordance with MSC.1/Circ. 1206 rev.1 and MSC.1/Circ.1277, all lifeboats and launching appliances onboard of ocean-going vessels are subject to an annual service as well as a five-yearly service, to be done by personnel that is “fully trained and familiar with these duties”. NaviSafe works with a variety of lifeboat and davit manufacturers. Our service engineers are trained at the manufacturer’s facilities and we keep in close communication for updates and support.

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Having the detailed information and knowledge regarding each make and type of installation, is an important aspect of our goal of providing a top-class service to our customers.

Annual servicing During the annual service, all components of the lifeboat and the launching appliances are thoroughly inspected. Special care is directed towards the winch brakes (which are dismantled for inspection) and the specific release systems (which have to be function tested).

Five-yearly servicing The five-yearly service adds an in-depth survey and maintenance as a complement to the regular annual service. Release hooks and suspension brackets are dismantled for internal inspection and cleaning. Upon completion of the overhaul, the entire installation (lifeboat and davit) is subjected to a load test of 1.1 times the weight of the survival craft with its full complement of persons and equipment.

Lifeboat repairs

During the servicing, it can occur that certain defects are identified by the servicing company. These defects will then be mentioned on the report, which can result in the attending Classification Surveyor

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

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corporate

or Flag State Inspector not endorsing or crediting the annual Safety Equipment survey for the vessel, until such time as all identified defects have been rectified.

More often than not this leaves the ship owner/manager with an unfinished service for which he has to try and find solutions in the form of repair facilities. The competitive edge of the NaviSafe organization is that any defects found during the service, can often by rectified on the spot. This is of course dependent on the nature of the defect, the location of the vessel, and the length of the port stay.

Glass Reinforced Polyester (GRP) repairs NaviSafe is capable of performing any GRP repair on lifeboats.

Small damages can be easily fixed but also larger damage to lifeboat’s hull and canopy can be fully restored to original condition.

A dedicated GRP repair shop has been installed in our NaviSafe workshop. All GRP repairs are performed under controlled atmospheric conditions with particular regard to temperature and humidity. Only high performance products are used to provide the best possible repair. Highly experienced craftsmen are able to restore any type of damage to its original condition.

Other repairs Being faced with lifeboats on a daily basis we can not only perform the GRP repairs, we can fix all other issues too. Whether it’s a problem with foam, leakages, steering gear, propulsion unit,windows...

You name it, we can fix it.

Load testing

NaviSafe provides a full range of load testing services for a variety of lifting installations such as: • Cargo cranes and derricks • Lifeboat, liferaft and rescue boat davits • Provisions cranes • Bunker davits • Engine room cranes • Chain blocks, slings and shackles • Gangways and accommodation ladders NaviSafe is fully equipped to carry out the annual inspections and five yearlyload tests for the IMO SOLAS requirements for the “Means of Embarkations and Disembarkations” as per MSC.1/ Circ.1331.

Water bags, standard weights, load cells A full range of our own water weight bags of 90 kg, 250 kg, 375 kg, 3000 kg and 10000 kg respectively allows us to make a variety of combinations to obtain the required weight.

Calibrated deadweights are available for larger sizes of load tests on Cargo Gear, etc.

For less accessible areas like engine rooms, we have our own load cells to perform the load tests.

Hydraulic test bench NaviSafe’s workshop is equipped with a vertical hydraulic test bench with a maximum capacity of 250 MT which can be used for in-house testing of any type of release hook, strapping or lifting equipment.

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Euploia Drydocks & Services Ltd announces Collaboration with Marine Corrosion Service Limited (MCS) On 11th of July Euploia Drydocks & Services Ltd signed a collaboration agreement with Marine Corrosion Service Limited. Euploia Drydocks and Services Ltd wish to broaden professional horizons by representing Exclusively in Greece one of the most well-established companies in the field of Marine Cathodic Protection solutions and services in China.

Marine Corrosion Service (MCS) is a company providing Marine Cathodic Protection solutions and services in China, they have an expert engineering team, who is available for the marine ICCP anti-corrosion system & MGPS anti-fouling system. They are the authorized service station and spares distributor for the main makers in China, providing professional technical/engineering services by their experienced engineers, as well as the spare parts of the systems. Marine Corrosion Services (MCS) specializes in Sacrificial Aluminum and Zinc Anodes, in Impressed Current Cathodic Protection Systems (ICCP), in Marine Growth Prevention System (MGPS), in Installation, in Inspection and Repair Service as well as in Spare Parts. Charis Valentakis, Managing Director of Euploia Drydocks and Services Ltd commented: “This collaboration aligns with our vision to offer to our clients high quality services. We look forward to building a mutually beneficial relationship with Marine Corrosion Service (MCS). I sincerely hope that this first step will lead to a long term collaboration between our companies”.

Michael Lee, Sales Manager of Marine Corrosion Service (MCS) 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 Marine Corrosion. We expect to increase our sales in the Greek Shipping market and strengthen our position in the Global market. We look forward to building a mutually beneficial relationship with Euploia Drydocks and Services Ltd which will be based on Trust & Reliability”.

About Euploia Drydocks & Services Ltd

Euploia Drydocks & Services Ltd is a well-established company of highly experienced and qualified managers in the Marine Services, specializing in Ship Repairs and Conversions. Its core business is to provide Repair Services through their Worldwide Network of Leading shipyards, Workshops, and Co-operating Companies. Their Products and Services Portfolio extends to the field of Marine Equipment, Spare Parts, BWTS-ECOCHLOR, Lubricants, Bunker, and Safety Products & Services. Their mission is to provide the local shipping industry with high quality level of products and services accompanied with timely deliveries and competitive prices, honoring always their contractual commitments.

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technology

Sustainable data for coastal boats

Inmarsat’s entry-level satellite communications service Fleet One is an ideal match for coastal fishing boats whose owners want to maintain cost efficient connectivity without the unpredictability of cellular coverage

The global economy and society are becoming more connected at every level. This wave of change is now lapping against traditional industries that have a proud history of self-sufficiency and resilience. However, the need to stay in contact should not be regarded as a weakness; beyond reassurance and making life more comfortable, it can bring new opportunities. Until recently, access to satellite communications was affordable only to large commercial tonnage plying transoceanic routes. In the fishing industry, it was mostly confined to fleets of deepsea trawlers catching and processing tons of fish every day. By allowing these boats to readily obtain the latest meteorological data and better manage their activities, electronic communication soon became an essential tool in day-to-day operation. It also ensured that they met and fulfilled compulsory catch reporting requirements from regulatory bodies and – in this age of ethical grocery shopping – as increasingly specified by supermarkets and other buyers. Advances in technology combined with greater bandwidth availability thanks to long-term infrastructure investments by satellite companies such as Inmarsat have made connectivity at sea more accessible and affordable than it has been at any point before in history. For instance, Inmarsat’s Fleet One delivers simultaneous voice and IP data at up to 100 kbps to vessels when they move outside MF/HF radio and GSM coverage. The service is delivered using the Inmarsat I-4 satellites over the world’s most reliable commercial L-band satellite network, maintaining over 99.9% availability.

However, service uptake is not just about technical innovation. Inmarsat has listened to the needs of smaller fishing boat operations and devised airtime pricing plans reflecting those requirements. For example, with Fleet One Coastal, which is available to vessels under 500gt in key coastal regions, Inmarsat does not commit owners to lengthy contracts, while occasional users can suspend services altogether out of season.

One satisfied customer of the service is Manuel Laranga Sanles, owner of fishing company Vidiña Pesca, which operates out of the town of

28 NAFS JUNE 2017

Ribeira on the coast of Galicia in the northwest of Spain. Ribeira has been one of Spain’s most important shallow water fishing ports for two centuries. It is also close to Vigo – second only to Tokyo among world fishing ports, with an annual catch of around 800,000 tonnes worth €1.5 billion and home to the European Fisheries Control Agency (EFCA).

Manuel has been plying his trade off the Galician coast for over a quarter of a century. Much has changed in that time, not least in the level of regulatory controls, and for Manuel and his fellow fishermen going without access to reliable communications is simply no longer an option. Internet and email are indispensable working tools – and patchy, limited range marine radio and cellular networks are not up to the job.

Manuel had been using various Inmarsat services on board his 28m trawler Rinchador for four years before Inmarsat introduced Fleet One as a more flexible, cost effective solution for seasonal low data users.

“We were looking for a terminal with enough bandwidth but with a lower monthly fee,” he explained. “I knew I wanted to stay with Inmarsat because of the reliability of the network and the wide range of terminals available.” Local Inmarsat service provider Satlink S.L. installed the 32cm diameter antenna and compact below deck unit in February 2017, taking just a couple of hours, so there was no disruption to the Rinchador’s daily trips out to fish in the North Atlantic. With plug-and-play functionality, Manuel was instantly able to get back online, using Fleet One in a range of ways, from weather forecasting and routing apps to keeping up with emails and negotiating a better deal on a catch by contacting the market before returning to port at Riveira A Coruña.

Crucially, constant connectivity allows him to meet EU fisheries controls regulations requiring vessels to report catch, landing, sales and transhipment data. This is done through the electronic recording and reporting system (ERS), a key element of which is the electronic logbook where the master of a fishing vessel keeps a record of fishing operations. The record is then sent to national authorities, which store information in a secure database. ERS rules now state that a daily catch estimate must be transmitted before a vessel docks. It’s not just the captain who benefits. For Manuel’s five-strong crew, having Fleet One on board means they are not out of touch from home for the long hours they are at sea.

“In addition to work applications such as weather forecasts or ERS transmission, relieving the isolation so often felt by seafarers is a key benefit of improved satellite communications,” says Javier Andrés Lois, regional sales manager for Satlink, which serves a large number of fishing vessel and fleet customers. For ease of use, Fleet One comes with built-in WiFi, allowing crew members to stay connected via their smartphones and other devices. Security is maintained by an integrated firewall.

It’s worth noting that Fleet One also offers a lifeline in urgent situations in the form of Inmarsat’s 505 distress calling service. “If the worst happens and they require emergency assistance, all they need to do is dial 505 free to get straight through to a Maritime Rescue and Coordination Centre (MRCC).” By avoiding worries about cellular coverage or network roaming charges, Fleet One has enabled Manuel to halve his monthly airtime bill on the prepaid plan while still accessing all the services he needs. “I’ve not had any problems but I know Satlink is always available should I need support, and they have a good technical service distributors network all along the Spanish coast if I need spares.

“For me, Fleet One is the perfect match between terminal and airtime cost and the quality and services available.”

Continuous oil maintenance – oil cleaning Wågene Purifiner Technology AS Østerøyveien 36 N-3236 Sandefjord Norway Tel: 0047 33 48 90 20 E-mail: post@waagene.no Web: www.waagene.no

Åge S. Wågene, engineer, started his engineering business with air compressors and in 1976 operated with sales and service in Norway. The compressor business where sold in 2011.

In 1999 the company started developing an oil treatment plant designed for hydraulic and lubricating oils, and launched the product in 2001.

The company changed its name to Wågene Purifiner Technology AS in 2011 and focused to only work with oil cleaning worldwide to shipping and offshore.

Today the company has delivery more than 3000 oil cleaner units worldwide.

A well-proven purification technique.

A 100% cotton filter, cleaning out particles down to 1 to 3 micron.

Evaporating away all water, also emulsified water down to 0.01% (100 ppm) Cleans oil to better quality then new oil.

Extends oil life (hydraulic) with 10 to 15 times.

Purifiner provides the best oil quality on the market.

Low consumption of filter cartridges.

Low investment cost, low operating cost.

Large amount of applications Cleans all type of hydraulic and lubricating oils, mineral oil, synthetic oil, and EAL oil.

Purifiner TS has a double pump that sucks and pushes the oil back to thrusters, stern tube, steering gear tank/sump when they are in operation.

Good references for maintenance of EAL oils.

Reducing costs and consumption of oil Reducing costs of loss and damage caused by contaminated oil.

Providing considerable environmental benefits.

Exclusive Agent in Greece:

Tel: +30 210 9400660 E-mail: info@euploia.eu www.euploialtd.eu

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energy

efficiency

Foreship finds alternatives to losing cruise energy technical advice.

As with everything at Foreship, projects seeking to optimise energy use begin at the design level for the newbuild or conversion. “The starting point is to establish what the owners want to achieve and their thoughts on how to go about it,” says Räsänen. “Then we analyse their wishes and make recommendations, advising them on the goals that are achievable and where we might have to look at alternative solutions.”

Jan-Erik Räsänen as Head of New Technology, Foreship Recent developments open the way for cruise ships to enhance energy efficiency using waste heat energy, energy storage and fuel cells, says leading independent design consultants The global 0.5% cap on fuel Sulphur content due in force from 2020 is not the only reason cruise shipping is newly open-minded when it comes to the energy sources that can improve vessel efficiency. Rapid advances in battery technology mean that the cruise sector could emulate the car industry in exploiting hybrid power, albeit differently packaged.

