Ship Efficiency: The Insight Issue #04 by Fathom Maritime Intelligence

Emission Control Areas

SPECIAL SUPPLEMENT

SPECIAL FOCUS

ISSUE 04. 2014/15

are

CONTENTS

Cruise Lines Spearhead Efficiency Drive

‘Ship Intelligence’

Heralds Dawn of New Era

News Round-Up

Who’s Doing What?

Breaking Boundaries

Blue Skies

• Catalysing Collective Systems Leadership

• The Online Marketplace

Ship Efficiency Showcase

The Ship Efficiency Awards Special FOCUS • • • • •

JOIN US

on LinkedIn

Energy Efficiency Solution Award Environmental Technology Award Initiative of the Year Award Sustainable Ship Operator Award The One to Watch Award

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The Social Scene

• Cappuccino Bunkers

The Last Word

• ‘Ship Intelligence’ Heralds Dawn of 13 New Era • Cruise Lines Spearhead Efficiency 16 Drive

• Ship Efficiency : The Event 2014

The Bunker Detectives

Feature Focus

Guest Feature

Event Round-Up

24 28 32 35 38

• A Celebration of Efficiency & Innovation

Emission Control Areas: The Supplement

• Sulphur Emissions in the Spotlight • Are 2015’s ECA Rules a Progress Killer or Much Needed Catalyst for Innovation? • Maps: Emission Control Areas 2015 • Help! Fuel & Lubricant Solutions to the Rescue • 10 Reasons Why Ship Operators Should be Nervous About the 2015 Sulphur Challenge • Who’s Doing What?

54 57 58 60 62 65

INNOVATION

FORTUNE

FAVOURS THE BRAVE The commercial shipping industry is complex, volatile and constantly evolving. It is an industry that simultaneously drives local, regional and global economic growth, but at the same time sits at the mercy of the global economic tide.

Editor-in-Chief: Catherine Austin E: catherine@fathomshipping.com Publications Editor: Isabelle Rojon E: isabelle@fathomshipping.com Publications Assistant: Fiona Macdonald E: Fiona@fathomshipping.com Advertising Sales: Patricia Hubbard E: Patricia@fathomshipping.com Artwork and Design: Ben Watkins E: design@fathomshipping.com Expert Contributors: Martyn Lasek, Managing Director, Ship and Bunker E: editor@shipandbunker.com

Published by:

fathom

marine | energy | environment

27 Sheet Street, Windsor, SL4 1BN, UK. Tel: +44 (0)1753 853791 Email: info@fathomshipping.com Twitter: @fathomshipping Website: www.fathomshipping.com

ustained high bunker fuel prices coupled with tightening rules around the environmental impact of shipping operations mean that ship owners and operators must adapt their ships to remain competitive in not only the current, but also future market. But this is no small ask. However, where economic and regulatory darkness looms, there is light: technological innovation prospers. I would even go as far to say that technological innovation is flourishing at a faster rate of knots within this industry more so than in any other industry, but perhaps I may be slightly biased. Nevertheless, such prospering technological innovation and adaption of strategies and operations reflects the resilience of the maritime industry and this issue of Ship Efficiency: The Insight reflects and celebrates just that. Following the highly successful launch of Fathomâ&#x20AC;&#x2122;s inaugural Ship Efficiency Awards, this issue plays host to a special segment that will give readers insight into those innovators that are catalysing a greener, leaner and more efficient shipping fleet through the provision of advanced technological solutions. The reduction of sulphur emissions will be sitting at the top of the agenda for many owners and operators as we enter 2015. This issue of Ship Efficiency: The Insight includes a special supplement dedicated to the issues, challenges and opportunities that the industry is facing as the permitted sulphur content in bunker fuel as of 1 January 2015 drops for all ships operating within Emission Control Areas. What lies ahead for the industry in 2015?

Catherine Austin Editor-in-Chief

ÂŠ2015 Fathom Eco-Efficiency Consultants Limited. All rights reserved. No part of this magazine can be reproduced, or transmitted by any means, electronic, mechanical, photocopying, recording or otherwise without the written consent of Fathom Eco-Efficiency Consultants Limited. Applications for written permission should be sent to the editor-in-chief, editor@fathomshipping.com. Any views or opinions expressed do not necessarily represent the views of Fathom Eco-Efficiency Consultants Limited or its affiliates. Whilst every effort has been made to ensure the accuracy and quality of the information contained in this publication at the time of going to press, Fathom Eco-Efficiency Consultants Limited assume no responsibility as to any inaccuracies that occur or their consequences and to the extent of the law, shall not be liable for any errors or omissions or any loss, damage or expenses incurred by reliance on information or any statement contained in this publication.

ISSUE 04. 2015

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NEWS ROUND-UP MEPC 67 APPROVES AND ADOPTS THE POLAR CODE It was during the 67 th session of the International Maritime Organization’s (IMO) Marine Environmental Protection Committee (MEPC), held in October 2014, that the International Code for Ships Operating in Polar Waters (Polar Code) was approved under the International Convention for the Prevention of Pollution from Ships (MARPOL). The Polar Code and International Convention for the Safety of Life at Sea (SOLAS) amendments were then officially adopted during the 94th session of the IMO’s Maritime Safety Committee (MSC) held at the IMO headquarters in midNovember 2014. The enforcement of the Code will mandate environmentally sound practices within the shipping industry and regulate

safety provisions under SOLAS in waters surrounding the two poles. Through the implementation of the Code, hazards related to ice, remoteness and severe weather conditions will be minimised due to the regulation of design, construction, equipment, operational, training, search and rescue and environmental protection matters. The SOLAS amendments including the Polar Code are expected to come into force from 1 January 2017 under the tacit acceptance procedure. All ships built after this date must comply with the regulations set out in the amendments while ships constructed before 1 January 2017 will be required to comply with the relevant prerequisites by the first intermediate or renewal survey.

FIRST EEDI CERTIFICATION FOR SHIP AIR LUBRICATION SYSTEM ISSUED ClassNK has completed the Energy Efficiency Design Index (EEDI) appraisal of Harvest Frost, the world’s first postpanamax bulk carrier fitted with the Mitsubishi Air Lubrication System (MALS). The innovative air lubrication system uses specialised blowers to create a layer of bubbles that flow along the bottom of the hull to improve fuel efficiency by reducing frictional resistance. The appraisal and certification of the EEDI of the MALS-equipped Harvest Frost is understood to be the first time that the effect of such an innovative technology has been evaluated as part of a ship’s EEDI. While the EEDI is calculated and evaluated primarily based on hull form, ship speed, and engine efficiency, the IMO has also established guidelines for including the effect of innovative new technologies, such as MALS, in the verification and calculation of a ship’s EEDI. MALS was developed by Mitsubishi Heavy Industries with support of ClassNK’s Joint R&D for Industry programme. The Harvest Frost was constructed by Oshima Shipbuilding Co., Ltd for ADM Harvest Shipping.

ELECTROCHLORINATION-BASED BALLAST SYSTEM GRANTED USCG AMS The United States Coast Guard has granted Alternate Management System (AMS) approval for Wärtsilä’s Aquarius EC Ballast Water Management System (BWMS). AMS approval is the first step in achieving full type approval. The certification is particularly beneficial to ship operators because it allows US foreign-flag ships fitted with the BWMS to operate within United States territorial waters for an interim of five years. This period gives operators and owners sufficient time to acquire full type approval.

The Aquarius EC BWMS involves a two-stage process using filtration and electrochlorination to filter particulate m a t t e r, s e d i m e n t , z o o p l a n k t o n and phy toplankton. A 40 micron backwashing screen is utilised for the initial sweater filtration followed by a disinfection process using a hypochlorite which is generated from the side stream electrochlorination process and controlled by the BWMS. The discharged water by-passes the filter with the addition of sodium bisulphate to neutralise any residual active substance.

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NEWS ROUND-UP SURVEY REVEALS GREEN INITIATIVES REQUIRE GREATER INCENTIVES Green initiatives are lacking in their attempt to influence the global maritime industry, according to a report recently released by the Institute of Marine Engineering, Science and Technology (IMarEST) and Colfax Fluid Handling. The report reflected the results of an extensive industry survey carried out. The key ‘take home’ messages from the survey were: • 80% of 200 participants responded positively to the ‘Green Agenda’ in its attempts to benefit the global maritime industry. • Only 46% revealed that they believe it is driving change within the industry and offering good value for money. • 78% of respondents revealed that lack of encouragement and incentive toward implementation of green initiatives are the major barriers to adoption.

BATTERY-POWERED CONCEPT SHIP DESIGNED FOR SHORT SEA SHIPPING DNV GL has announced the development of a new battery-powered concept ship for short sea shipping. ‘ReVolt’ is a smart operation ship, designed with a zero-emission concept, unmanned navigation and consists of a number of economic advantages to provide an alternative to road transport via marine highways. Powered by a 3,000 kWh battery, the ship is anticipated to complete a 100 nautical mile journey before a full recharge of approximately four hours is required. The ReVolt concept contains complete sensor and navigational equipment to maximise safety and

ensure that the product is as green and as financially attractive as possible. Safety risks for onboard crew are eliminated thanks to the ability for the ship to operate crew-less. Maintenance costs are kept to a minimum due to the limited rotating machinery used within the battery - a key driver of technical breakdown. Research on a replicated propulsion system of the ship has been carried out with different sensors to test the autonomous capabilities. Savings of up to US$ 34 million over its estimated 30-year life cycle are expected when compared to a diesel powered ship.

INTERNATIONAL WINDSHIP ASSOCIATION LAUNCHED The founding members of a new association for the shipping industry have announced the establishment of the ‘International Windship Association’ ( I W SA ) , a n a s s o c i at i o n t h at w i l l encourage, advise and advocate for the use of wind propulsion technologies in the shipping industry. IWSA will facilitate and promote the technology, applications and general concept of wind propulsion for the global commercial shipping industry and bring together all parties interested in catalysing the development and uptake of these technology solutions. IWSA will also play a key role in acting on behalf of its members and supporters within this sector in order to shape industry, regulators’ and international bodies’ perception of the concept of wind propulsion. A great deal of support has been

received for IWSA since its initial inception; thus far 50 members and supporters have registered and the organisers expect those ranks to swell in coming months following the successful inaugural annual general meeting for the association, held in October. IWSA has been established in the UK as an unincorporated, not-for-profit entity.

BARBADOS PORT TO DEVELOP GREEN INCENTIVE PROGRAMME FOR EFFICIENT SHIPS Barbados Port Inc. has committed to developing a programme to incentivise more efficient ships calling at the port, in partnership with the Carbon War Room and Rightship. The proposed programme will rank the energy efficiency of ships using an A-G scale based upon Rightship’s Existing Vessel Design Index, as hosted on ShippingEfficiency.org. The port incentive programme will reward ships with better energy efficient ratings according to this A-G scale. These rewards could potentially take the form of reduced port ISSUE 04. 2015

fees. RightShip will play a crucial role within the programme by benchmarking ships over time to set a baseline for the efficiency and emission trends of ships not only arriving into the port, but also for their entire journey. Barbados Port is joining a growing community of worldwide ports who are utilising the RightShip and Carbon War Room GHG Emissions Rating to reward sustainable ships. Canadian ports Vancouver and Prince Rupert use the same emissions rating to

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offer discounts to the most efficient ships visiting their ports, and the world’s third largest port, the Port of Rotterdam in the Netherlands, has also committed to investigating a similar incentive.

NEWS ROUND-UP PARKER KITTIWAKE DOUBLES PRODUCTION OF EMISSIONS MONITORING SYSTEMS

CLARKSONS REVEAL 50% OF WORLD SCRUBBERS USED BY NORWEGIAN SHIP OWNERS

London-based Parker Kittiwake’s subsidiary, Kittiwake Procal Ltd has doubled production of its emissions monitors. Parker Kittiwake, which is owned by the Parker Hannifin Corporation, said that the increase of its Continuous Emissions Monitoring Systems (CEMS) was due to the “sizeable increase” in demand by the industry. The company also said that it has seen an “exponential increase” in orders over the last year. The company stated that it works with nine other scrubber manufacturers, and that CEMS orders have risen parallel to scrubber orders. The systems are designed to measure six exhaust gases, including SO2, CO2 and NOx.

Clarkson Research Ser vices have revealed that 50% of the world’s fleet currently using scrubber technology are Norwegian-owned ships. 41% of the order book is made up by ‘other’ European owners. A total of 92 ships are reported to have been fitted with a scrubber system and 37 ships are due to have scrubbers installed. These figures have been motivated by the 0.1% sulphur limit which is to be enforced in Emission Control Areas (ECAs) globally as of 1 January 2015.

HEMPEL LAUNCHES NEW 3% FUEL-SAVING ANTI-FOULING PRODUCTS Denmark’s Hempel A/S said that it has launched two new anti-fouling products which can deliver up to 3% in fuel savings. The GLOBIC 8000 is a hydrolysing selfpolishing anti-fouling which the company said brings “integral biocides to the surface at a stable rate ensuring a clean hull,” while the DYNAMIC 8000 is for ships running at higher speeds. Hempel also released a new hull coating last year which promised 6% in bunker savings.

THORN-D PILOT PROJECT FINDINGS REVEALED A pilot project carried out at the Port of Amsterdam has proved that the anti-fouling coating Thorn-D is able to outperform conventional applications. M i ca nt i a n d D a m e n s h i p ya rd s collaborated one and a half years ago to develop the eco-efficient technology. Thorn-D is an innovative anti-fouling product which consists of an ecological fibre to reduce marine growth and maximise fuel savings. The project has shown that Thorn-D is able to inhibit marine attachment while maintaining environmental sensitivity and costefficiency. Unlike conventional coatings, Thorn-D does not require movement to restrict marine growth and can therefore be used when the ship is stationary. Despite the notion that increasing surface

roughness leads to exacerbated drag and fuel consumption, testing of Thorn-D at Delft University of Technology and the Maritime Research Institute Netherlands (MARIN) as well as on operating ships showed that the fibres actually have no effect on the drag due to their hydrodynamic flow structure. The application of Thorn-D to two identical Damen Stan Tug 1907 sister ships provided evidential benefits of the technology. The Castor was coated with a well-known traditional anti-fouling, while the Pollux was treated with the Thorn-D foil. Both ships operated at low speeds, in the same waters and under the same conditions. The results revealed significant benefits to applying Thorn-D as an alternative coating.

MARAD ANNOUNCES SHIP FUEL CELL TECHNOLOGY TEST The US Maritime Administration (MARAD) announced in early November that it is testing fuel cell technology for use as a power source for onboard electrical systems. The state of the art, environmentally efficient technology will be installed onboard the training ship Kennedy,

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which is part of the US National Defense Reserve Fleet and currently used by the Massachusetts Maritime Administration for Cadet training. The year-long test forms part of a MARAD initiative to determine how fuel cells can be used as a source of onboard power.

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WHO’S DOING WHAT STENA LINE TO CONVERT FERRY AHRENKIEL STEAMSHIP SELECTS FOR METHANOL FUEL USE DNV GL’S SHIPMANAGER SOFTWARE Stena Line has announced it is to convert one of its ferries to permit the use of methanol as its main driving fuel. Previously, Stena had undertaken trials involving the use of methanol in the auxiliary engine to establish the possibility of a full conversion. If the conversion works well, Stena will look into converting other ships to run off methanol in addition to their expansion into LNG, scrubbers and electric propulsion technologies.

RICKMERS TO INSTALL INTERSCHALT’S BLUETRACKER ACROSS FLEET Interschalt has announced that its Bluetracker software is to be installed on an entire fleet of Rickmers Shipmanagement ships. Over the next two years, all Rickmers ships will undergo installation to increase ship efficiency. Interschalt will use Rickmers’ manual reporting system as a basis to apply Bluetracker to assess and analyse the manually captured data. Consumption and trim analysis will follow with ship and route comparison available via the installation of an automated data capture system.

TEEKAY EXTENDS CASPER HULL AND PROPELLER PERFORMANCE MONITORING SERVICE Teekay Corporation (Teekay) has agreed to a two-year extension of the CASPER Service. Propulsion Dynamics’ Computerized Analysis of Ship PERformance, a.k.a CASPER Service, is a turnkey subscription service that provides ship owners with decision support for technical and operational fuel efficiency programmes. The service extension will cover 23 LNG carriers under the Teekay banner with a further seven ships to be included in the programme as they are taken into Teekay management. ISSUE 04. 2015

Ahrenkiel Steamship has chosen to implement DNV GL’s ShipManager software on its entire fleet of 60 ships. DNV GL’s ShipManager software provides solutions supporting management of ships and fleets in all technical, operational and compliance

aspects and offers different modules. T h e m o d u l e s u s e d b y A h re n k i e l Steamship are ShipManager Technical, ShipManager Procurement, ShipManager QHSE, ShipManager Crew and ShipManager Analyzer.

TRIDENT ALLIANCE WELCOMES 14 NEW MEMBERS The Trident Alliance has announced it has acquired 14 new members in light of the 0.1% sulphur regulations to be enforced in Emission Control Areas (ECAs) on 1 January 2015. N ew m e m b e rs i n c l u d e H a p a g Lloyd, DFDS, Ionic Shipping, Euro Marine Logistics, Marinvest, Grieg Star, Wijnne Barends, Seatrade, Spliethoff,

Tr a n s fe n n i c a , B i g l i f t , U l t r a b u l k and Ultragas. This brings the total membership to 31 companies. A Statement of Commitment has been signed by the CEO of each member company to ensure compliance with sulphur regulations and to demonstrate their support toward enforcement in 2015.

CHINA MERCHANT ENERGY SHIPPING CO. LTD CHOOSE JOTUN ANTI-FOULINGS In a bid to boost the efficiency of its fleet, China Merchant Energy Shipping Co. Ltd (CMES) has chosen fellow Chinese company Jotun COSCO Marine Coatings (Qingdao) Co Ltd to handle anti-fouling solutions for its current and future very large crude carriers (VLCC) projects.

CMES will make the change to all its newbuild VLCCs constructed by the Dalian Shipbuilding Industry Co., Ltd. Ships will be using Jotun’s Hull Performance Solution (HPS) and the SeaQuantum X200 coating.

TRANSFENNICA FITS SCRUBBERS ACROSS 50% OF FLEET Transfennica, a Dutch short sea operator, has fitted nearly half of its fleet with scrubbers in preparation for the 1 January 2015 sulphur regulations for Emission Control Areas (ECAs).

The technology has so far been fitted to six ConRo vessels within the fleet. The remaining seven will use ECA-compliant diesel as an alternative.

RINA’S INFOSHIP EGO PERFORMANCE MONITORING SYSTEM ADOPTED BY D’AMICO International classification society RINA Services is to fit RINA’s InfoSHIP EGO performance monitoring system to d’Amico Group’s entire fleet. InfoSHIP EGO is the fleet performance monitoring solution developed by RINA Services in cooperation with IB Software and Consulting. The software has different modules that allow it to

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automatically collect data onboard and benchmark the actual performance of the ship against a target. The first units will be installed on two newbuildings under construction in Korea and China, one tanker and one bulk carrier. The system will be progressively extended across the d’Amico fleet.

BREAKING BOUNDARIES This issue of Ship Efficiency: The Insight hosts a showcase of the nominees for the Outstanding Contribution to Ship Efficiency award, part of Fathom’s Ship Efficiency Awards. This award recognised influential individuals within the maritime industry who are taking great strides to break boundaries within the field of ship efficiency and sustainability.

Alastair Fischbacher

Dr. Tristan Smith

Oskar Levander

Alastair Fischbacher ’s Outstanding C o n t r i b u t i o n t o S h i p Ef f i c i e n c y nomination came following his drive and determination for sustainable shipping, as evidenced throughout the industry. Since retiring from his post at Rio Tinto in May 2014, Mr. Fischbacher has represented the Sustainable Shipping Initiative (SSI) on the Board of Trustees. He has contributed to driving SSI’s vision through his work on implementing sustainability goals and commitments which are relevant to everyone in the industry and can be easily understood and evaluated. He has been involved in the development of a framework which incorporates collaborative action and support, setting a benchmark to address the challenges of sustainable shipping and ensuring progress is met. Additionally, Mr. Fischbacher ’s leadership and motivation for driving new standards has propelled an increasingly efficient future in terms of shipping emissions and regulatory procedures.

Dr. Tristan Smith’s nomination transpired as a result of his extensive academic research on low carbon shipping. Dr. Smith, Research Associate at University College London, has played a fundamental role in contributing to ship efficiency through linking academic research to the maritime industry. He has provided estimations of CO2 emissions for now and in the future, contributed to large-scale records of data building regarding CO 2 fluctuations and has developed techno-economic modelling capability that can be deployed for use in the policy debate. In addition, his research contributes to the formation of stakeholder strategies used to improve efficiency. Furthermore, Dr. Smith has shared his extensive knowledge on climate change, contributing to a number of academic books and papers including those published by the IMO, UNEP and the UK Committee on Climate Change. Comprehensive consultancy work has also been undertaken for organisations including Shell and the IEA, demonstrating his commitment toward maximising ship efficiency awareness.

Oskar Levander’s active involvement in expanding energy efficient fleets has demonstrated his exceptional commitment to pushing the boundaries of innovation within the maritime industry and made him a worthy candidate for this award. Mr. Levander has contributed to the development of new ship designs and propulsion solutions across a variety of ship types. Driving the concept of ship intelligence, he has significantly influenced fleet optimisation strategies, providing outstanding contribution to maritime efficiency. Having held a range of engineering positions within both Wärtsilä and Kværner, Mr. Levander has urged a holistic approach and has contributed to the development of a new outlook regarding ship system operations within the industry. Encouraging ship owners to consider their ships as a whole rather than separate processes or systems, Mr. Levander has advocated the importance of recognising how all aspects affect each other and understanding the interactions within a ship to maximise efficient operation.

