Ship Efficiency Review - Issue #11 (November 2016) by Fathom Maritime Intelligence

ISSUE 11.2016

THE SMART SHIP ISSUE

What is the ‘Smart Ship’?

A Buyers Guide to Maritime VSAT

Ballast Water Management Special Focus

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CONTENTS CATCHING UP WITH COBHAM’S NEWLY APPOINTED SVP

Welcome From The Editor

News Round-Up

Who’s Doing What?

Feature Focus

What is the ‘Smart Ship’?

• Interview: Catching Up with Cobham’s Newly Appointed SVP • What is the ‘Smart Ship’? • The Future of Smart Operations: What Does The Industry Want?

11 15 15

Electronics & Software

Who’s Doing What?

• The News Bulletin • Supporting the Adoption of ‘Smart Shipping’ • Subscription-Based Fleet Performance Monitoring Tool Launched • Integrated Vessel Concepts Drive Onboard Energy Efficiency

Strategies –

Satcoms Special Focus • The News Bulletin • Shipping Companies ‘Need Practical First Steps’ Towards Cyber Security Onboard • Denmark Embarks On Autonomous Ships Exploration • Don’t Believe the Hype: a Buyer’s Guide To Maritime VSAT

Ship Design

The Last Word Blog

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on LinkedIn

• The News Bulletin • Modelling The Smart, Sustainable Ship Design of the Future • €6.2mil Research Project to Advance Ship Design Tools • Dismantling The Barriers to LNG Bunkering • Introducing The Next Generation of Feeder Vessels

@fathommaritime

22 23 25 25

26 27 27 29

Fuels & Emissions

• The News Bulletin • Titan Industry Coalition Demands IMO Action On Shipping Emissions • Ship Battery Tech Continues to Generate Great Interest • Small Data: Practical Ship Operational Performance

34 35 35 37

Environmental Technology Ballast Water Management Special Focus • The News Bulletin • Ship Registry Establishes Ballast Water Management Crack Team • Navigating BWMS Retrofitting • 3d Laser Scanning Eases BWMS Retrofitting Challenges • Finland Ratifies Ballast Water Management Convention • Ballast Treatment Tech Market Forecasted to Expand To $36bil By 2020 – 37

Power & Propulsion

• The News Bulletin • Digital Shaft Bearing Condition Monitoring Tech Launched • Digital, Cloud-Connected Tech Revolutionises Boiler Water Dosing • Cylinder Condition Monitoring Service Revitalised with Digital Tech

38 39 39 40 41 41

42 43 43 44

30 31

The Social Scene

32 32 33

The Last Word Blog

Published by

fathom

marine | energy | environment

Editor: Catherine Austin catherine@fathom-mi.com Assistant Editor: Fiona Macdonald fiona@fathom-mi.com

WELCOME FROM THE EDITOR As I put the finishing touches to this issue of Ship Efficiency Review, the Fathom Maritime Intelligence office is buzzing in preparation for Ship Efficiency: The Event 2016.

Graphic Design: Ben Watkins design@fathom-mi.com

This annual conference and exhibition is Fathom’s flagship event and for the 6th year running it will gather a wealth of industry experts to discuss, debate and examine the latest ship efficiency developments and issues.

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Fast forward from Ship Efficiency: The Event 2015, the drive for ship efficiency remains at full throttle and the industry has sailed further into the smart shipping era. ‘Autonomous’, ‘Integrated’ and ‘Connectivity’ are buzzwords being used with progressive frequency. Conference agendas are increasingly dominated by experts speaking on the topics of digital technology, cybersecurity and the crucial role of data. It’s a sign of the times. The industry is working to embrace digitalisation in order to keep up the pace with its transport cousins and indeed the world which it serves.

Subscriptions Manager: Mandy Harris info@fathom-mi.com Publisher registered address: 2 Gothic Place, Acre Passage, Windsor, SL4 1DT Subscription to this magazine is free. Subscribe online via: www.fathommaritimeintelligence.com Subscribe by phone: +44 (0) 1753 853 791 For content enquiries, email: editor@fathom-mi.com Twitter: @fathommaritime

Data is everywhere, it is hard to escape the word when attending events, product launches and when perusing the maritime trade media. Real-time data, automated data collection, data analysis and, you guessed it - BIG data. Optimising ship efficiency through the use of digital technologies that exploit data for smarter shipping is rapidly becoming the status quo for future proofing operations. Although the industry finds itself in the middle of a data boom, there are real challenges that ship owners and operators face with regards to collecting the right data, processing it the right way and analysing and applying it effectively. The more information that becomes actionable, the greater the industry is able to innovate for a smart future. I look forward to welcoming you to Issue 12.

Audited Circulation: 5,596

Catherine Austin Editor

©2016 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 via editor@fathom-mi.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.

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Ship Efficiency Review News Round-Up

NEWS ROUND-UP PORT OF LONDON TO OFFER FINANCIAL INCENTIVES TO CLEAN SHIPS The Port of London Authority is to offer discounts on port taxes for vessels that achieve an emission level rating of 30 or above as per the Environmental Shipping Index (ESI) scoring system. In doing this they hope to encourage ship owners to improve the efficiency of their vessels. The ESI takes into account emissions of pollutants such as nitrogen oxides (NOx), CO2 and sulphur oxides (SOx) in order to rank the environmental performance of ships and reward the ones that exceed current standards set by the International Maritime Organization (IMO). ∎

‘PAY AS YOU SAVE’ SCRUBBER DEAL SIGNED UK ship owner and operator Union Maritime (UML) has signed a unique agreement with Pacific Green Technologies Marine (PGTM) to pay for an exhaust gas cleaning system (EGCS) through the cost savings achieved from not having to switch to low sulphur fuel. The chemical tanker Westminster will receive the USD 1.9 million ENVI Marine scrubber free of charge initially. UML will then operate the vessel for a minimum of 145 days a year in a sulphur oxides (SOx) Emission Control Area (ECA) burning heavy fuel oil (HFO) instead of low-sulphur fuel to meet the International Maritime Organization (IMO) 0.1% permitted sulphur content requirements. By using HFO with the scrubber, instead of switching to low-sulphur fuel, UML will save approximately USD 2,700 per day when operating in the SOx ECA. The scrubber will then be purchased through the fuel cost savings that the scrubber generates until PGTM receives the full price of the scrubber. The scrubber will be delivered to the ship in the first quarter of 2017. ∎

NEW BIOCIDE-FREE PREMIUM ANTIFOULING RANGE LAUNCHED AkzoNobel has launched a brand new range of biocide-free premium antifoulings. The Intersleek 1000 range uses Lanion technology that is made from natural and renewable sources from plants that deliver no harm to the environment. Up to 6% savings on fuel and CO2 can be achieved from the use of products in this new range, say the company. This antifouling product is smoother than others previously developed say International. It is also eligible for inclusion in AkzoNobel’s carbon credits initiative that rewards ship owners for reducing their carbon emissions. www.fathommaritimeintelligence.com

In-service trials have shown that Intersleek 1000 has the potential to generate 1,500 carbon credits, the equivalent of 1,500 tonnes of CO 2 based on a 6% fuel saving that was verified by RINA Services and the Gold Standard Foundation. ∎

Ship Efficiency Review News Round-Up

NEWS ROUND-UP

HYDROGEL’S BARNACLE REPELLING POTENTIAL TESTED An associate professor at the Massachusetts Institute of Technology (MIT) is exploring the use of hydrogels to reduce the attachment of barnacles to the hulls of ships. Hydrogels can absorb water and hold onto it like a gel, creating a slippery surface that prevents barnacles from sticking to metal. The MIT research focusses on keeping these hydrogels soft, wet and securely fastened to ship hulls. Trials have been conducted on the use of a chemical bonding agent called benzophenone to fuse hydrogels

PANAMA ACCEDES TO THE BALLAST WATER MANAGEMENT CONVENTION Panama has become the latest member State to accede to the International Convention for the Control and Management of Ships’ Ballast Water and Sediment (Ballast Water Management Convention), bringing the total tonnage of global shipping covered by the treaty to 53.28%, with 53 Contracting Parties. Jorge Barakat Pitty, Minister of Maritime Affairs of Panama, presented the Panama’s instrument of accession to the Ballast Water Management Convention to IMO Secretary General Lim on October 19, 2016. Panama is the largest flag State globally in terms of tonnage, with 18.02% of world merchant shipping tonnage.∎

with elastomers that are stretchy, durable and impervious to water. This has resulted in a sticky, water-trapping barrier that keeps hydrogels robust enough to potentially withstand the harsh hull conditions of a ship at sea. The hybrid also has potential as a circuit for transporting ions, which are electrically charged molecules. These natural circuits could be used to detect the presence of barnacles on a hull. Once the crustaceans are identified, a specially designed hydrogel could pump barnacle-repelling enzymes via grooves etched into the elastomer. ∎

VOLKSWAGEN GROUP COMMITS TO USING LNG-POWERED SHIPS

Volkswagen Group has become one of world’s first car manufacturers to commit to using liquefied natural gas (LNG)-powered ships between Europe and North America. LNG-powered ships will replace two of nine heavy fuel oil (HFO)-powered freighters used by the company from 2019 onwards. These freighters are used exclusively by the Volkswagen Group in a round trip scheme across the North Atlantic serving the markets of Canada, the USA, Mexico and Europe. The contract partner for the LNGpowered ships is SIEM Car Carriers A/S. ∎

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Ship Efficiency Review News Round-Up

NEWS ROUND-UP JOTUN AND DNV GL PARTNER UP TO RAISE AWARENESS ON HULL PERFORMANCE STANDARD Jotun Hull Performance Solutions (HPS) and DNV GL have joined forces to raise awareness of the new ISO 19030 ‘Hull Performance’ standard that is to be published in November. The new hull performance standard hopes to measure the solutions for improving ship and hull performance, prescribing measurement methodology and defining performance indicators for hull and propeller maintenance, repair and retrofitting activities. The duo has kicked off a worldwide series of seminars, the first having been held in Bergen in early October. This inaugural seminar examined the development of the standard and how diminished hull and propeller performance can decrease efficiency and increase energy costs. A Jotun HPS Analyst stated at the seminar that poor hull and propeller performance can account for 10% of the world fleet energy costs, approximately USD 20 billion. ∎

CHILE ACCEDES TO ANTIFOULING SYSTEMS CONVENTION

Chile has acceded to the 2001 International Convention on the Control of Harmful Antifouling Systems on Ships (AFS). The Chilean Ambassador to the United Kingdom, H.E. Rolando Drago Rodríguez met the Secretary-General of the International Maritime Organization (IMO), Kitack Lim, on October 6 to carry out the instrument of accession. The AFS Convention prohibits the use of the organotins chemical in anti-fouling paints used on ships. These organitins have been previously found to cause deformations and persist in water and sediments, killing sea life and organisms that are not attached to the hulls of ships and entering the food chain and causing genetic diseases. The Convention also establishes a mechanism to prevent the potential future use of other harmful substances in antifouling systems.∎ www.fathommaritimeintelligence.com

SIX GLOBAL PORTS JOIN FORCES TO PROMOTE LNG BUNKERING A Memorandum of Understanding (MoU) has been signed by the maritime and port authorities of Antwerp, Japan, Rotterdam, Singapore, South Korea, and Zeebrugge in order to facilitate the production and uptake of liquefied natural gas (LNG). The MoU is designed to solve some of the problems associated with LNG uptake, such as the lack of infrastructure required to actually develop the fuel. At the current time LNG bunkering is often limited to European ports, but according to Nam Jae-Hun, South Korea’s Ministry of Oceans and Fisheries (MOF), from 2020 LNG bunkering is expected to strengthen worldwide. Under the MoU agreement, port representatives will meet annually to discuss the development of LNG bunkering and how it can be furthered introduced and networked throughout the globe. The MoU was signed at the 19th Singapore International Bunkering Conference and Exhibition (SIBCON), held between 4 to 7 October 2016. ∎

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Ship Efficiency Review Who’s Doing What

WHO’S

DOING WHAT? D’AMICO ADDS TRIO OF ECO SHIPS TO ITS FLEET D’Amico International Shipping has taken delivery of the first of three new ecoships, all of which will benefit from reduced fuel consumption, less emissions and better environmental performance. The tankers are being built at the Hyundai Vinashin Shipyard in Vietnam, with the Cielo di Salerno having been delivered on October 21, 2016. Cielo di Salerno is a handysize tanker. The other two vessels that will be delivered in November 2016 and early 2017 are the medium-range tankers that have been named High Wind and High Challenge, The order for the three ships totalled USD 104 million.

CARNIVAL CORPORATION COMMIT TO EXPANDING LNG-POWERED CRUISE FLEET Carnival Corporation has signed a memorandum of agreement with Meyer Werft and Meyer Turku for the construction of three more next-generation, LNG-powered cruise ships. Two of the ships will operate for Carnival Cruise Line, under the Costa Cruises and AIDA brands, while the other will operate under P&O Cruises. Delivery of the three ships isis expected in 2020 and 2022. The new ships will be part of Carnival Corporation’s next-generation “green cruising” ship design and will be part of the first generation of cruise ships to be fully powered by LNG. In total, Carnival is building seven LNG-powered cruise ships across four of its total ten global cruise brands, with the first of these ships expected to be in operation in 2019.