Earlier this year, Foreship appointed Jan-Erik Räsänen as Head of New Technology. Formerly with ABB, Räsänen is an acknowledged expert in shipboard energy optimisation whose breadth of experience in shipboard battery power and fuel cell development would be hard to better.

The naval architecture and marine engineering consultancy has made a speciality of advising the world’s leading cruise ship companies on how to optimise ship structures and systems for energy efficiency. At a truly exciting time for shipboard energy options, the New Technology Head is revelling in his new freedom to offer objective

30 NAFS SEPTEMBER 2017

Efficiency improvements could come from considering new energy storage techniques - either electrical or thermal - but they might also result from reclaiming efficiencies from existing systems. What’s important is the complete energy flow of the vessel, he says.

several feasibility studies evaluating next generation waste heat recovery systems for cruise ship owners.

“One goal is to minimize the use of oil fired boilers for, saving the fossil fuel that would otherwise be burned while also serving the combined needs of the galley heating process, fuel heating, the reverse osmosis plant producing fresh water and laundry services, for example,” Räsänen says.

New potential is also fast-emerging for cruise ships to exploit battery power, where the energy stored can be derived from a variety of sources.

“An overall understanding of the energy balance between production and consumption is needed, so that insight can be offered into where the

“An overall understanding of the energy balance between production and consumption is needed, so that insight can be offered into where the energy should be used and where it is typically wasted. We need to establish what the energy sources of the vessel are/will be, and where efficiency gains might be available”.

energy should be used and where

“You could, for example, describe waste heat energy as an alternative energy source which can be re-used by being fed through absorption chillers, organic Rankine cycle or steam turbines,” says Räsänen.

There are ship types that have been natural candidates for battery power, Räsänen explains – typically ferries and shortsea vessels requiring power in short bursts, or vessels used in the oil and gas sector that spend a lot of time idling. Others have not been such an easy fit, even though a hybrid solution with batteries and conventional engine can improve fuel efficiency with up to 15%.

In the past, container shipping companies have used steam turbines to reclaim the plentiful waste heat generated by 60-70 MW two stroke engines. Until recently, cruise ship engines generating on average 9-16 MW have not been large enough to justify sizeable steam turbines, especially when considering the typical operational profile of a cruise ship. However, “We are seeing a change because now it is becoming possible to fit small steam turbines on these ships, partly because of lower heat demand in traditional steam processes with LNG fuel and fresh water production, as well as improved waste heat energy recovery systems.” Foreship is undertaking

it is typically wasted. We need to establish what the energy sources of the vessel are/will be, and where efficiency gains might be available”.

Customer interest “has been there the whole time”, but the objection to battery technology in the cruise market has always been based on space and cost; now both are coming into place, Räsänen says.

Foreship has already been involved in a feasibility study to evaluate the use of battery power for a leading cruise operator.

Furthermore, shipboard battery options are fast-developing. In late 2016, one battery maker was offering a 6.5 kWh battery with dimensions of approximate

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DIGITALIZATION IN SHIPPING - NAFS SHIPPING MAGAZINE energy efficiency

agement is all-inclusive.” lished security operations centres, Broadhurst continues. “Owners will be Broadhurst adds that the fully-managed approach will be critical. An able to get a view of what is going on at both the ship and the fleet level, individual ship’s vulnerability to cyberattack may only be exposed when and track causes behind any security compromises, whether they are per energy unit price the less positioning 36cm by 30 cm cm. at Sixa port months later, for energy its departure frombyor30 arrival is denied, examplestorage becausefor dynamic due to attacks or to the presence of malware on than board.

We alsomature see the Oxide Fuel Cell and (SOFC).

However, he (DP) duties as part of a groundswell opinthe same supplier is a 9.7 kWh Ransomware loading information is offering not shown correctly. is a “huge system’s use as the basisSolid for improving training achieving the best thatfrom SOFC efficiency can be raised battery of the same size. “Typically, a high ion heralding change. phenomenon”, Broadhurst states, but shipowners may still be willing to practice that block threatsadds coming malware.” up to 65-70%, PEMishas a lower charge discharge rate has been onemay think, “It’sif not that we willBroadhurst see largebelieves num- the maritime considerand buying their way out.

“The owner the likely computer satellitewhile company taking the initiative efficiency of around 45%. of thethe major the size of bers of shipslanding operating solely on batteries, fails, bestcriteria solutiontoisminimize to go out and get another one because at a critical time for shipping.

“The ISO has been talking about a maritime adds that while boththetechnologies use the due to the bigInphysical sizeofinship connectivity, but I believethose 40-60% of all vessels could but it He the batteries cargo is the imperative. the new era IT cyber standards is 2-3 years away, while IMO is developing as fuel, other types realises of fuel can space and weight,” Räsänen says. “But, benefit from auxiliary battery load exploitadays are over.” guidelines,” he says. “Wehydrogen are at a place where everyone that be such actually as LNGemphasises and Methanol.

How- is with increased density and lower to support shaving,” saysbut that used Although ships can be carrying highprice/ value cargoes,tion many individualpeak loadthere is a threat, realisation that shipping kWh, wedo see steplarge awayamounts from this.

With data Räsänen.

“A small of ships –industry. say, Asever, both LNG and Methanol vessels notahave of valuable onboard; their at- number a fragmented the launch of new guidelines bywould BIMCOemit aimed moderate charge and discharge rate, we in to a5% of the fleet – will alsoatuse them for pollutants andthe need a reforming process tractions for hackers is that they offer a way company’s corporate helping shipping secure itself against threat of cyber-attackers, expect longer life is time of to the as specific duties: sector, forare manytoin produce hydrogen. the reforming system.a“The reality likely bebatteries that the systems are under attackin the cruise however, there the industry who are After wide awake to the well.” example, battery power threat.” could be useful process, carbon monoxide and hydrogen because they are identified as IP addresses by hackers who are looking portand entry, the environmental remain, andisRäsänen notes whileevents for any weaknesses to see what they can get theirduring hands on, not where Maritime cyber security myth-busting one of three keythat Inmarsat Early cruise technology gains would be strong.” scheduled to coincide with SOFC plants can utilize both carbon monbecause theyadopters are shipsof orbattery shipboard systems” says Broadhurst.

London International Shipping Week 2017. include operators calling in particularly seen anto be held atoxide and Global hydrogen asLondon, fuel, the13carbon Inmarsatship is working within a strategic alliance with Recently Singtel to Foreship utilise capa-has also The session, Inmarsat HQ in September, sensitive areas, and Räsänen acknowledgincreased Trustwave interest in fuel2017, cellswill in parallel monoxide needs to be threat removed in shipping, the case bility available through the Singaporean telecoms company’s include a briefing on the cyber security facing to combustion engines toand improve fuel of PEM, and thusglobal lowering the have overall efficienes that it can be difficult toofmove from case subsidiary.

Shipboard tests a maritime UTM (Unified Threat Managethe roles training, technology support in addressing efficiency.

For the time being, Räsänen study generalisation in terms of uptake. complicating the fuel treatment ment)to system from Inmarsat are currently underway and the full launch the different elements of cy thatand threat. believes the most of the various However, he later citesinrecent moves

by Statoil process. is envisaged 2017. The Inmarsat solution will be embedded in promising “A main priority for Inmarsat in the first part of 2017 is to engage owners technologies isinPEM – Polymer to seven more supply vesselsas with For the of moment, both technologies have allcontract Fleet Xpress hardware going forward, an option which can available be dialogue on the vulnerabilities the bridge, cargo management and Electrolyte whose usemonitoring in the hybrid battery and invest in a a relatively high cost energy networks, output, switched on or operation off by the operator as required.

In the future, theMembrane, same propulsion systems that interface withper shoreside automotive brought a lower lithium ionwill battery manufacturer to develop Broadhurst concludes. capability be extended to FleetBroadband, says.industry has and explain their options Räsänen when it comes to protecting themselves against The technology will be supported through a network of already estabcyber incidents.”

CENTRIFUGAL AND POSITIVE DISPLACEMENT PUMPS FOR MARINE&OFFSHORE, NAVY AND INDUSTRY

Pompe Garbarino S.p.A. Via Marenco, 44 - 15011 Acqui Terme (AL) - Italy - Tel. +39 0144 388671 - info@pompegarbarino.it www.pompegarbarino.com Pompe Garbarino S.p.A. is exclusively represented in Greece by Euploia Drydocks and Services Ltd. (Tel.: +30 210 9400660 , E: info@euploia.eu, W: http://euploialtd.eu/)

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article

CFD as a practical, accurate and efficient design evaluation tool

By Claudio Cairoli CFD Team Lead, Global Marine, ABS

Despite recent improvements in some sectors, the shipping industry has been under strong pressure to improve vessel performance and therefore reduce operating costs. This pressure is not just economic but also from regulatory requirements following the IMO’s decision to implement the global sulphur cap and phases three and four of the Energy Efficiency Design Index.

With increasing compliance and rising fuel costs comes increased interest in accurately evaluating the design performance and energy efficiency of newbuildings, and also of existing vessels – assessments that Computational Fluid Dynamics (CFD) is uniquely positioned to provide.

The challenge for designers, owners and class is to make CFD simulations not just accurate, but time efficient and cost effective and so increase its use as a practical and useful tool for undertaking design assessments. The ABS CFD Team, part of the Global Marine organisation, has undertaken numerous studies and client projects which have demonstrated that CFD can indeed be a very practical tool in understanding hull and propulsion performance.

By establishing a set of best practices using experimental data for well-known designs and combining these with advances in software development, it has been possible to make CFD as accurate as physical testing processes as well as more time efficient and cost effective.

Accurate Results

The first and probably most important characteristic for the use of CFD is that of accuracy. When the ABS Global Marine CFD team was formed, its first task was to establish a set of best practices for all types of simulation that would be most frequently used and to make sure that subsequent evaluations adhered to them.

Accuracy studies were conducted using publicly-available validation cases such as the KRISO containership KCS, the KRISO very large crude carrier KVLCC, the Duisburg Test Case DTC and the Japan bulk carrier JBC. These benchmarks are continuously refined and updated

32 NAFS SEPTEMBER 2017

using proprietary results from commercial projects with best practices updated whenever improvements are found.

Applying ABS’ best practices, we found that, for example, for KCS the average difference between the experimental results and computational results is less than 1% over six operational speeds while the relationship between the measured and computed values for sinkage and trim is very close. We next turned our attention to improving the efficiency of the process in order to achieve turnaround times that would be competitive in the market and that would meet the very strict needs of the design cycle.

Efficient Process

We set out to improve the efficiency of the process in two ways, first by reducing the completion time needed to obtain a converged solution and then by reducing the time it took to prepare and set up the simulation, process the results and create the report.

Our solution was to develop an automated system based on a very limited set of geometric inputs which could be managed and organised for each required case and which can be set up for each CFD simulation, posting the process results from each simulation and compiling a summary and detailed report.

In terms of how fast the CFD process can be, for calm water resistance, the resulting computational grid is usually set with a resolution between 1.7 and 2 million cells. The grid characteristics depend on the ship speed and so the size can be different depending on the ship’s speed.

The simulation is usually able to return a converged solution with 40-60 minutes running on 96 cores.

In 24 hours this allows us to compute and complete more than 200 calm water resistance simulations so for an optimisation using a four-point operational profile, 50 design variants a day can be evaluated.

To run self-propulsion simulations using a body force propeller model, the grid is usually bigger size - between 3.5 and 4 million cells – and

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article

depending on the ship speed we can produce a converged simulation in between 90 and 120 minutes. In 24 hours we can complete about 60 combinations of calm water resistance, form factor and self-propulsion simulations.

Practical Applications

In terms of how practical CFD can be, ABS was able to support a client who submitted a design to a model testing facility and needed assistance with reviewing some of the recommendations.

After a few days the testing facility came back with a small modification to the hull geometry and asked the client if they would accept them. The client was concerned that the modification might affect the predicted performance and since this was designed to meet the contract speed were cautious on making modifications.

The client sent the modified shape for evaluation and comparison with the shape which we had previously evaluated, noting that in order to maintain the schedule for the model test the facility needed the answer by the end of the following day.

Using our automated system we were able in 24 hours to evaluate the hull form, analyse the results, perform a comparison with the original hull, create a report, and send it to the client. It was found that the modification increased the power requirement at the design condition by 1.7% so the client decided to decline at least some of the modifications that testing facility had proposed.

A second example is of design evaluation and optimisation, undertaken as part of JDP with a Shanghai-based design house on a 3,800 TEU containership. The client developed two concept designs for its new design, one with a traditional bulbous bow and one with the vertical stem bow. The project had two main tasks: to help the client evaluate which one of the concepts was better and then optimise it over an operational profile in order to minimise fuel consumption. Several design constraints were set out, including that the number of container slots inside the hull was to be maintained.

After performing the initial evaluation of the two concepts, we wanted to know more about the potential for improvement before being able to decide which concept was the best. Since the aftbody of vessel was the same for both concepts we ran for each concept a forebody optimisation and determined that the vertical stem bow had more potential for efficiency improvement than the traditional bulbous bow. That design candidate then underwent a more extensive resistance optimization for the entire hull and aftbody/skeg optimisation to improve the propulsion efficiency. We ran over 1,250 design variants, which meant that over 5,000 CFD simulations between calm water resistance and self-propulsion using the body force propeller model were computed.