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BREAKING BOUNDARIES

ABS Operational and Environmental Performance Department ABS have demonstrated outstanding contribution toward ship efficiency through their expertise for developing practical technical solutions to the industry. The ABS Operational & Environmental Performance Department maintains collective leadership experience, technical capability and commitment to developing strategies for maritime efficiency across the industry. Their global network of technical specialists and their collaboration with owners, operators, designers, technology providers and researchers has facilitated a better understanding of practical solutions to ship efficiency. ABS’ technical understanding of issues impacting energy efficiency and regulatory compliance ensure that they are at the forefront of sustainable and efficient ship operations, catalysing their nomination for Outstanding Contribution to Ship Efficiency. ABS’ Ship Energy Efficiency Measures Advisory has provided influential guidance on options available for improved ship efficiency through reduced fuel consumption and ship emissions. Providing necessary information to stakeholders, owners and operators regarding meeting the challenges of rising fuel costs and environmental requirements, ABS’ contribution has paved a significant path toward emission reduction and maritime efficiency.

Dr. Anne-Marie Warris Dr. Anne-Marie Warris has more than 25 years’ experience of environmental matters and has a unique record of achievement in her field, demonstrating her logical and pragmatic understanding of the maritime industry. This is the reason for her being voted as the overall winner of the Outstanding Contribution to Ship Efficiency award. Fathom caught up with Anne-Marie during the awards ceremony to ask her a few questions about her ship efficiency and sustainability efforts.

How Are You Driving Efficiency And Sustainability Across The Maritime Industry?

I lecture to students at the World Maritime University (WMU) on climate matters. Still within the marine arena, but outside shipping, I hold the position of chair for a project committee funded by the Technology Strategy Board (TSB) investigating a technology package related to marine wave energy ‘CCEll’. Additionally, I hold a number of key voluntary roles including chair of ISO (International Organization for Standardization) sub-committee responsible for environmental management systems as well as UK expert to the ISO committee that is responsible for the revision of ISO GHG standards related to monitoring, reporting and verification (MRV) and I also attend IMO MEPC as an ISO observer.

What Other Awards And Recognitions Are You Most Proud Of Receiving?

There are two ‘awards’ that I am most proud of, prior to this Ship Efficiency Award. The first is being awarded WISTA UK Personality of the Year 2013 mainly

ISSUE 04. 2015

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because it is such a significant recognition for work done in the shipping industry. I could not believe it when I was told and I certainly did not expect it given I had only been in the industry for five years. I was allowed to make an impact with significant support and backing from LR. The second has only recently happened and it is being voted into the top ten on the inaugural environmentalist power list by readers of The Environmentalist in July 2014. The power list reveals those who are believed to be the most influential in helping organisations to better their environmental impact or who have had an influence on raising environmental issues up the business and policy agendas.

What Project Or Accomplishment Do You Consider To Be The Most Significant In Your Career Thus Far? This is a tricky one to answer. I think the most satisfying accomplishment is being allowed to stand in front of young people at the WMU and talk to them. The five years I spent at LR Marine Division as an Environmental Advisor count very high on the list. It was satisfying and stimulating to be allowed to re-establish LR’s position as an environmental innovator, a position originally established by Dr. Gillian Reynolds. For me, there is also great pleasure in having facilitated the shift of ISO sub-committee for environmental management systems into the 20 th century and watching it evolve. The reward for supporting the development of ISO GHG MRV standards and trying to keep them as simple as possible is about striving to do what is best.

NOMINATE FOR THE 2015 AWARDS

For more details of each award, full criteria and how to apply, visit

www.nor-shipping.com TOR M. Ă&#x2DC;STERVOLD CEO at ECOsubsea Young Entrepreneur Award winner 2013

ENERGY EFFICIENCY AWARD

NEXT GENERATION SHIP AWARD

YOUNG ENTREPRENEUR AWARD

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Catalysing Collective Systems Leadership As we all know, shipping is the lifeblood of the global economy. It connects the supply and demand driving world trade: Each year, some 86,000 ships move more than 9 billion tons of cargo across our seas – more than a ton for each person on the planet.

herefore, it is not surprising that shipping is a highly complex system; in fact it is an entire eco-system that interconnects with the much wider system of global trade. Within this eco-system, each ship in itself is a system. This interwoven set of systems must be taken into consideration when trying to effect change, for example when introducing a technology solution to the market. For example, when B9 Shipping, a part of the B9 Energy Group, set about designing a 100% renewably powered commercially and technically viable sailing hybrid cargo ship, they faced a good deal of resistance. But the response to resistance is persistence. As Diane Gilpin, Director of B9 Shipping and founder of the Smart Green Shipping Alliance, put it: “We thought we were selling a technology solution but slotting the technology into the global logistics system wasn’t so easy. It soon became apparent that we had to create a system solution where the risk (and perceived risk) inherent in combining proven technologies in new ways needed to be managed by those best qualified to manage them.” So the idea might be easy, it’s the implementation that is hard. Gilpin stated: “Unless we are systems thinkers we can’t begin to tackle the challenge of shifting the industry into the 21st century.” ISSUE 04. 2015

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BLUE SKIES Why is it necessary to do so? Recently, former DVB Head of Shipping Dagfinn Lunde cited an old industry maxim in Maritime CEO: “There are two good things for shipping: one is war and the other is falling oil prices, in that order”. As a business approach, making success dependent on external factors – especially when they are so nearly impossible to influence - is a risky strategy. Smart businesses need to create resilience and never more so than in this volatile world. There is a broad consensus within shipping that it must work out how to adapt, react and respond to our confusing, fast-paced and ever-changing world. Dr. Martin Stopford, leading shipping economist and President at Clarksons, observes that shipping has not changed in 50 years and needs ‘a Steve Jobs’ to completely re-think the way it approaches the market. He also says shipping is so old-fashioned it does not even realise how far behind it is. So much for theory – but what do the problems incurred and their solutions look like in real life? Gilpin recalls that almost everyone they visited really liked the concept of their renewably-powered cargo ship, could see the merits in terms of fuel savings and applauded the logic, but equally everyone could find a reason why it would not work in their particular situation. She remembers: “Our first conversation with a ship owner was a disaster. They said there was no money for investment in new tech, that the only crew they could afford wouldn’t be able to or want to learn new skills, that - in short - we didn’t understand shipping.” There was even an incident of an IMO representative being verbally abusive… Recovering from such incidents and continuing to tackle one of shipping’s most pressing problem – reducing air pollution and greenhouse gas emissions – is probably not easy, but B9 has got experience with this. Throughout the company’s 22-year history, it has consistently and successfully challenged ‘business as usual’, pioneering renewable energy solutions. B9’s approach to challenging and ultimately changing the current system is to create a ‘collaboration of the willing’, a group of entities who each have something to gain from the realisation of a shared and co-created system vision.

‘The B9 Shipping Vessel

B9 Shipping has brought together diverse stakeholders with little history of collaboration, different mental models and different, sometimes competing, aims. Engaging across boundaries and bringing in the expertise and experience from a broad range of stakeholders - ranging from naval architects, yacht racers, academics, the steel and composites sectors to engine manufacturers – challenged and improved the initial design. What has emerged is a workable first concept design solution for a 100% renewable powered ship that works today! Not just that – building a system based on a range of different people and different viewpoints is an effective way of increasing the system’s resilience. Bringing together a group of different people with different ideas and viewpoints inherently means that compromises have to be found – or in Gilpin’s word that “a lot of ‘letting go’ is required”. This is not always easy to accept and means that each individual has to be prepared to learn, accept they may be wrong or be courageous enough to call it when necessary. Gilpin describes it as “going on journeys with people who own different elements of the system, asking the ‘ignorant’ questions, knowing when to intervene but also letting go and simply following the energy of the group”. The long list of collaborators shows

that B9 Shipping truly is about team work and making a shared vision come alive by drawing on expert knowledge from across the spectrum. Large corporate businesses like Rolls-Royce, Tata Steel and General Electric share their expertise to help accelerate progress. Lloyd’s Register provides invaluable support on the most effective ways to rapidly enable new design solutions. Cutting-edge innovation from offshore yacht racing is brought to the project by Humphreys Yacht Design, long experienced in leading first-principle design solutions on many great international projects. B9 draw on academic work from the ‘Low Carbon Shipping Project’ and ‘Shipping in Changing Climates’ and model testing was conducted at the University of Southampton’s Wolfson Unit. The Met Office helps quantify the value of wind at sea and the National Composite Centre offer advice on lightweight and novel materials. Tomorrow’s Company input on how to structure the collaboration to ensure it is resilient and future-proof whilst PwC and CapitalLaw help B9 pull together the financial, legal and commercial threads. With the establishment of the Smart Green Shipping Alliance, the network of collaborators has been formalised into a legal structure, the purpose of which is to deliver the first ship.

Dr. Martin Stopford, leading shipping economist and President at Clarksons, recently observed that shipping has not changed in 50 years and needs ‘a Steve Jobs’ to completely re-think the way it approaches the market. www.fathomshipping.com

ISSUE 04. 2015

BLUE SKIES B9’s work began with core ship design by combining existing and proven technologies in new ways to enable a short-term transition to 100% renewable energy. The initial plan is to use marine diesel engines, however the group is mapping a rapid transition to biofuel using liquid biomethane (LBM). LBM is made from municipal and food waste and can be spiked into the emerging LNG bunkering network. B9 can purchase it at a fixed price on long-term back-to-back offtake contracts and so can pass on longterm fuel cost predictability to end users through partly fixed freight rates. This greater degree of certainty in operating budgets could be complemented by enhanced value in ship manufacture through the circular economy - a model championed by former round-the-world yacht racer Dame Ellen MacArthur and her lead designer Rob Humphrey from Humphreys Yacht Design.

understand to be ‘normal’ business - I buy something, I use it and then I chuck it away. If I lease something from an entity that can benefit from taking the materials back at end of life, I still get all the benefits of use and the material owner gets valuable resources The circular economy refers to an industrial economy that is restorative by intention. It aims returned, to be reused, to rely on renewable energy, to eliminate the use when I’m done with of toxic chemicals and eradicates waste through it. We’ve done a lot careful design. The linear ‘take, make, dispose’ of work with Tata model we are used to relies on large quantities Steel and the Tyndall of easily accessible resources and energy, and as Centre for Climate such is increasingly unfit for the reality in which we now live. In a circular economy, products are Change on this and designed to be re-purposed and re-used before we’ve been well recycling and what was formerly regarded as supported by the Ellen ‘waste’ can be turned into a resource. MacArthur Foundation.” The next step for B9 and its collaborators is to establish a viable commercial proposition and anchor the project with a key customer to create industry pull. This is the core Gilpin envisions that a ship’s passport challenge: getting the ship in the water would allow increased material value to and demonstrating that it does not just be retained, which in turn can increase work in theory but in practice too. In the value of the asset as material owners Gilpin’s experience, this first customer can contract to take it back at end of has to be as ambitious and bold as the life. She states: “It’s a complex system alliance itself and needs to recognise to design as it challenges what we how their separate visions intersect.

It is a painstaking process of evolving interconnected systems and then cocreating an initial solution that the whole project group can buy into. The solution is designed to be resilient - it must not only work in today’s economy but also improve its commercial performance in future scenarios where fuel prices are increasingly volatile and unreliable, resources are scarcer and have higher value, where increasing environmental legislation has been imposed, or commercial customers demand better environmental performance to support their own low carbon supply chains. Reflecting on her work, Gilpin states: “Pushing boundaries is like yacht racing. You create the best team in the world and you put to sea. You never know what the elements will throw at you and you can’t anticipate every detail in advance. But you know you have a group of people who are brilliant at what they do and that they want to work together to reach the destination - intact and preferably first. You have to respond to what Neptune throws at you, alter the sails and balance the boat in response. It’s part science and part art. Either way it’s an adventure.”

“Pushing boundaries is like yacht racing. You create the best team in the world and you put to sea. You never know what the elements will throw at you and you can’t anticipate every detail in advance. But you know you have a group of people who are brilliant at what they do and that they want to work together to reach the destination - intact and preferably first” ISSUE 04. 2015

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OS AN ES HR ROH O HXEI&XContact H N NG G O ISPFH OFH ,S GO,SRO SO RO LBD LCDE X A IA E AO P PR O H C G N E H V I P G E , U U E , , F N N P I F O N E S info@dolphin-exhibitions.com I E & I D R Y R Y Y C A A B T C A A F O H R P F F C C H L N P EG PNEVNECE GN RVG, O G FIO E OContact FH ANERY IPSNHFIE Contact Exhibitions: &S,HSO FC OEG S EN & R& N • E,•VPNO RP IOPIFOINN,G GO,S URIE C CDolphin , H & E E E B N , , O O S Contact Dolphin Dolphin Exhibitions: Exhibitions: E C S N N • E , E F H G G info@dolphin-exhibitions.com I N • D I & & R T Y C E N N E C I F R P T G G N N Y Y A L R H P E I D I I R E E G Y P I N S S O A O N N EG HA VS & L D DXHS RF PSO O RH IPPIIO H ,TSHF IB HIR PR IH ER ,RFSEERIPEUBIU www.transtec-neva.com NEF•N LC LEO NPRI&AC PR EIP PN U GR NE ON PS OFY EAIF N E O B IH IPG U NO RARE info@dolphin-exhibitions.com H N T IT YPII,Y F P P X& B B H H T A R S S H R I D R G O O , , P N O E S P P & F F V S O info@dolphin-exhibitions.com info@dolphin-exhibitions.com H I I L O B R Y O 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FEATURE FOCUS

‘Ship Intelligence’ By Paul Bartlett

Heralds Dawn of New Era

Senior Rolls-Royce executives recently revealed how shipping’s ability to handle ‘big data’ will enable ‘ship intelligence’ to transform the way in which ships are operated in the future

s ca r L e va n d e r h a s ca u s e d something of a stir across the world’s press over the last 12 months by predicting a brave new world in which unmanned cargo ships, controlled remotely from shore, will one day ship the world’s seaborne trade more safely and effectively than ever before. The VP of Innovation, Engineering & Technology at Rolls-Royce provided more detail recently. He was speaking at a press conference to unveil Rolls-Royce’s futuristic new ship bridge design – the Future Operator Experience Concept or ‘oX’ – which could become reality by 2025 and is an example of how greater automation will transform shipping in the years ahead. Features of the oX bridge concept i n c l u d e w i n d o w s w h i c h p ro v i d e ‘augmented reality displays’ of a ship’s surroundings, highlighting potential hazards such as zones around rigs, the presence of sea ice or service vessels outside the line of sight of bridge personnel. Meanwhile, smart work stations, programmed automatically to recognise individuals when they walk onto the bridge, will adjust to individuals’ preferences accordingly.

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Mikael Mäkinen, Rolls-Royce President - Marine, described how the smart use of ‘big data’ is driving increasing automation in shipping today. “Over the next 10 to 20 years, we believe ‘ship intelligence’ is going to be the driving force that will determine the future of our industry, the type of ships at sea, and the competence levels required from tomorrow ’s seafarers,” he told journalists. “ The new oX bridge concept is one example of ship intelligence, and is a glimpse into the future where significant advances to navigation, efficiency of operations and safety at sea can be achieved,” Mäkinen added. But greater shipboard automation will take time and require some significant innovation in the integration of different systems, according to Levander. “These systems will not develop overnight,” he said. “It will be a step-by-step approach.” “We are using many tools to measure, analyse, provide decision support and to automatically control different functions and services onboard,” he pointed out, “but they are not designed to work together, so the benefits one system can get from using the ‘intelligence’ from the others is not being utilised.” This is changing, however. Automation is being widely adopted and more complex systems are being integrated with smarter user interfaces. RollsRoyce is already pioneering such moves – the first ship to feature the company’s ‘Unified Bridge’ was delivered in August and a sister ship will be commissioned in

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January. The offshore supply vessel Stril Luna, a Rolls-Royce UT776 design with an advanced hull form and wave-piercing bow, has now joined the Simon Møkster fleet. Its Unified Bridge has been designed to provide a physical work environment adapted to a person’s natural movements.

This, says Rolls-Royce, represents a new, ergonomic approach to all the activity required on the bridge of a ship. This is only one step in the evolutionary process which, Levander believes, will lead to unmanned cargo ships in the future. “It’s already happening in other

FEATURE FOCUS transport modes,” he declared. “It’s not if, but when!” Mäkinen pointed out that ‘ship intelligence’ offers the potential to fill the gap that is already opening up between increasingly complex ships and the growing shortage of competent crews. Greater ship automation in the future would change the role of ships’ crews who would become operational supervisors, ensuring the smoothrunning of automated systems including navigation, station-keeping, operational real-time optimisation, component health monitoring and automated reporting. “Crewing is the second largest cost [in ship operation] after fuel,” Levander added. “But how much time does a Master spend on what he’s trained to do. Probably more than 90% of his time is spent on paperwork and bureaucracy.” Levander conceded that unmanned operation will not be suitable for all types of ship. But, he asked rhetorically, “What is safer – twenty persons rocking around on a boat or two people in a control room?” Unmanned ships, he suggests, would be easier to protect, more difficult to hijack and less attractive from a piracy point of view. Meanwhile practical advantages would include more cargo space and therefore greater revenueearning potential, reduced power requirements onboard, simpler and cheaper construction with no need for waste or water systems, air-conditioning or heating.

” Levander identified three principal challenges. IT security is one, but the increasing use of military drones today demonstrates what is possible, he suggested. Ship reliability is another issue but remote diagnostics and health management are both fields of ship intelligence which are developing fast.

“Over the next 10 to 20 years, we believe ‘ship intelligence’ is going to be the driving force that will determine the future of our industry, the type of ships at sea, and the competence levels required from tomorrow’s seafarers” Mikael Mäkinen, Rolls-Royce President

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A third and possibly the greatest challenge would be the issue of regulation – how could SOLAS be updated to provide a regulatory framework for unmanned ships? These challenges apart, however, Levander ultimately sees the possibility of shore-based control centres in which teams of master mariners and engineers operate ocean-going cargo ships remotely. And he lists a string of further benefits, including a better working environment closer to family and friends for fewer people, greater scope to attract young people, improved safety systems and greater shipboard efficiency. A ra n ge o f s h i p t y p e s p re s e nt significant potential for the adoption of intelligent shipboard systems and, ultimately semi-autonomous operation. But whether or not the vision of fully autonomous unmanned cargo ships ever becomes a reality remains a moot point.

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Flag of Choice for owners seeking quality and service Competitive fee structure with no tonnage fees Client-focused approach with help and advice 24/7 Fee incentives for â&#x20AC;&#x2DC;Green Shipâ&#x20AC;&#x2122; credentials Low-risk status for Port State Control regions

FEATURE FOCUS

Cruise Lines Spearhead By Paul Bartlett

Efficiency Drive

Increasing environmental awareness amongst customers is a growing challenge faced by cruise lines whose ship efficiency and sustainability strategies are directly in the spotlight. But leading lines in the sector continue to pioneer a range of new initiatives.

ome sectors of the shipping industry seem more likely to embrace technical innovation than others. This is a puzzle because energy-saving technologies and monitoring systems have the potential to transform ship operating economics quite radically. Despite offering payback periods often measured in months, they have only been adopted by a tiny number of ship operators. The most obvious driver in ship operators’ pursuit of greater efficiency is the cost of fuel and, indirectly, the nature of the charter contract and therefore who pays the bunker bill. But other factors are at work too. Generally, it appears that those who manage more expensive maritime assets – container ships, gas carriers, chemical tankers and vehicle carriers – are more receptive to change than others. This is another puzzle, however, as all have much to gain. Container lines have done more than most to embrace change and raise efficiency. They are driven principally by fuel costs, which they must meet themselves, and the pressing need to maintain tight sailing schedules.

Growing Awareness

However, another sector of the industry may have done even more to embrace sustainability and raise its green profile. Needs must, perhaps – cruise operators are only too well aware that their

revenue-earning payload comprises the global cruise-going public. Recently, black smoke billowing from ships’ funnels has caught general media attention whilst poor air quality in the pristine conditions of achingly beautiful Norwegian fjords has caused a national outcry. Cruise-goers have become increasingly aware of the emissions debate and shipping’s potential contribution to climate change.

challenge as a result of the vast hotel loads on ever-larger cruise ships. But from the design process onwards, cruise lines have been more proactive than most. Indeed, some of the latest technology providers have found their foothold first in cruise business, believing that innovation would spread to other ship sectors in due course. Unlike most sectors of commercial shipping, cruise lines have been ready to

But cruise lines have already made vast strides in the 21st century. Whereas container lines have focused mainly on fuel efficiency, cruise lines have taken a far broader view of potential green initiatives. In addition to hull design and power and propulsion efficiency improvements, cruise ship operators have recognised that there is significant scope to raise the operational efficiency of ships both at sea and in port. Propulsion and power requirements onboard are, of course, important and constitute a major environmental

try out new materials. Bolidt’s synthetic decking materials are a case in point, and are now widely used across the industry. Coatings manufacturers, meanwhile, have developed special paints which absorb less heat and cut air-conditioning bills. Efficient waste-processing, recycling, incinerating and offloading garbage for treatment at a suitable facility ashore are all now standard procedures amongst major operators. Craig Carter is Director of Marketing and Customer Service at Thordon Bearings in Canada, a company that has

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FEATURE FOCUS pioneered the development of propeller shaft bearings lubricated by seawater. It is in cruise lines’ best interest to ensure that they operate as efficiently as possible, he points out, for several reasons.