STENA LINE SELECT CAT MAK 12 M 43 C PROPULSION ENGINESTO POWER FOUR FERRIES Caterpillar Marine’s Cat power solutions have been selected to power four 3100 LM RoPax Ferries for Stena Line. Each ferry will be equipped with two MaK 12 M 43 C propulsion engines. In addition to the engines and required gear boxes, Caterpillar will be supplying two MPP1500F controllable pitch propellers and two MPP1410F controllable pitch propellers. These propellers have the unique ability to be put in full feathering position, enabling the vessel to operate with only one propeller in certain modes. This improves vessel flexibility and reduces operating costs while at the same time increases safety on board the vessel. The feathering is a fully automated function. The ferries will be constructed at AVIC Weihai SY with Deltamarin as the design house. www.fathommaritimeintelligence.com

VIRGIN VOYAGES CHOOSE WASTE HEAT TECH FOR NEW CRUISE SHIPS The cruise line recently launched by Sir Richard Branson will be the first to adopt the Climeon Ocean technology that transforms low-grade energy into clean electricity. The technology converts “cold” heat to electricity and is expected to save approximately 5,400 tonnes of CO2 annually per ship. All three cruise ships currently being by Fincantieri built for Virgin Voyages will host the technology. Virgin Voyages’ first ship will arrive at the Port of Miami in 2020.

RCCL INVESTS IN FUEL CELL TECH FOR NEW CLASS OF CRUISE SHIPS Royal Caribbean Cruises Ltd (RCCL) plan to power their new “Icon” class of ships with alternative fuels – namely hydrogen fuel-cell technology and liquefied natural gas (LNG). The application of fuel cell technology onboard these cruise ships will make RCCL a pioneer. Their choice of LNG to power their ships will also position them as the second cruise line to order ships that are LNG fuel-ready, behind competitors Carnival Corporation. The use of fuel cells by RCCL is not solely limited to the new Icon class. The cruise line will in fact begin testing fuel cell technology onboard an existing Oasis class ship in 2017. RCCL has signed a memorandum of understanding with the Meyer Turku shipyard in Finland to build the ships. They are scheduled to be delivered in 2022 and 2024.

Ship Efficiency Review Who’s Doing What

WHO’S

DOING WHAT? TPI MEGALINE EQUIPS MEGA CARAVAN VESSEL WITH ABB OCTOPUS SOFTWARE Korean heavy lift company, TPI Megaline has chosen to use ABB’s predictive OCTOPUS marine software to improve the safety and efficiency of operations of one on their mega caravan vessels. The software allows both the ship owner and cargo owner to use realtime tracking of the vessel motions from any location in the world thanks to three-sensor motion measurement that beam real time information to the shore. The ship’s journey can also be monitored via ABB’s Fleet Portal.

PRITCHARD-GORDON TANKERS TO RETROFIT CHEMICAL TANKERS WITH ERMA FIRST BWMS Four chemical tankers will be retrofitted with the ERMA FIRST FIT 400m3/h ballast water management system (BWMS). The contract includes a full engineering package, consisting of 3D laser scanning and an engineering study. ERMA FIRST FIT BWMS is modular system that uses electrolysis, a high-end backwash filter and an electrolytic cell to treat ballast water. The first installations are scheduled for the next few years and the final delivery will be in 2020.

VG-SHIPPING TO EQUIP ECOCOASTERS WITH ACO MARINE WASTEWATER SOLUTIONS Two state-of-the-art EcoCoasters being built for VG Shipping at the Dutch shipyard Royal Bodewes will feature MEPC.227(64)-compliant Clarimar MF-1 wastewater treatment plants. Both 4700 DWT EcoCoasters Eeva VG and Mirva VG will feature the technology. These vessels are due to be delivered this autumn to VG-Shipping, the ship management arm of the Meriaura Group. The compact systems supplied each have a wet weight of 1640kg. The new EcoCoasters have been designed by Foreship and Aker Arctic, they are being built to Bureau Veritas’ CLEANSHIP notation. Hull form and machinery have been optimised for slow steaming at 9kts, with each vessel powered by a single ABC 8DZC main engine running on MGO or biofuel. Fuel consumption is almost halved compared to other dry cargo vessels of this size and class.

MAERSK ESTABLISHES BIG DATA VESSEL TRACKING SERVICE

DFDS FINALISES ORDER FOR ECO-EFFICIENT ROROS

Under a two-year agreement BigOceanData will deliver vessel tracking services for Maersk Line vessels. They will initially start with the use of fused satellite and terrestrial data feeds to provide consistent position reports. Maersk will then use this data to optimise its feet performance. The two-year agreement aims to provide Maersk Line and BigOceanData with a secure two-way exchange of data.

DFDS has ordered two newbuild RoRo ships that will be built to a larger size in order to decrease unit costs, reduce the environmental impact per transported unit and comply with the latest Energy Efficiency Design Index (EEDI) standards. Both ships will feature scrubbers to remove sulphur oxides (SOx) and ballast water management systems (BWMS) as well as a myriad of other energy efficiency technologies. The two ships will be built by Jinling Shipyard in China for delivery in early 2019. www.fathommaritimeintelligence.com

SHIP

SHIP TRAFFIC CONTROL info@transas.com

FLEET OPERATIONS

ACADEMY www.transas.com

Ship Efficiency Review Feature Focus

INTERVIEW: CATCHING UP WITH COBHAM’S NEWLY APPOINTED SVP

SHIP EFFICIENCY REVIEW’S ASSISTANT EDITOR, FIONA MADONALD GRASPED THE OPPORTUNITY TO CATCH UP WITH CASPER JENSEN, THE NEWLY APPOINTED SVP OF RADIO AND SATELLITE COMMUNICATIONS GIANT COBHAM SATCOM, TO GAIN INSIGHT INTO HIS VISION AND VIEWS ON THE FUTURE OF SATELLITE COMMUNICATIONS. How Well do you Understand the Needs of the Maritime Sector?

Do you See Regulation as a Key Driver of Future Opportunities for Cobham?

In that part of our portfolio, yes. Opportunities are on the horizon and we have a key role in defining and overcoming the challenges for the next generation of shipping operations. Cobham believes that future navigation and communication products will be getting closer and closer together and are partaking in IMO working groups to bring satellite You Have Only Recently Stepped into the Leadership Role of Senior Vice President.What Do communications, radio communications and navigation together. Another one of the key drivers is the ever increasing demand You See asThe Opportunities, And Challenges to for connectivity. Although we are seeing tough market conditions Your New Role? in certain markets, there is a bright future for IP connectivity. Despite the significant downturn in the oil and gas markets, Customers have bought into L-band solutions which has been more or less the de facto standard in the maritime market, but low freight rates and overcapacity, especially within the are now seeing what limits they can get away with IP delivery. container market, there are a number of opportunities on the horizon within the maritime communications sphere. Why HasThere Been a MoveTowards Ka and Ku Many of the products in our portfolio are actually driven Bands in the Past FewYears? by SOLAS mandatory requirements. Over the past years we have invested in products such as the handheld SAILOR Yes, we are in the middle of a technology shift toward high throughput satellites. Ku-band VSAT is readily 3965 UHF Fire Fighter portable radio to meet the SOLAS available and we are experiencing huge growth in new firefighting operations requirements coming into force in 2018 for vessels built after July 2014. We estimate 250,000- Ka band capacity. The cost per MB has reduced in recent 300,000 radios will be required by the fleet before this date. years, enabling more use of connectivity on board Maritime is close to my heart having spent many of my 17 years at Cobham within the maritime business unit. We have real appreciation at Cobham about the specialist needs of the sector.

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Ship Efficiency Review Feature Focus

Despite this, L-band is here to stay because it is more resilient towards weather and environmental impacts and will enable smaller fit terminals. It is ideal as a secondary system for VSAT and more than capable of meeting the connectivity needs of small vessels and yachts.

What Have Been the Main Factors of Change in the Past FewYears? For maritime, mobility is key. Within the last five to six years the satellite constellation has been booming, especially with capacity from new high throughput satellites like GX, Thor 7 and EpicNG. This has created a lot of bandwidth for maritime users, which is being leveraged by smart operators to make shipping more economic and profitable.

CASPER JENSEN SVP - Cobham Satcom

it’s more a question of utilising the capacity available as opposed to just using HTS. Why Should Ship Operators Move to Using HighThroughput Regardless of the delivery channel, higher bandwidth opens up a wide range of new IP applications. In order to optimise the ship, you can train the crew on a remote Satellite Services? Overall, they will see benefits, but it’s important to remember that high bandwidth is available on standard ‘widebeam’ VSAT services also, so

satellite link or carry out remote engineering in order to troubleshoot if an issue arises. Faster broadband can be used to analyse and optimise operations. Satcom becomes a contributor of value, not a cost. Putting this into perspective, looking at the overall spend to an operator on a day-to-day basis, satellite communication is only a small percentage, but they are able to gain a lot of additional value by using it in a smart way. Continues Overleaf... www.fathommaritimeintelligence.com

Ship Efficiency Review Feature Focus

Where do you see the Role of Cobham in the Era of the ‘Smart Ship’? Our contribution is on the hardware side providing the IP pipe and then we are partaking in strategic discussions of how we can move with this. I see the smart ship as a visionary direction, but we need to bring it down to earth (so to speak) so people can understand that satellite communication is not just for the high end use; it can be used by everyone. This is the start in the strategic direction that stakeholders need to take to create opportunities and avenues to smart ships and shipping.

You Recently Released the Sailor 60 GX System. How is this Particular Product Unique Within the Market? The release of this product was in response to the big trends in the market. The size, weight and performance of SAILOR 60 GX means that more vessels can choose high-speed maritime broadband. It provides a strong link to the satellite throughout the footprint. Previously, smaller antennas (generally fitted on smaller vessels) wouldn’t perform so well on the outer edges of coverage, but because of the spot beam configuration of the Fleet Xpress service, smaller antennas can operate effectively throughout the footprint, as long as they are designed with high performance radio technology like the SAILOR 60 GX. This product is built to withstand the toughest sea conditions and does so with a particularly light weight, which is key for on board installation. If an antenna is below 40 kilos it is less costly and easier to install. At the moment it is the lightest, most reliable Ka and Ku band (with the SAILOR 600 VSAT Ka model) capable system on the market that has been developed without jeopardising high performance.

What R&D Considerations go into Developing Such Products? Research that contributes to reducing total cost of ownership is key. Weight is not the only parameter to reduce the total cost of ownership. Performance is a high contributor – the better the performance on the satellite link the more dollars are saved on the network. Therefore, high performance on radio components is essential to attaining a better total cost of ownership. Our unique in-house vessel motion simulator helps us to achieve class-leading performance across all antenna types and size.

What are the Short and Long-Term Visions of BothYourself and of Cobham? I see growth in the IP connectivity arena. Today we are developing antenna systems for all frequencies and all bands but this is set against huge economic pressure on the industry. Therefore, while customers are stepping into Ka and Ku bands, they are keeping L-band alongside. They are now seeing

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what L-band can do as a primary addition. This is something we are really focussed on and where we see a significant growth opportunity in years to come. Also, despite Ka and Ku bands becoming more attractive, L-band capacity is still growing. Cobham sees an opportunity in the freed up L-band capacity in existing constellations to enter into new markets that have not been using satellite communications before. Furthermore, we have seen more and more activities in UAV and drones, which I have high expectations for in the years to come. It is still in the very early days for Cobham in this arena, products are under development and are being prototyped and tested, and will start to develop further later this year.

What is your Vision for the Future of More Niche Markets? Well, we can expect to see the same movement as in the commercial market but we cannot be too sure how fast it will grow. So far the commercial market has utilised L-Band traditionally, but with Ka and Ku band becoming more available for a wider group of users, there has been significant migration, based on the need for more bandwidth. I see a repeat of this within niche markets such as the fishing industry but this will take more time. It would require close collaboration between hardware manufacturers and satellite operators to further optimise antennas and hardware to operate on the satellite networks in a more efficient way, using smaller hardware.

How About the Role of Satellite Communications in Crew Welfare? Have You Seen a Move Towards Such Technologies to Enhance Crew Members’ Welfare and Quality of Life on Board? Yes, but it runs in cycles. When the market is bright, crew welfare is one of the main drivers but when there is a downturn crew welfare is downplayed, although it is always an underlying concern. In order to attract the right skilled crew members, you need a connectivity solution that offers what they need. Younger and middle-aged members depend on their smart phones and they would like to send and receive emails to stay connected with their families and relatives.

Are Satellite Operators Providing Enough Education to The Market? Yes, there is a lot, but it’s important for ship operators to open up and say how they have used the technology and how and where savings have been achieved, or where the efficiency has been improved.∎

ENHANCE YOUR BUSINESS VIA RE MOTE MON ITORI NG WE MAKE DATA WORK

REDUCE YOUR OPERATIONAL COSTS BY: PRE SERVICE WARNINGS PRO ACTIVE VSAT MONITORING PRE-ATP DATA AVAILABLE THROUGH CUSTOMER PORTAL

www.radioholland.com connectivity@rhmarinegroup.com

Ship Efficiency Review Feature Focus

WHAT IS THE ‘SMART SHIP’? By Fiona Macdonald, Assistant Editor

Smart cars, smart ships, smart phones, smart motorways, we have all become used to throwing around the term so casually that defining a ‘smart’ anything is far from straightforward. In the 21st Century where connectivity and digitalisation are driving everyday functions, it seems that the term ‘smart’ defines the ability to unlock information and use it in a way to make faster and more informed, ‘smarter’ decisions. Shipping operations can be made smarter through generating more data and applying that data to gain more insight into what is really happening onboard a ship. Smart shipping represents a digital connection to the outside world, to other ships, to onshore facilities and to onboard equipment, giving feedback in real-time on the operation of equipment in order to make quick decisions to improve operability and long-term efficiency. Smart ships are intelligent ships. They operate with every detail of their environment, their parameters, purpose, needs, components and machinery in mind, in order to make decisions that will enhance safer, faster, more efficient operations. In this feature, by asking ‘what is the smart ship’ I examine what top ten components might make up the smart ship.

Condition Monitoring

A major component of predictive maintenance and therefore smart shipping, condition monitoring is essential to establish significant changes prior to a fault or failure that could result in unwanted inefficiencies. Condition monitoring can provide the key to ship automation and smart maintenance. Rather than carrying out maintenance intervals because they are scheduled, condition monitoring makes predictions based on data trends and analyses and coordinates the ship’s operational schedule with needed maintenance. Collecting data, analysing data and using it to schedule work only when it is required and thereby moving away from fixed maintenance intervals, is a smarter way to operate.