The final design was a considerable improvement over the initial concept, with a delivered power average over the operational profile reduced by over 3% and as importantly, the delivered power at the design condition reduced by 5%, which delivered a much bigger margin on the contract speed. Because of the efficiency of the automated ABS system, we were able to complete the project in less than six weeks.

A Question of Scale

One of the common questions about CFD relates to the benefits and consequences of performing simulations in model scale versus full scale when considering power form optimisation.

Full scale simulations tend to be more complicated because of the relative size of the boundary layer which requires a higher grid resolution, but the claimed advantage with full scale simulation is that there is no need for extrapolation, which can introduce errors.

In determining whether full scale simulation was a better representation than the still-popular model scale simulations, we decided to use the 3,600 TEU KCS containership design which has already been used in numerous validation exercises worldwide.

We decided to split this study into two parts, a bulbous bow and forebody optimisation, and a skeg optimisation. For the bulbous bow

34 NAFS SEPTEMBER 2017

optimisation we decided to use resistance as objective because previous experience suggested that a slender ship has a direct response between resistance and propulsion efficiency. For the aftbody and skeg optimisation we looked at delivered power as the metric of interest.

KCS was originally designed for a speed of 24 knots and 10.8 metre draught. This is a hull form that was designed in the late 1990s at a time when containerships were operating at much higher speeds than today.

As a result we decided to use an operational profile that was more representative of current typical operational conditions for container vessels We picked a four-point operational profile with two speeds at design condition and two speeds at a lighter load condition. For the skeg optimisation we used only one condition.

For the resistance optimisation we used a SOBOL search engine to generate 75 designs for evaluation. Each design was run through CFD for calm water resistance at the four conditions in the operational profile and a weighted average resistance was computed.

We ran the 75 different geometries both at model scale and full scale and compiled the results using three different methods. We compiled the results based on: -Model scale resistance -Extrapolated full scale resistance from the model scale value using the ITTC 1978 powering prediction method -Computed full scale resistance.

When using full scale resistance, we found that, for the bulbous bow optimisation, the ranking of the 10 best designs was exactly the same and the gains for those designs obtained from the extrapolated full scale results and from the computed full scale results are very close, suggesting both methods have equal validity.

The ranking of the top 10 designs based on the model scale results was also the same, however the gains in these cases were different. But this was not a surprise, since the frictional part of the resistance is a bigger component of the total in model scale than in full scale and therefore the gains, which are mostly in wave resistance, turn out to be smaller.

In the resistance optimisation of the bulbous bow, even though the model scale results gave a different percentage of improvement, the ranking of the most efficient hull form was the same in each method.

For the propulsion optimisation, again a SOBOL search was used to generate 100 different design variants for evaluation and each design was evaluated for resistance form factor and self-propulsion using a body force propeller model.

Again, evaluation was performed both in model scale and in full scale and results were compiled and ranked with the same three methods, this time using propulsive power as the objective.

When ranking the performance of the designs based on the change in delivered power with respect to the baseline using the three methods, model scale, extrapolated full scale and computed full scale, it was found that the rankings were very different. In fact when looking at the best five designs for each method we found that a total of nine different designs were included. Our conclusions were that when CFD is used to determine wave resistance such as in a bulb optimisation the scale used for the simulations is not important. However when considering hull changes that mostly affect the viscous part of the overall resistance, then the selected scale for the CFD simulations - or the selected method for ranking the design - will influence the conclusion. Although differences are not usually large, different CFD methods will give different results. In judging whether model scale or full scale CFD is the ‘right’ choice, the answer is not straightforward. Theoretically the full scale simulations should be more accurate because full scale values are computed directly and do not need to be extrapolated using empirical formulations. However, there is no easy way to validate full scale CFD results while model scale results can be easily verified with model tests.

Today model tests are still the industry standard by which are hull forms evaluated so as long as this is continues, model scale CFD will give the more ‘accurate, answer though not necessarily the best performing vessel in full scale.

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Digital transformation in the marine industry Interview with Philippe Donche-Gay, President, Marine & Offshore, Bureau Veritas

Mr. Philippe Donche-Gay, President, Marine & Offshore, Bureau Veritas gave a very interesting interview to nafsgreen. gr and NAFS magazine which have as follows: NAFS — Bureau Veritas is a company with a long history, but what new tools have you developed for the digital age, notably in the marine industry?

P. D-G. — Digital transformation has given us access to elements we have already seen in many other sectors. It ensures availability, at a cost that is much lower than in the past and still falling. It provides processing power and storage capacity, notably in the cloud, and software that offers much higher performance, notably in terms of processing or simulation, so we can manage and make sense of the vast amount of information provided by “big data”. Finally, the Internet, a phenomenon that is not new by any means but is expanding to a much broader scale from its first phase, when it connected people, now enables objects to communicate, leading to greater access to data and many new applications accessible via collaborative platforms.

None of that is fundamentally new, but the marine industry has seized on these new technologies and the resulting transformations much later than other sectors.

36 NAFS SEPTEMBER 2017

NAFS — What are the reasons for this late discovery?

P. D-G. — One reason is the weak bandwidth aboard ships, which limits the volume of data that ships can transmit. Today, ships connect to the Internet by satellite, at speeds that obviously cannot match those offered by fiber-optic networks on the ground. But the field is advancing rapidly, with bandwidth expected to increase by a factor of ten between 2015 and 2025.

Though until now they have remained relatively isolated, ships will now start to access higher Internet speeds. In addition, the existence of 3G and 4G mobile networks have already provided sufficient solutions for ships operating near coastlines.

Another factor behind the relatively slow progress in this area is the fragmentation of the marine transport sector. Very few marine companies are large enough to house an IT division capable of supporting all the various aspects of digital transformation.

Finally, there has traditionally been a lack of standardization in the construction of ships and their equipment: very often, ship owners prefer to use their own specific design.

NAFS — What are the economic effects of digital transformation?

P. D-G. — First of all, digital technology can help optimize or reduce the costs of shipbuilding. When designing a container ship, cruise ship or any large ship in general, having access to powerful design and simulation tools is crucial, as they make it possible to produce a virtual prototype of the ship and test its performance through simulations. For example, hydrodynamic simulations help test different shapes and select the ones that offer the best energy performance for the ship’s actual operational profile. Software of this type is already used in the aeronautics and automotive industries. But our field is more complex due to the much higher number of calculations (sea states, speed, cargo, etc.) and the variety of physical phenomenon to model (resistance, cavitation, waves, impact, structural integrity). All that requires

considerable processing power and specific simulation tools. Bureau Veritas develops its own tools and has access to innovative technologies through its acquisition of HydrOcean, a company specializing in digital simulations. Bureau Veritas has also developed numerous partnerships in the academic world, notably with the École Centrale de Nantes, which provides access to its servers with over six thousand processing cores. It is important for French shipbuilding to have access to this type of technology, as it helps produce ships that deliver higher performance, improved safety and lower costs.

Digital technology also comes into play in terms of lowering the operating costs of a commissioned ship. That includes the energy aspect I mentioned earlier, of course, as well as another significant source of spending: the maintenance and detention costs required when carrying out necessary periodic regulatory inspections.

Also in the marine industry, we are seeing a gradual roll-out of technologies that collect information directly from equipment, through sensors. Collecting these data ensures continuous surveillance and helps to establish preventive or even predicative maintenance plans. As long as ship maintenance is carried out in accordance with industry standards, that not only makes it possible to extend equipment life, but also to space out preventive inspection or replacement periods for materials.

This is a major trend that has already swept through aviation: manufacturers monitor every single engine turbine in real time. But for the reasons we already discussed, this system arrived much later in the marine industry. It is starting to take off today, notably for engines, but we can assume that eventually it will apply to a wide range of essential equipment and the structure of ships.

For example, we led a joint research program with a major container ship operator.

We placed tension and acceleration sensors on the hull of a certain number of their container ships for a period of four years.

Based on the results, we determined how frequently, depending on sea states, inter-

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interview

nal tensions would reach our prescribed limit. By coupling those results with the hydrodynamic calculations we mentioned earlier, we were able to improve our guidelines for ship dimensioning and our process for verifying the integrity of container handling systems on ship decks.

NAFS — So far we have been talking about changes aboard ships. But could digitalization also help create a sort of control tower to monitor who is doing what and where?

P. D-G. — Certainly. All the technical data generated by the ship are collected – today at regular intervals, tomorrow in real time – with two effects: the first is real-time fleet monitoring, as it already exists, and the second is statistical treatment of these data to establish more efficient maintenance and operation plans. You have brought up an important point: the more we standardize the fleet, the more we can learn from aggregating these data.

NAFS — Today’s commercial ships, especially in the cruise market, are absolutely massive. They have become small cities on water, with 6,000 passengers and 2,000 crew members. At a time when terror

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attacks are on the rise, surveillance has become a particularly pressing concern for these ships. Will digitalization improve security for passengers and crew?

P. D-G. — These floating hotels are gradually receiving all the same safety and security mechanisms typically found in other environments. Every cruise company has greatly expanded the controls they implement to ensure the security of individuals. Their approaches are similar to those carried out in public spaces like airports and train stations. They have also taken measures to manage IT risk, notably by segregating the various networks: the passenger network, the network for data transfer between crew and the marine company, the network for transmitting operational data concerning the ship’s operation, etc. It is important to insulate these networks from each other: so that, if anyone, maliciously or not, imports a virus to the passenger network, it will not infect the rest of the equipment.

NAFS — As digitalization takes off in the marine industry, we have begun to see new marine professions emerge. Are efforts underway to train today’s sailors and officers

so that they become “digital sailors” in the future?

P. D-G. — These professions will certainly evolve. One day, we may even develop a fully autonomous ship – a concept that is still theoretical in my opinion, though it has generated a lot of interest: could we eventually do without a crew? The immediate answer is no: we cannot do without human oversight. However, the trend of reducing onboard staff will continue, because crews will benefit from much more assistance in the form of digital tools. That will notably apply when navigating through critical or heavily trafficked areas.

New technologies will also bring improvements for navigating crew that will facilitate this evolution. On the administrative level, we have seen the dematerialization of reports, as well as the various regulatory certificates each ship must obtain and keep up-to-date. One very positive aspect of digital technology is that it can help navigating crews focus on their job by freeing them up from administrative issues. New skills will also emerge, particularly in terms of digital control techniques. In classification societies, we already see the need for these techniques.

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NAFS — Do you expect digital transformation to accelerate in the marine industry?

P. D-G. — Without a doubt, and it will lead to the renewal of a large portion of today’s fleet. Ships built today are pre-fitted with sensors and pre-cabled industrial networks, similar to the networks used in factories.

That is how transformation will take place.

It may take up to a decade or so until a significant proportion of ships are fitted with this equipment.

NAFS — So far we have focused on the ship side. What about ports?

P. D-G. — Port activities began their digital transformation long ago, with a push for automation and a transformation of logistics and documentation.

In a more general sense, digitalization now makes it possible to combine navigation and reception into the same value chain.

Container ships are leading the way in this area. Containers are already equipped with RFID chips and sensors to provide highly advanced traceability and detailed identification upon arrival at the port. That means the entire logistics chain is now undergoing transformation.

NAFS — Bureau Veritas is simultaneously a marine industry player, observer and

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witness. What are your priorities in terms of digitalization?

P. D-G. — The first transformation for the marine industry players with whom we collaborate the most – ship owners and shipyards – is to take advantage of tools that are already available and shift into three-dimensional mode. The fundamentals of our business have stayed nearly the same since its inception: we certify that ship plans comply with the latest naval construction regulations and then verify the compliance of the ship after construction.

We are currently working to shift the model towards what already exists in aeronautics: to no longer certify plans, but instead follow a three-dimensional model, from which cross-sections can be extracted as needed.

This approach offers greater efficiency, both during construction and throughout the ship’s life cycle. The reason for that is because the three-dimensional model evolves with the ship. We are working today to support this shift towards three-dimensional models, which in some ways recalls the first wave of the Internet, when paper certificates gave way to digital certificates accessible via a web portal.

The second transformation consists in using these new technologies to refine our inspection methods. We are not quite there yet, but the possibility of sending a drone

into ship compartments to perform detailed inspections, notably of welding, is not far off. That advance would enable us to improve inspections and maybe even reduce their cost.

Finally, we are focusing all our attention on bolstering marine security. We have access to more and more software to manage a ship’s critical equipment.

We can certify the equipment, but what about the software that manages it?

In the past, this software played a minor role, but now it is becoming crucial.

Take the example of cable layers or offshore service vessels. They feature dynamic positioning equipment allowing them to maintain a fixed position regardless of the sea state.

If this equipment fails, the ship could drift and potentially collide with an oil platform, with all the potential damage that implies.

Software must be reliable, since it operates across every level. Along with other players in the industry, we have developed new methods to verify that these elements are produced in compliance with a certain number of existing standards.