Stricter Legislation “ There is stricter environmental legislation and improved pollution detection methods, especially in the US, Canada and Western Europe,” he says. “Typically cruise ships carry thousands of passengers and operate in environmentally sensitive areas. Their cargo has eyes that can see all around the ship – if they see black exhaust or a rainbow oil sheen in Caribbean or Alaskan waters, I don’t think it will be good for the cruise business.” Seawater-lubricated bearings are not new. The first Compac propeller shaft bearings were installed on the cruise ships Disney Magic and Grand Princess in the 1990s, and are still working effectively today. But the stricter legislation to which Carter refers is very relevant in Thordon’s business arena. Regulations introduced in the US and Canada in December 2013 now require all ships trading in those waters to use environmentally acceptable lubricants (EALs) in their ship-sea interfaces. These include stern tubes, thrusters, pods, propellers and steering gear. The new regulations have been introduced in the face of mounting concern over luboil leaks which some estimates suggest run into hundreds of millions of litres a year and make up possibly one tenth of all oil pollution to the sea. Although major luboil manufacturers including Castrol, Lukoil, Shell and Total have all introduced EALs which meet the tough new regulations, it is notable that some leading cruise lines have continued to beat a path to Thordon’s door. Carter says that of the 14 cruise ships currently on order designed with conventional shaft lines, ten will be equipped with seawater-lubricated systems. Companies include MSC Cruises, P&O Cruises, Princess Cruises, Regent Seven Seas, Seabourn Cruise Lines and Viking Ocean Cruises. Meanwhile, the two original adopters now have a total of 17 ships equipped with seawater lubricated shaft bearings. Following the cruise industry lead, Carter says that other ship owners now ISSUE 04. 2015

see the benefits of seawater lubrication. Operating costs, he says, are substantially reduced over the life of a ship as there is no aft seal, no luboil, no storage, sampling or disposal, and no costly seal repairs. Outside of the cruise sector, operators of ferries, anchor handling tug supply vessels, bulk carriers and tankers have all given positive feedback on the technology.

Propulsion Efficiency Potential In terms of the design of ships themselves, experts suggest that cruise ship hull forms are probably so welloptimised that further efficiency gains may only be marginal. But propulsion systems still offer potential fuel- and emissions-saving benefits, both for conventional and azipod hull designs. Leading engine firms including MAN Diesel & Turbo, Wärtsilä and Rolls-Royce are all closely focused on the cruise sector and opportunities for innovation. Optimising engine performance over a range of loads is a key priority and has led to the growing adoption of diesel-electric propulsion systems. MAN Diesel is providing dual-fuel diesel-electric propulsion systems for new ships under construction for Viking Ocean Cruises at Fincantieri. Wärtsilä Hamworthy is supplying advanced m e m b ra n e r e a c t o r w a s t e w a t e r treatment systems for P&O Cruises 141,000 GT Britannia, the largest ship to be built for the UK market and due to be delivered in March 2015. The Finnish propulsion specialist also has a long-term service agreement in

place with Carnival subsidiary, Princess Cruises, to support and maintain the company’s seven ships all of which are equipped with Wärtsilä 46 common-rail engines. The engine firm claims that these electronically-controlled low-speed engines offer flexibility, provide scope for low running speeds, offer good fuel consumption and provide for smokeless operation across the load range. Finnish ship design and engineering firm Foreship and electric propulsion manufacturer ABB, meanwhile, have worked closely on azipod hydrodynamic optimisation for Royal Caribbean ships, including Radiance of the Seas. ABB also clinched orders worth more than US$180m over 2013 for electrical power plants and azipod installations for six cruise ships – two for Norwegian Cruise Line, two for Royal Caribbean and one each for Carnival and Holland America Line.

Retrofits For Efficiency

Rolls-Royce is supplying its integrated rudder and propulsion system Promas Lite for two Viking Cruises ships under construction at Fincantieri. The company also continues with the upgrade of existing ships, having supplied Promas Lite upgrades for two Star Cruises ships as well as the Richard With, a Hurdigruten ship which operates on the Norwegian coast. Originally equipped with RollsRoyce controllable pitch propellers, installation of the Promas Lite system onboard the Richard With was expected to improve propeller efficiency by 1015%. The upgrade was 80% funded by

Rolls-Royce Promas Lite

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FEATURE FOCUS Norway’s NOx Fund which encourages marine investment in emissions-saving technologies. Moves to raise fuel efficiency, particularly onboard existing ships, need to be carefully monitored and here, shipping companies and their charterers have more options than ever before. Ship performance management is still a young technology but, with shipping’s new ability to handle and process ‘big data’, it is developing rapidly. Once again, cruise lines have been amongst the first to adopt dynamic monitoring systems, most of which have been developed in northern Europe. There is a number of systems offering varying levels of functionality – from trim optimisation to onboard guidance on speed, heading, trim and other variables, in some cases, in the light of prevailing weather conditions.

How Much Better? Finland’s Eniram, set up in 2005 and partly owned by private equity interests, is a software company with a strong record in the cruise sector. In fact, revenue from cruise lines will make up about 50% of 2014 revenue which is likely to reach about €10m. Melvin Mathews, Director Maritime, explains that cruise lines were amongst the firm’s early targets and Eniram now has a strong presence in the sector, with about 90% of the market in cruise ships burning more than US$10m-worth of fuel a year. The company, he says, collects some 3.5 billion sets of data in real time every day; analyses 800 engines; and saved 75,000 tonnes of fuel for its customers in 2013, equivalent to about 240,000 tonnes of CO2. Other software companies in the sector include NAPA, also hailing from Finland and taken over recently by ClassNK; ABB

through its subsidiary Amarcon; Icelandbased Marorka; and BMT SMART, located near Southampton. But none of these has anything like the same cruise engagement as Eniram.

In-Port Performance Also A Priority

Performance at sea is one thing, but cruise ships’ port operations are an increasingly important component in brand imaging and marketing. However, efficient port operation is also driven by port cities keen to receive cruise ships and the revenues they generate, but which are only too well aware of associated environmental issues. Ports on the North American west coast, notably the Port of Long Beach, Seattle and Vancouver, have been frontrunners in the introduction of ‘coldironing’ – the practice of using shorebased power whilst in port, thereby enabling ships’ auxiliary engines to be switched off. And once again, some of the leading cruise lines have been amongst the first to adopt cold-ironing on some of their itineraries. Cold-ironing is still to be widely adopted, however. Despite generating another potential revenue stream for ports, it is relatively expensive and, until recently, there have been practical issues associated with a mismatch between operating voltages ashore and onboard cruise ships. However, one company – Schneider Electric – is making significant inroads into the cruise port arena. Early this year, the company launched ShoreBox, a flexible shore-to-ship power connection system which caters for differing power demands and a variety of electrical frequencies onboard ships. Its ‘static grid frequency conversion’ system transfers the exact amount of energy required at

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any given time, but no more. With busy ports in mind, ShoreBox is designed in a modularised form and is made up of standard Schneider components. It arrives on site fully tested and validated, according to the company, and can be installed and commissioned within a port facility in two weeks, and without disrupting ongoing port operations.

The Schneider Electric ShoreBox Schneider Electric segment marketing manager, Peter Selway, speaking at the time of the launch, said that the company is now seeing “a real surge” in shore power connection installations both in Europe and the Far East. Port owners, he said, were attracted not only by legislative benefits, but also the commercial advantages and new business opportunities they bring. Perhaps the most radical cruise port-related development took place in October when the world’s first LNG hybrid barge Hummel (Bumble-bee in translation) was christened in Hamburg’s Hafencity. The barge, which houses a Becker Marine Systems’ floating liquefied gas power plant, will begin supplying LNG to visiting cruise ships from April, thereby making the port city’s air significantly cleaner. The project is the result of more than two years’ cooperation between Becker Marine Systems and the German cruise line AIDA Cruises. From April 2015, the AIDAsol, home-ported in Hamburg, will be supplied with LNG from the Hummel whenever she is in port.

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SEAWATER LUBRICATED BEARIngS ARE A BEnEFIT To US ALL

COMPAC SEAWATER LUBRICATED PROPELLER SHAFT BEARING SYSTEM Seawater is an EAL (Environmentally Acceptable Lubricant) for Thordon stern tube bearings… and it’s FREE! Zero risk of pollution and fines No AFT seal required means reduced operating costs No oiled seabird feathers and no sheen (compared to mineral and biodegradable oil leakage) Proven technology in over 600 commercial ships The COMPAC propeller shaft bearing system is proven technology that is in service around the world ensuring no oiled feathers for seabirds everywhere. For more information visit: www.ThordonBearings.com/COMPAC *Certain conditions may apply. Please contact Thordon Bearings Inc. for further information.

ZERO POLLUTION | HIGH PERFORMANCE | BEARING & SEAL SYSTEMS To contact your local distributor, please visit: www.ThordonBearings.com

FEATURE FOCUS

The Online

Marketplace Revolution By Isabelle Rojon

Paul Østergaard founded the world’s leading maritime electronic marketplace, ShipServ, in 1999 with a vision of how the Internet could change the economics of the global shipping industry, driving out inefficiencies and increasing competitiveness.

he ShipServ proposition is simple: it helps marine and offshore buyers to find the best suppliers easily, trade efficiently and build trusted relationships. Buyers speed up purchasing and save money while suppliers serve customers better and reach new markets. In November 2014, the company numbered over 200 ship owners, ship managers and drilling companies as customers, connecting them with over 54,000 suppliers, totalling around US$ 3 billion in trading per annum. Fathom caught up with Paul Østergaard to discuss the powerful ShipServ platform, the importance of supplierbuyer transparency, building trust and the power of data. What Do You Believe Are The Three Biggest Challenges Owners And Operators Face Today? It is really about keeping costs under control, keeping up with legislation and structuring business models in a way that corresponds to the environment of the future. How Does ShipServ Help Ship Owners And Operators Tackle These Challenges? Our business is about cutting operational costs for ship owners and operators and in the process creating structure and transparency, which also benefits companies that are looking to increase their professional portfolio and comply with legislation. How Does ShipServ Help To Stimulate Supplier-Buyer Transparency? We have recently launched a new service called ShipServ Match which is

a matching engine that selects the best available suppliers based on the needs of the purchaser. Customers can ‘tweak’ our ranking system to match their own needs and can see exactly why we rank the supplier as we do. Suppliers can be ranked on price, on location and on a range of other factors which was not possible beforehand. Furthermore, customers can exclude suppliers they do not want to deal with, for example in a specific location. How Does The ShipServ Match Service Actually Work? ShipServ Match has two main components: data and a ranking algorithm which ranks the data in terms of the quality and expected value to the user, a bit like Google does. The data itself comes from three different sources. The first one is 15 years of trading data, so every time a ship owner sends out a request for quote, every time he places an order, we capture that, so we know what purchasers and suppliers are actually doing. That is the most important information. The second source of information is based on what suppliers say they are doing and what they tell the world, so marketing and advertising information. Thirdly, we have a reviewing system similar to Amazon review where purchasers can review suppliers that they have actually bought from. We take these three sources of information and replicate the decisionmaking of the purchaser. Essentially, we take the abundance of information on the Internet and structure it to create a system where quality will float to the top. If you think about the evolution of

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Paul Østergaard, CEO, ShipServ e-commerce, trust is essential. You can find information on who sells what but getting from there to actually trading with someone you have never heard of is a high risk. This is where trust comes in. Our matching system shows other shipping companies that have traded with a supplier through our system and links that to reviews of the supplier. Basically, we put structures in place that allow people to exchange information, evaluate and review it. To clarify, we do not police it ourselves but instead we create a system where information polices itself. How Are Buyers Adapting To The Reviewing System? Some buyers really get into it and others do not. We always encourage buyers to review a supplier but I think this is a gradual thing that will develop more over time. The value of contributing to a community will become apparent over time. I have actually been in with owners who said “I didn’t know you did this review and I would be very interested as I really want to review some of the suppliers”, and then their boss says “I don’t get it”. It is about pushing proactively. ISSUE 04. 2015

FEATURE FOCUS Are You Providing Any After-Sales Services? Essentially, we are looking at what is required in order to give people the confidence to trade with each other. We want to create mechanisms that make you feel absolutely certain that if you buy from someone you have never traded with before, you have all the information to make an informed purchasing decision and you get all your parts on time before your ship leaves. Equally, the supplier must feel certain that he is getting paid. We are working on developing these mechanisms but it will not be in exactly the same way as Amazon. How Else Can Your Data Benefit Members? What we are doing right now is to make highly anonymised averages of data available to users on our system. We had a recent example where the sales representative of a member supplier had seen his own sales drop by about 10-15% in the past two years and he was not sure if this was a general market trend or whether a competitor was stealing his business. We told him that the

entire spend on that product category had dropped because during the time of the recent crisis, ship owners were postponing non-critical maintenance. The immediate effect we want is for our data to open trading routes for parties that did not know each other and this is where value is released immediately. Exactly the way Amazon has done with consumers now buying all sorts of things from suppliers that might run their operations out of their garage and that consumers would have never dared buying from before. But they might offer a really good service. Within Amazon’s system, consumers feel secure to get their delivery on time and suppliers know they will get paid on time. The shipping industry needs a lot of that. What Innovations Do You Think Will Be Adopted Across The Industry In The Future? Broadband on ships will make a big difference, as shipping companies will start operating like any other company onshore and become part of an IT infrastructure.

What Are ShipServ’s Future Plans? Trust is key. We believe that we can assess the quality and reliability of the supplier but we need to get everybody to really rely on us and rely on the trust-building mechanisms à la Amazon or Ebay. The other thing we are focusing on is business intelligence tools, leveraging data and developing benchmarking solutions that allow a ship owner to look at the average costs of the different items he has bought and compare them to the average market price. Another area of the market we are working on is indices: we have more and also more statistically significant data on the average operating costs on ships than anyone else because so many purchases have been placed through our system for 15 years. Other people are trying to assess operating costs, for example, but they have to rely on 15 shipping companies to submit their data on a spreadsheet, whereas we can look at the actual trading data and make a more accurate assessment.

Ship Performance Management The Guide This comprehensive Guide examines the full range of options for ship performance monitoring, from sensors and measuring equipment through to sophisticated holistic software solutions. It provides independent, critical analysis of solutions from over 50 technology providers.

Measure, Enhance, Perform

PURCHASE THIS PUBLICATION NOW VIA

www.fathomshipping.com WWW.FATHOMSHIPPING.COM

ISSUE 04. 2015

CAMMELL LAIRD

Looking for your next job? We are a global specialist in the maritime sector offering permanent and contract roles throughout the world and across a wide range of disciplines including technical ship management, commercial shipping, marine and offshore crewing. With over 1,500 placements made in 54 countries in the last 12 months, our team of skilled consultants can help you secure your next maritime job whilst providing all the help and advice that you need.

Contact our team of specialists:

Tel: +44 (0)23 8020 8840

Email: shipping-uk@faststream.com @shippingjobs

www.faststream.com

+44 (0) 151 649 6600 info@cammell-laird.co.uk www.cammell-laird.com

SPECIALISING IN COMPLEX SHIP CONVERSION & UPGRADE PROJECTS FROM CONCEPT TO COMPLETION

Optimising Performance & Reducing Emissions

TRANSFORMING SEAFARERS’ LIVES

LEMAG LEHMANN & MICHELS GmbH has manufactured performance measuring instruments for the marine industry since 1911. Today´s product range includes state of the art systems to monitor engine efﬁciency. LEMAG LEHMANN & MICHELS also specialise in fuel systems.

Ship Performance Monitoring LEMAG SEEAmag®

SAILORS’ SOCIETY REACH THOUSANDS OF SEAFARERS EVERY YEAR A network of chaplains and ship visitors extend genuine care and hospitality and provide practical, emotional and spiritual support, wherever it is needed.

HELP US TO REACH NEW HEIGHTS. www.sailors-society.org

info@sailors-society.org/donate

+44 (0)23 8051 5950

@sailorssociety

LEMAG Engineering GmbH is the local agent and contact point for the entire German market for Clean Marine. Clean Marine offers Exhaust Gas Cleaning Systems (EGCS), also known as scrubbers, for the marine industry. The EGCS removes sulfur and harmful particulate matter (PM) from the ship´s ﬂue gas. For further information please contact us. LEMAG LEHMANN & MICHELS GmbH Siemensstraße 9 | 25462 Rellingen Tel.: + 49 4101 5880 0 Fax.: + 49 4101 5880 129 Email: lemag@lemag.de

Since 1911 Measuring Instruments

Engine Performance Monitoring LEMAG PREMET® C

Emission Reducing Technologies LEMAG Slashpol® E WiF

Clean Marine Exhaust Gas Cleaning Systems - Scrubbers -

LEMAG Engineering GmbH Siemensstraße 9 | 25462 Rellingen Tel.: + 49 4101 5880 0 Email: egcs@lemag.de

Registered charity number 237778

New! ShowCase_2015_4.indd

TT-Sense® 1

18/12/2014 14:54

TT-Sense® Optical Thrust and Torque Measuring System Easy to combine with VAF PT2 fuel flowmeters and PEM4 propulsion efficiency monitoring system Your challenge: - Checking Propeller Efficiency - Monitoring Hull Resistance Status - Pitch Optimization - Shaft Power

How? By Precise and Reliable Thrust Monitoring

TT-Sense®

PEM4

PT2 Flowmeters

Be sensible • Save money • Monitor your efficiency: PEM (Propulsion Efficiency Monitoring System) Runner Up Energy Efficiency Solution Award

WWW.VAF.NL

12.12.2014 10:54:40

fathom

marine | energy | environment

ENERGY EFFICIENCY SOLUTION AWARD

Winner - Eniram Optimum Speed Assistant 2.0 Significant investment, R&D and technological innovation has driven Eniram to the forefront of technological development and has seen them push boundaries to change the way shipping operates to a more green and efficient industry. Eniram’s appearance on the 2014 Global CleanTech 100 list praises their commitment to clean technology and demonstrates their entrepreneurial spirit in marine innovation.

Energy Efficiency Champions

Eniram is a software company built on the idea that leveraging data holds the key to streamlining maritime operations. According to Eniram, data holds the potential to re-shape industry towards a greener and more efficient worldwide fleet. The company is convinced that innovative software analytic systems hold the key to processing, translating, organising and synthetising data to be used in real-time both on- and offshore. With this in mind, they launched a range of technologies with remarkable and smart results.

Eniram’s OSA technology uses the latest innovation to receive route information from navigation systems and to calculate an optimum RPM profile. Statistical modelling, forecast data and real-time data monitoring are applied to give immediate feedback for optimisation of speed performance and fuel consumption. Weather forecasting, sea currents, seabed profile, propulsion plant efficiency, hydro- and aerodynamic performance of the ships, ECAs and fuel types, engine running and speed restriction are all considered within the OSA system. The technology provides a 16 day forecast for wind and wave conditions, ocean and tidal currents using various providers such as NOAA and Tidetech.

The Software in Question

Eniram’s Optimum Speed Assistant (OSA) 2.0 technology has been designed to maximise fuel savings while preserving the environment, and is the only technology to consider all prevailing dynamic conditions to ensure real-time accuracy and guidance. The onboard decision-support software makes a significant contribution to companies and individual ships looking to arrive at destination ports with the lowest fuel consumption record. Where rising fuel prices and environmental regulations are evident, Eniram’s technology provides support to companies wanting to increase their energy efficiency through the use of accurate data and immediate feedback onboard.

www.fathomshipping.com

ISSUE 04. 2015

Save 10-20% in HVAC energy and eliminate cooling coil maintenance with our retrofit UVC technology. COOLING COIL CONDITION BEFORE

Telephone: +44 (0)20-3734-2089

ABBTC_ADL2HP_A200L_W190H130_MP

09.08.14

COOLING COIL CONDITION AFTER

Email: solutions@e-co.uk.com

15:59

Web: http://www.e-co.uk.com

Seite 1

25% savings on service costs with the A200-L? Absolutely. With our new A200-L generation of single-stage turbochargers for low-speed two-stroke engines, weâ&#x20AC;&#x2122;ve created a product with a better compressor stage that increases volume flow and pressure ratio. With A200-Lâ&#x20AC;&#x2122;s compact, efficient design, a smaller turbocharger can be used on a wide range of two-stroke engines, which means a potential savings of 25 % on service costs. And this next generation is just as reliable as previous generations. Add to these immediate savings more long-term benefits, such as greater savings on fuel and total cost of ownership, and you have the kind of cutting-edge turbocharger that you as ABB customers have come to expect. www.abb.com/turbocharging

ENERGY EFFICIENCY SOLUTION AWARD

Deltamarin

ECO

B.Delta Energy Efficient Cargo Vessel Designs

UVC for HVAC

Deltamarin Ltd are a Marine and offshore design engineering and construction Group with over 25 years’ experience in advanced ship design, hydrodynamic development, propulsion and computational fluid dynamic analysis. Their New Generation Cargo vessel combines high energy efficiency and low fuel consumption with state of the art Hull-Propeller-Rudder optimisation techniques for use in all trading cargo vessels. The vessels began their design process in 2006, aiming to set in motion a new trend in cargo shipping transportation. Using advanced naval architecture techniques, the B.Delta vessels offer maximised cargo carrying capacity with high manoeuvrability and minimised drift angles to reduce fuel consumption and comply with full Tier II and III environmental regulations.