Continuous Emissions Monitoring

The continuous monitoring of scrubbers and selective catalytic reduction systems can provide real-time digital continuous feedback on emissions and system function. Where a system is not performing to its maximum efficiency, automatic adjustment by the system or manual adjustment via a digital display onboard the ship can immediately modify its operation to achieve higher efficiencies.

Automated Ballast Water Treatment Systems

A ballast water treatment system (BWTS) should not only automatically adjust itself to provide treatment at the rate and level required for the environment and water flow it is Smart Sensors dealing with, but should also have To make condition monitoring even smarter, smart sensors can be used. These the ability to provide feedback to are installed on vessels and sift through large amounts of data in order to the bridge in order to remove the streamline information. The selected information then gets passed onto intervention of crew. Crew should specialists in order to closely monitor critical components. Real-time feedback on only need to start and stop the the condition of components is given so that maintenance can be prioritised. In ballast operations, while operational today’s cloud-based world, this information can be stored and distributed as feedback should be automatically required for future and further use and analysis. generated. www.fathommaritimeintelligence.com

Using smart technology to make smart decisions

Satellite Communications

Satellite communications facilitate the real-time transfer of data between ship and shore. While internet can increase crew welfare, it can also act as a training tool, giving onboard staff then chance to train while they work. Online and e-learning tools are increasing but at sea can be limited. Connecting crew with home, with onshore staff, and with virtual teachers is essential to providing happier and motivated crew, while continuously increasing their education to maximise knowledge, which in turn drives efficient operations.

Cybersecurity Management

While data sharing and access is of great benefit to the industry, it is also unlocking a plethora of opportunities for cyber hackers. Managing risks on the smart ship requires smart security. Navigational systems and communication networks are the most vulnerable, and although hacking will always be a risk because data is always accessible when online, a smart ship needs smart staff that not only understand the risks but are also educated in awareness of cyber security management.

www.baesystems.com

Weather Monitoring

Smart shipping also means obtaining the most upto-date and real-time analytics on weather. Instead of software that provides warning on bad weather and leaving the operators to re-route, smart weather technology informs of the weather conditions and gives regular updates, making optimised route suggestions, tailored to the purpose of that particular ship. Automatic data transmissions without crew involvement also saves time and reduces the risk of human error. Continues Overleaf...

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Ship Efficiency Review Feature Focus

Propulsion Monitoring

Smart propulsion represents the monitoring and reducing the number of propeller vibrations to eliminate environmental impact and provide better comfort for passengers. Ultra-sensitive monitoring to determine minute changes in vibrations using acoustic fibres can be done and by providing a digital output, such as via a smart torque meter, the condition of the propeller and surrounding components can be assessed.

Smart Bridge Technology

A smart bridge is required to run a smart ship. An integrated bridge system combines all systems to centrally monitor various operations onboard and sends off alarms where a system is reducing its efficiency, but needs to ensure that if one system fails, the others are not affected. A smart bridge recognises individuals when they walk into the bridge and can adjust its setting to their preferences. Not only do smart workstations such

as this save crew time, but it makes operations safer and more efficient as officers are able to work with a system that has been designed specifically with their needs in mind. In addition, a smart bridge displays all the surroundings of the vessel, picking up on potential hazards that may be naked to the human eye and reporting them immediately.

Nanotechnology and Big Data

Using nanotechnology to gain deeper insight into operations is smart. Big data is moving forward as the smart ship concept expands, but what about taking this to the next level and using nanotechnology to acquire further data? For example, using acceleration gauges can measure how a hull behaves under different oceanic conditions and make a proposal based on the parameters of the vessel and the information feedback. Reports based on every aspect of the ship’s performance, encounters and operation may revolutionise the way a ship is designed and operated in the future. ∎

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 www.fathommaritimeintelligence.com

PURCHASE THIS PUBLICATION NOW VIA WWW.FATHOMSHIPPING.COM

Ship Efficiency Review Feature Focus

THE FUTURE OF SMART THE FUTURE OF SMART SHIPPING OPERATIONS SHIPPING OPERATIONS WHAT DOES THE WHAT DOES THE INDUSTRY WANT?

INDUSTRY WANT? By Alison Jarabo, Managing Director, Fathom Maritime Intelligence

By Alison Jarabo, Managing Director, Fathom Maritime Intelligence

There is no doubt in the industry that smart shipping will be the future of maritime operations and as the industry steams into what is being called the ‘smart’ or ‘digital’ era, the There issector no doubt in the with industry that smart shipping will be the future ofand maritime operations is awash forward-thinking technologies, solutions concepts. and as the industry steams into what is being called the ‘smart’ or ‘digital’ era, the sector is awash with forward-thinking technologies, solutions and concepts.

of smart shipping and examine how operational This coupled with the extraordinary advances in satellite communications during the past decade responsibility might be distributed between the This coupled with the extraordinary advances in satellite communications during the past decade mean that a myriad of mean that a have myriad of new has opened ship and the shore. new solutions opened up tosolutions the industry. upHowever, to the industry. a ‘solution’ is only a solution if it actually solves a problem, if it actually improves a process and if it actually makes the operating chain more effective. Therefore, Review, in partnership with the maritime technology Automation, not Administration However, a ‘solution’ is only a solution if it Ship Efficiency company Transas, decided to find out what the industry actually needs, and what it wants. actually solves a problem, if it actually improves a When examining the survey results, it is The Future of Ship Operations Global Survey*, carried out earlier this year, ascertained what stakeholders in the process and if it actually makes the operating chain clear that paperwork for crews is one of maritime industry believe would actually aid improved safety, enhanced operational management and enriched more effective. Therefore, Ship Efficiency Review, the dominating issues that needs to be collaboration. addressed. The industry needs electronic in Importantly partnership with the maritime technology they survey’s mission was to uncover the perceived challenges to the adoption of smart shipping and examine how operational responsibility be distributed between theof ship and the shore. recording information and automated reporting company Transas, decided to find might out what the to become the norm. industry actually needs, and what it wants. Whilst this might seem simple, it would The Future of Ship Operations Global Survey*, Automation, not Administration require changes in legislation in some instances. carriedexamining out earlier year,results, ascertained what When thethis survey it is clear that paperwork for crews is one of the dominating issues that Regulatory reporting is felt to be the single most stakeholders in the maritime industry believe needs to be addressed. The industry needs electronic recording of information and automated reporting to become the norm. important requirement that, if automated, would would actually aid improved safety, enhanced Whilst this might seem simple, it would require changes in legislation in some instances. Regulatory reporting operational management and enriched reduce the administrative burden on the crews. is felt to be the single most important requirement that, if automated, would reduce the administrative burden With this move to greater automation, it is collaboration. on the crews. have the ICT required With Importantly they survey’s mission itwas to this move to greater automation, is important thatimportant crews havethat the crews ICT skills required and skills training support. uncover the perceived challenges to the adoption and training support. WHICH OF THE FOLLOWING DO YOU BELIEVE THAT THE SEAFARERS OF TOMORROW WILL REQUIRE? 86%

Reduced Paperwork 71 %

Integrated Automated Technical Solutions Improved ICT Training and Skills

67 %

Shore-Based Engineering Support

66 % 52 %

De-Criminalisation of the Seafarer

44 %

Shore-Based Navigation Support Others

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Ship Efficiency Review Feature Focus

WHICH PROCESSES, IF EITHER AUTOMATED OR CARRIED OUT BY SHORE-BASED PERSONNEL, COULD POSITIVELY IMPACT THE ADMINISTRATIVE BURDEN ON CREW WITHOUT AFFECTING THE SAFETY OF OPERATIONS?

Ship Efficiency Review Feature Focus

WHICH PROCESSES, IF EITHER AUTOMATED OR CARRIED OUT Reporting BY Regulatory SHORE-BASED PERSONNEL, COULD POSITIVELY IMPACT THE ADMINISTRATIVE BURDEN ON CREW WITHOUT AFFECTING THE Company Reporting (e g noon reports) SAFETY OF OPERATIONS? Port State Entry Requirements Regulatory Reporting Environmental Reporting Company Reporting (e g noon reports) Mandated Port Entry Requirement Information Port State Entry Requirements Commercial Port Call Management Requirements (e g pilot requests) Environmental Reporting Fuelling and Bunker Processes Mandated Port Entry Requirement Information Other Commercial Port Call Management Requirements (e g pilot requests)

75 % 63 % 61 %

75 % 57 % 63 % 57 % 61 % 48 % 57 % 40 % 57 %

10 %

48 %

Smart Data Use, Not More Data Creation Fuelling and Bunker Processes 40 % A ship today already hosts an array of sensors and data collection methods. Only a fraction of the data available Smart DataTherefore, Use, Not More Data Creation is everOther used. rather than create more data, it is important to consider what 10 % is already in place on the A ship today already hosts an array of sensors One key could be that data is shared in real-time vessel and see if it could be used more effectively. One key could be that data shared in real-time so that the shorethe as shore well asas the shipascan together and data collection Only a fraction so that well theview shipitcan view and it at Smart Data Use, Not methods. MoreisData Creation all times. of the data available is ever used. Therefore, together and at all times. A ship today already hosts an array of sensors and data collection methods. Only a fraction of the data available appeared to be an appetite for thismore with data, both improved safetytoand operational efficiency and coston the is There ever used. Therefore, rather thanitcreate consider what already for in place rather than create more data, is important to it is important There appeared to be an is appetite this with management benefits felt to be apparent. vessel and see if it could be used more effectively.

consider what is already in place on the vessel both improved safety and operational efficiency and One key could be FOLLOWING that data is shared real-timeCOULD so thatPOSITIVELY the shore as well as the ship can view it together and at YOUin BELIEVE andWHICH see ifOFit THE could be used DO more effectively. cost management benefits felt to be apparent. all times. IMPACT OPERATIONAL EFFICIENCY AND IMPROVE COST There appeared to be an WERE appetite for this with both TIME improved safety and operational efficiency and cost MANAGEMENT IF THEY AVAILABLE IN REAL management benefits felt to be apparent. TO SHORE BASED OPERATIONS? WHICH OF THE FOLLOWING DO YOU BELIEVE COULD POSITIVELY Fuel Consumption IMPACT OPERATIONAL EFFICIENCY AND IMPROVE COST MANAGEMENT IF THEY WERE AVAILABLE IN REAL TIME Engine Performance TO SHORE BASED OPERATIONS? Voyage Planning Fuel Consumption Weatherand Forecast Data Engine Performance Loading Plans Voyage Planning Real Time ECDIS Data Weatherand Forecast Data Ship Stability Loading Plans Crew Lists Real Time ECDIS Data Passenger Lists Ship Stability Radar Overlays Crew Lists Other Passenger Lists Radar Overlays Other

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83 % 82 %

44 % 41 %

22 % 12 % 8%

38 % 44 %

71 % 83 % 68 % 82 % 71 % 68 %

41 % 38 %

22 % 5% 12 % 8% 5%

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Ship Efficiency Review Feature Focus

20 45

WHICHOF OFTHE THEFOLLOWING FOLLOWINGDO DOYOU YOUBELIEVE BELIEVECOULD COULDPOSITIVELY POSITIVELY WHICH IMPACTSAFETY OPERATIONAL AND IMPROVE COST IMPACT IF THEYEFFICIENCY WERE AVAILABLE IN REAL-TIME MANAGEMENT IF THEY WERE AVAILABLE IN REAL TIME FOR SHIP‑TO‑SHORE INFORMATION EXCHANGE? TO SHORE BASED OPERATIONS? Fuel Consumption Weather and Forecast Data . . . . . . . . . . . . . . . . . . . . . . . . .

71 % 83 %

Engine Performance Real Time ECDIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . .

65 % 82 %

Voyage Planning Ship Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62 %71 %

Weatherand Forecast Voyage Planning Data .Data . . . . . . . . . . . . . . . . . . . . . . . . . . .

60 %68 %

Loading Plans Engine Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . .

44 %58 %

Real Time Data Bridge AlertECDIS Management System . . . . . . . . . . . . . . . . . . . . .

4148 % %

Ship Stability Loading Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38 % 42 %

CrewTime ListsRadar Overlays . . . . . . . . . . . . . . . . . . . . . . . . . . Real

22 % 38 %

Passenger Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Consumption

12 %

Radar Overlays Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8% 9 %

Other

36 %

Share and Support, Not Replace Survey respondents overwhelmingly expressed This would suggest that whilst the shore Share and Support, Not Replace that it would be helpful to have shared might be placed to support and input, Survey respondents overwhelmingly expressed that it would be helpful to have shared operational responsibility between shipresponsibility and shore with between the majority believing be at all times. Although there was then ashould operational ship and this should respondents held the opinion that control disconnect in whether the crew would accept this with the majority believe they would only accept shore based shore with the majority believing this should remain with the vessel itself. operational decisions in certain circumstances. be at all times. Although there was then a The era of autonomous vessels is certainly not This would suggest that whilst the shore might be placed to support and input, respondents held the opinion disconnect in whether would accept imminently upon us, therefore it is important in that control should remain the withcrew the vessel itself. this the majority believe they would only the upon meantime to support and empower crews Thewith era of autonomous vessels is certainly not imminently us, therefore it is important in the meantime to support and empower crews to have better safety operational outcomes than take over control and accept shore based operational decisions in and to have better safetyrather and operational outcomes decision making. certain circumstances. rather than take over control and decision making.

WHEN WOULD IT BE HELPFUL TO HAVE SHARED INPUT/ OPERATIONAL RESPONSIBILITY BETWEEN ONBOARD CREW AND SHORE BASED PERSONNEL?