This is an important change for us. Since 1828, security has remained the top goal of our industry. We need to factor digital technology into the equation in order to detect new points of vulnerability in ships. And that applies independently of any malicious attack: it can relate simply to a malfunction.

NAFS — For those reasons, you argue in favor of accelerating the emergence of a “digital marine industry” …

P. D-G. — The general recommendation is that we have no choice: we must follow the digitalization trend and the wider marine industry will only benefit from this shift. Like any transformation, this one is complicated to manage. But, as always, the companies that move fastest stand to gain the most.

Once the financial crisis has passed, companies that mange the transformation today will have a measure of advantage over the competition.

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class

Enabling EU fuel monitoring compliance ClassNK offers straightforward solution for owners to comply with the EU MRV scheme The deadline for compliance with the European Union’s new MRV (Monitoring, Reporting and Verification) regulation targeting CO2 emissions is fast-approaching. By 31 August 2017, a Monitoring Plan must be submitted for any commercial ship over 5,000 GT undertaking one or more voyages into, out of and between EU ports indicating the method for monitoring and reporting CO2 emissions, irrespective of flag.

The company, which according to the regulations is the shipowner or any other organisation or person, such as the manager or the bareboat charterer, which has assumed the responsibility for the operation of the ship from the shipowner must submit the developed Monitoring Plan to a verifier accredited by an EU recognized accreditation body, and collect information and develop the Emission Report in accordance with the assessed Monitoring Plan.

The scheme therefore pushes ahead of IMO’s Energy Efficiency Design Index for new vessels, and its Ship Energy Efficiency Management Plan, which are the first steps in putting greenhouse gas emissions provisions in place for ships.

From 1 January 2018, under the EU scheme, the companies must be able to supply per-voyage and annual monitoring statistics.

By April 2019, and by the same time in each subsequent year, verified annual emission reports must be submitted to the EC and the relevant flag state.

As of 30 June 2019, all ships must carry a valid Document of Compliance (DOC) covering the relevant reporting periods. EU Member States will be able to penalise the companies for failure to comply and, in the case of ships that do so for two or more consecutive reporting periods, penalties may include an expulsion order - notified to the EC, EMSA, the other EU Member States and the flag State concerned. Ultimately, EU regulators also see the MRV scheme as the basis for CO2 reduction targets.

ClassNK became one of the world’s first classification societies to receive accreditation from the United Kingdom Accreditation Service as an EU MRV verifier, effective from 1 March 2017.

“With extensive experience in the GHG verification, we are committed to providing the same high-quality assurance services for the EU MRV assessment and verification activities,” says Toshiro Koiwa, Director of ClassNK’s Assurance Operations Division.

Compliance demands transparent documentation of both method and procedures for each ship. Accordingly, the ClassNK service assesses Monitoring Plans, verifies Emission Reports and issues Documents of Compliance (DOC). After verification of the Emission Report and issuance of the DOC, companies must retain the DOC on board the ships.

The monitoring plan itself needs to contain details of the ship and its responsible party, plus a description of CO2 emission sources on board the ship, such as main engine, auxiliary engines, gas

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turbines, boiler and inert gas generators, and fuel types used. A description of the procedures for monitoring the fuel consumption of the ship is also required.

On a per voyage basis, companies need to monitor port and hour of departure, port and hour of arrival, amount and emission factor for each type of fuel consumed in total, CO2 emitted, distance travelled, time spent at sea, cargo carried, and transport ‘work’ (distance travelled x amount of cargo carried). These figures must also be provided on an annualised basis.

The reporting procedure relies on the use of properly formatted software. For authorised ClassNK users, this interaction takes place via the ClassNK MRV Portal, with companies submitting data and documentary evidence.

Once data and documentary evidence from the ship or from shore have been sent to the server, the company can check the stored data by using the ClassNK portal’s visualization function. The software is an optional service for EU MRV that automatically notifies the shipping company if the accumulated data contains errors in accordance with the criteria which is set by the company.

The benefit for companies that choose this service is that entries can be validated to ensure the smooth submission of the emission report to the verifier.

Mr. Koiwa says the ClassNK MRV Portal minimizes the workload for shipping companies by controlling and accumulating voyage data in accordance with the EU MRV Regulation, effectively reducing the number of man-days required for emission report preparation.

The service also makes sure that the appropriate information is shared between ships and shore and reduces the follow-up work needed on board by following daily work flows, while the alerting system improves the accuracy of reported data. ClassNK certification services for EU MRV demonstrably reduce costs, Mr Koiwa says.

Following its accreditation in March, ClassNK has been working very hard to raise awareness among key clients of their impending responsibilities, and of the fully developed services that the Society has already put in place. ClassNK Consulting Service Co. Ltd., an independent company, also provides complementary EU MRV services, such as offering guidance on management plan development.

ClassNK believes that the standardized reporting involved in MRV may offer the consistency that can later be exploited for wider vessel performance monitoring and contribute to an ever advancing industry.

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DNV GL: Modern Classification Solutions to Revolutionize Shipping

Georgios Teriakidis, Regional Business Development Manager Regional Office South East Europe & Middle East DNV GL – Maritime

The digital transformation of assets and information flows is currently one of the greatest changes in shipping, spurring automation of existing processes and functions and positively impacting upon 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.

At DNV GL, we are constantly working on developing new solutions to help customers navigate this complex landscape and make the most of new technologies. When our customers interact with classification, they want this to be as simple and efficient as possible.

This is why we launched our customer portal My DNV GL, a single access point for all our digital services, with many applications designed to support our customers in areas such as regulatory compliance, cybersecurity preparedness and port state control inspections.

to help shipowners, managers and operators increase operational efficiency, and provides an overview of vessel or fleetwide PSC performance, which can then be benchmarked against the IACS-classed world fleet.

The tool also assists the crew on board by highlighting specific areas to focus on, when preparing for the next inspection.

Another app that has enjoyed success on My DNV GL is DATE (Direct Access to Technical Experts). This service connects customers to one of 400 technical experts worldwide, whenever they have a query. To make DATE even more efficient, DNV GL recently introduced a machine learning tool to the service. The tool searches for key words in a customer enquiry to create a profile for each request, then it sends the request to an appropriate expert.

After a piloting phase the machine learning tool went live for all DATE requests at the beginning of May 2017. It has viewed more than 200,000 requests already and is learning continually. In the future, it could even answer simple questions on its own.

Improved PSC planning

Smarter survey booking

Launched in April 2017, the Port State Control (PSC) Planner is one of this year’s new additions to My DNV GL. This app is designed

Towards the end of the year, DNV GL will also start using intelligent software agents to help customers find the best time and place to

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article book a survey. The introduction of the Simple Survey Booking tool will simplify survey booking, fitting inspections into the customers’ schedule while saving time and costs.

Customers will be notified about the best time to order surveys and audits and notified shortly before the due date of the next survey.

In addition, the tool proposes the scope of the survey and states how long a survey of this scope would take. A list of approved service suppliers in each port will help operators to find out whether an in-water survey can be performed in a specific port. Finally, DNV GL’s Simple Survey Booking tool will offer upfront cost estimates including travel and overtime charges for survey combinations during any given port stays based on ETA (estimated time of arrival) and ETD (estimated time of departure). Based on automatically calculated cost estimates and the possible scope of the inspection in each port, customers will be able to compare and benchmark various port-stay options. Once the date is set, the tool will attach relevant survey preparation notes to the booking confirmation to help the operator prepare for the inspection.

Globally available certificates

To provide worldwide access to class documentation, DNV GL customers will soon be able to use electronic certificates. Starting in September 2017, DNV GL will introduce electronic certificates for the class and statutory regimes. Accessible from anywhere in the world, electronic certificates will bring many advantages to both DNV GL and its customers. By eliminating paper handling, they will reduce the administrative burden on all stakeholders, and a validation solution will ensure that electronic certificates are just as safe as paper. In addition, electronic certificates are easy and convenient to share. Compiling them in My DNV GL will provide a comprehensive overview of key ship data that cannot get lost and is just a few clicks away. For DNV GL, electronic certificates will help make processes more efficient, and they will provide experts with easy access to certificates when they need to check up on something, be it during a survey or at a customer meeting. Electronic certificates will be rolled out gradually and will be implemented with a vessel’s next annual survey.

Ensuring the cybersecurity of maritime assets

With an increasing number of systems being controlled by software, keeping ships safe extends well beyond ensuring the structural integrity of vessels and their systems. Checking the integrity and resilience of cyber-physical systems also needs to be on the industry’s

46 NAFS SEPTEMBER 2017

agenda. Owners and operators are now seriously contemplating third-party verification of their assets’ cyber security, whether during new build construction or for vessels in operation. This is an area where DNV GL foresees increased demand over the next few years as the industry gains awareness of the vulnerabilities and related cyber threats to their business.

DNV GL has published a Recommended Practice (RP) on “Cyber Security Resilience Management” to help the industry address potential cyber hazards. Developed in cooperation with customers, the RP provides guidance on risk assessment, general improvements to cyber security, and the verification of security improvements and management systems. The RP covers some of the most common threats to maritime assets, such as vulnerabilities in the electronic chart display and information system (ECDIS), the manipulation of AIS tracking data, as well as jamming and spoofing of GPS and other satellite-based tracking systems.

Connecting data sets

At the same time, the emergence of advanced sensor technology and powerful satellite connections, big data and digital twin technologies, means that the maritime industry can collect more data than ever before. To help customers make use of this information and draw insights from previously unconnected data sets, DNV GL recently launched our new industry data platform Veracity. It enables connections between multiple stakeholders and data sets, to create new and innovative solutions. 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 the 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.

Environmental regulations

On the regulatory side, supporting the industry in preparing for a “big three” of major environmental regulations has been at the top of our agenda at DNV GL. On the global sulphur cap we provide a range of services to help customers choose the right compliance option, ranging from retrofitting scrubbers, exploring alternative propulsion options such as LNG or battery and hybrid solutions and carrying out feasibility studies to help our customers make the best choices for their business. DNV GL has also developed a range of apps and services to help customers prepare for the EU Monitoring, Reporting and Verification (EU MRV) regulation and achieve MRV readiness.

The Ballast Water Management Convention is the last of these “big three” regulations. To support owners, we recently published a report on ballast water management to provide guidance on the upcoming regulations and an overview of the different types of systems. In addition, DNV GL has been very active in its role as a US Coast Guard approved testing facility and has been supporting suppliers in applying for type approval from the US Coast Guard.

Modern survey methods

Finally, one of the most important ways we work to keep shipping safe is by conducting annual surveys on all of the vessels in our class. So far this has meant a surveyor needs to crawl and climb to reach every remote corner inside a ship. But new technologies are changing even how DNV GL does this. Already, surveyors have used camera-equipped drones to visually inspect remote spaces on board ships and offshore units, inspecting many areas ranging from tanks and cargo holds to external structures such as jack-up legs. The inspection of such spaces can be both costly and time-consuming, and in some instances, even potentially dangerous. Using drones to visually check the condition of remote structural components can significantly reduce survey times and staging costs, while at the same time improving surveyor safety.

DNV GL has built a network of trained drone pilots based in Gdynia, Piraeus, Singapore, Houston and Shanghai. This allows drone survey inspections to be offered from any of these hubs. At the same time, DNV GL is developing guidelines and updating our rule set to reflect the use of remote inspection techniques. Using a drone opens up a lot of new possibilities. In the future, drones could eventually be piloted remotely or even autonomously, meaning the surveyors could work from their desk thousands of miles away from the ship and inspect the vessel in virtual reality.

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DNV GL: Unmanned ships on the horizon With a new testbed and several research projects underway, autonomous shipping is one step closer to becoming a reality. And DNV GL is working on developing the necessary rules.

Dr Pierre C. Sames, Director of Group Technology & Research at DNV GL The little craft bearing the DNV GL logo gingerly braves the waves, as it skippers across the Trondheim Fjord under the watchful eyes of Kjetil Muggerud and Henrik Alfheim from the Norwegian University of Science and Technology (NTNU) in Trondheim. Both students are investigating how advanced control systems and navigation software could control an

48 NAFS SEPTEMBER 2017

unmanned vessel, using a 1:20 model of DNV GL’s concept vessel ReVolt: “Advances in sensor technology, data analytics and bandwidth to shore are fundamentally changing the way shipping works. And as operations are digitalized, they become more automated,” says Dr Pierre C. Sames, Director of Group Technology & Research at DNV GL. Governments around the world are looking into unmanned shipping as a way to move more cargo to sea in order to contain the spiralling costs of road maintenance caused by heavy lorry traffic, not to mention air pollution. Norway has taken the lead in exploring innovative ways of tackling this issue and bridging its many fjords and sea passages to ease transit. Cost is a key consideration in all of this. In 2016 government agencies and industry bodies established the Norwegian Forum for Autonomous Ships (NFAS) to promote the concept of unmanned shipping. In support of these

efforts, the Norwegian government has turned the Trondheim Fjord into a test bed for autonomous ship trials. Other nations, most notably Finland and Singapore, are pursuing similar goals.

DNV GL is in the midst of this development, following its mission to make sure the technologies enabling autonomous ships will perform to the benefit of humans, their assets and the environment.