The Technology

The best DWT/draft ratio and power/speed performance, offering the lowest fuel consumption per day with a total operator profit ranking highly among competitors, make this technology an attractive option. Ambitious ergonomics with optimised internal space arrangement and low piping and cabling required reduce the intensity of material and labour to keep costs to a minimum. In addition, 3D basic design and modelling techniques drive this innovation to the forefront of technological development. The B.Delta vessel design aims to deliver a maximum return on investment for the entire lifespan of the ship while in operation. The ability for the vessels to be built in practise at shipyards offer affordable costs and attractive return rates for ship owners.

Industry Recognition

Since gracing the market in 2008, the B.Delta ships account for more than 110 units with 18 ships operating in the high seas, owned by reputable shipowners such as Louis Dreyfus, China Navigation Co, D’Amico. All the ships have passed successful Sea Trials and have gained worldwide recognition. On-going research and development is planned to ensure that the technology maintains at the top of the competitive industry with continuous improvements being made toward a more advanced commercial cargo vessel.

HVAC, chilled and refrigeration coils routinely grow biofilms due to the process of warm air hitting the cooling coil’s cold surface, resulting in moisture forming on the coil heat exchange plates. Within days, a mouldy bio-film starts to grow. This is a fast process: within just hours or days of manual cleaning, bio-films will cover the entire surface area of the coil and after two weeks, all surfaces will be covered. The bio-film that forms on the heat exchangers acts like glue which particulates flying through the spaces stick to. Thus, the mixture of bio-film and particulates grows, gradually creating a microscopic lacquer that impedes airflow and negatively affects the thermal efficiency of the coil. A depth of only 0.3mm reduces performance by 20%. During the manual cleaning of the coils, the bio-films are gradually pushed to the middle of the coil; this reduces the HVAC systems’ thermal efficiency by effectively insulating the coil pipes from the heat exchange plates and putting a greater load on the compressor. The bio-films gradually block airflow through the coil, increasing the load on the fan.

The Technology

UVC technology irradiates the coil surfaces killing all of the bio-films. The net effect of UVC-cleaned coils is an increase in HVAC efficiency of 10-20%. The technology reduces maintenance and manpower, minimises the risk of equipment failure, and improves system cleanliness and performance - all while maintaining a low cost. The non-invasive cleaning method and the reduced load on the compressor prolong the life of the system. In addition, the efficient cleaning method lowers the bacterial counts in the ventilation system, reducing infections onboard.

Industry Recognition

The Royal Navy has specified this technology for all type 23s, with current discussions regarding the specification for other RN platforms. UVC technology has also won the BAE Chairman’s Award as well as the Commercial Innovation of the Year awards at The Retrofit Show. The UVC system has also been accredited by the Carbon Trust.

www.fathomshipping.com

ISSUE 04. 2015

ENERGY EFFICIENCY SOLUTION AWARD

VAF Instruments BV

Wärtsilä Corporation

PEM3 Propulsion Efficiency Monitor

Wärtsilä 46DF

The Propulsion Efficiency Monitoring (PEM) system was designed to measure energy efficiency throughout the ship. Through the application of the PEM3 system, each section of a ship’s engine and propulsion system can be optimised separately. All energy consumption calculations and data processing can be carried out by the PEM3 system. The PEM3 system can aid in simplifying the monitoring procedures for increasingly stringent controls for ship emissions via the integration of a fuel consumption monitoring menu. The PEM3 Efficiency Monitoring system is supplied with a robust SPU 3 Signal Processing Unit, which can be connected to a large number of flow meters, GPS for ship speed over ground, speedlog for ship speed through water and up to 2 T-Sense torque sensors or TT-Sense torque & thrust sensors in case of twin screw ships.

The Technology

The PEM3 Efficiency Monitoring system is a microprocessor-based instrument for use with the VAF’s T-Sense Optical Torque Sensor and TT-Sense thrust & torque sensor. The T-Sense is providing torque, shaft speed and power as input for the PEM3 Efficiency Monitoring system. The TT-Sense additionally provides propeller thrust measurements as input. The PEM3 Efficiency Monitoring system is supplied with a robust SPU 3 Signal Processing Unit, which can be connected to a large number of extra inputs like flow meters, GPS and speedlog to provide an instant efficiency overview of all consumers onboard of the ship. The PEM3 system monitors every fuel oil consumer and is able to instantly display selected measurable data including torque, speed and shaft power. Flow meter signals and temperature sensor signals permit engine fuel consumption calculation. With the ability to accurately measure and calculate various parameters onboard, the crew is provided with valuable information required to assess the best settings for engine trimming of the ship and propeller pitch.

The Wärtsilä 46DF is a dual-fuel advanced technology engine which enables a ship to run on liquefied natural gas (LNG), heavy fuel oil (HFO) or marine diesel oil (MDO). The engine is able to switch smoothly between fuels without loss of power or speed and allows owners to choose which method of fuel to use under different operating conditions for maximised economic savings.

The Technology

The Wärtsilä 46DF is significantly more technologically advanced compared to similar dual-fuel engines, achieving a 15-20% higher power output without increasing the cylinder bore size. A power range from 6.2MW to 18.3MW at 600rpm is achievable. In addition, reducing fuel consumption provides customers with the lowest running costs available and meets IMO Tier III standards to facilitate ease of compliance with regulated Emission Control Areas (ECAs). The modular compact design allows the engine to be optimised for constant speed diesel electric propulsion. The advanced integrated system permits highly accurate local monitoring and enhances safety with a built-in automation, reducing the need for external controls in the engine room and thereby maximising space.

Industry Recognition

The Wärtsilä 46DF is based upon previous successful models such as the Wärtsilä 46F and the 50DF which have more than 700 engines in operation and over 9 million running hours. A Ro-Pax vessel with 45MW installed and running 6500rhs per year has proven to benefit from using LNG compared with HFO, resulting in fuel bill saving of €10M per year, a reduction in 30,000 tonnes of CO2 per year, 1,800 tonnes a year reduced NOx emissions and 25 tonnes a year less particulate emissions.

Industry Recognition

More than 150 PEM3 systems have been sold during the year 2014 to a very wide range of ship owners and ship managers and its successor, the PEM4 Efficiency Monitoring system, is now conquering the market even more rapidly.

ISSUE 04. 2015

www.fathomshipping.com

ENVIRONMENTAL TECHNOLOGY AWARD

Winner - Hempel A/S HEMPAGUARD® HEMPAGUARD®, a ground-breaking hull coating concept from Danish coatings manufacturer Hempel, was presented with the Environmental Technology Award at Fathom’s Ship Efficiency Awards. This highly sought-after award is an endorsement of the fact that HEMPAGUARD® “makes a significant contribution to environmental impact reduction or prevention to ships.” Fathom caught up with Claes Skat-Rørdam, Fouling Control Marketing Manager, Hempel to discuss their innovative technology and Hempel’s reaction to winning this significant award.

What Does It Mean To Hempel For HEMPAGUARD® To Win The Environmental Technology Award?

It means a lot for Hempel to win this award as it not only recognises the fuel savings Hempel has achieved but the impact the technology has had on the industry. This award is significant to Hempel as it judges how this technology differs from other products on the market, looking at a wide array of parameters, which include industry influence in regards to what it does. HEMPAGUARD® offers ship owners something different; both fuel savings and effectiveness during long idling periods. There’s no other product on the market that offers both and the award stands in recognition of this.

What Are The Key Features Of The HEMPAGUARD Product?

HEMPAGUARD® is based on Hempel’s patented ActiGuard® technology. ActiGuard® integrates silicone-hydrogel and full diffusion control of biocides in a single coating. Surface retention of the biocide activates the hydrogel, which effectively holds fouling organisms at bay, cutting friction to a minimum while utilising a minimum amount of biocide. It also has the long-term stability and mechanical properties required of a durable solution.

“We are proud and delighted that HEMPAGUARD® has been recognised by the expert judges on the Shipping Efficiency Award panel as an environmental leader.”

How Was This Innovative Product Developed?

HEMPAGUARD® is based on the knowledge and experience we have from the development of other products, but the development of the product officially started 6 years ago. A great wealth of investment has gone into combining technologies and extensive testing before it was launched in 2013. We also put a lot of work into calculating the fuel savings that can be achieved and work with naval architects and the feedback we are now receiving from different ships matches our calculations. With a focus on R&D, advanced production techniques and professional coatings advice, we work to help keep our customers’ investments safe and attractive for a long time. Our working concept is simple: We are curious, creative and self-critical, and we always aim to create extra value for our customers.

How Is HEMPAGUARD® Making An Impact On The Industry?

HEMPAGUARD® is making an impact in many ways. Firstly, it offers an estimated 6% fuel savings, with a return on investment in less than 12 months and in many cases 6 months. This product can be applied to all ship designs and is extremely flexible, covering all combinations of sailing routes and trading patterns. Unlike regular hull coatings that, in general, are specified according to the ship’s speed and activity level, HEMPAGUARD® retains its effectiveness when switching between slow and fast steaming. What is most remarkable about HEMPAGUARD® is that it releases 95% less biocide than traditional anti-foulings and yet its performance is still significantly better. Therefore, HEMPAGUARD® enables our customers to improve their efficiency at sea, while reducing the impact on the environment. We launched HEMPAGUARD® during the Ship Efficiency Event last year and in that year alone, we had 27 ships arrive at drydock for application. We have since then coated a total of 200 full ships alone which averages about one every two days.

Claes Skat-Rørdam, Fouling Control Marketing Manager, Hempel

www.fathomshipping.com

ISSUE 04. 2015

First industry satisfaction guarantee on hull coatings Based on patented ActiGuard速 technology, HEMPAGUARD速 is a Fouling Defence coating utilizing a unique combination of hydrogel and high-performing biocide. It is recommended for any type of vessel with any trading pattern as well as during extended idle periods. Hempel is the first hull coating manufacturer to offer a satisfaction guarantee. We believe that nothing compares with the HEMPAGUARD速 Fouling Defence System. If you are not satisfied with the performance of our topof-the-range HEMPAGUARD速 X7 coating, we will pay for conversion back to a conventional antifouling*.

Find out more at hempaguard.hempel.com

*Conditions apply. For more information contact your local sales office. Use biocides safely. Always read the label and product information before use.

HEMPEL

ENVIRONMENTAL TECHNOLOGY AWARD

GAC EnvironHull Ltd

International

Intersleek 1100SR

HullWiper ROV The HullWiper Remotely Operated Vehicle (ROV) is a unique brush-and-diver-free underwater hull cleaning system that directs seawater under high pressure to remove fouling and invasive species without damaging the protective hull coatings or the delicate marine environment.

The Technology

The HullWiper ROV uses adjustable high-pressure water jets to spray seawater directly onto a ship’s hull at a very high velocity to dislodge waste materials, without using the harsh chemicals or abrasive materials required with traditional methods. Fouling, residues and growths removed from the hull are pumped into a filter unit and deposited into dedicated drums onboard a support vessel. These drums are then emptied into a special skip on the jetty, which is collected by a locally-approved environmental waste disposal company. Although compact in size, the HullWiper can clean 1,000-1,500m2 of hull per hour compared to the 200-300m2 cleaned per hour with conventional methods. Further, without the need for divers, HullWiper is approved to operate at any time, in all temperatures and light conditions and whilst a ship is loading or discharging cargoes, providing considerable cost and efficiency savings. The technology gives a fast return on investment with cleaning costs at US$3.50/m2 compared to the cost of brush cleaning divers at US$1.20/m2 plus US$6.00/m2 for anti-fouling damage. Because of the lack of threats to the marine environment, risk of potential fines is also lowered.

Industry Recognition

HullWiper has been approved to operate and made available in several ports across the United Arab Emirates (Fujairah, Sharjah, and Jebel Ali) with permission from UAE Environmental Department and in Europe (Gothenberg and all Norwegian ports), with approval from the Norwegian Climate and Pollution Agency KFT. In addition, its ability to preserve the effectiveness and longevity of anti-fouling hull coatings has been tested and verified by leading coatings manufacturers including International Paint, Sigma Coatings and the Jotun Group. HullWiper’s ground-breaking features have recently earned GAC EnvironHull the Innovative Technology Accolade at the prestigious International Bulk Journal Award 2014.

Launched by AkzoNobel’s marine coatings business, International, Intersleek 1100SR is the shipping industry’s first ever biocide-free fluoropolymer slime release coating available for all commercial ships. The newest edition to the company’s eco-premium product range, Intersleek, the coating is the culmination of International’s comprehensive research dedicated to understanding and combating slime growth. Development of the fluoropolymer included a threeyear research programme, four years of laboratory testing and inservice and full ship performance data from some of the world’s leading ship owners and operators.

The Technology

Intersleek 1100SR reduces fuel consumption through the entire docking cycle of a ship and can even be used during slow or ultraslow steaming. Benefitting from macro and micro fouling control with good static resistance, even in warm water, the technology typically reduces paint volume by 40% and VOC emissions by 60% for first time application in comparison to typical anti-foulings. Intersleek 1100SR technology has also been proven to increase a ship’s efficiency and reduce CO2 emissions and associated fuel costs by an average of 9%.

Industry Recognition

Intersleek 1100SR has received industry-wide recognition since its launch in February 2013, winning the Clean Shipping category at 2014 Seatrade awards and the 2013 RINA Qinetiq! Maritime Innovation Award. The technology was also given a nomination for the Riviera Maritime Fuel Efficiency award at the Marine Propulsion Conference in April 2014. To date, a total of more than 350 ships have been coated with Intersleek 1100SR.

www.fathomshipping.com

ISSUE 04. 2015

ENVIRONMENTAL TECHNOLOGY AWARD Terragon Environmental Technologies

Micanti BV

Micro Auto Gasification System (MAGS)

Thorn-D Micanti’s anti-fouling hull coating technology, Thorn-D prevents physical settlement on the hull of the ship by using self-adhesive foil which is applied to the ship. Without using any toxic chemicals, Thorn-D reduces the available surface for settlement and can be used while sailing for extensive periods.

The Technology

Thorn-D was introduced in 2012 and is type-approved by several classification societies, including ABS, Lloyd’s Register and Bureau Veritas. Thorn-D contains no biocides, is 100% environmentally friendly and is applied in its final shape without drying, preventing the evaporation of greenhouse gases. Grit-blasting can also be minimised as the technology gives a more stable anticorrosive performance. The self-adhesive foils benefit from the ability to be repaired easily as individual sections of the foil can be replaced if they are damaged. Currently, Micanti are developing underwater repair kits to enable underwater overhaul to be carried out while the ships are still in service.

Industry Recognition

Several ship owners in the Middle East and The Netherlands such as Zakher Marine, Halul Offshore, and Port of Amsterdam have used Thorn-D since 2013, with excellent feedback on its performance, particularly for idle or slow-moving conditions. Extensive trials have previously been carried out to test the effect of Thorn-D on the drag of ships. Tests conducted at marine institutes such as MARIN, TNO and Delft University of Technology, and field trials have shown that ships using Thorn-D have no additional drag compared to those coming fresh from the yard. Tests have confirmed that Thorn-D fibres do not affect drag and can remain on a ship’s hull at speeds of up to 30 knots. After extensive research and trials, Thorn-D has a track record of more than 5 years of stable adhesion in seawater.

ISSUE 04. 2015

The Micro Auto Gasification System (MAGS) is an innovative technology used to transform combustible waste, including paper, cardboard, food, plastics and oily sludge into energy. Developed and commercialised by Terragon Environmental Technologies Inc., the aim is to eliminate the concept of waste, and understand that it is a valuable resource to produce energy. MAGS is targeted to both land-based and marine applications.

The Technology

The MAGS uses Terragon’s patented Auto Gasification process to thermally break down the waste and transform it into a solid carbon material and a synthesis gas (syngas). The syngas becomes the main source of fuel for MAGS which eliminates reliance on fossil fuels, making the appliance virtually self-sustainable. The “cooking” of the waste can potentially reduce its volume by more than 95%. MAGS is able to reduce up to two tonnes of CO2 emissions for every tonne of waste that it treats. The system also benefits from being extremely compact so that it may be easily installed in a small space onboard a ship. Because it generates its own fuel, MAGS uses minimal utilities and boasts full automation.

Industry Recognition

The technology was developed and demonstrated with the financial support of Canada’s leading authority on sustainability, Sustainable Development Technology Canada (SDTC) in combination with the Defence Research and Development Canada (DRDC) and the United States Office of Naval Research (ONR). The evolution of MAGS has been supported by the Canadian and US Navies. An impact study performed by the Canadian Navy highlighted a number of benefits offered by the technology. MAGS was able to replace multiple units for processing waste, liberated valuable space, improved operational efficiency and mission security, enhanced living conditions and eliminated health risks due to waste storage. In 2014, MAGS won the North American Lloyd’s List Award for Technical Innovation.

www.fathomshipping.com

INITIATIVE OF THE YEAR AWARD

Scandlines Denmark A/S and Corvus Energy The Largest Hybrid Fleet Of Ferries In The World

Scandlines are the first ferry operator in the world to make large-scale use of an onboard hybrid system. Collaboration between Scandlines and Corvus Energy has facilitated a fleet consisting of hybrid technology, providing increased efficiency through carbon reduction, lower maintenance costs, decreased fuel consumption and significantly reduced overall emissions.

Their pioneering retrofit installation of the Corvus Energy Storage System (ESS), with Corvus Energy AT6500 advanced lithium-ion battery modules integrated with Siemens drive systems on their ship,s has undoubtedly thrust Scandlines into a role of charting the way for greener ferry operations. The installation on the 20-year old vessel M/V Prinsesse Benedikte was the first and largest retrofit application of an onboard hybrid system in the world. The M/V Prinsesse Benedikte was the first of four hybrid ferries now in the Scandinavian fleet to undergo the retrofit. The success of the initial installation sparked a great deal of interest and Scandlines has chosen the 2.7MWh ESS for their next three hybrid ferries. Together, M/V Prinsesse Benedikte and M/V Deutschland, M/V Schleswig-Holstein and M/V Prins Richard represent the largest fleet of battery-hybrid ferries in operation today. All four ferries serve the Puttgarden-Rødby route which crosses the Baltic Sea Emission Control Area. It was the pending compliance with the 2015 0.1% sulphur cap that catalysed Scandlines to take a journey through the different compliance options available and conduct preliminary scoping of the systems. Fini Hansen, Technical Superintendent Fleet Management, Scandlines, explained to Fathom how Scandlines looked to terrestrial transport, in particular the car industry, where hybrid technology is becoming a reality. The company then sat down and calculated that savings of between 15-20% could be achieved if the right hybrid technology was installed. It was after that filtering process that Scandlines researched the major players in the market and settled with Corvus for their price and long-term performance. Once an agreement was made, planning for the retrofit went underway. Classification societies and numerous local authorities were consulted in order to ensure the safe installation of ESS. Special attention was paid to the weight and positioning of the ESS - as a result, one 85-tonne genset was removed while in drydock during 2012. The ESS was installed the following year at a total weight of 50 tonnes, reducing the weight of the ship by 35 tonnes. Corvus Energy reflected, “Working with Scandlines and the integrator partners has been both a great opportunity to demonstrate our capabilities and a great opportunity to develop partnerships with the companies that are forging the future of the marine industry. We are setting the bar high and demonstrating that future technology exists today.”

efficiency of the ferry engines. He gave Fathom insight into how the vessels are fitted with 5 Diesel Gensets but normally run on 2-3 at 40-55% load at sea and 8-10% load in ports. Additionally, a 3% reduction in maintenance and reduced carbon emissions by 6,175,000kg have been welcomed. Hansen explained that running on one genset and a battery back considerably reduces running hours on the engines. This in turn saves fuel oil and reduces CO2 emitted by the diesel engines.

The Future of the Collaborative Initiative

The installation of hybrid propulsion system on ferries navigating the Puttgarden-Rødby route is a key element of Scandlines’ strategy for maximising sustainable ferry operation. It marks the start of a series of large investments in environmental technologies with expectations of more than € 25 million to be invested into sustainable technologies along this route with further plans for investment along other Scandlines routes. For example, to further reduce energy consumption whilst in harbour, Hansen stated that Scandlines are researching the possibility of installing a steam turbine on one of their ferries. The green initiative continues.

The Impact of the Initiative

According to Scandlines, over the course of a year MF Prinsesse Benedikte has proved its ability to reduce generator hours from 20,000h/year to 12,000h/year and has achieved the lowest fuel costs since entering service in 1993. Hansen spoke of how the installation of the ESS has increased the

www.fathomshipping.com

ISSUE 04. 2015

INITIATIVE OF THE YEAR AWARD

Eco Marine Power

Green Marine

Blue Star Delos Renewable Energy Innovation Project

Environmental Certification Programme

The Blue Star Delos Renewable Energy Innovation Project will evaluate a number of innovative solutions developed by Eco Marine Power (EMP) and its strategic partners onboard the Blue Star Delos – a modern high-speed passenger and car ferry owned and operated by Blue Star Ferries.

The Project

During the first stages of the project, a marine solar power system using flexible lightweight marine grade panels from Solbian Energie Alternative has been integrated with the Aquarius Management and Automation System (MAS) and an energy storage solution from Furukawa Battery of Japan. The Aquarius MAS is a performance monitoring and data logging platform which facilitates the display and logging of fuel consumption, calculates ship emissions and monitors the performance of marine renewable energy solutions. This project is the first installation of complete Aquarius MAS + Solar solution outside the Aquarius Innovation Lab in Osaka and is an important step towards the realisation of EMP’s Aquarius MRE System which combines solar power with its EnergySail technology. The trial project hopes to pave the way for widespread deployment of renewable energy across the shipping sector.

Industry Recognition

The leadership of Blue Star Ferries has catalysed the driving force behind this project due to their commitment toward protecting the marine environment and encouraging innovation.