59 %

At all times At times of crisis When leaving and entering ports Other

4% 18 %

Whilst loading vessels 11 %

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Ship Efficiency Review Feature Focus

WHAT IS THE LARGEST BARRIER TO A SCENARIO OF SHARED OPERATIONAL RESPONSIBILITY BETWEEN THE SHIP AND THE SHORE? Investment/cost

21 %

26 %

Crew Attitudes Regulation

16 %

11 %

Technology

12 %

Shore Based Attitudes

14 %

Other

DO YOU BELIEVE THAT CREWS WOULD BE WILLING TO ACCEPT OPERATIONAL DECISIONS FROM THE SHORE?

47 %

Only in certain circumstances Yes Only if required by the company Never

4% 30 %

Other 15 % What Is What Isthe theFuture? Future? The survey capability is not the barrier to moving forward. The surveyexposed exposedthe thefact factthat thattechnological technological Regulation is usually viewed as aIn fcat, it is atttitues and regulation that are regarded as being the bigger stumbling blocks. capability is not the barrier to moving forward. In downward pressure beyond the control of Therefore, in order for smart shipping to be a reality, industry will have to take some responsibility for driving fcat, it is atttitues and regulation that are regarded as industry itself, however upward pressure the change and developing new attitudes. can be applied to push for regulatory to make being the bigger stumbling blocks. The benefits of greater automation in shipping are understood but the survey results suggestedchange that accepting change might be more challenging for to ourbe conservative industry. thisTherefore, in order for smart shipping a a safer, more streamlined and automated industry. It could also bewill beneficial there was responsibility more engagement in the politics of shipping, as regulation is reality, industry have toiftake some Regulation needs to allowparticulary for the increased seen as being one of the barriers to a shared operational scenario. for driving the change and developing new attitudes. automation of safety, environmental and regulatory Regulation is usually viewed as a downward pressure beyond the control of industry itself, reporting requirements Port State Control part of The benefits of greater automation in shipping are however upward pressure can be applied to push for regulatory change to make awith safer, more streamlined the solution accepting methods of compliance that do understood but the survey results suggested that and automated industry. Regulation to allow increased automation of safety, and regulatory reporting accepting thisneeds change mightforbethe more challenging for not requireenvironmental manual or paper based records. requirements withindustry. Port State Control part of the solution accepting compliance thatfor dothe notfuture require In ordermethods to createofa viable industry it our conservative manual or paper based records. It could also be beneficial if there was more is clear that the industry must proactively embrace In order to create a viable industry for the future it is clear that the industry must proactively embrace engagement in the politics shipping, particulary as necessary change and solve problems together. There necessary change and solve of problems together. regulation is seen as being one of the barriers needs be collaboration a willingness change There needs to be collaboration and a willingnesstotoa change and to shipping will have aand smart integrated to future.

shared operational scenario.

and shipping will have a smart integrated future.

*Results of an independent global survey carried out by Fathom Maritime Intelligence on the internet from 13/7/2016-04/08/2016. respondents to Maritime who completed full internet surveyfrom and13/7/2016-04/08/2016. whose results areThere *Results of an independentThere global were survey101 carried out by Fathom Intelligencethe on the shown. these 55% were ship owner, charterers. The remaining 45% made up of regulators, were 101 Of respondents to who completed the fulloperators survey and or whose results are shown. Of these 55%were were ship owner, operators or government, training schools, technology suppliers other maritime stakeholders. charterers. The remaining 45% wereclass madesocieties, up of regulators, government, trainingand schools, class societies,industry technology suppliers and other maritime industry stakeholders. For the full results of the survey please visit www.transas.com/Media/Default/about/Transas_THESIS_In_Depth.pdf For the full results of the survey please visit www.transas.com/Media/Default/about/Transas_THESIS_In_Depth.pdf www.fathommaritimeintelligence.com

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Ship Efficiency Review Electronics & Software

ELECTRONICS & SOFTWARE

BULLETIN

FUEL MANAGEMENT SYSTEM UPGRADED WITH EMISSIONS MONITORING TECH

Royston has upgraded its enginei fuel management system to include emissions monitoring capability. The technology incorporated in the system can capture key engine performance data, engine and fuel specification and flow rates, which it uses to calculate a range of ship emissions measurements. No exhaust gas analyser is required to do this. Furthermore, the upgraded enginei system also

WÄRTSILÄ JOINS AUTONOMOUS SHIP RESEARCH PROGRAMME The Finnish power and propulsion giant is to participate in a research project that aims to create the world’s first autonomous marine transport system. The project will initially focus on developing a fully autonomous ship for the Baltic Sea by 2025, with cargo ships and freight transportation being the first pilot applications. According to Wärtsilä, artificial intelligence, robotics, and remote connections will play an important role in the shipping industry’s future as a means towards increasing efficiency and lowering operating costs. The programme is being largely financed by Finnish Funding Agency, Tekes, while the ecosystem platform is being handled by co-creation ecosystem provider, Digital, Internet, Materials & Engineering Co-Creation (DIMECC). Other major corporate investors in the programme include Rolls-Royce, Cargotec, Ericsson, Meyer Turku, and Tieto.∎

provides information on combustion efficiency to help understand the relationship between engine power, fuel consumption and engine speed. The technology supports remote data sharing to enable onshore personnel to access the information through a secure online portal and web dashboard. It also allows for 24/7 continuous monitoring and assessment. ∎

REGULATORY COMPLIANCE FOR BIG DATA CONNECTIVITY DEMANDED The CEO of Transas, Frank Coles has called for the International Maritime Organization (IMO) to set standards of compliance for the communication connections between ship and shore, or else create a significant cyber security risk. Compared to the highly regulated ship equipment environment, the connectivity environment is relatively uncontrolled in terms of maritime certification and compliance. Coles made his views heard during a recent conference speech during which he stated that there are international maritime standards for GMDSS or AIS, but for big data nothing exists. This means the cyber security risk is left to each satellite operator, each service provider and each hardware manufacturer. “The connected ship is like a long chain, with each piece linking to the next and at every point there is the opportunity for a failure. It can be hardware or software or both and it can be a cyber virus penetration or simply a denial of service, either of which can cause damage,” Coles explained. He stated that it is time for the IMO to apply the same standards of compliance to the communication networks and equipment. Until then the industry will have a cyber risk associated with a non-standard approach to connectivity, he concluded. ∎ www.fathommaritimeintelligence.com

Ship Efficiency Review Electronics & Software

Supporting The Adoption Of

‘Smart Shipping’

Jan De Kat,

Technical Director, Operational and Environmental Performance, ABS

ABS is adding value to shipping operations by leveraging data to provide analysis and insight that improves performance and supports environmental efficiency, writes Jan de Kat,Technical Director, Operational and Environmental Performance, Global Marine, ABS ‘Smart Shipping’ is a concept based on data, connectivity and data analytics and today there is arguably more data available covering a much broader range of shipping information. This data is collected and transmitted to shore, but the key is how to translate data first into information, and then to knowledge that leads to action. This requires databases, analysis and algorithms. It requires cultural changes, new skill sets, and it can have cost implications. Client feedback has consistently indicated a mismatch between the desire to improve data quality from the ship and the availability of a single platform that can be used to analyse and deliver information for decision support. Many owners and operators are collecting data but not all have the tools needed to analyse it or make informed decisions. Vessel performance, environmental compliance and energy efficiency, are areas where data management is critical for both regulatory reporting – such as the European Union’s CO2 Monitoring Reporting and Verification (MRV) programme – and performance optimisation. ABS has for some time focused on these areas to offer practical solutions which simplify operations and can also add value for operators. Classification societies have traditionally been the holders of vast amounts of data and are working increasingly closely with the industry to help support the transition to smart shipping. A New Solution for Data Management ABS is helping meet the industry’s needs for optimised operations with its new Vessel Performance service with data monitoring and collection which provide the raw material to drive research and development on fuel efficiencies. By leveraging increased data capture, analysis and reporting supported by ABS Nautical Systems’ Voyage Performance software, ABS has taken a significant step in managing data into standard reports whose results can be acted upon without delay. The ABS Vessel Performance service is a flexible system which enables operators to capture and analyse vessel performance data from multiple sources including hull and propeller, main engine and base loads to generate data for operational benchmarking. By enabling consolidation of sensor and other input data from the noon report, ABS can transform thousands of data points into meaningful KPIs. Data can include ship data such as speed, power and fuel consumption, voyage www.fathommaritimeintelligence.com

information, weather conditions, fuel switching and waste water handling, making it suitable for internal reporting and preparation of data for statutory verification. By combining dedicated service delivery with a robust software platform, the Vessel Performance service simplifies data entry, enabling the ship to report performance and environmental data only once to operations and technical management staff. The routines applied and data collected in the course of energy efficiency analysis can be leveraged for compliance with EU MRV. ABS participation at IMO meetings ensures that the Vessel Performance service will also be compatible with IMO’s emerging plans for CO2 emissions monitoring. In future, the system will be further developed to manage other regulatory requirements that involve data collection onboard ship. By meeting several critical requirements within one system, the Vessel Performance service puts ABS in a strong position to help owners meet their environmental obligations and by extension potentially improve their bottom line. A multidisciplinary team The ABS Vessel Performance team is multi-disciplinary, with extensive experience in ship hydrodynamics, numerical modeling, model testing, full scale measurements, design, ship management and operations and regulatory compliance. Leveraging extensive experience and knowledge enables ABS to provide detailed and in-depth recommendations supported by advanced tools to help owners and operators meet their operational and regulatory needs. The Vessel Performance team works with clients to analyse hydrodynamic characteristics of hull structures, performance of main engine and ancillary equipment and the impact of optimisation techniques on fuel consumption and overall vessel performance. By undertaking detailed modelling of vessel components including the main power consumers and machinery systems ABS can assist owners in identifying areas where energy efficiency can be improved. Clients are able to use the output to undertake operational benchmarking across their fleets, identify performers in need of improvement and where best practices can be implemented to improve operational efficiency on all vessels.∎

Ship Efficiency Review Electronics & Software

SUBSCRIPTION-BASED FLEET PERFORMANCE MONITORING TOOL LAUNCHED Fresh from their acquisition by fellow Finnish innovators Wärtsilä, Eniram has invited the industry to rethink ship performance management. Eniram recently launched a new subscription-based, next generation fleet fuel performance monitoring service called Skylight. The technology comes in the form of a portable two-way transponder that is attached to the rail of the ship by the crew. It exploits real-time data for fuel performance optimisation, providing automatic performance reporting every five minutes based on the continuous movements of the ship. Data is sent via satellite to Eniram’s data centre and together with noon reports, the data is combined with meteorological, sea state and currents information to generate models on the vessel’s speed and performance. This means that each fuel speed curve can be calculated without the need for onboard integration or installations. Collected and analysed performance data can be accessed instantly via Fleet, Eniram’s cloudbased software interface. Eniram believes that this approach to ship performance management will enable the increased visibility and transparency of operations, in turn supporting operators to manage their businesses more effectively. One of the straplines for this new technology is ‘Making Performance Management Available for All’. They hope that by making this service costeffective and through their unique approach to ship performance monitoring, this software and service will be a viable option for all operators, owners and charterers, regardless of the size of their fleet or business cycle lengths.

One stakeholder group to which this new technology is targeted is charterers. Skylight is expected to make charter party monitoring more transparent and near real-time by generating an enhanced normalised fuel curve that can help to improve the optimisation of commercial operations. ∎

INTEGRATED VESSEL CONCEPTS DRIVE ONBOARD ENERGY EFFICIENCY Kongsberg Maritime has launched a new portfolio of fully ‘Integrated Vessel Concepts’ designed to harmonise handling, operations and energy systems on a wide range of specific vessel types. The concepts are part of Kongsberg’s ‘integration strategy’ that aims to leverage existing Kongsberg technology to achieve efficiency improvements. It enables more dynamics and distributed power management across different systems onboard. Kongsberg is also developing its electrical systems supply to include switchboards and drives to integrate with on board technology, ensuring optimal power consumption for dynamic vessel operations. The integration of disparate systems, distributed power management, data sharing on board and ashore can lead to enhanced decision-making across the operational chain. New systems have been developed to use within Kongsberg’s integrated vessel concepts, including integrated vessel dynamics into the power management layer, providing www.fathommaritimeintelligence.com

a new concept for energy control. By integrating all elements of the power plant to the energy control layer and distributing control functions closer to the consumers with fast acting sensors, the overall efficiency of the ship can be improved. Solutions for power plant optimisation include power regeneration using permanent magnetic electric motors for rotating equipment and enhanced battery solutions for peak shaving and storage. Vessels with large rotating equipment like winches and electric gangways, which are designed to convert motion into power are suitable for such systems. Kongsberg is also working in Electro, Instrument and Telecom (EIT) projects to expand its energy line to work towards creating free energy for hybrid or fully electric power configurations. ∎

Ship Efficiency Review Strategies

STRATEGIES

BULLETIN INTELLIAN UNVEILS NEW 60CM CLASS ANTENNA In September Intellian Technologies launched the v65, a 60cm class satellite communications system operating in Ku-band. The v65 is built on Intellian’s latest generation 6080cm class pedestal. The new design features updated motor technology which contain built-in encoders, which improve tracing precision while eliminating three belts from the three-axis stabilised system for a more streamlined design. With the v65 there will no longer be a need to remove

the radome during installation or testing. Also, direct cable connections provided on the bottom exterior of the radome eliminate the need for technicians to do any wiring inside during installation. All of these improvements speed up installation times. Marlink will be among the first to offer the v65 for use on its new 60cm global network. At the launch Intellian representatives said that they were particularly excited about this product due to its potential to really shake things up in the market. ∎

SMART SHIPPING DRIVES FURTHER SATCOMS ACQUISITIONS

ABS TO LEAD CYBERSECURITY DEVELOPMENT PROJECT

The industry has seen a great number of acquisitions happening within the satellite communications sector in the past couple of years due to the advances in communications technology and the demand for greater connectivity as the industry sails into the era of smart shipping. Just recently Telenor Maritime acquired broadband satellite communication and IT services provider SatPoint AB, in order to strengthen its position in the Baltic Sea. SatPoint’s VSAT equipment and capacity, teleport and operations will help Telenor to drive the digital transformation within the industry by deploying its Smart Networks, Mobile Access and Connectivity Platform across northern Europe and key customer segments, such as ferries. ∎

The research project’s objectives include defining risk-based performance standards better, developing a maritime-specific framework for cyber policy, identifying critical points of cybersecurity failure, developing design requirements for a maritime cyber test-bed and investigating quantitative analysis tools to determine the effectiveness of cyber detection and deterrent strategies. The classification society is at the vanguard of cybersecurity developments in the industry. They introduced the ABS CyberSafety™ program in February 2016, later unveiling an expanded version of what it calls the first comprehensive cybersecurity certification and optional notations for marine and offshore assets and facilities at the SMM Hamburg trade show in September. They have also launched the ABS CyberSafety Laboratory, for which they have hired a team of global cyber experts.∎ www.fathommaritimeintelligence.com

Ship Efficiency Review Strategies

Shipping Companies

‘Need Practical First Steps’ Towards Achieving Cyber Security Onboard Cyber security in the maritime industry is not just a hot topic on conference platforms. As a company dedicated to providing maritime-focussed software, it’s one of the most common topics when we talk to owners and operators. Whether or not one subscribes to the theories of hordes of hackers viewing shipping industry as a soft target, one thing is clear: too many shipping companies have yet to take basic precautions for cyber security onboard ship. Company cyber security plans that are focussed on top-down resilience strategies will be increasingly important in future. But while shipping companies get to grips with the long term issues of securing supply chains and remote systems, there is an immediate need for better shipboard practices. Vessel crews have been identified as a ‘front line’ in the fight against hackers, with dire predictions of potential targeting of vessels at sea and in port. However, when asked how many of their crew have received training on cyber security or the safe use of social media, not enough owners have addressed the basics of improving procedures onboard.