The human factor

“If we look at recent advances in driverless car technology, the thought of trying something similar with ships does not appear too far-fetched. After all, water has at least one great advantage: there is less traffic than on roads and reaction times are usually longer,” says Sames.

The DNV GL experts identified three main factors that could positively influence the uptake of autonomous shipping: “Automation reduces the potential for human error.

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In addition, water transport can be cheaper and more energy efficient than moving goods on land.”

With a battery propulsion system, as seen on DNV GL’s ReVolt model, an autonomous ship would also be lower in maintenance than conventional ships. Additionally, an unmanned cargo vessel would also become more economical, as eliminating the superstructure would save weight and create more cargo space. Furthermore, unmanned ships may be used in hazardous operations, e.g. firefighting, or as stand-by rescue vessels for offshore structures.

Small craft with great ambitions

DNV GL has initiated or is taking part in various projects revolving around ship automation and autonomous control. The ReVolt project is one example; once all aspects of the autonomous control technology are mature, such a design could possibly be built and deployed as a 100 TEU feeder vessel on fixed routes in coastal waters.

Another project with DNV GL involvement, the Advanced Autonomous Waterborne Applications Initiative (AAWA), led by Rolls-Royce, is investigating a wide array of aspects relevant to commercial unmanned shipping – from technical development to safety, legal and economic aspects as well as societal acceptance. “At DNV GL, we are doing a lot of work to understand the potential risks that come with autonomous ship systems in order to set new standards for them,” explains Sames. “We are already working on developing requirements to be able to test and classify unmanned vessels in the future,” he adds.

The Autosea project of NTNU, supported

by DNV GL, Kongsberg and Maritime Robotics, seeks to understand the performance of novel sensor systems and the error potential of autonomous control technology, especially collision avoidance. The NTNU scientists are also working on an autonomous craft for Trondheim harbour.

The idea is to provide an on-demand ferry service to passengers and bicycles across a channel at the push of a button. Featuring electric propulsion, an induction-charged battery, GPS navigation and an anti-collision system, the craft will carry up to twelve persons. It is intended to function as a costsaving alternative to building a bridge.

A pilot study is planned for this year, and the ferry is expected to start operating in 2018/2019. Meanwhile two commercial

50 NAFS SEPTEMBER 2017

projects are nearing completion: RollsRoyce is supplying automatic crossing systems for two DNV GL-classed doubleended, battery-powered ferries the Norwegian operator Fjord1 plans to commission in 2018. Both vessels will navigate autonomously under the captain’s supervision, and he has the option to take control at any time. The first ferry will still require human-controlled berthing, while the second one will be able to perform this task automatically as well. The unmanned offshore vessel Hrönn, under construction at Fjellstrand shipyard for a Norwegian and UK consortium led by Automated Ships and Kongsberg, will also be delivered in 2018.

The lightduty, fully automated utility ship will be deployed in a shuttle service for offshore installations but could be used for many other purposes, ranging from research to fish farming operations.

Furthermore, a plan to built the first unmanned and fully-electric container feeder ship was recently unveiled by Kongsberg and the Norwegian fertilizer specialist Yara.

After her delivery, Yara Birkeland will initially operate as a manned vessel and start traveling between the Norwegian ports of Brevik and Larvik autonomously in 2020.

The challenges

Overall, autonomous shipping opens up great opportunities for the European shipbuilding and shipping industries. But new competencies have to be built before autonomous ships can become a commercially viable reality. Key research must be done to improve sensor technology, the acquisition of high-resolution ranging data and instrumentation accuracy. Software plays a very important role in this scenario by enabling situational awareness, a prerequisite for automated decision management. While existing know-how from the aerospace and automobile industries can be leveraged, specific expertise in ship autonomy has yet to be built up, states Sames. The research activities at NTNU, sponsored by DNV GL and industry stakeholders, are instrumental in creating a new generation of highly skilled ship autonomy experts.

Another concern is the operational availability of on-board machinery. No immediate repairs are possible on an unmanned craft so reliability of all mechanical and electronic components is of utmost importance. “In addition, having battery-powered unmanned vessels would eliminate

movable parts from the power generation system and make them easier to maintain,” says Sames.

Segments that could see the first autonomous vessels in operation, include ferries or offshore supply vessels operating in coastal areas or smaller cargo vessels operating in short-sea-shipping. However, the expert cautions that, as yet, there is no legal framework that governs the use of unmanned ships. DNV GL is developing a set of rules, but to avoid potential conflicts with international law autonomous ships will not be able to operate in international waters until the IMO develops appropriate regulations, which will take time. For the deep-sea segments, autonomous shipping is not an option today, says Sames. “These vessels travel distances that go beyond the range of battery propulsion, and they require well-trained crews on board who can respond quickly to any technical issue,” says Sames. “If an unmanned vessel had a technical issue in the Atlantic, it would take days to reach it and fix the problem. This would not be safe or economical,” he adds.

Additional crew support

However, advances in automation can benefit all industry segments in some way, even without fully autonomous control.

In the future, some ship traffic could be controlled remotely from land-based virtual bridges – with one ship master overseeing several vessels at the same time. “But the most likely scenario is that the technology which enables autonomous ship operations will simply be an additional option for operation – meaning they could be used for specific purposes without fully replacing traditional, manned operations,” Sames suggests. “So for example, autonomous navigation and control systems could support the crew in steering a vessel, increasing safety and optimizing operational efficiency.”

Governments around the world are looking into unmanned shipping as a way to move more cargo to sea in order to contain the spiralling costs of road maintenance caused by heavy lorry traffic, not to mention air pollution.

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2016-04-08 16:51

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article

DNV GL: Health check for control networks As the complexity of on-board control systems and networks increases, so naturally does the potential for operational disruption. DNV GL and owner CMM are developing a concept for testing the integrity of these often safety-critical systems.

In the summer of 2016, DNV GL teamed up with Innovative Greek owner Consolidated Marine Management (CMM) for a test on the health of a control and communication network on board seagoing vessels. The pilot project, conducted on one of CMM’s state-of-the-art chemical tankers, investigated exactly what it takes to undertake a successful test of a vessel’s communication and control systems in order to strengthen their overall robustness and resilience.

Any state-of-the-art vessel carries a multitude of IT and OT (operational technology) devices that are not only interconnected and communicate with each other but, more often than not, are also in nearconstant contact with the world beyond the ship, for example the internet, vendor offices and company headquarters.

Tracking down network issues

To give an example, on a cruise vessel the IT systems encompass all the hotel, entertainment and guest systems and servers, convenience features, wireless networks, television, telephony and all the supporting infrastructure, while the OT – or marine – domain covers the integrated bridge, navigational equipment, HVAC, power and engine management systems, to name but a few. “On-board communication networks have become the ‘nervous system’ of vessels’ integrated machinery,” says Dr Mate J. Csorba, Principal Specialist, Marine Cybernetics Advisory, DNV GL – Maritime. “A growing share of disruptions and downtime in offshore operations can now be traced back to problems with networked equipment. Currently these are usually tackled by ad hoc troubleshooting, which makes the testing and verification of these increasingly complex and often safety-critical systems ever more important.”

The purpose of a network health test is to evaluate the performance and integrity of a communication system at a given point of time, (i. e. snapshotting), but most importantly to detect any failures present,includ-

52 NAFS SEPTEMBER 2017

ing but not limited to capacity problems, failing communication devices and misconfigurations that can lead to off-hire. Control system communications on board vessels are very often made up of the same building blocks as land-based industrial control systems. However, some of the operational requirements are specific to the maritime environment and these need to be taken into account.

In the event that any issues are revealed, specific mitigating actions help to increase the overall robustness and resilience of the communication and control systems on board the vessel. If such an action is not possible, this is still very beneficial as those responsible for the system become fully aware of the real condition of the systems.

Comprehensive health assessment

The overall aim, therefore, is to obtain the capability to examine if there are any intermittent errors, and predict future failures such as any emerging network degradation, existing capacity or configuration problems, or other threats to the availability andintegrity of the control system network being tested.

“We believe that with advanced technologybased assessments, our customers can reap significant savings. Having a comprehensive overviewof the ‘health‘ of the network on board will allow owners to schedule preventive measures at convenient times, enable better maintenance planning and perhaps even result in an extended lifespan of ageing assets,” says Csorba.

The pilot project on board CMM’s vessel consisted of 46 tests covering Ethernet-based networks (control systems and auxiliary systems), CAN-bus connectivity (sensors and the alarm system) and a selection of DNV GL class rules addressing on-board communication networks. In practice this translated into a focus on the alarm monitoring system, the ballast water treatment system, the main engine shaft

power and performance monitoring system, the main engine control and monitoring system, and auxiliary networks.

The testing was conducted mainly from the engine control room, the cargo control room and the bridge. Active stress tests were used to verify whether the communication network is robust enough under specific failure scenarios, while passive measurements were employed to find indications of any potential problems and deviations from a system’s installation documentation.

Important first step

“CMM’s vessel is new with modern IT equipment both in software and hardware, built in 2015, and it proved to be in very good condition,” comments Nikolaos Kakalis, DNV GL Manager for R&D and Advisory Services South East Europe and Middle East. “The results did not indicate any discrepancies, and as such were considered as an initial snapshot of the health of the vessel’s communication systems.

This ‘healthy’ snapshot can be used to quickly identify any changes or deviations and to aid troubleshooting if any issues are encountered with individual systems in the future,” says Kakalis.

“This was an important first step, and we are very grateful for CMM’s excellent cooperation in this test,” says Csorba. “Looking ahead in developing such concepts further, it is possible that we will be able to move to more extensive data collection by automated on-board sensors, which report on system health between port stay and enable remote access procedures which could allow us to do system tests from shore in more or less real time.”

“For us at DNV GL, Greece is our third home market, after Germany and Norway,” says Nikolaos Kakalis.

“And we are glad to introduce and co-develop advanced technology-based services with the Greek shipping community that will help our customers manage their risks in practice.”

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big

data

Learning from big data As shipowners and operators begin to embrace the use of operational data to identify areas for optimization, building a comprehensive network infrastructure is the next challenge to overcome. This opinion piece describes NYK Line‘s approach to big data.

When fuel prices were on a steep rise in 2005 and 2006, NYK Line began looking for new ways to lower bunker costs.

Various technical solutions were considered, and fuel consumption was analysed in the context of vessel speed, location, sea region, and other factors – weather conditions in particular turned out to have a major influence on ship performance. Over time, NYK Line built a database of operational information and discovered various areas where we needed to change our operating patterns. For example, we found that the NYK operations centre in Singapore needed a better communication connection with the ships in order to interact with the shipmasters more effectively.

We needed the ability to present the same data to fleet management and the captains at the same time and improve the dialogue between ship and shore.

A dedicated research institute

In 2004, NYK Line established its Monohakobi Technology Institute, Inc. (MTI) as a strategic subsidiary for technology research and development. Tasked with investigating fleet operation and research optimization potential, the MTI began collecting and analysing data from ships around 2005, starting with just one vessel to test and confirm the data collection methodology. We then expanded our scientific work to include all vessels operating between Tokyo and the US West Coast.

The vessel-specific data was used to compare ships with each other so as to distinguish good and bad operating practices and identify improvement potential. The data allowed our business unit to ask specific questions about the reasons behind differences in fuel efficiency, while accounting for natural causes, such as seasonal differences. The number one cause of deviations in fuel efficiency is bad weather. While we can’t control the weather, analysing the ship data helped MTI develop ways of driving down fuel costs, for example through smart routing and addressing machinery issues proactively. Overall, about half a dozen different causes of increased fuel costs were

54 NAFS SEPTEMBER 2017

identified. Technical advances have since enabled NYK Line to refine its data collection and evaluation processes. Today every NYK Line vessel has a data collection system on board and optimizes operational efficiency and fuel consumption using the information it provides. The next step is to interconnect the output of voyage data recorders, engine data loggers, the ECDIS and the ballast control system and connect it with shore-based Internet-of-Things (IoT) applications to enable services such as trim optimization, condition and health monitoring, diagnostics, environmental compliance, safe operation, collision prevention as well as fleet and schedule management and service planning. With powerful data mining technology in place, possibilities are nearly unlimited; eventually, even autonomous ship control may become a commercial reality.

A common data platform

Many companies are already collecting their own onboard data, and some engine manufacturers equip their engines with devices capable of measuring engine performance information and transmitting it to shore automatically. Smart shipping applications will soon be commonplace across the industry. What is still needed is a common ship-to-shore platform enabling all stakeholders, from cargo owners to shipyards and equipment manufacturers, to utilize non-sensitive shipping information.

The maritime community could benefit from such an open platform system in many ways, from comparative performance evaluation to technical and environmental research and development. Classification societies could use the data to improve ship and equipment design and detect new needs and issues as a basis for developing new, custom-tailored solutions for their customers.

All this would not only require a powerful computing and data warehouse environment, but also significant IT and ship engineering expertise, and the big question is whom to entrust with the operation of such a data centre. Providers of

cloud services have offered assistance and may be up to the challenge in terms of data processing. But in general, IT providers will want to make use of the data for their own purposes, which is not in the best interest of the shipping industry.