ISSUE 04. 2015

Green Marine is a voluntary environmental certification programme for the North American maritime industry. It is an initiative that addresses nine key environmental issues, ranging from aquatic invasive species, through to community impacts, oil spills and pollutant air emissions and includes ship owners, ports and terminals, Seaway corporations and shipyards. The programme encourages participants to reduce their environmental footprint by taking concrete actions which are measured through the selfevaluation guide method with results verified by an accredited external verifier.

The Initiative

The Green Marine programme aims to strengthen North America’s marine sector by continuous improvement and strengthening of relations with stakeholders. Participants have to demonstrate year-on- year improvements to acquire certification and advance environmental excellence. The Green Marine programme requires participants to adopt practises which will ultimately have a direct impact on the field with progress evaluation rated on a scale of 1 to 5 using performance indicators.

Industry Recognition

Because Green Marine is both an individual project and a marine industry group undertaking, the endorsement of industry associations such as the American Association of Port Authorities (AAPA) play a crucial role in promoting Green Marine by encouraging their members to join or endorse the programme. During 2013, 67% of the ports and terminals had established a plan for the prevention of water and soil pollution, with 78% of ship owners having equipped their ships with recycling bins and undertaken crew training development to educate them on 3R-RD (reduce at source, reuse, recycle, and reclaim and properly dispose of – preferably by composting). Over 40 environmental groups and government departments currently support the programme including Carbon War Room and the Great Lakes. Last year ,Green Marine was awarded with the Green Shipping Initiative of the Year Award at the Sustainable Shipping Awards 2011 in London.

www.fathomshipping.com

INITIATIVE OF THE YEAR AWARD Low Carbon Shipping Consortium

Jotun Hull Performance Solutions

Low Carbon Shipping A Systems Approach

Jotun Hull Performance Solutions (HPS) focus on hull and propeller performance to enhance ship efficiency through reduced fuel consumption and greenhouse gas (GHG) emissions. HPS uses innovative, transparent and standardised techniques in order to be a global authority in hull performance management.

This is an initiative which aims to apply new thinking to the societal challenges of sustainable shipping in order to enable global trade and economic growth to continue in a future low carbon society.

The Technology

The ‘Systems Approach’ focusses on collaboration between a number of academic disciplines and industry partners - in recognition of the various energy efficiency and related greenhouse gas (GHG) issues and challenges that need to be addressed when developing solutions for the industry. The Systems Approach also facilitates the application of research to the private and public sector to build the human resources required to establish new solutions and drive progress in ship energy efficiency.

HPS combines state of the art anti-fouling and application technologies with measurability and high performance guarantees to maximise the benefit delivered to the customer. As part of the HPS package, Jotun employs SeaQuantum X200 to reduce friction and enhance lifetime performance. The solution is expected to deliver a 15% hydrodynamic efficiency gain when compared to market average performance with a 5 to 10 times return on investment subsequent of the fuel saving. The method also allows owners to measure the effects of their investments in an objective and transparent approach using existing equipment onboard. Using high frequency performance monitoring and subsequent analysis of up to 2.5 million data points per year, Jotun is at the forefront of anti-fouling technology. As an example, a 50k DWT bulk carrier with SeaQuantum X200 (60 months sailing interval, voyage factor 70%, baseline bunker consumption of 28 tons/day and compensating for speed loss 50% of the time) will in comparison with a market average anti-foulingsave 140 tonnes of fuel over 5 years with a reduction in CO2 emissions of 9,770 tonnes. At a fuel price of US$600/tonnes the saving may translate to US$1,880,000 over 5 years. SeaQuantum X200 is based on the next generation Silyl Methacrylate binder technology, which builds on experience of more than 10,000 full applications and 15,000 test paints under the recognisable SeaQuantum brand.

Industry Recognition

Jotun Hull Performance Measurement Method is currently in version 2 and has been proposed as the baseline in a new ISO standard for measuring hull and propeller performance under ISO 19030 (TC/SC2/ WG7).

The Consortium

Achievements: • Researchers and students with different specialist knowledge worked collaboratively on their research and responsively to industry and policy needs. • The project developed GloTram, a model that enables exploration of potential future scenarios particularly within technical, operational and commercial trends. • Versions of the GloTram model are now being used in academic and partner industry organisations with further versions mapped out for the future. In 2013, a consortium including the original researchers and those associated with Low Carbon Shipping started working on a project to build on the work completed in the first initiative to further understand how shipping may be affected by climate change ‘Shipping in Changing Climates’. Members of the initiative have also gone on to lead many further spin-offs to the core work, including, for example, the Third IMO GHG Study.

Industry Recognition

The GloTram model has been extremely beneficial in raising questions about the shipping industry’s future, for example “Global Marine Fuel Trends” a joint publication with Lloyd’s Register, and a paper submitted to IMO MEPC on the interaction of technical and operational efficiency measures.

www.fathomshipping.com

ISSUE 04. 2015

SUSTAINABLE SHIP OPERATOR AWARD

Maersk Line Radical Retrofits Deliver Big Savings for Maersk Line

Maersk Line have proven their commitment toward energy efficiency through the establishment of an array of initiatives which have already demonstrated significant fuel savings. Rather than working on a new ship design, the existing fleet has seen modifications to designs, ship energy optimisation, voyage optimisation and technical retrofits. It is Maersk Line’s commitment to sustainability and the improved energy efficiency of their existing fleet that put them as the successful contender for this award. In 2013, Maersk Line amended their retrofit programme to intensify fuel consumption savings and reduce associated CO 2 emissions. Subsequently, they have used performance measurement and benchmarking to drive technical efficiency with rigorous tests on retrofit ships demonstrating performance levels similar to that of newbuilds. Maersk Line attribute their ability to deliver good financial results despite operating in a difficult market during 2013 to these modifications. A principle driver for their push for sustainable operations has been a rise in customer demand for sustainability. This customer demand also motivates their efforts toward providing data and information on the company’s environmental and social performance, allowing customers to compare the performance between different container lines and reach their own sustainability targets.

Actions Speak Louder Than Words

Maersk Line has taken a holistic and radical approach to retrofitting their existing ships by carrying out multiple retrofits in one go on a whole ships class. Efficiency retrofits include those on Maersk Line’s Stepnica class. Maersk Line explained the breadth of efficiency retrofits to Fathom – engines, bulbous bows, waste heat recovery and slow steaming have all contributed to their strategy. The ship’s engine is modified to increase efficiency at low speeds. By removing the bulbous bow and replacing it with a smaller one, a 5% reduction in fuel consumption can be realised immediately. The engines are also able to reuse waste heat from the exhaust, operating at lower propeller revolutions than traditional container ships to

lower engine power and fuel consumption. Lashing systems and rules on cargo ships and scantling draft also contribute to ship efficiency. Maersk Line have also implemented slower sailing speeds with base load optimisation to drive fuel savings further. Overall, these modifications have resulted in a 15% reduction in fuel consumption, making the ship as efficient as a newbuild.

The Impact of Sustainable Operations

The retrofitted ships have welcomed some seriously significant CO2 reductions, for example Maersk Line reflected that a 13% reduction in CO2 per container-kilometre was achieved in 2013. In total, the company’s CO2 reductions have been cut by more than one-third since 2007 and SOx emissions have been reduced by 12% compared to 2012. But it doesn’t stop there! Not only is Maersk Line spearheading sustainability within the container shipping market and indeed the wider international shipping industry, it is also helping to pave the way for wider sustainability efforts across the global fleet by sharing their experiences and solutions with the industry. Furthermore, their involvement with numerous industry initiatives such as the Sustainable Shipping Initiative put them at the frontline of finding solutions to shared industry challenges.

“We are delighted to be recognised for our commitment to sustainable shipping. We have made significant reductions in our CO2 emissions over the last year, and this award is dedicated to our employees and customers who support our efforts. We would also like to thank Fathom, the judges and everyone involved in putting on the Awards for this recognition.” Signe Jensen, Head of Sustainability, Maersk Line

ISSUE 04. 2015

www.fathomshipping.com

SUSTAINABLE SHIP OPERATOR AWARD

CMA CGM

The CSL Group

CMA CGM, a French container transportation and shipping company founded in 1978, is the third largest container company in the world and uses an estimated 170 shipping routes between 400 ports in 150 different countries. CMA CGM has consistently set ambitious goals to protect the environment and more broadly, promote sustainable development.

Sustainability Impact

Significant milestones were reached in 2013 highlighting the quality of the group’s environmental policy. Between 2005 and 2013, CMA CGM reduced C02 emissions per TEU-km by 40% between 2005 and 2013 and is approaching its ambitious objective of reducing CO2 emissions by 50% by 2015. Optimisation of bulbous bows represents a sensible reduction of C02 emissions for the company. 13 ships have been retrofitted since 2013 and additional retrofits are to be completed this year. CMA CGM is a historic member of the Clean Cargo Working Group whose primary focus is the sustainability of ‘clean’ worldwide trade. 120 ships of the Group are registered in the Environmental Ship Index (ESI). The ESI is a voluntary system measuring environmental performance of ships based on NOx and SOx emissions. Currently, more than 30 ports are participating and have decided to use the ESI to reward ‘clean’ ships. CMA CGM is also working in collaboration with classification societies and shipyards on container carriers powered by LNG to help reduce CO2 emissions by a further 20% and almost eliminate the emission of polluting gases (SOx and NOx in particular), while lessening the dependency on fuel. An estimated 4% of reduction of sulphur emissions was achieved in 2013, which translates as approx. 10,000 tonnes saved.

CSL, the world’s largest owner and operator of selfunloading vessels, are highly committed to ensuring their technologies and practices are respectful of the environment at all times. CSL aim to regulate and enhance environmental performance through all their operations. In 2014, CSL expanded their environmental report to incorporate full commitment to sustainability, ensuring that their operations are conducted openly, ethically and with the utmost respect for the environment. Safety, ethics, employees and community engagement, the workplace, philanthropy and value for customers have been priority for CSL. The company has adopted the Green Marine programme to improve environmental performance by maximising measurement and reporting. Safety has been tailored through each division in an attempt to comply with a zero injury or accidents target, with state of the art weather routing and fuel monitoring assisting in the reduction of emissions causing damage.

Sustainability Impact

CSL has achieved a 1.62% reduction in GHG emissions through their global fleet while fuel oil use has dropped by 12.3% due to the implementation of fuel efficient technologies. In addition, the sulphur content average dropped by 10% since last year across the CSL fleet. Green Marine awarded CSL a score of 4.57 last year – the best performance score in the division so far.

Future Sustainability Strategies

In 2013, CSL launched a series of energy efficient projects to achieve GHG emission reductions of 1.5% per year for the next 10 years. For example, recovery and harnessing of engine heat is carried out with estimations of over 1,500 tonnes of GHG reductions. Replacement of obsolete generators by more efficient groups will also produce less NOx, lower energy consumption and lower GHG emissions by more than 1,200 tonnes per year. Company-wide benchmarks are also to be used to measure performance on Green Marine key performance indicators with the aim to implement the initiative within each CSL division by 2016.

www.fathomshipping.com

ISSUE 04. 2015

SUSTAINABLE SHIP OPERATOR AWARD

Laurin Maritime

Shell Shipping & Maritime

Laurin Maritime was founded in 1980 and operates a modern fleet of MR tankers for oil products and chemicals worldwide. With a focus on adapting, evaluating and improving their operations based on data through their Energy Management Plan implemented in accordance with ISO 50001 the company’s future plans centre on fuel management, sustainability and the environment.

Sustainability Impact

In 2012, Laurin Maritime adopted Marorka Maren Solutions for automated data logging, designed to gain an accurate overview on what is happening within the fleet. To date, they have experienced savings of 9.4% in fuel oil consumption as a result of energy management activities, with the aim of continuing to lower energy consumption. Laurin Maritime has launched its ‘Energy Conservation Program’ which encapsulates the company’s aim of finding innovative ways to protect the environment from pollution. The Energy Conservation Program contains procedures and policies to reduce energy consumption and air emissions with further annual targets on reducing the average sulphur content in bunkered fuel. Ranking top on the list of energy efficient strategies adopted by the company is the use of Marorka’s data logging system, SMHI-GAC Fleetweb solution, slow steaming, striving to purchase low-sulphur bunker fuel and using weather routing software on all ships to determine the most efficient and safest route.

Shell Shipping & Maritime (Shell) is a shipping company that has a strong focus on safety, environment, efficiency, reliability and people.

Sustainability Impact

Shell’s new ‘Efficiency Programme’, underpinned by LEAN analysis across the entire shipping chain, was rolled out in 2013. Since then, the results have been remarkable, with reductions in vessel turnaround times in ports and terminals saving 90 days and reductions in dry-docking times saving 68 days in total. Moreover, the programme has resulted in fuel efficiency savings of 3% on vessels where implemented, saving over 95,000 tonnes of fuel and 294,500 tonnes of CO2 since 2013. Additionally, increased LNG cargo filling limits will result in an extra 332, 000 m3 a year delivered at no extra cost once fully implemented. The data shows that fleet reliability increased from 89.2% in 2009 to 99.8 in 2014, driven by a detailed root-cause analysis of equipment failures. Furthermore, through the Shell proprietary planned maintenance system comprehensive solutions are quickly shared and updated.

Future Sustainability Strategies

Giving the right people the right resources and providing the highest standards for their welfare drives the Shell Fleet people programme. Its development programmes and on-board initiatives include training, leadership and career development for officers and ratings, as well as supporting the physical and mental wellbeing of Shell’s seafarers.

Future Sustainability Strategies

Laurin Maritime has created Environmental Office Guidelines to reduce the impact of ship operations on the wider landscape. The company strives to enhance environmental awareness both on- and offshore going into the future.

ISSUE 04. 2015

LAURIN MARITIME

www.fathomshipping.com

THE ONE TO WATCH AWARD

B9 Shipping The B9 Shipping Project

B9 Shipping, a part of the B9 Energy Group, is developing a 100% renewably powered 21st century small (<15,000 DWT) sailing cargo ship that will be commercially viable in terms of price and performance in comparison with conventional oil-powered sea-going ships. The main distinctive aspect that made the judges heads turn as to why this particular project is “the one to watch” within the industry is that it has demonstrated particular strengths in their ability to connect end users, ship builders and technology at an early stage.

An Overview of the Project

The B9 Shipping Project presents a whole system solution designed to reduce materials in use and CO2 in production. The hybrid ship aims to reduce CO2 emitted during ship operation by 90%, lower resource use, promote a new billion pound manufacturing and service industries, enhance crew conditions and deliver a financially attractive easy-entry solution for small ship/cargo owners. Furthermore, the project offers long-term fuel price certainty to enhance flexibility within the ship operating system. Loading and discharge solutions are in development with cargo owners and port authorities to ensure safe operation and environmental and financial sustainability where possible. Resource reclaim to lengthen material usage and asset life facilitates higher residual value. The advanced condition monitoring maintenance ensures that assets are repaired, reused and repurposed to provide substantial use before renewal is required. On top of this, the technology solution utilises telemetry monitors to assist in the diagnosis of engine and material conditions to improve economic performance and longevity. The ship combines proven rig technology which is automated to allow crew numbers to remain the same as conventional ships. In addition, crew working conditions are given significant consideration to facilitate the development of sailing skills and to reduce costly incidents driven by fatigue and insufficient training. Engagement is driven through the Smart Green Shipping Alliance to enhance ongoing intelligent design with formal feedback routes from the crew to the design team to ensure above satisfactory human and technology performance. The technology solution has undergone extensive testing, using – amongst others - computational fluid dynamics software at Humphreys Yacht Design and a scale model at Southampton University’s Wolfson Unit for Marine Technology and Industrial Aeronautics to analyse wind tunnel and towing tank dynamics. 20 years of Met Office weather data on routes of interest to potential customers was analysed with immediate fuel savings of at least 50% demonstrable.

Industry Support

The long list of collaborators shows that B9 Shipping truly is about team work and making a shared vision come alive. Large corporate businesses like Rolls-Royce, Tata Steel and General Electric share their expertise to help accelerate progress. Lloyd’s Register provides invaluable support on the most effective ways to rapidly enable new design solutions. Cutting-edge innovation from offshore yacht racing is brought to the project by Humphreys Yacht Design, long experienced in leading first-principle design solutions on many great international projects. B9 draw on academic work from the ‘Low Carbon Shipping Project’ and ‘Shipping in Changing Climates’ and model testing was conducted at the University of Southampton’s Wolfson Unit. The Met Office then helped quantify the value of wind at sea and the National Composite Centre offer advice on lightweight and novel materials. Tomorrow’s Company input on how to structure the collaboration to ensure it is resilient and future proof whilst PwC and -CapitalLaw help B9 pull together the financial, legal and commercial threads. Gilpin told Fathom that with the establishment of the Smart Green Shipping Alliance the network of collaborators has been formalised into a legal structure, the purpose of which is to deliver the first ship. The extensive collaborative network supporting the company endorses both the technical and commercial viability of this initiative. The blue-chip multi-national collaborators are supported by world leading academic institutions working alongside SMEs to give confidence to those involved in this rapid market penetration.

What Does The Future Hold For This Project?

B9 is engaged with a credible customer (NDA protected) to design and deliver a bespoke working demonstrator over the next three years. a working demonstrator will take place with an order book to permit mass manufacture, reducing unit price and enhancing overall economic and environmental benefits. The Alliance is driving forward a new strategic method for improved programme development with hybrid initiatives underway in EU, Japan and Australia. It is hoped that within 10 years this solution will be the industry standard sailing hybrid ship. The system approach aims to shift the customer proposition from a technologyonly pitch to a full service logistics solution in order to allow owners to independently develop new operation, maintenance and crewing solutions while negotiating suitable individual financing solutions.

“It’s a real honour to have been recognised as the 'One to Watch' by such a distinguished panel of judges from such a shortlist of finalists.” Diane Gilpin, Managing Director, B9 Shipping

www.fathomshipping.com

ISSUE 04. 2015

THE ONE TO WATCH AWARD

Eco Marine Power

Marstal Navigationsskole & Partners

Aquarius MRE System Project

Green Ferry Vision

Eco Marine Power Co. Ltd (EMP) is an internationally focused technology company based in Fukuoka, Japan, that develops innovative fuel and emission reduction technologies for shipping. These technologies include the Aquarius MRE System, EnergySail and Aquarius MAS. EMP also works with a number of strategic partners to offer a range of other products and solutions including marine hybrid power, computer control systems, marine solar power and energy storage solutions. These technologies are suitable for a wide range of ships, ferries and other vessels.

The Technology

A ship fitted with the Aquarius MRE System such as a passenger ferry, cruise ship, bulk carrier or oil tanker will be able to use wind and solar power together as a source of energy and propulsion (along with the ship’s main engines) in order to reduce harmful emissions and lower fuel consumption.

Why Are They One To Watch?

On a large ship, 1,000 tonnes or more of bunker fuel could be saved a year by using the Aquarius MRE System. Currently, the project is preparing to deploy a trial version of the system onboard a ship for sea trials which are due to commence during 2014/2015. The target of commercial release of system is 2016/17. The Aquarius MRE System with its combination of technologies will offer ship owners and operators an attractive return on investment (ROI) which combined with the environmental benefits, will help this technology gain widespread acceptance across the maritime industry.

ISSUE 04. 2015

The Green Ferry Vision was started in 2013 by a group of citizens on the Island of Aeroe, Denmark. Their vision was to design and build a ‘green’ ferry that would decrease the environmental footprint while also contributing to economic growth. This vision has now been inherited by a group of professional partners consisting of companies and institutions with leading maritime and engineering competences.

The Vision

The objective of Green Ferry Vision was to perform a feasibility study for the design, production and operation of an innovative low weight ferry for cars and passengers - a ferry only powered by green electricity stored in batteries onboard and thereby by-passing hybrid solutions.

Why Are They One To Watch?

This zero emission ferry design is designed for coastal routes and inland waterways with a hull shape optimised for low energy consumption and improved speed in confined waters and at restricted depths. The benefit for the people on the islands will be lower fares, shorter transit times and more flexibility without putting the environment at cost. The record size batteries will be part of the island’s smart grid solution and the first prototype design is planned to sail in 2017 if EU Horizon funding is approved of in January 2015. The concept design can be adapted to numerous European ferry routes and ambitions are that the study will boost the European shipbuilding industry due to the advanced technology being used.

www.fathomshipping.com

THE ONE TO WATCH AWARD

Wärtsilä Fuel Gas Handling

Turbosail Pte Ltd Turbosail

LNGPac Wärtsilä’s latest developments in ship machinery, fuel gas handling systems and ship design include an upgraded version of the Wärtsilä LNGPac an integrated fuel gas handling system and the Wärtsilä Gas Valve Unit (GVU).

The Technology

The Wärtsilä LNGPac was introduced in 2010 and comprises a complete system for LNG fuel handling including bunkering station, the LNG tank and Tank Connection Space including process equipment, the heating media skid and the control and monitoring system. Additionally, in the new LNGPac the Airlock and Control Cabinet can be integrated into the Tank Connection Space, reducing floor take up and enhancing safety. Wärtsilä’s innovative Gas Valve Unit (GVU) fits between the LNG storage system and dual-fuel (DF) engine and is used to ensure the safe and reliable feed of gas to the engines and safe disconnect (should that be necessary). New designs enable GVUs to be placed inside the engine room and even further developments allow the functional components of the GVUs to be installed inside the Tank Connection Space.

Why Are They One To Watch?