By Rob Kenworthy, Managing Director, GTMaritime

At home or in the office, we would not question whether we needed an anti-virus solution, so why should it be any different onboard? A vessel’s computer systems are vulnerable, just like any others. The GTMailPlus email service already scans all email to ensure no viruses are sent to the vessel, but on-board protection is still required against malware from USB memory drives and the Internet. To help owners take their first step towards a shipboard cyber strategy, GTMaritime has partnered with one of the world’s leading security solution providers, ESET, to develop GTSentinel, an anti-virus solution optimised for the maritime market, designed to minimise the impact of low bandwidth networks. In addition to firewall and anti-virus functions, GTSentinel can help protect vessels against malware and automated diallers, offering real-time protection and system monitoring as well as scheduled scans. Updates are designed for efficiency so are perfect for a low bandwidth or other well-managed connection and utilise local networking on-board. The software can be installed, configured, managed and monitored remotely from shore. ∎

DENMARK EMBARKS ON AUTONOMOUS SHIPS EXPLORATION Autonomous, or masterless ships are not a novel concept. The development of technologies that support the industry’s adoption of greater automation, even the complete automation of voyaging ships, is advancing at a rate of knots. Scandinavian countries are known for being particularly pioneering in the field of digital ship technology. After all, they are home to an abundance of advanced technology developers. Norway, for example, has just launched a test area for autonomous ships at Trondheim and they have established their own cooperation forum with the participation of a number of authority and industry partners. Now Denmark is driving autonomous shipping research and development, alongside their Scandinavian cousins. In fact, Danish Minister for Business and Growth Troels Lund Poulsen said at Danish Maritime Week held in Mid-October that: “This is really interesting area and, in the short term, the technology can be used to make our ships safer and more efficient. In the longer term, research in autonomous ships may become a great advantage for Blue Denmark.” Therefore, driven by the fact that the Danish Maritime Authority (DMA) wants to get better knowledge in this area, they recently announced that together with www.fathommaritimeintelligence.com

the Technical University of Denmark (DTU) they will be initiating a pre-study on autonomous ships, financed by the Danish Maritime Fund. The purpose of the pre-study is to ensure that the DMA has a Danish definition of what the concept actually covers. It will also increase the common knowledge base and to set the preliminary frames so that the development and use of unmanned ships can come about in what they call “an appropriate manner”. ∎

Ship Efficiency Review Strategies

Don’t Believe the Hype:

A Buyer’s Guide to Maritime VSAT By Malcolm McMaster, President, Globecomm Maritime

VSAT promises a step change in connectivity for shipowners but they must understand what it can and cannot do, says Malcolm McMaster, President, Globecomm Maritime The shipping industry is migrating at an increasing speed from legacy L-Band systems to VSAT for a handful of compelling reasons. Higher bandwidth and fixed data allowances promise better use of more sophisticated applications and both purchase and operating costs are falling in historical terms. However, some owners are still struggling to make sense of the transition. Very often, what we hear is that investing in VSAT will solve the user’s problems at a stroke. As a result, some owners don’t fully understand what they are paying for and what VSAT will deliver relative to L-Band. Given the poor state of most shipping markets, there is very limited money available for upgrades and monthly expenditure, so the decision must be ‘right first time’. VSAT is an acronym jungle. The term All You Can Eat (AYCE) implies unlimited data and on most packages this will be true. Maximum Information Rate (MIR) is the ‘headline figure’ for throughput but Committed Information Rate (CIR) is what will drive the price. Users must pay attention to the CIR because it says a lot about the experience they are likely to receive in practice. The complaint we hear most often is that VSAT bundles with low headline prices do not deliver the anticipated user experience and that customers are either obliged to upgrade to more expensive plans or are ‘throttled back’ when they exceed contracted data allowance. Another issue occurs when owners fail to specify VSAT in terms of their real needs. A low throughput speed at a budget price might be fine for low bandwidth tasks but attempt to use the same package for web browsing or office-style software and it will likely disappoint. In many ways, what customers need hasn’t changed that much. They want open platforms that give a degree of choice around applications, wide coverage and system reliability at competitive cost. For service providers like Globecomm the product may have changed but the rules are the same. We have to listen first and sell second - educate the customer and provide the service and package that accurately meets the need. Globecomm is chosen as a partner by many owners because we are big enough to compete with the biggest maritime service providers, but small enough to be flexible and responsive: ‘we make the shoe to fit the www.fathommaritimeintelligence.com

foot’, rather than forcing your foot into the shoe. That philosophy was to the fore when we designed the Globecomm VSAT service - a premium quality, highcapacity system built on the iDirect Evolution platform and designed to deliver ‘industrial strength’ connectivity on a global basis. Because we built, manage and support the network ourselves, we know that it can meet the demand from maritime customers for a global solution from a provider that already serves 4,000 vessels. Over the next five years we expect see the ‘lagging majority’ of users continue to move up from L-Band to VSAT. Buyers who are considering making the move should ensure that they are buying a system that does what its specification describes, if not more, so as to anticipate their future needs. VSAT is becoming easier to buy and it can deliver a truly end to end managed global service that keeps you connected whether on primary or backup channels. In order to represent real value, it should provide a significant improvement in end user experience. Lastly, it must take account of evolving technology and offer a choice – or a combination – of frequency bands. At all costs, shipowners must avoid the VSAT hype and focus on their needs and how these are likely to evolve. In that way they can work with a service provider to discover what level of service they really need and what kind of package will deliver it. ∎

Ship Efficiency Review Ship Design

SHIP DESIGN

BULLETIN FUTURISTIC ECO VESSEL WINS ‘SHIP OF THEYEAR’ AWARD A futuristic carbon-fibre vessel operated by The Fjords DA, was awarded with the accolade ‘Ship of the Year’ at this year’s SMM Trade Fair in Hamburg. The Vision of the Fjords is a 40-metre long, 399-passenger capacity hybrid craft. It was awarded for its unique design that incorporates many features to ensure its sustainable and sensitive approach to operations in the UNESCO World Heritage Listed Nærøyfjord.

The vessel has an especially unique design and hosts a combination of two 749kW MAN main engines and two 150kW Oswald electric motors, with ABB’s On-board DC Grid system managing and controlling the power between the diesel engines, propeller and charging station. Other winners including of the Skipsrevyen annual awards include; DOF Subsea’s Skandi Africa (2015), Norled’s electric ferry Ampere (2014) and Subsea 7’s Seven Viking (2013). ∎

‘BATTERY READY’ EXPEDITION CRUISE VESSEL DESIGN SHOWCASED

NEXT GENERATION ENVIRORORO DESIGN UNVEILED

Damen Shipyards Group has unveiled a new Expedition Cruise Vessel design which is expected to reach fuel consumption and CO2 reductions of at least 20 percent. The vessel design was developed by Damen using expertise from Expedition Voyage Consultants Ltd and KNUD E. HANSEN. Designed to be ‘battery ready’, this vessel could be equipped with an energy storage battery system capable of functions such as peak- shaving, provision of supplementary power for manoeuvring or silent sailing operations and auxiliary generator UPS. For the propulsion system, Damen has selected a dieselmechanical hybrid configuration which will encompass IMO Tier III compliant (EPA tier 4 equivalent) medium speed engines. A PTI-PTO variable frequency drive will also be included, thus enabling efficient load distribution on the engines. The Expedition Cruise Vessel has been designed for expedition operations in both remote polar and tropical regions.

Danish naval architect firm KNUD E. HANSEN have been working closely with Danish ferry operator DFDS and CSC Jinling Shipyard to refine and optimise designs for a new generation of RoRo vessels. They say that once constructed, these vessels will raise the bar for what is considered environmental friendly. They will also be among the largest in the world. KNUD E. HANSEN has said that the EEDI (Energy Efficiency Design Index) is a big challenge for RoRo vessels and that there has been a strong focus on structural solutions and optimised hydrodynamic capabilities for these vessel designs. The future task for the naval architects is to further develop the design into a Basic Design. ∎

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Ship Efficiency Review Ship Design

Modelling the Smart, Sustainable

Ship Design of the Future By Matt Tremblay, Vice President, Containerships, ABS

A Joint Development Project with SDARI is helping owners and operators make informed decisions for their specific circumstances, writes MattTremblay,Vice President, Containerships, ABS. Today’s shipping marketplace is challenged by changing environmental standards, unpredictable energy prices, and volatile freight rates. The increasing pace of new technologies also complicates operations, often leaving stakeholders with more questions than answers. To help clients find the right answers for their unique needs, ABS has developed a suite of cuttingedge tools for developing assets that will safely and efficiently operate through the current market trends and throughout the asset’s service life. Relying on the latest modelling, forecasting, and data analysis techniques, ABS performance, efficiency, and environmental solutions help clients develop truly sustainable ships of the future. To validate the innovative services around performance, efficiency, and environmental solutions, ABS initiated a Joint Development Project with Shanghai Merchant Ship Design & Research Institute (SDARI). The design objective was to achieve operational efficiency, maximum flexibility, safety, and environmental stewardship using a suite of ABS services to evaluate technical and design options for a new generation of feeder container carriers. The design itself is meant to assist in establishing future “hub and spoke” trading patterns in support of the expanding use of Ultra Large Containerships.

To validate the innovative services around performance, efficiency, and environmental solutions, ABS initiated a Joint Development Project with Shanghai Merchant Ship Design & Research Institute (SDARI). ABS used a proprietary evaluation system to analyse global trading patterns and operational profiles of more than 2,200 container ships worldwide to understand operational parameters for the vessels, allowing specific speed, draft, and operational metrics to be taken into account for the Computational Fluid Dynamic hull form optimisation. Using the operational profile, ABS tested a number www.fathommaritimeintelligence.com

of design parameters and concepts using tools such as techno-economic modelling and hydrodynamic evaluation to consider deckhouse placement, container stowage arrangement, conventional vs non-conventional hull forms with a minimum water ballast, and freightrate sensitivity to lifecycle costs including both new building and operational costs. The designer used these performance evaluations to support their decision making to enhance the design efficiency. The final stage of the process is the implementation of environmental regulation readiness solutions, with a particular focus on a full lifecycle approach to enable cost-effective implementation. This includes applying

ABS performance, efficiency, and environmental solutions help clients develop truly sustainable ships of the future. the requirements in place for “LNG Ready” and “SOx Scrubber Ready” designations developed by ABS. Additional techno-economic analysis was performed to minimise future impact and determine at what point conversion would be advisable under multiple market and regulatory scenarios. For SDARI and future owners, ABS provided a series of evaluations and analyses that will enhance safety, efficiency, and environmental performance. Identifying specific real-world operational profiles drove an enhanced optimisation process, leading to a significant improvement in hull efficiency and fuel consumption performance. The project also provided a road map for future technical and regulatory decisions, ideally “futureproofing” the asset, optimising initial design decisions to minimise long-term cost, down time for conversions, and potential safety issues. For the shipping industry, the cutting-edge services provided by ABS in the areas of efficiency, performance, and environmental solutions can provide a sense of clarity around long-term decision-making during shortterm uncertainty. Using its suite of proprietary tools and techniques, ABS is helping owners and operators make informed decisions for their unique circumstances.∎