The right partner to trust

Classification societies such as DNV GL have been handling confidential information, including drawings and accident records, for a long time and are trusted by the industry. They have both IT capabilities and domain-specific expertise and are neutral international organizations, something other industries lack. Therefore, classification societies are in a unique position to operate a common data platform.

Naturally, some of the operational data collected by shipowners and operators is very valuable and should not be in the public domain. The transfer of data should therefore be governed by agreements to ensure strict confidentiality.

Furthermore, the quality of data received from vessels is not always consistent. NYK filters its data prior to analysis. Data quality and integrity must be guaranteed to make sure those who pay for the privilege of utilizing the data get the quality they expect.

Another question is cybersecurity: the emerging satellite-based data transmission technology must be protected against intrusion and abuse, such as hacker attacks.

A classification society would be wellequipped to account for both concerns.

An open data platform offers multiple benefits to all partners of the value chain.

It will accelerate the transformation of the shipping industry as it learns to embrace data intelligence to streamline operations and maintenance, while facilitating compliance and enhancing safety.

“Classification societies such as DNV GL have been handling confidential information, including drawings and accident records, for a long time and are trusted by the industry.”

Yasuo Tanaka, President MTI

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digitalization

DNV GL’s digital journey From electronic certificates, machine learning tools and drone surveys to the launch of a new industry data platform, DNV GL is embracing digitalization to enhance class services and improve communication with customers.

Shipping has undergone a remarkable transforma- tion over the past few decades.

Advances in technology, new materials and new insights into the design, construction and operation of vessels mean that they are more complex, more efficient and larger than ever before. While the use of ship-to-shore data and greater digitalization is improving operations and performance, reducing maintenance and operational costs, as well as enhancing safety. DNV GL has been at the heart of this transformation for more than 150 years.

“For us, digitalization is not an end in itself, we see it as another means to fulfil our main purpose: ensuring safe operations at sea and protecting life, property and the environment,” says Knut Ørbeck- Nilssen, CEO of DNV GL – Maritime. “The role of class in ensuring the integrity of the vessel and safety of the crew will continue, but the way surveys are conducted may change significantly. Furthermore, digitalization enables us to become more efficient and improve our level of service,” he adds.

Single access point to all digital services

56 NAFS SEPTEMBER 2017

When our customers interact with classification, they want this to be as simple and efficient as possible. To help, we launched My DNV GL. This is a single access point for all of our digital services, with many applications designed to support our custom- ers in areas such as port state control inspectionscybersecurity preparedness and regulatory compliance. To provide worldwide access to class documentation, DNV GL customers will soon be able to use electronic certificates. This means their documentation never gets lost, is always up to date and is accessible from any device “And with the introduction of our new simple sur- vey booking tool towards the end of the year, we will also start using intelligent software agents to help customers find the best time and place to book a survey,” adds Ørbeck-Nilssen. When customers have questions or run into a problem, they can get in touch with one of DNV GL’s technical experts through the DATE service. “This service has been a great success and now, to make it even better, we have introduced a tool that uses machine learning to automatically match our customers with the right expert for their

question,” says Ørbeck- Nilssen. The tool has already analysed more than 200,000 requests and is continuing to learn . “Soon, we expect it will be able to answer simple questions on its own,” he adds.

Modern survey methods

One of the most important ways we work to keep shipping safe is by conducting annual surveys on all of the vessels in our class. So far this has meant a surveyor needs to crawl and climb to reach every remote corner inside a ship. But new technologies are changing even how DNV GL does this. Already, surveyors have used camera-equipped drones to visually inspect large cargo holds and tanks.

Using a drone opens up a lot of new possibilities. “In the future, drones could eventually be piloted remotely or even autonomously, meaning the surveyors could work from their desk thousands of miles away from the ship and inspect the vessel in virtual reality (VR),” says Ørbeck-Nilssen.

For our customers, the successful delivery and regular inspections of a vessel as well as interactions with class are just one part

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digitalization

of a bigger puzzle. The other big questions are: How does the design perform in daily operations? Is the engine achieving optimal fuel consumption? And are the safety systems reliable at sea?

Turning data into business intelligence

Today, advanced sensor technology and powerful satellite connections have opened up a new range of possibilities for understanding more about ves- sels and their operation.

Everything on board, from the engines, the propeller and the safety systems to the containers themselves can be fitted with smart sensors to monitor performance and catch irregularities early on. This information can then be fed into the DNV GL performance management platform ECO Insight, which can check the quality of the data before analysing it. “This lets operators benchmark their vessels against the world fleet, turning their data into valuable business intelligence,” says Ørbeck-Nilssen.

DNV GL can also take this data and combine it with information from inspections and a 3D model of the ship to build a “digital twin” – a digital copy of a real object, modelled to exactly represent its properties.

DNV GL experts can use the digital twin to find the best design, see how the networks on board respond to cyberattacks, test measures to improve performance and identify when vital equipment needs maintenance or replacement – throughout

58 NAFS SEPTEMBER 2017

the lifetime of the vessel. Ultimately, digital systems could end up controlling ships entirely without the need for a human crew.

An autonomous ship would use advanced navigation software and smart control systems to follow a course, avoid obstacles and safely deliver its cargo. Of course, if the industry is going to rely on these systems, they need to be as reliable and secure as possible. With software-in-the- loop testing and a digital twin, DNV GL can check and correct weaknesses in the system.

The broader view

These new digital solutions are not confined to the world of shipping. “It doesn’t matter where you look in DNV GL, our customers are using data analytics to improve safety, gain efficiencies, reduce environmental impacts and evolve new business models,” says Remi Eriksen, Group President & CEO at DNV GL. “On drill ships, we’ve seen how sensor data and advanced data analytics are helping our customers save millions of dollars in downtime.

In the renewables industry, power cybernetics is helping to integrate variable wind and solar power safely into the grid, while machine learning helps oil and gas pipelines become safer by drawing insights from previously unconnected data sets,” he explains.

A new industry data platform

All of these advances need many different project partners working together with accurate,

reliable and secure data from multiple sources.

And as decision- making and business models become more data- driven, trustworthy data becomes even more valuable. “Without trust in this data, truly cooperative projects cannot deliver the progress we hope for. At DNV GL, we have always been trusted with data, trusted to give an independent expert view and trusted to con- nect different industry players. That is why we have created a place for industry experts and data to come together securely: our new, multi-sided industry data platform called Veracity,” says Remi Eriksen.

Veracity is a meeting ground for co-innovation and co-creation between multiple industry stakeholders, playing a key role by assuring data quality, data security and access. It is an open platform for qualifying, unlocking and improving data from sensors and other sources. Customers stay in control in this secure environment, and can trust domain experts, algorithms and analytics to combine and transform their data into real value. And Veracity could be a key component of a class-concept built around sensor-based data: securing and assuring data for use in the condition assessment of the hull and critical components.

“The digital transformation cannot be realized with one solution or one service. It is a journey,” says Knut Ørbeck-Nilssen. “By working together with us, customers can capitalize on these new op- portunities – to make the world safer, smarter and greener.”

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market

news

DNV GL’s digital journey From electronic certificates, machine learning tools and drone surveys to the launch of a new industry data platform, DNV GL is embracing digitalization to enhance class services and improve communication with customers.

Shipping has undergone a remarkable transforma- tion over the past few decades.

Advances in technology, new materials and new insights into the design, construction and operation of vessels mean that they are more complex, more efficient and larger than ever before. While the use of ship-to-shore data and greater digitalization is improving operations and performance, reducing maintenance and operational costs, as well as enhancing safety. DNV GL has been at the heart of this transformation for more than 150 years.

“For us, digitalization is not an end in itself, we see it as another means to fulfil our main purpose: ensuring safe operations at sea and protecting life, property and the environment,” says Knut Ørbeck- Nilssen, CEO of DNV GL – Maritime. “The role of class in ensuring the integrity of the vessel and safety of the crew will continue, but the way surveys are conducted may change significantly. Furthermore, digitalization enables us to become more efficient and improve our level of service,” he adds.

Single access point to all digital services

60 NAFS SEPTEMBER 2017

When our customers interact with classification, they want this to be as simple and efficient as possible. To help, we launched My DNV GL. This is a single access point for all of our digital services, with many applications designed to support our custom- ers in areas such as port state control inspectionscybersecurity preparedness and regulatory compliance. To provide worldwide access to class documentation, DNV GL customers will soon be able to use electronic certificates. This means their documentation never gets lost, is always up to date and is accessible from any device “And with the introduction of our new simple sur- vey booking tool towards the end of the year, we will also start using intelligent software agents to help customers find the best time and place to book a survey,” adds Ørbeck-Nilssen. When customers have questions or run into a problem, they can get in touch with one of DNV GL’s technical experts through the DATE service. “This service has been a great success and now, to make it even better, we have introduced a tool that uses machine learning to automatically match our customers with the right expert for their

question,” says Ørbeck- Nilssen. The tool has already analysed more than 200,000 requests and is continuing to learn . “Soon, we expect it will be able to answer simple questions on its own,” he adds.

Modern survey methods

One of the most important ways we work to keep shipping safe is by conducting annual surveys on all of the vessels in our class. So far this has meant a surveyor needs to crawl and climb to reach every remote corner inside a ship. But new technologies are changing even how DNV GL does this. Already, surveyors have used camera-equipped drones to visually inspect large cargo holds and tanks.

Using a drone opens up a lot of new possibilities. “In the future, drones could eventually be piloted remotely or even autonomously, meaning the surveyors could work from their desk thousands of miles away from the ship and inspect the vessel in virtual reality (VR),” says Ørbeck-Nilssen. “For our customers, the successful delivery and regular inspections of a vessel as well as interactions with class are just one part of a bigger puzzle”.

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

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βιβλία ΜΕ ΔΙΑΣΩΣΗ ΤΟΥ 80% ΤΩΝ ΛΕΞΕΩΝ ΤΟΥ ΟΜΗΡΟΥ

Νέα ἒμμετρη μετάφραση Ἰλιάδας καί Ὀδύσσειας ἀπό τόν Κώστα Δούκα Ἡ μετάφραση γίνεται κατά το πλεῖστον στίχο πρός στίχο, μέ ἀντιστοίχιση τοῦ ἀρχαίου κειμένου ὣστε νά προκύπτουν οἱ διατηρούμενες ἀμετάφραστες ἀρχαῖες λέξεις στήν σύγχρονη ἑλληνική καί ἡ διαχρονικότητα τῆς ἑλληνικῆς γλώσσας. Ἡ μετάφραση εἶναι γραμμένη στό πολυτονικό καί τηροῦνται ὃλοι οἱ γραμματικοί καί συντακτικοί κανόνες τῆς γλώσσας μας, ἡ ὁποία κακοποιεῖται ἐσχάτως βάναυσα κυρίως ἀπό τά ἠλεκτρονικά μέσα μαζικῆς ἐνημέρωσης. Ὃλες οἱ ραψωδίες τῆς Ἰλιάδας καί τῆς Ὀδύσσειας κοσμοῦνται μέ εἰκαστικά τοῦ συγγραφέως ἐμπνευσμένα ἀπό αὐτές. Ὁ τόμος τῆς Ἰλιάδας περιλαμβάνει 1.031 σελίδες καί τῆς Ὀδύσσειας 815 σελίδες.Τά βιβλία διατίθενται ἀπό τίς ΕΚΔΟΣΕΙΣ ΑΙΓΗΙΣ, τηλ.

210 4100286, - aegis@otenet.gr καί ἀπό τά μεγάλα βιβλιοπωλεῖα τοῦ κέντρου καί τῆς ἐπαρχίας, ἢ καί μέσω διαδικτύου.