There is already broad acceptance within the shipping industry that LNG is a viable and attractive alternative as a marine fuel. At a time when environmental legislation is having an unprecedented impact on shipping and conventional diesel fuel prices are high, the move towards LNG fuel is rapidly accelerating. LNG is clearly no longer merely a ‘niche’ fuel relevant to just a small segment of the maritime sector. In fact, as the supply infrastructure develops, it is not difficult to foresee that within a very few years it will be common to all types of ships and in all areas of the globe. Of course, while driven by economics and regulatory compliance requirements, the move to LNG as a marine fuel has been made possible and is supported by technological development. Wärtsilä has always been a leader in this field. The company’s policy of ongoing development to ensure utilisation of the very latest technology has resulted in valuable improvements to the LNGPac system. The upgraded LNGPac provides owners and operators with economic gains resulting from the optimised operational performance and interface integration, while the yard can now enjoy a far simpler and less time-consuming system installation. Acceptance by the maritime industry of LNG as fuel for ships, although now widespread, has often been slow and doubts concerning its viability have frequently been expressed. Once the technical issues relating to propulsion were clearly overcome, the major reasons for this scepticism have mainly revolved around the supply infrastructure, both onboard ship and ashore. The Wärtsilä LNGPac has again been a triumph for technology in relieving the fuel supply and storage challenges aboard ship. This unique innovation has proven to be a valuable enabler for the switch to gas in marine applications.

www.fathomshipping.com

Turbosail is an efficient wind propulsion technology for sea-going ship operators. Invented in 1980 by Captain Cousteau, the Turbosail system was developed over 7 years of R&D and installed on two prototype ships. The latest of these, the Alcyone, has been operating the device for over 25 years, proving average fuel savings of 35%.

The Technology

The Turbosail system can be used as the principal propulsion device for any type of ship (given enough space is available on the deck), or as hybrid propulsion in conjunction with a regular engine. It can be adapted to and installed on large commercial ships, preferably bulk carriers and tankers, which have enough space for the installation and a flat deck, providing both fuel savings and emergency navigation in case of engine failure. This technology results in significant fuel savings (depending on how many Turbosail systems can be fitted on the deck, wind conditions and sailing speed) and an attractive payback between 3-5 years. The Turbosail system was first installed on the Moulin à Vent in 1981, and results were promising. It was improved on and installed a second time on the Alcyone vessel, which demonstrated 35% average fuel savings on its maiden voyage from La Rochelle (France) to New York City. The Alcyone is still in service today and the system continues to function.

Why Are They One To Watch?

In terms of environmental impacts, one Turbosail installation can save 2,000 tons of CO2 per year, equivalent to taking 400 cars off the road, and reducing SOx and NOx emissions in proportion to the fuel saved. Turbosail will focus on improving the current technology and developing new features to extend its applications alongside having recently been accepted onto the Carbon War Room and UCL’s Shipping Innovation Fast-Tracker (ShIFT) Program.

ISSUE 04. 2015

THE ONE TO WATCH AWARD

The MONALISA Project

EU Project â&#x20AC;&#x2DC;Sea Traffic Managementâ&#x20AC;&#x2122; The MONALISA project is aimed at developing the motorways of the sea, looks towards eco-efficient navigation solutions and supports the EU strategy for the Baltic Sea. A branch of this - Sea Traffic Management (STM) - centres on the sharing of up-to-date maritime information to all relevant parties.

The Project

The STM model started with the idea of sharing ship-to-ship information on route to help officers assess risks better. The vision and value of creating an integrated system wherein all relevant information could be shared in this way was realised. The potential benefits of STM are fewer accidents due to enhanced situational awareness on the bridge, shore-based advice on congestion and floating obstacles, enhanced collision and grounding warnings and improved efficiency in terms of administration, shorter time at port due to improved planning and lower insurance due to fewer accidents. This further improves the environment through less C02 emissions due to shorter routes, slow steaming and shorter port calls.

Why Are They One To Watch?

Since 2010, initiatives have spanned the US, Australia and Asia with STM having been presented at more than 80 conferences. Future developments highlight the need to quantify cost savings in detail, such as accident reduction, reduction of administration and JustIn-Time arrival and shorter in-port times. The overarching strategy going forward is to develop this concept and involve industry in the development of open standards, products and solutions as STM evolves to avoid dead ends. The potential is huge in terms of reducing the total cost of transport and boosting the world economy sustainably.

Entries for the Ship Efficiency Awards 2015 will open in February 2015. Submit Your Nomination Now Via:

www.fathomshippingevents.com ISSUE 04. 2015

www.fathomshipping.com

EVENT ROUND-UP

SHIP EFFICIENCY:

THE EVENT

The 4 th annual Ship Efficiency: The Event, hosted by Fathom in partnership with Inmarsat, was held in London on 1-2 October 2014.

This year, the event welcomed more than 270 maritime professionals to the Queen Elizabeth II Conference Centre in Westminster to join and gain insight from seven insightful seminar sessions, an exhibition of 26 technology solutions and providers, and a live emulsified fuel technology demonstration.

2014

DAY ONE The conference chairman, David Balston, Policy Director (Safety and Environment) UK Chamber of Shipping, opened proceedings by highlighting the significant contribution shipping has made to the United Kingdom. Mr Balston stressed the fundamental importance of the role that regulatory procedures play in meeting the increasing environmental challenges facing the industry.

“Big Data is an agent for change.”

Howard Fireman, Vice President – Operational Environmental Performance ABS industry. Mr Fireman spoke of the pivotal role that classification bodies hold with regards to their responsibility to develop standards. “Regulations of the future are driving innovation,” he asserted.

fold increase already experienced since 2000. Peter Mantel, Managing Director, BMT SMART, focussed on the importance of correct data analysis to ensure maximum

SESSION ONE: OPERATIONAL TRENDS & PREDICTIONS FOR EFFICIENCY

ship capability, and warned against overmodelling and inaccurate data. Esa Jokio, Head of Blue Ocean Team, Rolls Royce, explained that it wasn’t a matter of ‘if’, but ‘when’ the improvements for ship efficiency will be made, and how best to utilise the crew more efficiently for the future in order to reduce costs and maximise operations. According to Walter Hannemann, Head of Systems Technical Division, TORM A/S, “one year ago, I was the only one saying big data.

“Eco-ships are good, but eco-shipping is better”

Mr. Yasushi Nakamura, Executive Vice President, ClassNK Mr Yasushi Nakamura, Executive Vice President, ClassNK shared some powerful messages with delegates, including that “eco-ships are good, but eco-shipping is better” - coupled with some immensely insightful case study results. Giving the ship owners perspective on regulation and more specifically greenhouse gas (GHG) emissions, Captain Wolfram Guntermann, Director Environmental Fleet Management, Hapag Lloyd, was a welcomed speaker to the podium. Mr Guntermann stressed that the certification of ship efficiency must be reliable and how scores are calculated should not be continuously modified, as “you cannot compare apples and pears”. Howard Fireman, Vice President Operational Environmental Performance, ABS, took the podium as the final keynote speaker and immediately reminded delegates that numerous factors are constantly re-shaping the shipping

The first session emphasised the need for industry unity. Mr Roger Strevens, Vice President Global Head of Environment Wallenius Willhelmsen Logistics, introduced the Trident alliance, a growing membership of 18 shipping companies established to maintain an equal and fair ground for economic development in light of upcoming regulations. As Mr Strevens described, regulations such as the sulphur emissions regulation will weigh heavily in the industry’s pockets, and have the potential to increase fuel prices by over 50% in addition to the five-

www.fathomshipping.com

“The sulphur regulations are like ballast regulations on steroids”,

Roger Strevens, Vice President Global Head of Environment Wallenius Willhelmsen Logistics

ISSUE 04. 2015

EVENT ROUND-UP Now everybody is, which is impressive. But we must take a step back and consider the elephants in the room: who will fill in the paper work, and do we actually have the right data to start with?”

“Data will not improve vessel performance by itself – data requires careful analysis and processing” Peter Mantel, Managing Director, BMT SMART

”

INTERNATIONAL MARITIME ORGANIZATION PANEL DISCUSSION SHIP EFFICIENCY: THE EVENT EXCLUSIVE Fathom was honoured to host an exclusive International Maritime Organization (IMO) Panel session at the Ship Efficiency Event. Lars Robert Pedersen, Deputy Secretary General, BIMCO chaired the event with the following panel: Arsenio Dominguez, Chairman IMO Marine Environmental Protection Committee (MEPC); Jesper Loldrup, Head, Policy and Planning Unit, IMO; and Katy Ware, Permanent Representative of the UK to IMO at the Maritime & Coastguard Agency. Topics such as a reformation of the Energy Efficiency Design Index (EEDI), ballast water, a re-figuration of the

ISSUE 04. 2015

“Does the industry really want the IMO regulating in areas that have always been private/commercial?” Katy Ware, Permanent Representative of the UK to IMO at the Maritime & Coastguard Agency.

International Convention for the Safety of Life At Sea (SOLAS) and Monitoring, Verification and Reporting (MRV) requirements dominated the discussion. The theme of this year’s World Maritime Day was ‘effective implementation’ fo c u s s i n g o n t h e B a l l a s t Wa t e r Management Convention, the Polar Code and data collection - to be covered at the next MEPC meeting in October 2014. The advisory panel focused both on the IMO’s need for data to be filed with complaints to resolve issues, and certain politically sensitive areas that fall in the realm of private contracts. Katy Ware challenged: “Does the industry really want the IMO regulating in areas that have always been private or commercial?” The panel concluded that progress is dependent on “collectively working together ” and that “there must be priorities; if the IMO attempts too many projects, it is not going to do anything right.”

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SESSION THREE: THE ECO-SHIP FACTS, FICTIONS AND FINANCIAL GAINS. Konstantinos Fakiolas, Sales Director, Marine Deltamarin, focussed on the pivotal role of design innovation to encourage sustainable fuel efficiency and solutions. Stating that “to improve efficiency you must start from the basics”, he advocated the importance of analysing what makes a ship efficient, as the fundamental building block to acquiring efficient fleet operations in future. M a r k C a m e ro n , CO O A rd m o re Shipping, gave an intriguing presentation from the ship owner ’s perspective that argued that information-sharing is a fundamental aspect to improving maritime efficiency. Summing up the need for communication and interaction between ship operators and charterers, Mr Cameron described how acquiring knowledge via real-time data monitoring and sharing it with others in the industry are key investments toward a sustainable shipping future.

“Transparency is the new green”

Mark Cameron, COO Ardmore Shipping Ciro Russo, Partner at Venice Shipping and Logistics S.p.A Investment and Advisory, presented delegates with a financial investment perspective and discussed how eco-designs can influence financial premiums.

EVENT ROUND-UP He questioned whether we “can find an eco-design premium in today’s prices”. Dimitris Argyros, Lead Environmental Consultant, Lloyd’s Register, led his presentation with a robust message that there are plenty of eco-ship choices for ship owners. Mr Argyros stressed that there are many ways to achieve an ecoship, through ‘mainstream innovation’ such as design optimisation, increased engine efficiency, speed rationalisation or reduction, and ‘exotic innovation’. However, he reflected that so far only ‘mainstream innovation’ has been adopted.

“Going forward we will remain to have more ships than cargo - eco-ships are a strong differentiator to deal with this competitiveness.” Dimitris Argyros, Lead Environmental Consultant, Lloyd’s Register

SESSION FOUR: MAKING THE MACHINERY WORK SMARTER Pe te r V i c ke rs , C h a i r m a n V i c ke rs Oil, discussed the importance of Environmentally Acceptable Lubricants (EALs) and their ability to outperform conventional mineral oils, reduce operating costs and minimise environmental impact. Henrique Pestana, Head of Ship Design, ABB Group, opened his presentation by quoting the dramatic rise in the number of electric propulsion systems used onboard. He told delegates that “the use of electric propulsion systems on ships since 1970 has evidenced significant development in the shipping industry”. Mr Pestana stated that the demand for electric propulsion is set to continue, with “leaders enthusiastic about the possibilities and the savings”. Stephen Bamford, Director SulNOx Fuel Fusions PLC, told delegates that the conference had presented them with the opportunity to demonstrate - for the first time - their fuel efficient technology. Mr Bamford elaborated on the ability of SulNOX’s emulsified fuel to “reduce marine pollution at no net cost to the marine operator”.

DAY TWO

Day two of the event opened with a focus on the importance of management frameworks in driving efficiency and environmental stewardship: an integral, but often understated, success factor.

SESSION ONE – FRAMEWORKS FOR THE FUTURE On this platform, Lars Robert Pedersen, Deputy Secretary General at BIMCO revealed a brand new industry resource for delegates: ‘The Guide to Maritime Environmental & Efficiency Management’ developed by BIMCO and Fathom, and supported by ClassNK. According to Mr Pedersen, this tool can equip any organisation with the know-how to develop a custommade environmental and efficiency management system. According to Mr Pederson, the standard ISO formula – Plan, Do, Check, Act – enabling a continuous feedback loop to improve performance, is the core logic that runs through this Guide.

of “worthless commitments”. With regards to BIMCO and Fathom’s new Guide, for which Dr. Warris was an expert contributor, she remarked that: “The focus of this guide is to empower you - the industry - to custom-create your own environmental management plan.” Yasushi Nakamura, Executive Vice President ClassNK enlightened the delegates with words of support and praise for The Guide to Maritime Environmental & Efficiency Management. He reflected on ClassNK’s successful collaboration with BIMCO, commended as a strong leader within the European maritime industry. Mr Guy Sear, Vice President Business Development and Communications Inmarsat Maritime, brought to the audience’s attention that “regulation, compliance and standardisation should be tools for innovation, however they can

“Inefficient systems can become ‘Paper Tigers’ as companies battle to show compliance” Lars Robert Pedersen, Deputy Secretary General , BIMCO Following on from Mr Pedersen, Dr. AnneMarie Warris, Principal, Ecoreflect Ltd struck a chord with many of the delegates by explaining that “it is a real art form to keep it simple as most management systems are a bureaucratic nightmare.” Eloquently cutting to the point, she stated that “commercial reality” must be at the top of agenda to avoid falling into a trap

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also be barriers.” He reminded delegates that innovation is about commercial reality and the balance between marketpull and market-push. The industry must focus on what works – in creating standards, rather than “just saying we have to do it, but not knowing how to.”

ISSUE 04. 2015

EVENT ROUND-UP SESSION TWO EFFICIENT FINANCE The day continued with the efficiency theme moving into finance with Mr Ralf Struckhof, Head of Credit Risk Management Shipping Europe and Offshore, HSH Nordbank opening this session with a view on Ship Efficiency from a banker’s perspective. According to Stuckhof, industry is now witnessing the foreshadowed shift to eco-shipping. He stated that whilst newbuildings are a ‘no-brainer’ and provide good financing opportunities the downside is that mass

introduced two different programs developed by the Carbon War Room in collaboration with academic and industry partners the Self Financing Fuel Saving Mechanism (SFFSM) which looks at proven technologies that result in small energy savings and the Shipping Innovation Fast Tracker (ShIFT) which is more relevant to less mature technologies – both result in significant fuel savings. Mr Pettigrew also introduced to the audience CWR’s finance partner Efficientship Finance. He told delegates that Efficientship Finance currently holds $25 million ready to deploy towards the first fleet of retrofits

SESSION THREE SHIP EFFICIENCY THE WORKSHOP The Ship Efficiency Workshop generated a wealth of discussion on the topic of new eco-efficient technologies, from trim and voyage optimisation to propeller performance and real-time high quality data for maximum efficiency in operations. The workshop welcomed representatives from Becker Marine Systems, NAPA, VAF Instruments and Applied Weather Technologies to the panel.

“Despite industry reservations, retrofits are a great investment opportunity thanks to their increased efficiency, in particular regarding fuel consumption” Ralf Struckhof, Head of Credit Risk Management Shipping Europe and Offshore, HSH Nordbank innovation splits the market, this poses a threat to the bank’s existing shipping portfolio. He reminded delegates that, as the industry emerges from the global recession charter rates will increase, it’s inevitable. “Despite industry reservations, retrofits are a great investment opportunity due to increased efficiency, in particular fuel consumption” Ralf Struckhof, Head of Credit Risk Management Shipping Europe and Offshore, HSH Nordbank Mr. Dick Welsh, Director Isle of Man Ship Registry, put Efficient Ship Registration educated delegates that an owner should consider if any green flag state incentives are offered (e.g. the Isle of Man participates in the Green Ship Programme and is in the process of getting ISO 14001 certified). Mr. Alisdair Pettigrew, Consultant and Senior Advisor Carbon War Room,

in what he referred to as the first phase. The second phase, is to establish a GreenFund in the region of $500 million (20162020) which could finance the retrofitting of approximately 300 ships.

“Innovation is about commercial reality”

Guy Sear, VP Business Development and Communications Inmarsat Maritime

An Insightful Day Indeed! During these energetic two days of intense discussions, debates and demonstrations, the very fabric of the maritime industry was brought together in a bid to ‘steam forward efficiently’. The event closed with an international audience of the maritime industry’s experts and innovators gathered together to celebrate the winners of the inaugural Ship Efficiency Awards. Plans are already underway for Ship Efficiency 2015. To get involved or to register for your delegate pass now, please visit: www.fathomshippingevents.com

ISSUE 04. 2015

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8-9 September 2015, London

SHIP EFFICIENCY:

THE EVENT 2015

Ship Efficiency: The Event is back for the fifth year to highlight the operational challenges and opportunities facing the shipping industry today and in the near future. •

REVIEW BEST PRACTICES AND CUTTING EDGE TECHNOLOGIES

•

OVER 8 HOURS OF NETWORKING ACROSS 2 DAYS

•

IN-DEPTH DISCUSSION AND ROUND TABLES ALLOWING GREATER INFORMATION SHARE

•

SHOWCASING THE BUSINESSES ADVANCING MARITIME EFFICIENCY

To Be Held During London International Shipping Week 2015

EXPECTED FOR 2015 400+ 30+ 50+ 200+ 30+

Registered Attendees Exhibitors Ship Owners & Operators Organisations Represented Expert Speakers

COMPLIMENTARY DELEGATE PASSES FOR SHIP OWNERS & OPERATORS

Supporting Organisations

Media Partner

In Association With Exhibitors

THE SOCIAL SCENE

THE SOCIAL SCENE @paulluen Fascinating #shipefficiency conference in London. Will we really have ‘remote controlled ships’ in the future and if so when?!! @Marorka Congratulations to @MaerskLine winner of Sustainable Ship Operator of the Year at #shipefficiency awards @cwarroom CWR’s Pettigrew: @shipefficiency partner @Efficientship has $25 million ready to deploy to 1st fleet retrofits @EfficientShip Charterers are becoming a powerful force in driving sustainable shipping standards #ShipEfficiency #ShipRetrofits @PortTechnology Emissions from ships to increase fourfold by 2050 @ GREENBOATING @shipefficiency #emissions @JLAMedia Guy Sear @Inmarsat_Mar_CS Innovation is not about something new but useful for the commercial reality @fathomshipping #shipefficiency @IMOHQ IMO’s environment committee addresses implementation issues as ballast water management treaty nears entry into force http://ow.ly/D1UXP @MONALISA2_0 Finalist and runnerup! Good marks at #ShipEfficiency awards by @fathomshipping. Congrats @AnneMarieWarris ! @digilpin Thank you @fathomshipping for organising Ship Efficiency Awards. Proud to be selected by such distinguished judges. @BLUECOMMS Interesting- Hapag-Lloyd cites an example of a ship securing a charter renewal thanks to a good #EEDI rating #shipefficiency @fathomshipping @Cruise_Ferry #CorvusEnergy and #Scandlines win Ship Efficiency Award after retrofitting ferry with hybrid propulsion system: http://ow.ly/CqdSO @MaerskLine #MaerskLine named Sustainable Ship Operator of the Year: http://bit.ly/1pwc7Pz #Sustainability #Shipefficiency @AnneMarieWarris #ShipEfficiency Award launch by compere @KP_LR. Full room. @fathomshipping great idea and arrangement @DimitrisA_LR scrubber discharges saga: don’t punish early movers and kill future investment says @_EU_Shipowners @VAF_Instruments Happy #WorldMaritimeDay #IMO to all from @VAF_ Instruments. For us every day is a an efficient and green Maritime Day. ISSUE 04. 2015

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Tricks of the

Bunker Trade In each issue of Ship Efficiency: The Insight, The Bunker Detectives, in association with Ship & Bunker (shipandbunker.com), will share insight and advice around bunkering best practices to make sure bunker buyers get the bunkers they pay for. Keep your eyes peeled for vital information that could help slim your bunker fuel bill! The Bunker Detectives, a division of AVA Marine, are a dedicated team who primarily help ship charterers’ & bunker brokers deal with bunker quantity disputes (which do not fall under P&I cover for charterers’), and also offer an exclusive service to ship charterers’ dealing with ‘Bad’ Bunker dispute claims, such as the supply of contaminated or off-specification bunkers.

Cappuccino Bunkers

appuccino effect still remains one of the most common and widely used ‘mal-practice’ in the bunkering industry to date. Despite lots of articles and loss prevention bulletins being issued by various P&I Clubs; we are still seeing lots of vessel’s falling victim to this ill-practice. Often our expertise is called upon at the next port of call when the vessel, just five days into her voyage after stemming bunkers, would discover a sudden “disappearance” of 30-40 MT overnight. It is then too late for us or anyone to do anything! The short article that follows focuses only on “cappuccino bunker effect” giving the reader a better understanding and grasp of the subject matter.

What is Cappuccino Effect?