Ship Efficiency Review Ship Design

€6.2MIL RESEARCH PROJECT TO ADVANCE SHIP DESIGN TOOLS The European Commission has awarded 6.2 Million Euros to a new research project that aims to develop simulation and modelling tools to minimise the time and costs involved in ship design and production. The project, SHIPLYS (Ship Lifecycle Software Solutions) aims to largely improve the competitiveness of European shipyards by supporting small and medium size (SME) naval architects, shipbuilders and ship-owners in the world market. The project will help by enabling them to reduce time and costs of design and production by developing better ship concepts through virtual prototyping, which helps to meet increasing demands for life cycle cost analyses (LCCA), environmental assessments, risk assessments and end-of-life considerations. Currently, calculation and modelling tools used to overcome these needs are difficult to use and time consuming, especially for SMEs. Therefore, by using a team of 12 leading maritime companies and research facilities, SHIPLYS will produce new techniques for fast, multidisciplinary modelling capability for the marine industry. Virtual prototyping, simulation modelling, and SHIPLYS life cycle suite of tools, SHIPLYS LCTs, which are compatible with existing software, such as FORAN and Ship Constructor, will be used to help develop a model that will enable the investigation into alternative methods easily. The SHIPLYS consortium is led by TWI Ltd and comprises 12 partners in total including Ferguson Marine Engineering Ltd. (UK), Varna Maritime (Bulgaria), Astilleros de Santander SA (Spain), BMT Group Ltd. (UK) and its operating companies BMT SMART (UK), a vessel performance management

systems provider, and BMT Nigel Gee Ltd (UK). Two SMEs that will provide naval architecture and supply chain solutions include as2con-Alveus d.o.o. (Croatia), and Atlantec Enterprise Solutions Gmbh. (Germany). Three Universities will also be part of the project, including the University of Strathclyde (UK), Instituto Superior Tecnico (Portugal), National Technical University of Athens (Greece), and two industrial R&D institutions including TWI Ltd. (UK), Fundacion Centro Tecnologico Soermar (Spain). Lloyd’s Register EMEA (UK) will be the standards and validation body. The project started in September 2016 and will run for a duration of 3 years. ∎

DISMANTLING THE BARRIERS TO LNG BUNKERING Whilst the interest in LNG marine fuel is there, lack of bunkering infrastructure remains a major barrier. Due to the fact that ship operators are largely dependent on existing infrastructure comprised mainly of fixed LNG bunkering locations, innovation in LNG bunkering vessel design is widespread as companies seek to support the market in its transition to using gas-powered ships. Recently ClassNK issued Approval in Principle (AIP) for a liquefied natural gas (LNG) bunkering vessel designed by Hanjin Heavy Industries & Construction Co., Ltd that has been developed to provide greater flexibility through ship-to-shore bunkering. The vessel employs type-C bilobe tanks, improving cargo capacity to allow for greater efficiency and productivity. Cha-Soo Lee, Technical Director of Hanjin Heavy Industries & Construction Co., Ltd. commented: “When we are commissioned to develop an LNG bunkering vessel concept by clients we face a much wider array of

challenges, such as compact ship’s dimensions, robust hull structure, more cargo capacity, simple operation and lower ship’s price etc. We are happy to find the best compromise between economic and technical issues through this joint research with ClassNK.” The issued AIP also allows the design to be considered for further individual projects, where tests on the hull structure scantling and direct stress analyses will be carried out to ensure the structural integrity of each specific design is in line with class rules and the International Code for the construction and equipment of ships carrying liquefied gases in bulk (IGC Code). The AIP was granted after confirmation that the design complies with ClassNK’s Rules and Guidance for the Survey and Construction of Steel Ships was reached. ∎

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Ship Efficiency Review Ship Design

INTRODUCING

THE NEXT GENERATION OF FEEDER VESSELS The largest container vessels are designed for the greatest possible efficiency – maximum intake, minimum fuel consumption. Their smaller cousins, however, have not received the same level of attention – but this is beginning to change. For the last few years, the titans of the container world have stolen the headlines; 18,000, 19,000 and even 20,000 TEU giants have arrived and reshaped the way goods are transported around the world. This has resulted in a need for more feeder services to keep these giants filled and reap the efficiency benefits of their size. For the Korean shipbuilder Hyundai Mipo Dockyard (HMD) this was a good reason to look into the designs of feeder vessels and identify energy savings potential for this ship type as well. “With the Con-Green 2000 project we wanted to define the next generation of feeder vessels with maximum fuel efficiency, high quality, reliability and lower maintenance costs,” says C. G. Lim, Team Leader and Deputy General Manager of the ECO Hull Form Development Team at HMD. The yard asked several partners to participate in the project, including MAN Diesel & Turbo, Becker Marine Systems, and DNV GL. The hull form, propeller, general arrangement, midship section and scantling have been designed and optimized by HMD using their own proprietary software Hull Form Optimizer of Mipo (HOM) and Propeller Optimizer of Mipo (POM). The hull design of this Bangkok-max vessel was based on the new DNV GL rule set and the new IACS S11A and S34 requirements, and given approval in principle by DNV GL. Efforts to optimise the hull and propeller have led to power savings of approximately 7.5 per cent. Cargo capacity was maximised by minimising the weight of the vessel and optimising the structural arrangements. A further capacity increase could be achieved through a tailored Intra Asian Service loading plan under the DNV GL RSCS (Route Specific Container Stowage) class notation, allowing the deck containers’ VCG (vertical centre of gravity) to be raised by 13.5 per cent compared to the standard North Atlantic route. As a result of optimising the loading condition and LCB position (longitudinal center of buoyancy), the fore and aft peak tanks were removed. Innovative Rudder Design The design includes a Cross Over Rudder (COR) developed by Becker Marine Systems (BMS), which will provide efficiency benefits over a wide range of loading conditions, speeds and real sea conditions with waves, winds and current,” says Lim. The COR is a new design from BMS that includes a new fairing hub cap and a new rudder bulb design. The flow efficient hub cap (FEHC) and the rudder bulb are designed to reduce the required power and prevent propeller hub cavitation with no loss of manoeuvrability. The addition of the COR reduced the power requirement by another 2.8 per cent. “We took the data provided by HMD and undertook CFD calculations to find the ideal COR rudder design for maximum efficiency. After seeing the model testing results, we are especially pleased with the power savings www.fathommaritimeintelligence.com

added by the COR over the whole range of operational speeds” says Henning Steffen, Naval Architect and Sales Manager from BMS. Model Tests Confirm Better Performance The design also incorporates the latest version of the MAN B&W 6S60ME-C10.5 main engine from MAN Diesel & Turbo (MDT). Model tests carried out in June at Force Technology in Denmark and witnessed by a DNV GL expert confirmed the added performance, with the speed at NCR (nominal continuous rating) power with 15 per cent sea margin improved by about 0.55 knots in comparison to the original design. Daily fuel oil consumption was improved by 12 to 16 per cent, depending on the vessel speed. DNV GL will work with HMD on obtaining an approval in principle for the design, verify the performance of the design and assess the compliance of the design with environmental requirements including the EEDI. DNV GL will also provide technical support on the basic design in terms of stability, cargo loading/unloading, and the machinery arrangement concept and placement. “The feeder market is gaining in importance, especially in the intraAsian sector, and we are seeing a wave of innovation in this area as yards and designers look to maximize efficiency and reduce environmental impacts,” says Jai Oh Sun, responsible engineer for the ConGreen project at DNV GL – Maritime. HMD Con-Green 2500 and HMD Con-Green 3000 are now under development and will be released soon. ∎

Ship Efficiency Review Fuels & Emissions

FUELS & EMISSIONS

BULLETIN EMISSION MONITORING SYSTEM GETS CERTIFIER’S STAMP OF APPROVAL

SUSTAINABLE WOOD-BASED BIOFUEL SUCCESSFULLY TESTED FOR MARINE FLEET USE

DYNAMARINe has received Verifavia certification for its Emission Monitoring system in line with the EU’s Monitoring Reporting and Verification (MRV) regulation requirements. The certification comes prior to the 2018 regulation when all owners and operators of ships over 5,000 GT will be required to monitor, report and submit their independently verified carbon emissions on all voyages between EU ports. DYNAMARINe’s Emission Monitoring system has been rigorously reviewed by the verification company using the ISO standards 25051 on software engineering and 17065 on product certification. The monitoring system was assessed against the requirements of the EU MRV Regulation (2015/757) in terms of process and functionality and effectively demonstrated its ability to automatically generate both voyage reports and annual reports for individual ships, taking into consideration the location of the ports of call, and the cargo / pax activity at these ports of call throughout the year. ∎

International dredging company Boskalis and Dutch biofuel pioneers GoodFuels Marine have extensively tested the UPM BioVerno wood-based renewable diesel on a marine vessel. The Boskalis vessel “EDAX”, a 1696 DWT cutter suction dredger, successfully used the fuel in bio/ fossil blends going up to 50% in the first half of 2016. This resulted in a CO2 saving of 600Mt over the operating period. The testing of this fuel marks yet another landmark development for the marine biofuels consortium that was announced in October last year by GoodFuels Marine, Boskalis and Wärtsilä. The consortium was launched with the mission to spearhead a two-year pilot programme to accelerate the development of truly sustainable, scalable and affordable marine biofuels. All fuels being ‘live” tested on board of Boskalis vessels – including UPM BioVerno – were first extensively ground tested at the Wärtsilä lab in Vaasa, Finland.∎

FUEL ADDITIVES RANGE RESTORES LUBRICATING PROPERTIES OF LOW SULPHUR FUEL Aderco International has developed a range of homogenous fuel additives that can restore the lubricating properties of low-sulphur fuels and protect against clogged filters, sludge and deposit build-up. This range allows ships to operate more efficiently with reduced fuel consumption, lower maintenance costs and fewer emissions. The range of vegetal-organic, ashless and metal-free fuel

additives are now available to the market to significantly reduce long-term impact of shipping operations on the natural environment. Aderco says that their fuel additives have the highest concentration for immediate return on investment for ship owners, while also enabling a smaller footprint to reduce logistics costs.∎ www.fathommaritimeintelligence.com

Ship Efficiency Review Fuels & Emissions

TITAN INDUSTRY COALITION DEMANDS IMO ACTION ON SHIPPING EMISSIONS A total of 51 organisations signed a letter that called upon the International Maritime Organization(IMO) to act upon shipping’s emissions. The letter was sent to 171 heads of state that represent member countries of the IMO. Signatories included the Maersk, Scandlines, J. Lauritzen, Unifeeder, the Danish Shipowners’ Association and Royal Belgian Shipowners’ Association. The call came ahead of the 70th session of the IMO’s Marine Environment Protection Committee (MEPC). The letter reads: “We, the undersigned, call on the Heads of State of IMO member countries to recognize the capability and aspiration of the broader community involved in shipping to join global efforts to combat climate change. This requires swift and decisive action by IMO member states to begin working to define the industry’s contribution and to develop policies that drive investment in costeffective GHG emission reduction efforts within the industry. With a robust framework for managing national emissions now agreed in Paris and momentum for addressing international aviation emissions under ICAO, it is time to recognize the important role the global shipping industry must play in holding global temperatures ‘well below two degrees Celsius.’ “The recent agreement on the Global Data Collection System and past agreement on energy efficiency design standards demonstrate that the diverse interests at IMO can find common

ground on complex and contentious issues. However, even with existing standards and current market forces, shipping’s emissions are expected to substantially increase over the coming years. To curb this trajectory, IMO member countries must demonstrate that they can match the ambition and pace of UNFCCC.” “Industry leaders are ready to collaborate to find solutions. The industry has an abundance of market-ready tools and technologies that can achieve higher operational and technical efficiency, but needs the IMO to act in order to create clear market signals, foster an even playing field, and avert a patchwork of national-level requirements.” “We support the discussion at MEPC to establish the shipping industry’s fair share of the global responsibility to address climate change. We call on the IMO member countries and their Heads of State to ensure that a clear, ambitious longterm objective is established and soon followed by ambitious actions that help to drive investment in low-carbon solutions.” ∎

SHIP BATTERY TECH

CONTINUES TO GENERATE GREAT INTEREST Corvus Energy are riding a tidal wave of success when it comes to their energy storage technology. Having launched their new, next-generation ORCA Energy Storage System (ESS) called in June this year, the company has since celebrated orders from Wight Link (a UK ferry operator) and fish farm vessel operators Grovfjord Mek Verksted AS (GMV). They have also celebrated the technology sailing through tough safety and reliability tests and have welcomed an injection of funding from the Canadian government. The investment of $469,500 in non-repayable funding was made through the National Research Council of Canada Industrial Research Assistance Program (NRC-IRAP) which supports numerous small and medium-sized enterprises in Canada every year in the development and commercialisation of technologies. The electric innovators recently announced to the industry that General Electric had chosen to integrate their ESS with their solutions. Corvus followed this news with a further www.fathommaritimeintelligence.com

announcement, another integration deal, this time with Norwegian marine integration firm ACEL. ACEL has ordered an Orca Energy, Energy Storage System (ESS) from Corvus Energy in order to commence integration testing for uses across merchant, naval and offshore applications. An ACEL representative has confirmed that they selected Corvus based on their innovative leadership in the marine ESS market which is proven by the performance capabilities, safety and design of their new Orca ESS. Corvus Energy designed the Orca ESS product line based on experience from 50+ vessels currently utilising a Corvus ESS, totaling over 35MWh installed and 1 million operating hours. ∎

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Ship Efficiency Review Fuels & Emissions

SMALL DATA: PRACTICAL SHIP OPERATIONAL PERFORMANCE By Charlotte Thurlow-Begg, Naval Architect - Ship Efficiency, IMC&S