Ἡ ἒμμετρη Ἰλιάδα καί Ὀδύσσεια εἶναι τά δύο νέα βιβλία τοῦ Κώστα Δούκα πού ἐξεδόθησαν καί κυκλοφόρησαν μέσα στό καλοκαίρι ἀπό τόν ἐκδοτικό οἶκο ΑΙΓΗΙΣ στόν Πειραιᾶ παρουσιάσθησαν ἐπισήμως στίς 2 Ὀκτωβρίου. Ὁ συγγραφέας καί δημοσιογράφος, ὓστερα ἀπό ἐπίμοχθη ἐργασία πολλῶν ἐτῶν καί μετά ἀπό ἑπτά συνεχεῖς ἐκδόσεις σέ πολλές χιλιάδες ἀντιτύπων τῆς μετάφρασης τῶν ἐπῶν σέ πεζό λόγο ἀπό τούς ἐκδοτικούς οἲκους ΓΕΩΡΓΙΑΔΗΣ καί ΙΔΕΟΘΕΑΤΡΟΝ, ὁλοκλήρωσε τήν μεταγλώττιση σέ σύγχρονη ἒμμετρη ποίηση σέ δακτυλικό ἑξάμετρο τῶν ἀθανάτων ἒργων τοῦ Ὁμήρου μέ τήν μεγαλύτερη δυνατή προσέγγιση στίς λέξεις τοῦ μεγαλυτέρου ποιητοῦ ὃλων τῶν αἰώνων. Συγκεκριμένα ὁ Κ. Δούκας διατηρεῖ ἂνω τοῦ 80% τῶν λέξεων τοῦ Ὁμήρου, ἀποδεικνύοντας ἒτσι ὃτι ἡ γλῶσσα τῶν Ἑλλήνων εἶναι ἐνιαῖα καί ἀδιάσπαστη διά μέσου τῶν αἰώνων, καθώς οἱ σύγχρονοι Ἓλληνες χρησιμοποιοῦν στήν καθημερινή τους ὁμιλία πάνω ἀπό 15.500 λέξεις τοῦ Ὁμήρου γιά νά ἐκφρασθοῦν, οἱ περισσότερες τῶν ὁποίων εἶναι διεθνεῖς, χρησιμοποιούμενες ὂχι μόνο ἀπό τίς ἐπιστῆμες, τήν ἰατρική, τήν ἀστρονομία, τήν φυσική, τήν χημεία, τήν φαρμακολογία, τήν τεχνολογία κλπ, ἀλλά καί στόν καθημερινό λόγο τῶν Εὐρωπαίων, οἱ ὁποῖοι ἒχουν παραλάβει μόνο ἀπό τόν Ὃμηρο τουλάχιστον 5.000 λέξεις, χωρίς τίς ὁποῖες δέν θά μποροῦσαν νά ἐκφρασθοῦν οἱ Ἂγγλοι, οἱ Γάλλοι, οἱ Ἰταλοί, οἱ Ἱσπανοί, οἱ Γερμανοί κ.ἂ. Στά προλεγόμενα τῆς Ἰλίαδας ἀναλύεται ἐμπεριστατωμένα τό περιβόητο Ὁμηρικό Ζήτημα, πού ταλάνισε ἐπί αἰῶνες τήν ἀνθρωπότητα καί πού ἢθελε τόν Ὃμηρο ἀνύπαρκτο καί τά ἒπη συρραφή διαφόρων ἀσμάτων, τούς δέ Ἓλληνες…μή γνωρίζοντες τήν γραφή πρό τοῦ 9ου π.Χ. αἰῶνα κατά στούς λεγόμενους “σκοτεινούς” αἰῶνες ἀπό τόν 9ο μέχρι τόν 11ο π.Χ. αἰῶνες. Ὃλα αὐτά βέβαια περί “χωριζόντων” καί περί ‘φοινικισμοῦ” ἒχουν καταρρεύσει πλήρως ἀπό τούς σύγχρονους μελετητές. Στά προλεγόμενα τῆς Ὀδύσσειας πάλι ξεκαθαρίζεται, μέ ἐπιχειρήματα πού ἀντλοῦνται ἀπό τά ἒπη, ἡ ταυτότητα τῆς ἀληθινῆς Ἰθάκης, καί μέ τήν παράθεση ἀδημοσίευτου ἂρθρου τοῦ μεγάλου Γερμανοῦ ἀρχαιολόγου καί ἀρχιτέκτονος Γουλιέλμου Νταῖρπφελδ, πού ἐγράφη τό 1902.

62 NAFS JUNE 2017

ΧΙΑ ΝΑΥΤΙΛΙΑ, το νέο βιβλίο του Δρ. Ματθαίου Δ. Λως

Η πραγματεία ΧΙΑ ΝΑΥΤΙΛΙΑ αποτελεί ένα εκπληκτικό, τεράστιο ταξίδι μέσα στους απέραντους ωκεανούς της Ιστορίας. Το βιβλίο είναι δίγλωσσο και αφιερώνεται στο διαχρονικό ναυτικό δαιμόνιο των Χίων, σε θάλασσα και στεριά. Η εμπορική ναυτιλία της Χίου δια μέσου των αιώνων αλλά και η ικανόητητα των Χίων να διατηρήσουν την ελευθερία να ασκούν την τέχνη που γνώριζαν σε βάθος αιώνων αποτυπώνεται στο νέο πόνημα του Δρ. Ματθαίου Λως, ο οποίος κατάγεται από τον Βροντάδο της Χίου, μέλος εφοπλιστικής οικογένειας με ναυτιλιακή παράδοση τεσσάρων γενεών. Το βιβλίο αυτό αποτελεί ένα αντικείμενο μελέτης για την γένεση, την εξέλιξη και την παρουσία των Χίων στην Ελληνική Ναυτιλία.

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DNV GL opens fleet performance centres to improve vessel efficiency DNV GL opened two digital fleet performance centres in Hamburg and Singapore to support their ECO Insight customers in monitoring and optimizing their fleets. Expert systems at the fleet performance centres are able to check incoming vessel data from customers using the ECO Insight platform, providing quality control of the data and offering suggestions on potential improvement levers for both individual vessels and fleets, such as identifying speed loitering and over-usage of auxiliary engines or boilers.

The performance centre provides comprehensive and customizable fleet monitoring. In development and in operational trials for the last nine months, it is already supporting pilot clients in Asia and Europe daily with data quality and performance alerts, performance reviews, and ad-hoc investigations into performance issues and claims cases, among others. In addition to machine-learning systems, dedicated DNV GL performance managers verify the validity of performance alerts before they are being send to customers. They also look at why performance is different between vessels of the same fleet and propose actions.

“We are very glad to have partnered with DNV GL. It is of great value to us when performance experts provide a ‘second pair of eyes‘ on our fleet and give us real-time warnings if vessels are not being operated in the most efficient manner,” said Christian Rychly, managing director of the German shipping company Leonhardt & Blumberg, during the opening and ribbon cutting ceremony of the

IRClass goes green and boosts environmental sustainability with two initiatives

Indian Register of Shipping (IRClass) has adopted two green initiatives – an in-house solar rooftop plant as well as a reed bed system – to continuously improve the environmental sustainability of operations at their head office in Mumbai, India.

Some of the unique features of the 72.6 kWp in-house solar rooftop plant include Canadian solar modules which were developed with the latest innovative cell technology – poly crystalline. The modules have excellent module efficiency of up to 16.97% and outstanding low irradiance performance of 96%.

Another unique feature of the solar rooftop plant is the 98%-efficient solar edge inverter which is IP65-compliant for outdoor installation.

Producing up to 25% more energy than the standard systems, the inverter has a remarkable balance of system savings of 50% with deployment of longer strings.

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Christian Rychly, Managing Director of Leonhardt & Blumberg (left) and Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime (right) cut the ribbon.

new fleet centre in Hamburg. “To mitigate the market pressure, we exactly need those tools which enhance our efficiency and help us to comply with the ever more challenging environmental regulations,” he added. As one of the pilot customers the concept has been developed with, Leonhardt & Blumberg has installed the ECO Insight tool already on 35 of its vessels, with more than 20 planned to follow soon.

KR refreshes corporate identity to reflect growing global influence Korean Register (KR) – an IACS member classification society – has refreshed its logo to mark the organisation’s renewed outward-facing international approach and its desire to add greater value to its customers’ businesses, under new Chairman and CEO, Lee Jeong-Kie. The new logo features the same ‘KR’ and retains the blue colour.

However, the letters are now placed inside a circle to symbolise the organisation’s will to create harmony by working to bring together the interests and needs of stakeholders across the maritime industry, and around the world.

KR has achieved significant growth and progress since 2004 when it last updated its corporate identity. Since then, its classed fleet has more than doubled (from 30 million GT to nearly 70 million GT), the number of expert and dedicated staff has increased threefold (from 300 to 900) and the global service network has been significantly expanded.

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The 20th Annual Meeting of the Hellenic and Black Sea Committee of Bureau Veritas

Photo L-R: Didier Bouttier, Cpt. Panagiotis N. Tsakos, Philippe Donche-Gay, George Procopiou, Paillette Palaiologou and George Dalacouras.

The 20th Annual Meeting of the Hellenic and Black Sea Committee of Bureau Veritas, hosted by the Vice President Regional Chief Executive Hellenic & Black Sea Region, Mrs. Paillette Palaiologou, was held on the 19th of May 2017 under the Chairmanship of Mr. George Procopiou and the presence of the Bureau Veritas Top Management, namely Mr. Philippe DoncheGay, President Marine & Offshore Division, Mr. Matthieu De Tugny, Chief Operations Officer Bureau Veritas M&O Division, Mr. Didier Bouttier, Senior Vice President M&O Division SEMEA Zone, Mr. Claude Maillot, Senior Vice President & Chief Executive, North Asia Zone & China, Mr.Jean-François Segretain, Technical Director M&O Division, Mr. Nick Brown, Communications Director, Mr. Stephen Tierney, Managing Director of TMC Marine, a BV Group Company, Dr. John Kokarakis, Technology & Business Development Director M&O Division, Mr. George Andreadis, Marine Manager & Mr. Michael Sterghiou, Director SE Europe Bureau Veritas Commodities.

This year the Committee took place in the beautiful surroundings of the island of Mykonos.

Following the welcome and adoption of the agenda by the Committee’s Chairman, Mr. George Procopiou, a distinguished colleague of shipping, Mr. Polys Hajioannou, CEO of Safe Bulkers, Inc., was introduced as new member.

Mr. Philippe Donche-Gay opened the round of presentations with a critical review on the Bureau Veritas Group’s Corporate & Marine Activities & Results for 2016. Mr. Donche-Gay pointed out the continuous growth of Bureau Veritas Marine & Offshore Division during the past twenty (20) years that the Committee has been taking place.

Subsequently, Mr. Jean- François Segretain made a presentation

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on the review of Bureau Veritas technology and capabilities, resulting to an interesting exchange of views.

Mr. Stephen Tierney in his turn presented an overview of TMC capabilities and analyzed the project of SEWOL, a Korean Ro-Ro passenger vessel which tragically capsized and sank on April 2014 near the southern city of Mokpo; TMC Marine was instructed as technical consultants for the wreck removal of SEWOL. The presentation by Dr. John Kokarakis focused on the implications of the global cap of 0.1% fuel sulphur content to be burnt world-wide by ships after January 1st 2020. It examined ways to comply along with the techno-economic issues associated with each option, namely burning distillate fuels, other alternate fuels such as LNG or methanol, or utilizing exhaust gas cleaning systems.

Mrs. Helen Polychronopoulou, Executive Vice President of EPE S.A. & President of HEMEXPO board, made a presentation on the services & products of the Hellenic Marine Equipment Manufacturers & Exporters.

The presentation of Mr. Claude Maillot focused on the current situation of the Asian Shipyards presenting also figures regarding the current order book in China, Korea & Japan.

The meeting was concluded with the traditional heated discussion between the members on topics of evolving interest, and the social time during the lunch at the beautiful resort.

During the Committee meeting the members’ spouses had the opportunity to participate in a very interesting walking tour at Mykonos town, visiting also the Folklore & Archaeological Museums.

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KL Sandefjord – First Offshore Vessel with DNV GL’s Shore Power Class Notation The offshore vessel KL Sandefjord, owned by K Line Offshore AS, a wholly-owned subsidiary of Kawasaki Kisen Kaisha, Ltd. (“K” Line), is the first offshore vessel with the DNV GL class notation Shore Power. The Shore Power notation verifies the design and installation of a vessel’s on-board electrical shore connection. When in port, the vessel can shut down its engines and rely on a shore-based electrical supply for its needs at berth – the so called “cold ironing”.

“We are very pleased to receive this notation for our large and powerful anchor handler KL Sandefjord which reflects our commitment to ensure a cleaner port environment,” says Espen Sørensen, Senior Vice President, Operation and Technical in K Line Offshore AS. “With an on-board shore power installation tested and verified by DNV GL, we now have an offshore vessel equipped for the future. And as result of the good cooperation we have enjoyed with the Bergen Port Authority and DNV GL during this process, we have also decided to apply for the Shore Power class notation for the sister vessel, KL Saltfjord.”

By tapping into an onshore electrical supply, vessels not only re-

Image: The offshore vessel KL Sandefjord.

duce their fuel consumption, but they also eliminate the associated emissions. This will have a marked improvement on the air quality in the port and surrounding environment, cutting PPM, NOx, SOx and reducing CO2 by using more efficient shore-based electricity.

In combination with renewable energy sources, electrical supply can even result in zero emission operation for the duration of a vessel’s stay in port. In addition, it can free the engines for maintenance, reduce wear and tear, and limit noise.

Bureau Veritas releases new rules for offshore service vessels and tugs

Leading international classification society Bureau Veritas has issued new rules for the Classification of Offshore Service Vessels and Tugs, including new class notations for pipelay vessels, accommodation units, offshore construction vessels and offshore support vessels.

Gijsbert de Jong, Bureau Veritas Marine Marketing and Sales Director, said: “With this new publication Bureau Veritas provides the industry with a clear framework for the classification of offshore service vessels and tugs based on an end-user friendly system of class notations reflecting the terminology used by the industry. This document is the culmination of a development plan aimed at addressing the specific requirements of key offshore operations in our rules.”