Cappuccino effect essentially may be described as frothing/bubbling effect caused by compressed air blown through the delivery hose. The aerated bunkers when sounded will give the impression that the fuel is delivered as ordered. In fact after some time when the entrapped air in suspension settles out of the fuel oil the oil level drops and a short fall is discovered. In large bunker deliveries this could be considerable with huge financial implications. We have often been asked why the flow meter cannot detect the air being introduced in the system and compensate accordingly. Well, most flow meters in use today are of either the wrong type or the wrong size. In other words are not technologically advanced. All the standard flow meters will only measure the volume of throughput and not the actual mass of fuel being delivered. As a result when air is introduced into the system - which is essentially ‘small air bubbles’ - the flow meter will register it as volume. However, there are flow meters out in the market which are capable of measuring the true quantity (mass) of the fuel delivered. One such meter is the ‘Coriolis Mass Meter’ - it has been in existence for quite some time now and only getting better. Coriolis meters take direct mass flow measurements using the Coriolis Effect (a deflection of moving objects when they are viewed in a rotating reference frame – we won’t be discussing this effect as this is beyond the scope of this article). Coriolis meters are less sensitive to pressure, temperature, viscosity, and density changes, allowing them to measure liquids, slurries and gases accurately without the need for compensation. These meters having no moving parts require little maintenance however, the initial cost and line modifications is usually a deterrent for many ship operators for not installing it.

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ISSUE 04. 2015

SHIP&BUNKER Precautions against Cappuccino Bunkers Before Fuel Transfer - At the time of opening, gauge fuel oil should be observed from ullage hatches for any foam on the surface of the bunkers. Foam may also be detected on the ullage tape. If there is no foam then the oil level on the tape should appear distinct with no entrained bubbles. If by observation of the tape and the surface of the fuel you suspect entrained air then obtain a sample of the fuel by lowering a weighted bottle into the tank. Pour the sample into a clean glass jar and observe carefully for signs of foam or bubbles. If these observations show entrained air, the Chief Engineer should not allow the bunkering to start and notify the owners / charterers immediately. The barge Master should be issued with a letter of protest. If the barge Master decides to disconnect from the ship and go to another location, then the agent should immediately inform the port authority and try to establish where the barge has gone. All relevant times and facts should be recorded in the deck log book. During Fuel Transfer - If the Chief Engineer has not observed any entrained air during the initial barge survey, it is still possible that air can be introduced to the barge tanks or the delivery line during the pumping period, for example by introducing air into the system by crack opening the suction valve of an empty bunker tank while pumping from other tanks. Hence it is important for the Chief Engineers to continue gauging the ship’s receiving tanks while the bunkering is in progress as air bubbles would be readily seen on the sounding tape. The Singapore Bunkering Procedure SS 600 prohibits the use of compressed air from bottles or compressors during the pumping period or during stripping and line clearing. It should be confirmed with the barge Master that he will follow this procedure (Reference SS600 paragraphs 1.12.10/11/12/13). Stripping of barge tanks can also introduce air and stripping should only be performed at the end of the delivery for a short period of time. The barge Master must agree to inform the Chief Engineer when he intends to start stripping and when it has been completed. Ship’s crew and surveyor need to be alert during bunkering and check for the following signs: • Bunker hose jerking or whipping around. • Gurgling sound when standing in vicinity of bunker manifold. • Fluctuations of pressure indication on manifold pressure gauge. • Unusual noises from the bunker barge. After Fuel Transfer - It is also possible to introduce air into the delivery line during blowing through at high pressure. Therefore it is imperative that the barge informs the ship before and after blowing through is completed so that the ship crew can be extra vigilant during this period. The ship’s bunker manifold valve should be checked shut before gauging of the vessel’s tanks.

Identifying Cappuccino Bunkers • • • • • • •

Signs of froth/foam on the surface of the fuel in the barge tanks during opening gauge. Excessive bubbles on the sounding tape prior to, during and after bunkering. Bunker hose jerking or whipping around. Slow delivery rates then what has been agreed. Gurgling sound in vicinity of bunker manifold. Fluctuations of pressure on manifold pressure gauge. Unusual noises from the bunker barge.

Note that hose jerking or evidence of sporadic bubbles superficial in nature after line blowing or stripping of tanks is fairly common and should not be construed as evidence of mal-practices.

Entrained air / froth seen immediately following bunkering

Two hours after bunkering a lot of bubbles seen

About six hours after bunkering - only light air bubbles seen - ullage 150 cm

Disclaimer: This article is based on the author’s own research, knowledge and experience in the subject matter and references used from various P&I LP bulletins and should only be used for reference rather than being taken as a legal advice for any particular case or used for any other purpose.

ISSUE 04. 2015

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ISSUE 04. 2015

SHIP EFFICIENCY: THE GUIDE 2nd Edition

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Supporting Partners

THE LAST WORD A CELEBRATION OF EFFICIENCY & INNOVATION

he year two thousand and fourteen saw a host of global commercial marine organisations all competing for accolades and awareness for their pioneering and innovative products through a variety of awards schemes. But there was one scheme with a difference this year - if the shipping industry had a gap for the ‘Efficiency-Oscars’, Fathom certainly filled it with the inaugural Ship Efficiency Awards. The Ship Efficiency Awards, hosted by Fathom with awards partner Lloyd’s Register, showcased an international range of individuals and companies making a significant contribution and commitment to streamlining operations and shaping the future of a greener, leaner, more efficient industry. We set out with an aim of facilitating the recognition and celebration of those organisations and individuals within the shipping industry that are implementing fresh thinking around ship efficiency, offering technological innovation and those who have demonstrated leadership for efficient and sustainable shipping. The task ahead of us was steep, but with two fervent awards organisers and an events team that never fear or back down on a challenge within the Fathom camp, we set off on our mission. No one could have predicted how highly reputed the judging panel would be for these first ever awards, in fact we were rather bowled over by the clutch of high-level industry experts that deliberated and chose shortlisted nominees for each of the award categories. And the deliberations were certainly heated and impassioned, each judge gave the judging process their all and inputted their expertise at an equal ratio. This motley crew of Peter Hinchliffe OBE, International Chamber of Shipping; Craig Eason, Lloyd’s List; Minas Miliaras, RCL Cruises; Lars Robert Pedersen, BIMCO; Jan de Kat, ABS and Dr. Martin Stopford, Clarkson Research Services really put the nominees and their submitted information through their paces.

Following almost a year of preparations, the awards ceremony was upon us. With partner Lloyd’s Register at the helm, an international audience of maritime representatives gathered at the Queen Elizabeth II Conference Centre in London, keenly anticipating the winners and runners up. Although some, on a less competitive note, merely enjoyed the bouquet of a 2004 Claret and a spot of late afternoon networking and glamour. The Ship Efficiency Awards took place immediately after two days of lively discussion and debate during the 4th Ship Efficiency: The Event, it was the perfect way to end this annual gathering of the world’s top efficiency minds and souls. This is definitely a format that we shall exploit again. All that is left for me to say is that following the success of our 2014 awards, we have started the planning of the Ship Efficiency Awards 2015 - entries will open in February 2015!

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By Catherine Austin, Director, Fathom

ISSUE 04. 2015

Emission Control Areas Special Supplement Sulphur Emissions in the Spotlight

Contents

Are 2015â&#x20AC;&#x2122;s ECA Rules A Progress Killer, Or A Much Needed Catalyst For Innovation? By Martyn Lasek, Editor, Ship & Bunker

Maps: Emission Control Areas - 2015

Help! Fuel & Lubricant Solutions to the Rescue

10 Reasons Why Ship Operators Should be Nervous About the 2015 Sulphur Challenge

Whoâ&#x20AC;&#x2122;s Doing What?

So Long Sulphur! 2015 Welcomes Tighter ECA Sulphur Limits

The reduction of sulphur emissions will be sitting at the top of the agenda for many owners and operators as we enter 2015. This issue of Ship Efficiency: The Insight, includes a special supplement dedicated to the issues, challenges and opportunities that the industry is facing as the permitted sulphur content in bunker fuel as of 1 January 2015 drops for all ships operating within Emission Control Areas (ECAs). As of 1 January 2015, the requirements of MARPOL Annex VI for ships trading in ECAs dictates that the sulphur content in marine fuel used cannot exceed 0.10 percent by weight. This is a severe reduction on the previous limit of 1.0 percent. The areas affected include the North Sea area, the Baltic Sea area, the United States Caribbean Sea area around Puerto Rico and the United States Virgin Islands, and the North American area, which includes 200 nautical miles off the coasts of Canada and the U.S. Outside of designated ECAs, the permissible sulphur content of marine fuel remains 3.50% at, however that limit may fall to 0.50% in 2020, though the date may be deferred to 2025 pending a review in 2018.

SULPHUR EMISSIONS IN THE SPOTLIGHT Shipping is truly a servant of global trade. Nonetheless, its vast scale and bunker fuel of choice positions the industry and its emissions in the global spotlight.

ecently, the industry’s sulphur emissions have been the talk of the town (or should we say port...) in the lead up to the 2015 tightening sulphur fuel content limits. The industry emits vast volumes of sulphur each year, making it a prime target for pollution limitations and restrictions and the global shipping regulators certainly charged full speed ahead with some of the industry’s toughest pollution-control measures, aiming to limit sulphur emissions in some of the world’s busiest waterways and areas.

which can cause ocean acidification. This in itself has serious consequences for marine organisms and their interactions within the oceanic environment. Sulphur is naturally present to a greater or lesser extent in all crude oils. During refining, the various forms in which it exists are distributed unevenly across the product range; hence although much of the sulphur will tend to exist in the residual fraction there can still be significant levels in some of the distillates. Sulphur oxides (SOx) and particulate matter (PM) emissions have detrimental

The governing regulation that enforces restrictions on the industry’s sulphur emissions, amongst other gaseous emissions, is the International Convention for the Prevention of Pollution from Ships (MARPOL Convention). In this feature, we look at why global regulators are holding the spotlight firmly over the industry’s sulphur emissions and the core regulations within MARPOL that govern the shipping industry’s sulphur emissions on an international level and within Emission Control Areas (ECAs).

Why Is The Spotlight On Sulphur?

The reason for sulphur restriction on ship emissions is the growing concern that surround their impact on both the natural environment and on human health. Release of sulphur from ship engines combines with water in the atmosphere and leads to sulphuric acid formation

effects on human health and on the natural and built environments and have long been subject to controls in shoreside industry and transport applications. The extension of such controls to shipping is a logical approach to the overall quest for improved ambient air quality – especially given the high sulphur content of much of the fuel oil used by ships in the absence of any controls. One of the most detrimental impacts and the reason for implementation of ECAs is the effect which pollutants have directly on the ocean. Synergistic effects between sulphur from ship engines and water vapour in the atmosphere induce chemical changes to the oceans

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acidity by elevating hydrogen ion levels and reducing pH. The increased acidity creates an inhospitable environment for many marine organisms and limits the ability for the ecosystem to function naturally. For example, ocean acidification has reduced the ability for marine organisms to harness the calcium carbonate (CaC03), limiting shell growth and increasing their vulnerability to the outside environment. Changes to the reproductive cycles of fish have also been evident with increased acidification significantly driving coral reef mortality. The stress endured by the marine environment from these sulphur emissions can lead to irreversible changes within the ocean environment. Alterations to the oceans acidity play an influential role in feedback mechanisms, detrimental to overall ocean health. The influence that sulphur has on global cooling should also be give some

ISSUE 04. 2015

consideration. Sulphur increases albedo, the amount of heat reflective energy from the sun, contributing to global cooling. Regulation of sulphur emissions is therefore important for both direct and indirect impacts. PM is formed by condensed hydrocarbons and sulphates. The sulphates form from a combination of sulphur oxides and water in the exhaust and can also form via accumulation mode particulates as the fuel spray is burned. These emissions are known as black carbon. The condensed hydrocarbons and the accumulation particles have been found to possess toxic and carcinogenic properties. The short-lived pollutant also accelerates glacial and polar ice melting, driving climate change and contributing to rising sea levels. The formation of these are exacerbated by the high level of sulphate particles found in marine sulphur fuels. For these reasons, careful regulation of sulphur and PM is essential. A lower sulphur fuel will reduce the quantity of sulphur oxides (SOx) formed in the ships’ engine and allow vessels to comply with ECA regulations when sailing within these areas.

The MARPOL Convention In the 1970’s the International Convention for the Prevention of Pollution from Ships (the MARPOL Convention) was developed by the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC), providing a range of measures to limit the discharge of oil, chemicals, sewage and garbage into the world’s oceans and seas.

ISSUE 04. 2015

MARPOL Annex VI & Regulation 14 By the 1990s, however, it had become evident that further issues, including air pollution, needed to be addressed and that if IMO did not take action, individual States would start to enact national measures which could result in a patchwork of differing, and potentially contradictory, requirements. While many

force 1 July 2010. As of December 2014, there are 78 signatories to the Protocol that introduced Annex VI, representing over 95% of the world’s gross tonnage. The regulation of SOx and PM emissions is contained largely in Regulation 4 and Regulation 14. Regulation 14 of MARPOL Annex VI controls SOx and PM emissions through limiting the maximum sulphur content of the fuel oils used.

Unlike the preceding Annexes I – V, which deal with single topics, MARPOL Annex VI deals with a number of air pollution streams: exhaust emissions, ozone depleting substances, volatile organic compounds and incineration. In particular, the revised Annex VI regulates SOx emissions via designated ECAs. such issues, such as the toxic effects of ship’s anti-fouling coatings and transfer of foreign organisms in ballast water, have been addressed in specific conventions, the control of air pollution from ships was instead tackled by extending the scope of the original MARPOL Convention via an additional annex, Annex VI, which entered into force on 19 May 2005. Around that time a complete review of Annex VI was begun in order to drive forward the emission reduction objectives and to address problems with particular aspects of the Annex as originally adopted. The review process was completed in 2008 and included control measures scheduled for introduction through to 2020 or possibly later. The revised Annex VI, adopted as MEPC Resolution 176(58), entered into

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What Does The Regulation Enforce?

The parameters of Regulation 14 require that outside ECAs, the sulphur maximum limits for sulphur content of the fuel oils are (Regulation 14.1): * 3.50% on and after 1 January 2012 * 0.50% on and after 1 January 2020 The 0.50% limit is subject to a global review of the availability of such fuel oil. The review must be completed by 2018 and may recommend the postponement of the 0.50% limit until 2025. Inside ECAs, the sulphur maximum limits are (Regulation 14.4): * 1.00% on and after 1 July 2010 * 0.10% on and after 1 January 2015

fathom LIVE Interactive thought leadership webinars for the maritime industry throughout 2015

fathom

marine | energy | environment

Visit www.fathomshippingevents.com for more information on whatâ&#x20AC;&#x2122;s coming up in 2015 & how you can be involved

ECA SUPPLEMENT

Are 2015’s ECA Rules A Progress Killer, Or A Much Needed Catalyst For Innovation? By Martyn Lasek, Editor, Ship & Bunker

uch has been said about the update to Emissions Control Area (ECA) rules, which from January 1, 2015 will see the maximum permissible sulphur content of marine fuel used within ECAs drop from 1.0% by weight to 0.10%. While the purpose of the legislation is to reduce SO x emissions, the most significant impact from a ship owner’s perspective is the increase in the cost of compliance, with some predictions indicating bunker costs will increase as much as 50% for those operating within ECAs. The first round of ECA rules meant ships could no longer burn the 3.5% maximum sulphur fuel they would otherwise be using to comply with the global sulphur cap. Producing 1.0% sulphur fuel oil bunkers has been possible, which depending on the area of the world that the fuel is blended to make it compliant, has resulted in a premium ranging from $0 (for the few places where the product was already below 0.10% sulphur) to almost $300 per metric tonne (pmt) (in the few places in the world where the feedstock is much higher in sulphur). Producing 0.10% sulphur fuel oil bunkers, however, is a very different proposition. As recently as March this year, Ship & Bunker was told by a number of major players it was unlikely we would see such a product for sale. Indeed, the results of a Shipping Watch survey released in January concluded that most shipping companies were expecting to use marine gas oil (MGO) for compliance next year. The change from fuel oil to distillate means the increase in cost to comply with the 2015 rules is going to be much more than it was to comply with the current rules. This jump can be illustrated by looking at bunker price data from Ship & Bunker. For example, on September 4, 2014 in Rotterdam, the world’s most popular fuel grade, IFO380, was $560.50 pmt. LS380, which gives compliance for the current ECA rules, was $572.50 pmt, while LSMGO, the product needed for compliance from next year, was $837.50 pmt. This jump in cost has led some operators to predict that there will be a modal shift onto road and rail, with Dutch ship operator Transfennica Logistics in November citing this exact reason behind the closure of its route between Bilbao, Portsmouth, and Zeebrugge through the Iberian Peninsula. Brittany Ferries, meanwhile, have said that it is “puzzling

ISSUE 04. 2015

and irritating” that the rules are being introduced so soon. They say alternative technology such as scrubbers have, until very recently, not been mature enough to use, while a lack of flexibility forced it to abandon plans to retrofit six of its ships to use LNG. So is it possible that the new ECA rules are actually preventing progress in the maritime industry? Not according to some players. “The shipping industry needs to be proactive about the future,” says Henrik Dahl, CEO of Finnish software company Eniram. “Legislation won’t end the cargo business because on a cost per unit basis, shipping is still the most energy efficient mean of transportation. But sometimes legislation needs to come first to encourage the industry to innovate.” And there is plenty of evidence that he’s right. In July, ExxonMobil Marine Fuels & Lubricants launched HDME 50, what it called a “new category” of “fuel oillike” bunkers compliant with the 0.10% sulphur cap. The technology wasn’t new - it was something that already existed that ExxonMobil says it “tweaked” into a finished product, but nevertheless it likely wouldn’t have happened without the new ECA legislation. It’s worth noting too that a number of other suppliers including Lukoil and Chemoil have also since announced similar products. The search for cost-effective ECA compliance solutions has also spearheaded developments into the use of LNG as a marine fuel. Canada’s BC Ferries, who interestingly have been burning 2015 ECA compliant fuel for some time already, are embracing LNG for both retrofits and newbuilds and say it could cut their bunker bill in half. Without the need for widespread, cost-effective ECA compliance, one wonders if the technology would be mature enough today for them to be able to do this. So are 2015’s ECA rules preventing progress, or have they been a catalyst for innovation? There is certainly plenty of evidence to suggest the latter.

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ECA SUPPLEMENT

EMISSION CONTROL AREAS - 2015 There are currently four established ECAs: the North American area, the North Sea area, the Baltic Sea area, the United States Caribbean Sea area around Puerto Rico and the United States Virgin Islands.

THE NORTH AMERICAN AREA Possible Future ECAs?

While there is lots of speculation concerning possible future ECAs, at the time of writing Norway, Japan, Hong Kong and the Mediterranean have been indicated for potential designated ECAs in the future. There have also been discussions of further expansion of ECAs into the entire Atlantic seaboard of Europe, coastal Korea, the Sea of Japan, the Australian coast, the shipping lanes of Singapore, Malaysia & Indonesia, as well as coastal China.

FI NO

BALTIC SEA

NORTH SEA

LV LT

IE UK

THE NORTH SEA & BALTIC SEA AREAS

SK HU RO

BLACK SEA

ES PT

THE UNITED STATES CARIBBEAN SEA AREA

MEDITERRANEAN SEA

Dominican Republic

British Virgin Islands Puerto Rico

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U.S. Virgin Islands

ISSUE 04. 2015

NORTH AMERICAN ECA

US CARIBBEAN SEA

THE NORTH SEA

THE BALTIC SEA

0 20

0,0

0,5

1,0

1,5

2,0

2,5

3,0

3,5

4,0

4,5

5,0

02 20

04 006 2 20

08 20

12 20

ECA

10 20

14 20

Global

16 20

18 20

20 20

22 20

24 20

Subject to 2018 review

Schedule for the reduction of fuel sulphur content

EMISSION CONTROL AREAS - 2015

Sulphur %

26 20

ECA SUPPLEMENT

Help!

Fuel & Lubricant Solutions To The Rescue

As the saying goes ‘where there is change, there is opportunity’ and the saying is certainly true for the reduction of the limits for sulphur content in marine fuel across Emission Control Areas (ECAs).

he last year played witness to a wealth of fuel and lubricant solutions launched into the market that aim to help operators to comply with the tightened sulphur limits. Innovation has been booming and the fuel and lubricant suppliers have certainly been taking advantage of the opportunity to market new products.

Fuelling Compliance Distillates are not the only choice for operators facing a journey into an ECA. Marine fuel suppliers have been developing new fuels that provide the low sulphur content of distillates but the benefits of HFO. But what do these products actually offer? In July 2014, ExxonMobil Marine Fuels and Lubricants launched a “new category ” of marine fuel, named ExxonMobil Premium Heavy Distillate Marine ECA 50 (HDME 50) into the marine market. With a sulphur content similar to MGO, it offers important properties more similar to HFO. Like HFO it has lower volatility, but with a higher flashpoint than MGO, it is also said to offer high lubricity and higher viscosity properties. These attributes are said to all contribute to safer operations, for example storing and handling, but there is also has another ‘safer operations’ trick up its sleeve, the reduced risk of thermal shock during fuel switching, due to the fact that this fuel must be heated for use, just like HFO. If thermal shock occurs it can result in fuel pumps’ seizures and engine shutdowns. HDME 50 has been extensively tested with Wallenius Wilhelmsen Logistics, and results showed that it is suitable for use in main and auxiliary engines and marine type boilers. According to ExxonMobil Marine Fuels and Lubricants, this new marine fuel is already in use by a range of ship operators although these have not been released. It is currently only

available for supply in Amsterdam, Rotterdam and Antwerp. Then, in August 2014 Russian oil giant Lukoil launched what it described as a “new grade” of ECA compliant marine fuel, called “fuel marine environmental” (TSE). This fuel is also described as occupying an intermediate position between fuel oil and distillate products, having characteristics which are common to both. As such there was no current quality specification or definition for the product however the typical characteristics of TSE were said to be most similar to that of DMA, but with a higher viscosity and improved lubricity. A fuel sample analysis showed TSE to have a viscosity between 15.3 and 65 cSt at50°C, and a sulphur content between 0.074 and 0.095 percent. CEPSA also launched a 0.10% sulphur distillate product designed for compliance with the 2015 ECA rules in August 2014. According to CESPA, their product DMB 0.1% meets all DMB ISO 2010 parameters with the added benefit of the lower sulphur content. It is also fully compatible with MGO, and typical values show a higher viscosity than marine gasoil. At the time of launch, CEPSA stated that it aims to have the product available in its main bunker supply ports by December 2014.

