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THE GREAT REBUILD
How blue economy solutions are boosting post-pandemic recovery efforts
Issue 2 2021 • www.imarest.org
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INSIDE: WATER JETS / BALL AST WATER MANAGEMENT / AI- POWERED DECISION- MAKING
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Contents 5 Comment Why learning is a lifelong process
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IN DEPTH Beneath the surface of maritime industry trends
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7 Artificial intelligence The value and potential of AI-powered decision-making 10 Troublespot How an engine-room fire left Eurocargo Trieste dead in the water 12 Vessel focus When race team DNA meets commercial vessels 14 Grey matter Decarbonisation is leading to some questionable measures 16 Influencers Debate: job and career prospects for young industry entrants
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FEATURES 18 Innovation Facilitating economic growth and tackling climate change 24 Ballast water Problems around compliance with BWM regulations 28 Aquaculture Monitoring harmful algal blooms to protect marine operations 30 Coatings The efficiency and green credentials of anti-fouling technologies 33 Mental health Taking action to identify and mitigate work-related stress 34 Propulsion Why waterjets are an increasingly popular propulsion choice 38 Surveying How DNV is achieving data-driven engineering improvements 41 Simulators The training providers turning to cloud-based computing 42 History The fate of Blue Funnel’s Super Ps 46 Naval Tech is driving change in defence
Dr Rudolph Bannasch has studied Adélie penguins and the effectiveness of their locomotion since the 1980s... His research demonstrated that spindle-shaped flow bodies, modelled after penguins, achieve ultra-low drag coefficients in the water Page 18
47 Insurance Defending against cyber whalers 48 Hydrography Innovation in shallow water mapping 49 Careers It’s time to think outside the box 66 The big questions Q&A: Ilya Espino de Marotta, Panama Canal
INTERACTIONS The IMarEST’s shared knowledge hub 51 Conservation Mitigating cetacean decline in the Med 53 Branch spotlight With Mike Watt of the Singapore Joint Branch
54 Member benefits What IMarEST membership means 56 Fellow Q&A Vikki Gunn on the interface of scientific research and policy 59 Comment Why a rethink on design parameters is needed to aid safety 60 Comment Ineffective communication can be fatal 61 Your views Letters to the editor 62 SIG update Investigating plastics in the super yacht sector 64 In memoriam Remembering Kevin Tester 65 Your Institute Updates for IMarEST members MARINE PROFESSIONAL
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EDITORIAL TEAM Editor Carly Fields Group art director Jes Stanfield Managing editor Mike Hine Client engagement director Anna Vassallo
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ADVERTISING SALES Michael Coulsey 020 3771 7232 michael.coulsey@thinkpublishing.co.uk Samantha Tkaczyk 020 3771 7198 samantha.tkaczyk@thinkpublishing.co.uk Scandinavian representative Örn Marketing +46 411 18400 roland@orn.se
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CONTACT Marine Professional Think Publishing, Capital House, 25 Chapel Street, London NW1 5DH marineprofessional@thinkpublishing.co.uk 020 3771 7200 FIND US ON SOCIAL MEDIA @themarinepro facebook.com/themarineprofessional youtube.com/imarest All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying or otherwise, without the prior permission of the publisher. Copyright © 2021 IMarEST, The Institute of Marine Engineering, Science and Technology. Information published in Marine Professional does not necessarily represent the views of the publisher or the Institute. While effort is made to ensure that the information is accurate, the publisher makes no representation or warrant, express or implied, as to the accuracy, completeness or correctness of such information. It accepts no responsibility whatsoever for any loss, damage or other liability arising from any use of this publication or the information which it contains.