Developments in computational, communication and technological capabilities has enabled much larger quantities of better quality data to be captured and transferred for analysis at higher frequencies. This methodology is often referred to as ‘Big Data’ and it has been a hot topic in the maritime industry for several years now; and it has strong evidence of working and is a trend that we see in the industry. Nevertheless, this infrastructure is not yet the norm and may not be affordable or feasible for many companies in the near to medium term. So what is an alternative method that will allow companies to capitalise on the value of their already existing datasets now, as well as align them for future improvements? QinetiQ have approached the data management subject from this angle and are calling this alternative methodology “Small Data”. The QinetiQ Approach The “Small Data” approach is based on the use of existing data collected onboard and onshore, which may range from traditional data reports to continuously monitored data from installed data capture devices. Bespoke solutions can be developed based on a four step approach: 1) data collection, 2) strategy, 3) processing, 4) analysis. However, this approach must first be underpinned by a comprehensive understanding of the existing datasets. This includes, but is not limited to, understanding the format, strengths and weaknesses of each data field. It is a fundamental step, particularly when considering the data will be used to produce information on which decisions could be based. Furthermore, it will support the identification of fundamental data gaps (e.g. important for compliance with relevant regulations), provide a valuable resource for future reference when solutions require the use of data, and inform the approach for data collection and strategy development. The exact processes for data collection will be company and even ship specific due to the large variability often found in ship datasets. Once collected, the data can be used to conduct an exploratory analysis generating insight that will feed into the strategy. The data strategy firstly focuses on how information can be used to encourage practical savings, rather than what analyses can be carried out: there is not much point producing a report if it does not get utilised. However, how to encourage practical savings from information generated insight is the tricky question. Important components to enabling identification of such solutions include, but again are not limited to: a fundamental understanding of the data; insight from an exploratory analysis; knowledge and experience in data analytics; holistic knowledge and experience of ship operational, technical and human factor requirements. Expert knowledge of ship technical and operational performance www.fathommaritimeintelligence.com

is imperative for ensuring that analyses, particularly those based on statistics, are interpreted correctly. Consideration of human factors is also key for enabling the practical aspect to improvements and for generating engagement around the business. Interaction with personnel will enable identification of existing procedure where modern data management could ease, simplify or add value; along with the most useful Key Performance Indicators (KPIs), at ship and company level, to support alignment with common objectives. Based on this, the outputs of an effective data strategy will layout: the requirements for what analyses should be carried out; what processing of the data is required; what data should be processed; how the data should be structured to provide versatility and ease of use. The tasks of structuring and processing the collected data should not be underestimated as many existing datasets are often complex, fragmented and inconsistent and present challenges for centralisation. With a strategy in place data processing and analyses can be implemented accordingly. Capitalising on Wider Opportunities The value in implementing modern and effective data management using the “Small Data” methodology is not just the ability to use existing data effectively to transparently produce performance insight. The structuring will also ease the process of complying with and managing relevant regulation and standards, for example: EU Monitoring, Reporting and Verification; the Ship Energy Efficiency Management Plan (SEEMP); ISO management standards. Furthermore, to engage personnel in operational improvements data management can be used as a backbone for: performance identification and feedback mechanisms; awareness and knowledge development; dynamic management tools – such as activating the SEEMP. By engaging personnel, the possible perceived negatives and barriers with performance monitoring can be managed, and an energy efficient culture improved upon. As part of the “Small Data” methodology, QinetiQ is championing the need to engage and motivate personnel to ensure that the human aspects of any change programme are considered to leverage and obtain benefits for the company. Thus, “Small Data” does not only provide an alternative method to ‘Big Data’ by capitalising on the full value of existing datasets and resource via bespoke solutions; it extends beyond the production of performance reports and focused operations, to additional measures and strategies specifically designed to meet bespoke business demands and create a process, and culture, of continuous improvement. ∎

Ship Efficiency Review Environmental Technology

ENVIRONMENTAL TECH

BULLETIN DAMEN AND TEAMTEC PARTNER UP FOR BWMS SUPPLY Damen Green Solutions has signed a letter of intent with Norwegian ballast water treatment technology manufacturers TeamTec to supply and service their ballast water management system (BWMS) AVITALIS. The AVITALIS BWMS uses filtration and the chemical treatment solution PERACLEAN Ocean to treat ballast water. The BWMS is currently undergoing ship board testing for International Maritime Organization (IMO) type approval and land-based testing for United States Coast Guard (USCG) type approval. IMO type approval is expected to be granted in the first half of 2017, with USCG type approval expected the same year. The companies intend to reach a full partnership by the end of 2016. ∎

ONLINE BALLAST WATER TREATMENT SYSTEM SELECTION APP LAUNCHED

BALLAST WATER MANAGEMENT E-LEARNING TRAINING PACKAGE UPDATED

A free web application has been developed that supports ship owners looking for the most suitable ballast water management system for their vessels. The Ballast Water Treatment Finder App, developed and hosted by consultancy and engineering company UniBallast, is a free service that allows users to access information for all systems on the market in various configurations. The app filters the treatment systems that best match requirements via a set of selection criteria that includes; flow capacity, working principle, IMO type approval status, IMO administration approval, USCG type approval status, power consumption and whether the system is explosion proof certified. The app is available on the UniBallast website. ∎

Videotel has updated its ballast water management training package in order to help ship owners and operators comply with the requirements of the recently ratified Ballast Water Management Convention. The updated training package, Ballast Water Management Edition 2, incorporates a plan for the implementation of the BWM Convention, including proper record keeping and the need for operator training on a compliant onboard system to treat ballast water and eliminate unwanted organisms. The programme also includes an overview on the different BWM systems that are available for different types of vessels.∎

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Ship Efficiency Review Environmental Technology

SHIP REGISTRY ESTABLISHES BALLAST WATER MANAGEMENT CRACK TEAM The Republic of the Marshall Islands (RMI) ship registry has established a dedicated ballast water management system (BWMS) team to advise on the installation of ballast systems and the timeframe for fitting systems in order to meet the requirements of the Ballast Water Management (BWM) Convention. In order to comply with the Convention, many vessels will need a type approved BWMS installed by the first renewal of the International Oil Pollution Prevention (IOPP) Certificate. The RMI Registry allows an early renewal of the IOPP Certificate before the entry into force of the Convention, which allows five-years from that point for BWMS installation. As there are no United States Coast Guard (USCG) type approved BWMSs, some ship owners may request an extension to fit their systems at the next dry-docking. It is expected that with the IOPP early renewal offered by the RMI Registry and the extension offered by the USCG, ship owners should have enough time to select and install a BWMS that meets both requirements. RMI and others previously cosponsored a paper detailing how the experience-building phase within the Convention should be used to identify

problems with the regulation and to allow rapid amendments to be made to address any difficulties. A three-year trial period is expected to follow the entry into force of the Convention, allowing for sampling and analysis. During this time, port States will refrain from criminal sanctions or detaining ships. The BWM Convention will enter into force on September 8, 2017.∎

NAVIGATING BWMS RETROFITTING

With the entry into force of the Ballast Water Management Convention firmly in the diary for September 8, 2017, the industry is full of anticipation of the challenges of retrofitting ballast water management systems (BWMS). Ship Efficiency Review’s Assistant Editor, Fiona Madonald spoke to Foreship’s Ollie Somerkallio to delve deeper into the complexities that lie ahead for ship owners navigating the ship design aspects that accompany the fitting of BWMS. The Head of Foreship’s Machinery Department believes that one of the largest challenges that ship owners face is the compatibility issues that can arise from selecting and fitting a BWMS. Ultraviolet (UV) and Electrochlorination (EC)-based technologies represent the bulk of the BWMS currently on offer, however, difficulty may be encountered in fitting a system without it affecting the operation of the ship – this is true for all technology types. As Somerkallio explained, EC-based treatment systems have large power requirements, therefore other operational parameters may need to be adjusted or temporarily switched off in order to incorporate such a system. But this is not guaranteed, each system is different and the impact may be different. Additional piping, valves and other components may be required when a new BWMS is fitted onboard, clarified Somerkallio but these components can contribute to pressure losses. Ballast pumps must therefore be able to deal with such pressure losses and if they are not able to then at worst case scenario an entire pump system change www.fathommaritimeintelligence.com

may be required. Tankers serve as a case study for the more difficult retrofitting processes encountered, this is due to the main ballast system pumps being located in the hazardous cargo pump room. This means that they cannot be used to pump water to the aft peak tank in the safer area, and therefore there cannot be a direct connection between the pumps and the main BWWS. Furthermore, pockets in the piping of a ballast system can cause hydrogen accumulation and result in explosion. In order to counteract such problems, feasibility studies are key says Somerkallio. Those technologies that ships must use for their operations alongside a BWMS must be prioritised. This requires onboard assessment prior to purchase to look at what kinds of systems will best integrate into that particular type of ship. Preparation beforehand is absolutely vital to ensure there are no obstructions and to make sure water and operations can flow easily without barriers. It is essential that each ship is treated as an individual and with intense scrutiny, while the safety aspects and the ability of a system must be weighed up and considered seriously before installation. When it comes to ballast water management, if you fail to prepare, then prepare to fail. ∎

Ship Efficiency Review Environmental Technology

3D LASER SCANNING EASES BWMS RETROFITTING CHALLENGES More than 10 years after it was agreed at IMO council, the International Convention for the Control and Management of Ship’s Ballast Water and Sediments (BWM Convention) finally met its ratification criteria on 8 September 2016. Ratification by Finland pushed the scales past the required 35% of the world’s fleet by gross tonnage. By first the time of their renewal survey after the Convention’s Entry into Force in September 2017, some 40,000 ships will need to install an approved BWMS. With limited retrofitting facilities available, and many of the systems in the market featuring common components, there is serious industry concern over whether all ships can be compliant in the timescale envisaged. For the moment, though, shipping is by no means clear of regulatory complications. Questions remain on how the Convention can be implemented at all. Although 65 systems have already been type approved under the IMO’s G8 guidelines on performance, these same guidelines face revision at the IMO’s Marine Environment Protection Committee when it meets 24-28 October. Meanwhile, the US Coast Guard has developed a separate and stricter type approvals process than that envisaged by IMO. As of August 2016 the USCG had granted around 10,000 extensions to the date of implementation, on the basis that no USCG type approved BWMS were available. In this context, good arguments remain for a cautious approach when committing to new technology, especially if the treatment systems installed now later may not be approved for use in US waters. However, given the timeline envisaged by IMO, owners would be advised to take the investment decisions that they can. To help prepare the industry for the anticipated entry into force of the Convention, in ClassNK release of ClassNK-PEERLESS, a software package aimed squarely at BWMS decisions as they relate to existing ships. Working with Japanese 3D software provider Armonicos, the development for this application was coordinated by ClassNK, drawing on a research project involving The University of Tokyo, Monohakobi Technology Institute, NYK, MOL, “K” Line, Sasebo Heavy Industries, Sanwa Dock, and SEA Systems. The principal installation issues faced in retrofitting new ballast water systems are that existing ships have not been built to accommodate spacehungry BWMS, especially in their engine rooms. The systems required feature large diameter piping and are complex, while space for settling tanks presents another particular challenge. All this adds up to a situation that would usually require repeatedly sending in engineers to take and check measurements manually. Such an approach would mean the creation of 2D drawings to be cross-referenced with the vessel’s general arrangement plan, which takes time and costs money. “Conventionally, the process is time-consuming and costly, and ship owners and operators need a better solution to help them plan whether retrofitting is the best option for their fleets, and which types of equipment will fit onboard,” says Hirofumi Takano, President of ClassNK Consulting Service Co., Ltd. ClassNK-PEERLESS offers shipowners the opportunity to assess how to fit BWMS on their ships quickly, using 3D laser scanning to accurately measure available space automatically, without the time-consuming manual work.

“Scanning, as opposed to physical inspection inside ship spaces, is straightforward and safe.”, says Takano. “It is also quick, involving just 10-20 two minute scans from different angles on each deck, and the whole process onboard takes less than a day.” The software package converts the information gathered into cloud point data to create highly accurate 3D models of structure interiors within ClassNK-PEERLESS then exported to individual client 3D CAD applications, where machinery room arrangements can be conceived in a familiar format. A complete 3D model can be built in 1-2 days, compared to the 7-10 days it can take to build the same model by drawing on conventional inputs. Shortening the modelling time in this way delivers a substantial cost reduction. Designers also only have to pay for what they use and, if the equipment to be installed is already decided on, onboard scanning is required only once. ClassNK-PEERLESS will allow owners to plan and troubleshoot the installation process quickly and help them understand which technology will fit into the space and lay out constraints identified. It helps to make these decisions for different ship types, across ships of different age and according to different trading routes. In developing ClassNKPEERLESS, ClassNK and ClassNK Consulting Service Co., Ltd believe it is offering owners a ready means of being equally prepared for compliance. ∎ www.fathommaritimeintelligence.com

Ship Efficiency Review Environmental Technology

FINLAND RATIFIES BALLAST WATER MANAGEMENT CONVENTION TRIGGERING ENTRY INTO FORCE IN 2017

Finland has triggered the landmark entry into force of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention). The BWM Convention was adopted by the International Maritime Organization (IMO) in 2004. Now, some 12 years later, the industry finally has a date to mark in the diary for its entry into force: September 8, 2017. The Permanent Representative of Finland to IMO handed over the country’s instrument of acceptance to the Ballast Water Management Convention to IMO Secretary-General Lim on September 8, 2016. Following Finland’s accession to the Convention IMO secretary-general Kitack Lim said the signing was a “truly significant milestone for the health of our planet”. The combined tonnage of contracting states to the treaty now stands at 35.1441 percent, with 52 contracting parties. The Convention stipulates that it will enter into force 12 months after ratification by a minimum of 30 States, representing 35 percent of world merchant shipping tonnage. Under the terms of the BWM Convention ships will be required to manage their ballast water to remove, render harmless, or avoid the uptake or discharge of aquatic organisms and pathogens within ballast water and sediments. This means that most ships will need have ballast water treatment technology installed on board in order to ensure compliance to certain standards, according to a ship-specific ballast water management plan. The Convention will also require all ships in international trade to carry a ballast water record book and an International Ballast Water Management Certificate. In the wake of Finland’s accession the International Chamber of Shipping (ICS) reiterated that it is now more vital than ever that IMO Member States finalise the revision of the G8 Type Approval Guidelines for treatment systems. ICS have therefore stated that they will be working with IMO Member States to impress upon the United States the importance of coming to a pragmatic solution. Meanwhile INTERTANKO welcomed the entry into force of an international Convention providing global requirements but is advising its Members to take a

cautious approach in coming months and to remain focussed. This news of Finland being the Member State to cross the finish line with the accession documents that have concreted the Convention’s entry into force will come as sweet relief for the ballast water treatment system manufacturers. The battle to remain buoyant in the market amongst much competition and an extended waiting period for the opening of the hypothetical flood gates must be the finest news as hopefully the flood will wash the long-awaited equipment orders to their doors. ∎