Lubricating Compliance Until recently, choosing a lubricant was a relatively simple choice as per fuel type. The rule of thumb being that BN 70 lubricants should be used for HFO, where if a ship uses low-sulphur fuel oil for a period of more than two weeks, a change to a lower BN 40 or BN 50 was recommended. This simple matching the lubricant to the fuel type theory was based on the principle that a lubricant’s BN indicates the oil’s ability to neutralise such acids, so the higher the BN, the more acid it will be able to neutralise. The lower the fuel’s

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sulphur content, the less acidic sulphur it produces and the lower the lubricant’s BN has to be to avoid excessive engine wear or prevent damage. The matter of what lubricant to use is once again turned on its head in light of the tightening of permitted fuel sulphur content in ECAs. Whilst the lubricant manufacturers have been somewhat reticent in making any recommendations for the lubricants’ BNs and length of operating time in ECAs, the past few months have seen some very low BN products being released to the market. The first manufacturer to announce a very low BN lubricant, developed specifically for two-stroke engines running on ECA-compliant fuels, was Shell Marine Products. Its Alexia S3 lubricant offers a 25 BN rating. According to Shell, this lubricant will be available in 22 countries and more than 300 ports as of December 2014. Almost simultaneously with the launch of Shell’s Alexia S3, Total Lubmarine introduced its Talusia LS 25 low alkaline lubricant to the market. This lubricant was specifically developed for use with slow-speed two-stroke engines running on distillate fuels with 0.10% sulphur content. ExxonMobil has also brought a 25 BN cylinder lubricant to the market. Mobilgard 525 is designed for use with fuel containing 0.10% sulphur. This lubricant has been approved by MAN Diesel and Wärtsilä for use in their twostroke engine ranges. Chevron has launched two new engine oil products optimised for continuous operation on low sulphur fuel: Taro Special HT LF is a two-stroke marine engine cylinder oil whereas Delo SHP is Chevron’s offering for four-stroke medium-speed direct drive or gen-set applications. Both products have been available to the market as of December 2014. ISSUE 04. 2015

Operating in Emission Control Areas The Guide

FULLY REVISED EDITION FOR 2015 This essential Guide delivers impartial, expert guidance and practical information on all aspects of operating within Emission Control Areas.

The Guide

The comprehensive Guide provides insight and guidance to: » Emission Control Areas rules and regulations. » Options for compliance. » Considerations when switching to low sulphur fuels and distillates. » The practicalities & technical considerations of fuel switching.

The Manual

The durable, hard-cover onboard Manual gives crews the tools they need to ensure compliance, including: » All ECA area co-ordinates. » Fuel oil changeover procedures. » Considerations when switching to low sulphur fuels. » Taking the MARPOL Sample.

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ECA SUPPLEMENT 10 REASONS WHY SHIP OPERATORS SHOULD BE NERVOUS ABOUT THE 2015 SULPHUR CHALLENGE By Fiona Macdonald

The Rising Costs of Bunker Fuel

* There is a significant price differential between Heavy Fuel Oil (HFO) and Marine Gas Oil (MGO). For example, according to online marine fuel analysts, Bunkerworld, in the previous three years bunker price differentials between HFO and MGO have been in the region of $260 per tonne in Rotterdam and $330 per tonne in Houston, in fact, Rotterdam has seen as high as a $337 differential between the price of HFO and MGO. * MGO prices are expected to rise as much as 20% in 2015 due to the increased pressure expected on their supply. * Maersk Line estimates that MGO is likely to be around US $900 per tonne once the regulations are introduced – 50% more than what carriers pay today for regular fuel. The volume of low sulphur fuel from 2015 onwards is expected to create additional costs of around US $150 million dollars per year for them.

* The cost of transportation is likely to continue to increase. Carriers will have to meet additional costs to meet the tighter pollution controls. However, large shippers may take more convincing to pay a separate low sulphur surcharge, according to Drewy Maritime Research. * Carriers will also need to provide calculations to justify these increases. * Avoiding ECAs to reduce fuel surcharges may result in increased transportation time. * Increases in freight rates, particularly for short sea services, could lead to modal shift.

The Rising Cost of Transportation

Scrubbers

* Large scrubbers can be costly and take up vital space onboard a ship which in turn can reduce cargo carrying capacity.

The Practicality of Retrofitting Vessels

* Ship scrubbers are still a relatively ‘new’ technology to the industry. Providers may not necessarily have a well proven history of the reliability of the system’s machinery and its application onboard a ship. * The time taken to undertake a retrofit to a ship reduces the time that ship is in operation, increasing standby and impacting costing. * If the uptake of scrubbers increases dramatically, suppliers may not be able to scale up production in order to meet the demand. * Newbuilds may be easier and/or cheaper to run with the technology than retrofitting current ships. If companies choose to wait and start retrofitting their newbuilds instead of current ones, their establishment of a fully functioning newbuild fleet that will meet the 2015 standards, will take considerable time to establish. * Awareness of overboard discharge is crucial, particularly as International Maritime Organization (IMO) guidelines and inspections are to become more stringent in line with the new regulations.

Liquefied Natural Gas (LNG)

* It is expensive and difficult to retrofit a ship to enable it to use LNG as fuel. * LNG retrofits are very large and often are viewed as not being cost effective. They take up a lot of space and and reduce the amount of cargo the ship is able to carry. * LNG retrofits can be a lengthy process and significantly reduce the amount of time a ship is operating in waters.

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ISSUE 04. 2015

ECA SUPPLEMENT

Mechanical Problems Arising From Fuel Switching

The variation in sulphur content has a significant impact on the fuel properties. Unless systems are carefully maintained and prepared, problems (otherwise 2x significant) may arise when utilising the same systems with the different fuels. * Distillates do not require heating like HFO. If the temperature of distillates is too high, the viscosity will be greatly reduced below the point at which systems function correctly. * Pump failure can occur from increased wear due to a lower hydrodynamic lubricating fuel oil cover, driven by the low viscosity. * Distillate fuels can ‘gas up’ at too high temperatures leading to vapour locking and fuel starvations. * There can be difficulties during start and low load operations due to leaking pumps from low fuel viscosity. * Blocked fuel filters can result from incompatible fuels mixing leading to precipitation of heavy sludge and potential filter clogging. Improper engine function and shutdown are the result. * Pump malfunction can occur where the changeover takes place too quickly. If this leads to total pump seizure, engine shutdown may result. * Fuels of unduly low viscosity will flow through fine clearances previously ‘sealed’ by fuel at higher viscosity resulting in fuel leakage and reduced power. These are just some of the issues that can arise with further being seen through the cleaning/searching action of distillates, the lubricity issues and more. However, all of these issues can be avoided by careful preparation of the ships.

The availability of fuel is of rising concern for ship owners. As demand for lower sulphur fuel rises to meet regulations, the pressure on suppliers may outweigh the ability for them to deliver. Some of the issues to be considered are: * Low sulphur fuel may not be readily available in ports due to the increased demand. It may only be able to be supplied if specifically requested. Ship owners should not assume a low sulphur fuel can be guaranteed for them on arrival at port. * Refineries have to reflect the availability of bunker fuel because they prioritise higher-level distillates. * Managing price differences in fuel availability while in long-term contracts can be challenging for ship owners. A separate bunker fuel surcharge is created with changes along with fuel prices to offset the destabilising effects. Because of the volatility, bunker fuel availability and cost is a huge concern for ship owners. * Cruise ships in particular need to be aware of fuel availability and their choice of sailing destination. Lack of fuel availability in specific ports may result in changes to their itinerary which can also increase the cost of cruising to passengers.

5 Fuel Availability

* It can also not be guaranteed that the fuels will be close to the 0.1% limit. For example, it may be that distillates of automotive grade could be supplied if supplies are short which can be as low as 0.001% sulphur and have very different characteristics. Ship owners need to consider the characteristics of these fuels if they use them on their ships.

Loss of Vessel Power

* Switching and changing of the lubricant supply to the main engine at the same time is complex and can result in ship’s loss of power and in the worst case scenario an engine room fire. * Loss of power and the risk of accidents need to be considered in the event of a collision. Poor switchover has been reported to be a major cause of engine damage and fire. * Lack of training and ability for crew to safely operate the fuel switchover process enhances risk. * In California, as of July 2014, 93 loss of propulsion incidents occurred of which 15 were directly related to fuel switching to meet the state’s regulations on sulphur limits in fuel. This equates to 0.17% of all ship movements. * Based on the California statistics, there is likely to be an average of a loss of power incidence in the English Channel every three days. There are around 60,000 vessels which move in and out of the entrance of the English Channel, the North Sea and English Channel ECA border annually, a loss of propulsion incident occurring from fuel switching to just 0.17% of these ships could translate to 102 incidents per year. Operators should ensure that not only are their systems suitably upgraded and maintained, but crew training to enhance the fuel changeover process and to minimise the risk of engine cut out is crucial. Experience in California has proved that crew training has minimised the risks and number of incidents.

ISSUE 04. 2015

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ECA SUPPLEMENT

Competitive Disadvantage

* Some operators choosing not to comply because of the low fines will have an unfair advantage over those who do comply. Poor enforcement will increase this competitive advantage. According to Alan Murphy, SeaIntel partner: “Our analysis shows that a 4,500 teu vessel sailing at 16 knots from the beginning of the English Channel to Hamburg will save EUR 12,000 (US $16,600) if it uses bunker fuel with a 1% sulphur content, instead of the mandated 0.1% sulphur content.” If some carriers choose to take on this risk and prefer to be fined rather than expend more on compliance options, the other companies will be at a much higher disadvantage. * Those who have committed to remaining within the permitted emission limits could effectively be punished. “Nobody wants to see a situation where those that have made the biggest commitment to the new regulation suffer the most damaging financial consequences”, according to European Community Shipowners’ Association (ECSA) head Patrick Verhoeven. * Those companies with plans for newbuilds will find it easier to comply than those who own older fleets where implementing compliance options can be more challenging. Technologies or fuel switching may prove more expensive on older ships than newbuilds, putting newer companies with younger ships at an immediate advantage. * Individual member states may provide incentives such as subsidiaries or lower port charges if ships choose to comply with sulphur regulations earlier than the mandatory date.

* Ship owners and operators must be aware that changes to the Bunker Delivery Note may be in force. Where technology is used to comply with regulations, as supposed to a low sulphur fuel, new text must be added to the Bunker Delivery Note.

Lubricant: Switching Plus Supply & Demand

Lubricant suppliers may also face challenges in supplying ship owners with the required lubricant quantity to meet demand. * Increasing pressure on marine lubricant providers will occur due to new fuels requiring new engine lubricants. * Lubricant switching is now needed much sooner with the new sulphur content of fuel. According to Iain White from ExxonMobil Marine Fuels and Lubricants, “If the time in the ECA can be measured in hours rather than days, it may be possible to avoid changing oil, but for longer periods the oil must be switched.”

* Whatever the compliance method, increased costs for ship adaptation will apply notwithstanding the price of fuel utilised. * If ship owners wish to continue to use HFO they will need to install scrubber abatement technologies to comply with permitted sulphur release content. Capital expenditure can run in to the millions. * Changing fuel due to rising prices also drives engine modifications because of the variations in viscosity and increased costs of compliance. * The separation of different fuels requires separate storage tanks, exacerbating cost and creating logistical difficulties. * The requirement for separation tanks for different fuels increases not only the technology itself but the installation, maintenance and logistical difficulties will significantly increase capital output. However, using a low sulphur fuel may provide cost efficient in the long run due to the fact that a lower sulphur fuel is kinder to the ship engine and may help to mitigate the impacts of a higher cost fuel.

Changes to Bunker Delivery Notes

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10 Vessel Adaptation Costs

ISSUE 04. 2015

WHO’S DOING WHAT SEA STAR LINE ORDERS TWO LNG-POWERED CONTAINERSHIPS Sea Star Line, a subsidiary of TOTE Inc, has ordered two liquefied natural gas (LNG) container ships in a move towards owning an LNG-powered fleet. The company has announced that the ship order aids Sea Star’s compliance efforts for upcoming 2015 Emission Control Area (ECA) regulations. The Hull 495, the first of the two 3,100 TEU ships, will be delivered in 2015 with the second one due for delivery in 2016. They will sail between Jacksonville and San Juan in Puerto Rico with monitoring of the ships’ energy efficiency to take place throughout. The Marlin-class ships, built by General Dynamics NASSCO in San Diego also contain MAN Diesel & Turbo’s first dualfuel slow speed engine for containerships.

TALLINK ORDERS LNG-POWERED FERRY AS Tallink Grupp has ordered a ‘New Generation’ LNG - powered car-passenger ferry for its Tallinn-Helsinki route. The Estonian shipper announced the order of the €230 million 2,800-capacity ferry, signing an agreement with Meyer Turku Oy. The ship, designed to comply with the 2015 sulphur regulations for operation in ECAs, boasts high-energy efficiency and recycling capabilities. The seventh Tallink ferry to come from Meyer Turku since 2002 is due for construction at the Turku shipyard in Finland and is expected for delivery in early 2017.

TOTE SIGNS LONG TERM BUNKER SUPPLY AGREEMENT FOR LNG CONTAINERSHIPS U.S.-based TOTE, Inc. has moved ahead with plans to supply two containerships with LNG from WesPac Midstream LLC and Pivotal LNG, Inc, having signed a definitive long-term agreement with the latter two companies. P i v o t a l L N G a n d We s P a c h a d announced last year their plans to build an LNG plant in Florida, along with

intentions to supply the two TOTE ships with LNG once construction of the facility was completed. Wespac says it has now purchased the land for the Florida plant, while the engineering and permitting process is ongoing. T h e fa c i l i t y i s ex p e c te d to b e operational by mid-2016.

BC FERRIES GIVEN GO-AHEAD FOR LNG CONVERSION Two of BC Ferries’ largest ships, Spirit of Vancouver Island and Spirit of British Columbia, are to be converted to dual fuel and to proceed with the mid-life upgrades of the ships. A saving of approximately US $8.16 million per year for the next 27 years has been estimated by making hull modifications and using LNG instead of marine diesel fuel. The Spirit of Vancouver Island’s LNG conversion and mid-life upgrade is planned from 2016 through to spring

2017 while the Spirit of British Columbia’s project is due to take place from 2017 to spring 2018. BC Ferries hope that by using LNG they will reduce their fuel costs by at least 50% when compared to the last fiscal year which amounted to US $111.8 million. BC Ferries have also announced they are building three dual-fuel intermediate class vessels for delivery in 2016 and 2017 with scheduled operation for the Southern Gulf Islands and the Powell River-Comox route.

BRITTANY FERRIES FAVOUR SCRUBBERS OVER LNG Brittany Ferries has stopped their plans to switch to LNG fuelling that included one newbuilding and the conversion of three existing ROpax ships. Scrubbers will now be installed on the three ships originally slated for conversion to LNG and, in the meantime, Brittany Ferries will allow itself time to study a replacement ship for its ferry Bretagne. The company still considers LNG to be

a viable economic and ecological option for the French maritime industry. The ferry company said that the conditions necessary to realise its LNG plans had not been met and that, two and a half months before the entry into force of the new emission regulations on 1 January 2015, all indications were that there would be no temporary exemption for ship owners undertaking an environmental transition plan.

PORT OF GOTHENBURG TO USE ‘SNIFFER’ TECHNOLOGY TO ENSURE 2015 ECA COMPLIANCE The Port of Gothenburg has been outfitted with new technology called a “sniffer” that is capable of detecting sulphur content in exhaust fumes, the port has announced. The small fridge-sized box will help the Swedish port in enforcing ECA ISSUE 04. 2015

compliance, which will limit sulphur content in marine fuel used in ECAs to 0.10 percent by weight beginning 1 January 2015. The technology, which has been installed in the port for the last few years in testing, was developed by researchers

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at the Chalmers University Technology with support from Vinnova, the Swedish Environmental Protection Agency and the Gothenburg Port Authority. The technology has so far measured more than 5,000 exhaust plumes in trials.

ECA SUPPLEMENT MAERSK LINE OPTS FOR ECA-READY VESSELS Maersk Line has tendered for ten newbuild feeder ships that will be ready for use in ECAs. The ships have been designed to run on lower sulphur fuel and are expected to cost as much as $550 million in total. They will consist of a series of 3,400 Twenty-foot Equivalent Unit (TEU) capacity ships and will be ice-class strengthened to operate in the Baltic Sea.

DFDS TO INSTALL SCRUBBERS WITH EU FUNDING The EU has awarded DFDS funding of DKK 47.2 million (US$8.6 million) towards the installation of scrubbers on five of the shipping company’s freighters that sail from Gothenburg to Ghent in Belgium and Immingham in England. DFDS has been testing scrubber systems on one of its freighters since 2009 and have stated that it will be investing up to DKK 750 million (US$137 million) in scrubbers for 21 ships.

TALLINK OPTS FOR LOWSULPHUR DISTILLATE FUEL OIL Estonian ferry operator AS Tallink Grupp (Tallink) has chosen to use lowsulphur distillate fuel oil despite saying it is the most expensive method against alternative methods of ECA compliance, such as using scrubbers. The company said scrubbers were also too expensive, but Vice-President Andres Hunt said that switching fuels was the more simple conversion method.

STENA RORO AB SIGNS DEALS FOR TWO SCRUBBERS Stena RoRo AB has signed a deal with CR Ocean Engineering, L.L.C. to install a pair of Open Loop exhaust gas cleaning systems (scrubbing systems) aboard the Stena Forerunner. The Stena Forerunner operates primarily in the European ECA where new low sulphur fuel regulations went into effect on 1 January 2015. The systems are expected to be installed in the first half of 2015.

OOCL UNVEILS ECA-RELATED FUEL SURCHARGE Orient Overseas Container Line has unveiled a per-container surcharge to offset assumed higher fuel costs to comply with stricter emissions regulations in effect from January 2015. Hong Kong-based OOCL said on Thursday it will levy a “low sulphur surcharge” from 1 January 2015, on

routes that cross ECAs. According to OOCL, a Europe-US Atlantic Coast/US Gulf Coast/Mexico route will now have a US$130 per 40foot container surcharge; Europe-US West Coast will be $220/container; and Europe-Canada will be $150/container, the company said.

TRANSFENNICA FITS SCRUBBERS ACROSS 50% OF FLEET Transfennica, a Dutch short-sea operator, has fitted nearly half of its fleet with scrubbers in preparation for the 1 January 2015 sulphur regulations for ECAs. The technology has so far been fitted to six ConRo ships within the fleet. The remaining seven will use ECA-compliant diesel as an alternative. Transfennica recently announced they would cease operating on the

Bilbao-Portsmouth-Zeebrugge route because of the imminent rising costs of transportation come 2015, a strategy that is being catalysed by increasing operational costs. However, they hope that the fleet retrofits will enable them to continue sailing this route at reasonable costs.

STENA LINE TO CONVERT FERRY FOR METHANOL FUEL USE Stena Line has announced it is to convert one of its ships to permit the use of methanol as its main driving fuel. Commencing in January 2015, the conversion will allow the ship to comply with the 1 January 2015 sulphur regulations, which permit a maximum of 0.1% sulphur emissions in ECAs. Previously Stena had undertaken

trials involving the use of methanol in the auxiliary engine to establish the possibility of a full conversion. If the conversion works well, Stena will look into converting other ships to run off methanol in addition to their expansion into LNG, scrubbers and electric propulsion technologies.

PORT METRO VANCOUVER UPDATES ECO-SHIPS INCENTIVE PROGRAM FOR ECAS Port Metro Vancouver has changed its incentive programme for eco-ships in light of the upcoming change to ECA sulphur limits. Effective 2015, keeping with 0.10 percent sulphur limits in marine fuel will no longer make ships eligible for reduced harbour rates. Required scores under environmental

designation programmes such as Rightship and Green Marine will also be higher than before. The Vancouver port is also one of two Canadian ports, along with the Prince Rupert Port Authority, that offers a rate reduction for the environmentallyfriendliness of ships.

ROYAL CARIBBEAN GIVEN TEMPORARY ECA EXEMPTION TO INSTALL SCRUBBERS Royal Caribbean Cruises Ltd. (RCL) has officially been given a temporary exemption on ECA sulphur limits by the U.S. Environmental Protection Agency (EPA) while the cruise line outfits a fleet of its ships with scrubbers. Under the rules set out by the exemption agreement, Royal Caribbean will

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expand its scrubber-installed fleet to 19 throughout 2015, which will include a range of ship sizes. The company announced earlier that it would be installing scrubbers on 13 of its cruise ships due to the limited availability of low-sulphur fuel.

ISSUE 04. 2015

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