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Dug in deep in a global pandemic, it is easy to reduce your focus to just the micro and the day-to-day. Whether it is work or life-related, the big picture suddenly seems less important when everything you read and hear is almost wholly related to one topic: COVID-19. When will we be vaccinated; when can we travel; when can we see friends and family; when will life return to normal? Taking the macro view can give some welcome relief and remind us that normal life is continuing, and in some exciting ways. It has been a pleasure to learn of all the innovative work going on in the marine sphere in this issue. Investigating where artificial intelligence can propel development of marine technologies; learning about ships that can produce clean power, fuel or water; heralding next-generation wave energy conversion; and finding out about AUV ‘penguins’ – there are exciting developments happening in the marine world that are not dependent on the ongoing COVID-19 narrative. The headline for our cover feature on page 18 clearly states our innovation journey. We hear the phrase ‘build back better’ from politicians, global organisations and economists, but here at the IMarEST we believe that what we do in the blue economy as we recover will matter a lot. Our unashamed mantra is ‘blue builds back better’. Look beyond the pandemic and be inspired. Carly Fields, editor
THIS ISSUE’S CONTRIBUTORS Felicity Landon Felicity is an award-winning freelance journalist specialising in the ports, shipping, transport and logistics sectors.
Kamlesd Kumar Kamlesd is head of class systematics and operational centre in the maritime division of classification society DNV, based in Oslo.
Charlie Bartlett Charlie is a freelance writer whose work has appeared in a range of leading international titles. He specialises in both the technical and commercial aspects of shipping and offshore energy.
John Barnes John is a graduate in naval architecture who worked at the Vickers Shipbuilding Group before becoming a marine technical journalist in 1971. Over the following 45-plus years, he has edited many marine journals and spent several years in public relations within the industry.
Michael Grey MBE An honorary IMarEST Fellow and a former editor in chief of Lloyd’s List, Michael is a regular Marine Professional columnist and respected commentator in the marine industry.
William Burroughs William is senior principal engineer at ABS, based in Houston, Texas, and a Fellow of the IMarEST.
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To innovate, we need to look beyond our silos BY RICHARD VIE
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hen I was asked to contribute to this edition of Marine Professional on the theme of innovation, I hesitated at first. Did I really know what innovation is or what the word means? After a little research, I found that there are many definitions, but the one that I think best fits and will resonate with the majority of readers is ‘the introduction of new products or processes that will improve the effectiveness of the activity or organisation’. In this case, ‘new’ doesn’t necessarily mean inventing something that has not existed before. It may do, but it could also involve taking an existing product or process and applying it to an activity where it has not been used before. So, innovation is not the same as invention, although the two are often used synonymously. In the marine domain, there are celebrated innovators such as Isambard Kingdom Brunel, who designed the SS Great Britain. While he didn’t invent the screw propeller, the steam engine or iron hull construction, he put them together to produce a ship to cross the Atlantic with a level of efficiency greater than any ship produced previously. Similarly, Charles Parsons introduced the steam turbine into the world of ship propulsion where, until very recently, it continued to play a major role. Malcom McLean did not invent shipping containers, but he saw the opportunities they created. He developed the modern
intermodal container system, which revolutionised the transport of goods around the world, leading to the enormous container ships we now see in service. They were all great innovators, and while we would be most fortunate to emulate their achievements, each of us can, in our own way, contribute to innovation in marine engineering, science and technology. One of the most frequent complaints I hear about those working in technical roles is that they tend to work in silos and do not consider how their
Learning is a lifelong process, so be inquisitive, ask questions, build your networks and take every opportunity to learn work impacts on others or how developments outside their sphere of activity might impact on theirs. This is natural, as once somebody masters a role, and feels comfortable in it, then why go looking for something that might disrupt this? However, this attitude constrains progress and, I would argue, makes work, and life in general, much less interesting. In my own career, I always tried to find out what was going on not only in my own areas of responsibility, but in adjacent fields. A visit to another industrial sector, be it offshore energy, automotive or aerospace, or contact with academia was always a fertile ground for picking up new ideas. Discussions with suppliers of
marine equipment, where perhaps it wasn’t the core business, often led to the discovery of other products the parent company produced that could help with improving the design of ships in the future. As a member of the Institute, you already have a head start in this chain of discovery. We have members from a broad range of marine sectors all willing to share their knowledge and experience through our journals, SIGs, the Nexus platform, and the rapidly growing resource of webinars and lectures, including branch lectures, on IMarEST TV. Make use of them, as something you discover might initiate some thoughts that could lead to real innovation in your organisation or be demonstrated through your academic studies. On top of this, many of our branches organise, or hopefully will again when allowed, industrial visits. Take advantage of these, as you never know what you might learn that could drive innovation in your own area. Finally, as we know from the requirement for continuous professional development, learning is a lifelong process, so be inquisitive, ask questions, build your networks, take every opportunity to learn from others and absorb as much knowledge as you can. In this way, you may be the next great innovator following in the footsteps of Isambard Kingdom Brunel. Richard Vie is chairman of the IMarEST Board of Trustees MARINE PROFESSIONAL
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Beneath the surface of maritime industry trends In this section:
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7 Artificial intelligence in shipping 10 Fire in the engine room 12 Next-generation crew transfer vessels 14 Questionable outcomes from decarbonisation efforts 16 Debate: job prospects for industry entrants
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AI and shipping: the perfect combination?