The new rules set out requirements for the classification of a wide range of vessels performing construction, installation, maintenance and other support activities at sea. These requirements cover towing, anchor handling, supply, fire-fighting, oil recovery, diving support, lifting, standby and rescue, accommodation, pipe laying, cable laying and semi-submersible heavy transport vessels.

Image caption: BV classed tug, Dux - now operating in Hammerfest, Norway. Image courtesy of Gondan Shipbuilders

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DNV GL applies data analytics techniques to reduce downtime Opportunities for digitalization are currently being embraced by the oil and gas sector. However, there are few practical use cases of it yet. Lundin Norway and DNV GL have developed the first step in a solution for predicting unplanned shutdowns of Lundin Norway’s Edvard Grieg production platform.

The Edvard Grieg production platform is a modern hydrocarbon processing facility that has been in operation for nearly two years. It is located at Utsira High in the North Sea and operated by Lundin Norway (65%), OMV Norge (20%) and Wintershall Norge (15%). The energy required by this infrastructure is monitored by more than 2,000 sensors.

Is it possible to identify in the data generated by the sensors that critical equipment is about to shut down before it happens? And thereby take preventive actions to avoid production disturbances?

The aim of this project was to demonstrate the suitability of data analytics techniques to detect events that might cause an unplanned shutdown, and thereby initiate necessary preventive actions. Lundin and DNV GL - Oil & Gas gave four students the challenge to develop a data analytics application. With some fresh minds on board and supported by experienced experts from both companies, progress has been beyond expectations.

“In a very short time frame, the project team has come a long way in substantiating the value of using data analytics techniques to improve our operations,” says Kari Nielsen, Head of Field Operations, Lundin Norway. “This is very encouraging and motivates us to continue our efforts.”

RIMS BV first company registered as approved

by BV for use of drones during surveys RIMS BV (Robotics In Maintenance Strategies) are the first company to receive an attestation from Bureau Veritas (BV) Marine & Offshore, as an approved service supplier, allowing the use of Remote Inspection Techniques (drones) during surveys of hull structure of ships and mobile offshore units classed with BV. RIMS are a global provider of high tech, safe, autonomous and sustainable surveying and maintenance solutions. They supply and provide services which aid with the replacement of old and expensive, slower, high-risk and resource intensive maintenance activities, with new smarter drone and robotic technologies. It is anticipated that the use of drones to carry out inspections of enclosed spaces will not only reduce the time to carry out scheduled survey work but will improve visual records, while minimising risk, bringing substantial benefits to owners, insurers and classification societies.

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Image caption: David Knukkel, CEO, RIMS BV (right) receiving the seal of approval from Bureau Veritas (BV) Marine & Offshore

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Rolls-Royce, DNV GL, NTNU, and SINTEF Ocean to establish simulation platform for creating future ships Rolls-Royce, The Norwegian University of Technology Science (NTNU), research organisation SINTEF Ocean, and classification society DNV GL have signed a memorandum of understanding (MoU) with the aim of creating an open source digital platform for use in the development of new ships.

The platform would allow the creation of so called “digital twins”. A digital twin is a digital copy of a real ship, including its systems, that synthesizes the information available about the ship in a digital world. This allows any aspect of an asset to be explored through a digital interface, creating a virtual test bench to assess the safety and performance of a vessel and its systems, both before its construction and through its lifecycle.

Asbjørn Skaro, Director Digital & Systems, Rolls-Royce – Marine said: “The platform will enable us to build digital twins of real ships, which in turn will form the basis for novel ways of designing, constructing, verifying and operating new maritime concepts and technology.”

New Bureau Veritas rules support hybrid power and energy storage systems With a growing number of hybrid vessels entering service, Bureau Veritas has consolidated its experience in the field with a new series of notations and rules addressing the requirements of energy storage systems (ESS) to support ship operators in reducing emissions.

Bureau Veritas has issued a new chapter in its rules providing a framework for electric and hybrid power solutions. The new class notations include power management (PM), power back-up (PB) and zero emission (ZE) standards.

It is expected that the notations will encourage wider uptake of energy storage systems (ESS) to provide both operational and environmental benefits.

Image caption: Martial Claudepierre, Business Development Manager, Bureau Veritas with Seaspan’s Harly Penner in front of the battery banks on board Seaspan Swift in Vancouver last week.

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DNV GL carries out its first offshore drone survey

Image: DNV GL has carried out its first offshore drone survey on board the tender support vessel Safe Scandinavia. (Credit: DNV GL)

DNV GL surveyors have carried out the classification society’s first offshore drone survey on the semisubmersible vessel Safe Scandinavia in the North Sea. This 25,383 GT tender support vessel (TSV) is owned and operated by Prosafe, supporting Statoil’s drilling operations off the coast of Norway. Using camera-equipped drones, DNV GL’s drone pilots checked the TSV’s fairleads and their connection with the vessel’s two columns as part of the intermediate survey.

“Innovation is one of Prosafe’s core values. We are very pleased that we chose to try the drone survey, as it helped us optimize our survey requirements and allowed us to save significant amounts of time and money. Normally, this kind of operation would cause

MOL chooses diagnostic monitoring system “ClassNK CMAXS” for additional two ship 74 NAFS SEPTEMBER 2017

disruption to our client for several days. The drone survey took only a few hours and was just as effective,” says Ian Young, Chief Operating Officer at Prosafe.

“This was a great opportunity for us to demonstrate our drones’ abilities to check the condition of remote external components in challenging offshore conditions. The inspection only required the semi-submersible to de-ballast, then we flew the drone approximately 25 metres below the main deck to check the condition of the fairleads and their connections to the columns that hold up the TSV. With wind speeds of approximately 15 knots, this went very well and the survey showed that the fairleads and their connections were in a good condition,” explains Cezary Galinski, Project Manager Classification Poland at DNV GL.

ClassNK Consulting Service Co., Ltd. developed next-generation diagnostic monitoring system “ClassNK CMAXS” has been chosen by Mitsui O.S.K. Lines (MOL) for installation on two more ships operated by the company. The system is now installed on a total of six MOL-operated ships.

The two ships are installed with CMAXS e-GICSX, a system which monitors electrically controlled main engine supplied by Mitsui Engineering & Shipbuilding Co., Ltd., and CMAXS LC-A for auxiliary engines supplied by DAIHATSU DIESEL MFG. CO, LTD. Both CMAXS systems operate simultaneously, gathering information from VDR, data logger and main engine. This information (Big Data) is consolidated on a common platform for analysis and the potential future improvement. The common platform also allows the user to clarify results of machinery diagnostics and troubleshooting using a common interface.

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Lloyd’s Register successfully completes first classification survey of BP’s new Glen Lyon BP’s newest North Sea asset, the Glen Lyon floating production storage and offloading (FPSO) vessel, has been awarded full-term classification certificates for service in the Schiehallion and Loyal fields, 175 kilometres west of Shetland.

Conditions west of Shetland are among the most severe in the UK and Glen Lyon must be capable of operating in extreme weather.

Classification means the Glen Lyon FPSO has been verified for operation to the highest levels of safety and performance by LR. Glen Lyon is the world’s largest harsh water FPSO and formed part of BP’s multi-billion-pound Quad 204 project. BP announced first oil from the Glen Lyon on 22 May. Production is expected to ramp up in the coming months, eventually reaching up to 130,000 barrels of oil per day.

Photo of the Glen Lyon FPSO

ClassNK issues EU MRV Monitoring Plan approval to Iino Marine Service Leading classification society ClassNK has issued approval certification to Iino Marine Service Co., Ltd. on successful assessment of an EU MRV Monitoring Plan for its chemical tanker “CHEMROAD WING” as an EU MRV verifier on 28 July.

The issuance of this approval certification is a first for ClassNK. EU MRV is an EU regulation on the monitoring, reporting, and verification of carbon dioxide (CO2) emissions from vessels. This regulation lays down rules for developing Monitoring Plans to the verifiers accredited by a national accreditation body in the EU by 31 August 2017 for ships above 5,000 gross tons which arrive at or depart from ports under the jurisdiction of an EU member state. EU MRV also outlines requirements for collecting data and submitting Emission Reports from 1 January 2018 (Monitoring Process).

ClassNK acquired approval from UK-based national accreditation body UKAS in March 2017 as EU MRV verifier. ClassNK issued approval certification to Iino Marine Service Co., Ltd. for their vessel “CHEMROAD WING” for fulfilling the necessary criteria stipulated in EU MRV regulations. The Monitoring Plan submitted states data collection methods for fuel consumption, distance travelled, time spent at sea, amount of cargo carried, as well as

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methods to be used to treat data gaps.

Image caption: Pictured (l-r): Mr. Akira Hoshi (Director & General Manager of Engineering Department, Iino Marine Service Co., Ltd.) Mr. Toshio Koiwa (Director of Assurance Operations Division, ClassNK).

TOP STORIES - NAFS SHIPPING MAGAZINE class

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LR joins project to build world’s biggest sailing cargo ship ▪ 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 Lloyd’s Register (LR) has joined the Quadriga sustainable shipavailable options, the result was divided (58% yes, 42% no) ping project – an initiative from Hamburg-based Sailing Cargo, which to build theproblems, world’s biggest sailing cargo frequent ship.

BWMaims – technical alternatives, plan approval comments The project outlines a plan to build a 170-meter car carrier, The Vice Chairman of the Committee, Vasileios Lampropoulos, capable of carrying between 1,700 and 2,000 cars, which will gave an overview of the so far experiences with the installation be equipped with four DynaRig masts and will operate on hybrid of BW treatment systems and the problems we are facing. The propulsion with sails and diesel-electric engines, and an optionpresentation covered the different technologies including a comparal battery system for peak loads. The vessel will be capable of ison between them, selection criteria, challenges of the differsailing at 10-12 knots with the aim of reaching 14-16 knots in ent technologies, service experience, health and safety issues, the next few years through combined expertise. maintenance, challenges for the crew and shore staff, approval and operation comments, etc.

Wind-assisted propulsion offers a realistic option for introducing Live voting by the participants took place at the end of the session. renewable power into shipping. LR’s Low Carbon Pathways The following results are noted: 2050 study found that low carbon ships will need to enter the ▪ Filter + electrolysis and filter + UV are believed to be the fleet by 2030 in order for shipping to reduce its emissions in line most popular systems (48% and 45% respectively) with the Paris Agreement and this means significant changes in ▪ The vast majority of the participants believe that the internathe industry are required. tional organizations and regulators should recognize the need for more time until the implementation of the BWM convention (80%) ▪ The majority of the participants believe that the BWM conBlueOcean June 2016_1/2 27/05/2016 14:51 Page 1 vention 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.

Less Particulate Matter PM

WATER

Less NOx meeting TIER II

- fuelling cleaner shipping 2-5% fuel savings

Cleaner engine

BOS Emulsified Fuel System (EFS) Beyond proof of concept

Find out who are already saving fuel with BOS EFS, go to www.blueoceansoln.com

nafs

class

news

Prelude officially enters into Lloyd’s Register class Shell’s floating liquefied natural gas (FLNG) facility Prelude has officially entered into Lloyd’s Register (LR) class. At 488 metres long, 74 metres wide and displacing about 600,000 tonnes of water, Prelude is the largest floating offshore facility in the world.

Last month Prelude arrived at its operating location in the Browse Basin, offshore northwest Australia. It will be moored at a depth of 250 metres and will not be drydocked for the first 25 years of its expected 50-year operational life. The facility required around 260,000 tonnes of steel to build and its turret is the largest ever built. It has been designed to withstand category five cyclones and its technology has generated over 150 patents.

LR has been actively involved with the project from the start, helping to ensure it will operate safely by applying FLNG expertise through classification, equipment certification, validation and verification against performance standards.

Photo of the Glen Lyon FPSO

RINA preferred verifier for MRV by Thenamaris

Bureau Veritas and Ascenz join forces

78 NAFS SEPTEMBER 2017

Thenamaris and Thenamaris LNG, two of the most prominent Greek Shipping companies, have chosen RINA as their exclusive partner for the Monitoring, Reporting and Verification of CO2 emissions Regulation (MRV) for their total combined fleet under management of over 80 modern vessels, mainly Oil Tankers, Bulkers and LNG Carriers.

The new regulation was developed in response to the challenge of reducing greenhouse gases in European territories to meet the 2050 targets set by the EU. The EU Commission strategy suggests that the CO2 emissions from maritime transport should be cut by at least 40% from 2005 levels by 2050.

MRV is compulsory and is applicable to ships greater than 5000 GT that undertake one or more commercial voyages (cargo or passengers) into or out of EU ports.

Bureau Veritas and Singapore based Ascenz have signed a memorandum to provide ship performance and monitoring solutions to shipowners worldwide.

The agreement will enable Bureau Veritas to offer Shipulse, Ascenz’s solution for real time ship performance and monitoring. Shipulse captures critical shipboard data to provide insights for better decision making, fuel savings and optimized vessel performance. The data captured covers fuel consumption, bunkering activity, engine, hull and propeller performance.

Bureau Veritas will market Shipulse across its network to offer complementary services and analysis tools based on ship modelling capabilities, data analysis across fleets, and the ability to integrate BV software - such as weather routing and trim optimization - with Shipulse.

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

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