BALLAST TREATMENT TECH MARKET FORECASTED TO EXPAND TO $36BIL BY 2020 The global market for ballast water treatment equipment should grow from nearly USD 5.2 billion in 2015 to almost USD 36 billion by 2020, reflecting a five-year compound annual growth rate (CAGR) of 47.1%. This growth leap is due to the fact that the shipping industry will have to install ballast water treatment systems in its entire vessel inventory between 2017 and 2021, which is spurring huge growth in the ballast water treatment market. The research conducted by BCC Research found that in 2013, in advance of any binding legislation, nearly 200 ballast water treatment systems were installed on ocean-going vessels. In 2016, the market looks to have a rapid takeoff. The required numbers of states have ratified the IMO treaty leaving less than a percent of the world tonnage from various states to ratify the treaty for it to become international law. Market projections show almost flat growth between 2014 and 2015, but a huge spurt rise occurring between 2015 and 2020. “The ballast water treatment market consists of equipment to retrofit existing vessels and equipment for new ships,” says BCC Research analyst Lance Leverette. “These www.fathommaritimeintelligence.com

distinct market segments have some differences, but do share certain purchasing decision factors. Capital equipment expense is the most critical element for new ships, while total cost of ownership is the most important factor for retrofits.” The Ballast Water Treatment: Technologies and Global Markets (MST061B) report reviews legislative and other drivers by region, and also discusses pending International Maritime Organization regulations. ∎

Ship Efficiency Review Power & Propulsion

POWER & PROPULSION

BULLETIN DIGITAL APP ENABLES TURBOCHARGER SELF-SERVICE MAINTENANCE The MXP ‘app’, developed by ABB Turbocharging is a solution that enables ‘self-service’ maintenance for marine auxiliary turbochargers by the ship’s crew based on condition. The digital application, designed for web and mobile devices, gives ship owners and operators the flexibility to set cleaning and inspection intervals to suit their service requirements. At pre-set intervals, the app provides notifications for the turbocharger components’ condition to be assessed.

UNIQUE TEST ENGINE TO SUPPORT NEXT-GENERATION LUBRICANT DEVELOPMENT ExxonMobil has developed a bespoke, crosshead slow speed engine to test the development of new lubricant products. The test engine offers unique capabilities due to its rapidly configurable bore-stroke ratio and its ability to simulate a wide range of new engine design parameters. ExxonMobil’s research and engineering teams can apply scientifically derived operating conditions to replicate demanding field environments to which marine lubricants are exposed. A range of different fuels can be used in the test engine when formulating specific high and low base number (BN) cylinder oils. Demands for lubricants that are suitable for use with progressively complex engine designs, that use a wider variety of fuel types and operate under more varied and demanding conditions means that lubricant manufacturers are under pressure to develop new products, and fast. ∎

The app also offers tutorials, and animated guides to support maintenance engineers in disassembling, and assembling the MXP turbocharger. It will be available for web browsers, as well as iOS and Android to be used whilst on-board in engine rooms. Usable offline and online, it also allows for the sending of order requests for required spare parts when connected to the Internet. ABB Turbocharging have expressed that their future ambition is to move towards data-based and predictive maintenance offerings. ∎

NEW AZIPOD PROPULSION TECH LAUNCHED ABB has unveiled brand new Azipod (podded propulsion) technology. The Azipod XL can achieve 5-10% energy efficiency savings compared to the XO azipod model, on which the latest design is based. The new azipod functions using a linear flow to reduce turbulence and energy loss while giving the vessel optimum thrust and can be designed to give a high bollard pull thrust at lower speed to improve performance and increase fuel efficiency. The modular design also means that it has 360-degree manoeuvrability, meaning that it is suited to a wide range of vessels.∎

www.fathommaritimeintelligence.com

Ship Efficiency Review Power & Propulsion

DIGITAL SHAFT BEARING CONDITION MONITORING TECH LAUNCHED Wärtsilä Seals & Bearings has unveiled a new system that uses digital technology to monitor the condition of shaft bearings and seals to help customers realise the maximum uptime and lower lifecycle costs of vessel shaft lines. The Sea-Master system enables ship owners, operators and onshore staff to understand the operational health of the tail shaft equipment by providing real-time data from the tail shaft of the vessel. Using both digital technology, composite components and existing seals, the system helps ship owners obtain real-time data regarding the condition of the tail shaft for classification society surveyors without having to withdraw the tail shaft, extending the interval between removals and thereby reducing unnecessary downtime. Furthermore, the system uses alarms to give warning of potential failure of critical components such as bearing temperatures and lubrication rates before it occurs. The equipment is applicable to open and closed-loop water lubricated stern tubes and closed-loop oil-lubricated stern tubes for all ship segments and types. Retrofit programs are due to begin in September 2016.∎

DIGITAL, CLOUD-CONNECTEDTECH REVOLUTIONISES BOILER WATER DOSING First-of-its-kind digital, cloud-based, automated boiling water dosing technology was launched at the SMM Hamburg trade show by Wilhelmsen Ships Service (WSS) in September. The digital solution uses sensors that measure boiler water conditions and give constant readings for PH, conductivity, temperature and oxidation-reduction potential (ORP). These sensors communicate with the command unit which doses the boiler water with two separate chemicals, according to pre-determined limits. This reduces the risk of boiler failure. The inbuilt standalone command computer is linked to WSS’s digital cloud, so results can be accessed online in real-time. Alerts can also be sent to crew onboard and onshore technical departments both by email and text message if levels vary from preset parameters. This removes the need for regular, often inaccurate testing by crew. The connectivity aspect of this boiler water dosing solution is a game-changer for the industry as it means that data from the equipment can be accessed from the cloud, allowing key decision makers onshore, giving them a complete overview of boiler dosage throughout their global fleets. Rune Nygaard, Business Manager Water, WSS said: “The industry as a whole has been talking about the future of the connected ship and how to use big data for years. The future is now for us. The digital platform we’ve developed, which the automated dosing unit uses, is the base on which we’re building the next generation of solutions.” The WSS automated boiler water dosing solution has now been thoroughly tested www.fathommaritimeintelligence.com

and is being piloted aboard ten vessels for final refinements. Its wider market release is expected imminently. Boiler failure is an ever-present danger within the market, with repair costs usually amounting to between USD 80,000 and USD 180,000. ∎

Ship Efficiency Review Power & Propulsion

CYLINDER CONDITION MONITORING SERVICE REVITALISED WITH DIGITAL TECH Shell Marine has strengthened its LubeMonitor service by introducing a software package designed to enhance data management and reporting functions. They say that the upgraded service will be simpler, better and faster. LubeMonitor is Shell’s cylinder condition monitoring service that is run in tandem with their oil condition monitoring service, Shell Rapid Lubricants Analysis (RLA). The enhanced Shell LubeMonitor service now uses sophisticated software to ensure that all data points can be collected from the engine system and oil analysis sources, to then be easily and securely transferred between customers’ vessels and Shell. Shell LubeMonitor reports also compare onboard data with RLA data to indicate whether the onboard tools require calibration. The comments in the Shell LubeMonitor report focus on finding the correct balance between the lowest possible feed rate and the lowest possible wear rate in line with equipment manufacturers’ recommendations. As part of the smart service, Shell says that expert engineers can build a complete overview of data to provide updates on an engine’s running condition. Expert feedback and recommendations are sent to customers in a report. Historical onboard and laboratory data can also be accessed. The service can also flag areas for concern and highlight possible optimisation opportunities. The service has been developed with simplicity at its core. All monitoring data collected from an engine are presented in one, easy to interpret graph. The service is also modular, so customers can choose the level of services in which they invest. The cost benefits of condition monitoring are tangible, in addition to be recommended by OEMS. Shell recently revealed the details of a collaborative project to cut fleet running costs with Hamburg-based ship owner Oskar Wehr, which sought to optimise cylinder lubrication feed rates on the main engines of 25 vessels (13 bulk carriers and 12 container ships) within OEM guidelines, using the Shell LubeMonitor Service. By reducing oil feed rates by 0.2g/kWh on 25 vessels, while remaining in compliance with OEM feed rate recommendations, this owner expects to save up to $20,000 per vessel, per year. Shell LubeMonitor also played a critical role in Berge Bulk Maritime Pte Ltd switching its choice of cylinder oils from a 60BN product to the 100BN product Shell Alexia S6. The higher BN product successfully addressed the owner’s cold

corrosion concerns, but it also satisfied a request to reduce the consumption of cylinder oil and lower its operating costs. Using the Shell LubeMonitor programme the vessels’ crews received regular scavenge drain oil analyses and advice and, over time, reduced the average feed rate on two vessels from the 520 l/d needed for 60BN product to a rate optimised for Shell Alexia S6 of around about 370 l/d. Based on approximately 280 sailing days a year, Berge Bulk Maritime estimates net annual savings of around $113,000 across four vessels. Many leading shipping companies use Shell RLA as an important part of their planned maintenance regime. As of April 2016, Shell Marine Products (SMP) has analysed over 50,000-cylinder drain oils samples via its Shell Rapid Lubricants Analysis (RLA) service. This year, Shell expects to analyse an estimated 18,000-cylinder drain oil samples. ∎ www.fathommaritimeintelligence.com

Ship Efficiency Review The Social Scene

THE

SOCIAL SCENE @LenaGothberg - The Sustainable Ship Operator of the Year Award 2016 can go to #Stena or #Wallenius! Yay! #shipping

@Ecoslops - We are glad to announce that we’ve been shortlisted for @fathommaritime Ship Efficiency Award!

@IMOHQ - Global treaty to halt invasive aquatic species to enter into force in 2017 #BallastWater

@fathommaritime - Smart Operations has docked in Cyprus! #SmartOps

@fathommaritime “We need data efficient ships and we need to turn them into a data efficient transport factory” Dr. Martin Stopford #SMM16 #SMMfair #gmec

www.fathommaritimeintelligence.com

@Transas_Marine It’s time for @IMOHQ to apply standards of compliance to #communications networks and equipment @TransasCEO @ ShippingInsight #cybersecurity

@shipefficiency 51 companies call on @IMOHQ Heads of State to establish a clear objective to curb shipping’s #emissions at #MEPC70

@BySeaOrg - 100% of #BySea coffee profits go towards helping seafarers and their families. Head to http://BySea.org to find out more about our #coffee

@iogp_OlafM - At @shippingics this morning impressed by ship efficiency: only 1 gram fuel is used to move 1 ton of cargo 1 km

@SMMfair - “The #marineIndustry is facing big changes. Ship intelligence is the key to making this change.” Oskar Levander #SMM16 #SMMfair #gmec

Ship Efficiency Review The Last Word

THE LAST WORD

DON’T JUDGE THE FUTURE THE LAST BY VALUESWORD OF THE PAST By Neville Smith, Director of PR and Media Consultancy Mariner Communications

Trying to persuade an industry in crisis to invest in new technology is a hard sell. It’s harder still when that industry is shipping and the crisis has begun to move outside predictable cyclical models. Eight years into what was supposed to be a five year downcycle, the industry is uncomfortably confronting a changed world order. The fact that there has been so little disruption and dislocation to date is surprising, but reflects the size of cash piles the industry had to burn. And while it seems unlikely that the kind of bubble seen in the years to 2008 will be repeated, for some sectors the risk is that a return to healthy, sustained growth fails to appear at all. Structural shifts in production and consumption suggest demand peaks for coal, oil and iron ore are in sight. Whether globalisation remains the predominant economic force will determine whether demand for container shipping is sustained. Looked at from this downside scenario, the need for Smart Shipping is imperative and its drivers clear. Its chances of successfully taking hold industry-wide are harder to judge. At the start of this year the chief executive of one of the industry’s biggest lenders pointed out that in no other industry would debtors be allowed to stave off restructuring or foreclosure for so long. The availability of money for conventional newbuildings let alone research into future transport systems is available only to a few. Neither can we overlook the leading edge/lagging majority model that defines the industry. That is unlikely to change and makes discussion of a global industry almost irrelevant. Of course it is hoped that regulation will level that playing field, but we know that it does not. The argument that smart shipping demands smarter regulation has been growing ever louder, though without much progress. The least we should hope for is an end to unintended consequences at a time when the money to pay for them is nearly impossible to come by. the lack of a homogenous industry, the concept of smart shipping must necessarily mean different things to different people. To some, smart shipping is the sort that does not comply and does not get caught, or does the bare minimum and still makes a profit. To others it is the embrace of energy efficiency, asset optimisation, meta-compliance and sustainable performance. To the majority in the middle, its inefficiencies and opacity are a margin opportunity that does not support the sharing traits of the digital economy.

Proponents of Smart Shipping need to recognise these differences and segment their approach. Despite this somewhat gloomy analysis, there is a huge amount of innovation going on in shipping. Its inherent inefficiencies mean it will continue to attract entrepreneurs, inventors and disruptors. In a conventional funding vacuum characterised by massive fleet oversupply, excess shipyard capacity, qualified crew shortages and potentially a structural decline in cargo volumes I would argue that more than ever, that innovation needs to come from the ground-up, encouraged by the far-sighted. Shipping needs to accept change and that change is going to come from unexpected sources, many of them outside the industry. Embracing a start-up culture is not the traditional maritime model, but I would argue that it is essential to long term survival. This is as true for the shipowners, operators and lines as it is for the vendors and developers. There are plenty of examples where start-up thinking can make a difference in terms of new technologies and business models. The idea that having got itself into the current crisis, shipping has all the tools it needs to get out of it is plainly wrong. Instead, it needs to recognise that the future of shipping isn’t going to look like the past, but not necessarily for the reasons we thought. ∎

NEVILLE SMITH Director - Mariner Communications