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Artificial intelligencepowered decision-making can aid safe navigation, power decarbonisation and save money
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here’s no shortage of data to be gathered from the marine industry. The challenge is making the best use of it. Step in artificial intelligence (AI). Marine companies investigating and investing in AI are finding that machine-demonstrated intelligence can quickly prove its worth in terms of improving efficiency, reducing emissions and saving money.
Frictional resistance reduction specialist Silverstream Technologies claims its air lubrication system already delivers fuel savings of 5–10% by reducing resistance between a vessel’s hull and the water. Now the company is working with researchers at the University of Southampton to see what can be achieved when machine learning – an application of AI – is applied to the data gathered through the system.
“AI is a tool we can use to make what we do even more efficient,” says Silverstream CEO Noah Silberschmidt. “We are asking AI to find the combinations that we think the industry needs.” About 35 installations of Silverstream’s system are now on order or in service at sea. “Depending on speed, 40–70% of the fuel you consume is actually used to overcome the resistance of the vessel in the water,” he says. “At 20m draft, there is a lot of resistance. MARINE PROFESSIONAL
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“Using AI, we can say your vessel is better or worse than its peers. We can track how performance changes through time”
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“In 2010, we set out to prove that air lubrication works – not just in theory, but through an application that worked in practice. We started with our first Shell-sponsored installation in 2014; we installed the technology and then captured a lot of data, which was verified by Lloyd’s Register.” Last year, Silverstream and Southampton university started a two-year project under the Innovate UK Knowledge Transfer Partnership (KTP) programme, the goal being to advance intelligence within the system’s control and automation module. The KTP aims to increase savings by analysing operational data taken from installed systems. Silberschmidt’s earlier career was in trading and derivatives. “I have a background in maths, modelling and algorithms – everything to do with big datasets, filtering data and finding patterns in numbers. Very early on, we wanted to find a way to treat the Silverstream datasets in the best possible way; we noted that maritime companies were less datadriven and not used to the principles of analysing data, so we thought we could use some of these principles. That is how we started looking for patterns and networks to establish what’s occurring and why, and the determining factors.”
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Real-time response The air lubrication system is set up to adjust quantity and pressure of air provided according to conditions. By using AI to analyse data more quickly and automatically, Silverstream wants to identify many different scenarios, pinpoint precisely how the best performance was achieved in each, and hence respond to circumstances at sea in real time to adjust the air lubrication provision and deliver peak performance.
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“Our technology will improve the efficiency of a vessel. Typically, we switch our system on and in two to three minutes you see the main power of the vessel being reduced dramatically,” says Silberschmidt. “There is a lot of talk about new fuel types. All are going to be less efficient in terms of energy per tonne than the current bunker fuel, so it will become more – not less – important to ensure that the vessel is efficient.”
AI accessibility Taking a different approach, DeepSea Technologies, which offers vessel monitoring powered by AI, has launched a hardwarefree product designed to make AI accessible to all shipping companies with no barriers to entry. Cassandra Light monitors and visualises CO2 emissions and notifies users of fuel overconsumption to help reduce environmental impact and fuel costs. The AIdriven platform delivers vessel performance insights using only the routine noon (daily) data provided by the vessel. DeepSea’s product requires the placement of a data collection system on board, with the data logged every minute and transferred via satellite to the cloud. Machine learning is used to process this and spot deteriorations in efficiency. “Cassandra Light is really good as a taster; companies can use it easily throughout the fleet with no risk on their side,” says CEO Roberto Coustas. “For example, an owner in Greece is trying it on 40 vessels. The value is that they have all the information for the whole fleet, providing a holistic platform aggregating all that information and unifying it in a dashboard.” With pandemic restrictions still in place, Cassandra Light offers an accessible way of using and enhancing the information available from daily reports. “It is truly revolutionary because it works with the data everyone gathers but processes it from a unique angle
– combining AIS to see where the vessels are and augmenting that with weather data so we have a good understanding of the conditions behind the fuel consumption. We can also go back and compare fuel consumption with the same voyage in similar conditions previously; if the vessel performed better then, perhaps it has fouling.” Cassandra Light was launched in January and was being used by 200 vessels within two months. “The more vessels we have, the more information and value we can give to our clients,” says Coustas. “Using AI, we can say your vessel is better or worse than its peers. We can track how performance changes through time, analyse fuel consumption and detect anomalies with very high accuracy.” Decarbonisation has become vital for owners and operators, who realise they need to start measuring the impact of their vessels in terms of emissions; a system like Cassandra Light can provide valuable benchmarking, Coustas says. “Owners will need to be able to validate that their vessels are efficient for chartering out or financing. There is only one way forward, and that is greater vessel efficiency. A 10% reduction in CO2 just by better managing the route and performance of the vessel has a very big impact.”
Collision avoidance AI has been put to good use in a marine collision avoidance system developed by Orca AI. To date, the system has been installed on nearly 50 vessels, and that number is anticipated to double by the end of this year, says Philip Nielsen, company general manager for Europe. The system is being used by oil majors on tankers and gas
“We have understood more deeply the shipto-shore aspect and the communication that a fleet manager in the office needs from the vessel”
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“We need to bring into the shipping industry people who understand data and technology, and we have to teach them about the maritime environment” A new asset in shipping
The Silverstream System ‘bubble carpet’: a layer of micro-bubbles lubricates the entire flat bottom of the hull
DeepSea’s Cassandra Light delivers accurate vessel performance insights by combining noon report, AIS and weather data
carriers, and it is about to be installed on some container ships. But quite apart from the system’s arrival as a commercial product, Orca AI has evolved significantly, with key developments made in response to feedback from captains. “We have understood more deeply the ship-to-shore aspect and the communication that a fleet manager in the office needs to have from the vessel,” says Nielsen. “At Orca AI, we initially developed our collision avoidance system with the screen on the bridge to give better situational awareness in very congested waters. But because we were collecting so much data through the camera and fusing it with information from other sensors, we saw the opportunity to create a safety platform. Based on configurations such as distance preferred between vessels, the AI will cherry-pick the most important and
relevant information and present it on the dashboard.” COVID-19 has led to a tremendous push towards digitalisation in shipping, Nielsen points out. “However, we can be overwhelmed with data. The safety platform has been designed to present the relevant data.” While the data generated is fed through to the office onshore, Orca AI’s system is not meant to allow the office to navigate the vessel, he hastens to add. “The key thing is that the office understands how the vessel is navigated and can see whether there are anomalies, such as where a crew is perhaps navigating a bit too aggressively. It gives insights and understanding to the office, while on board it prioritises all the information the bridge team sees, so they can focus on the most important.”
COVID-19 created a challenge in terms of visiting vessels to do installations. In response, Orca AI has focused on easy roll-out. “Everything comes in a box with pictures and clear step-by-step instructions. We do a pre-installation online meeting with the office and the vessel; we share pictures and discuss the installation process. A competent electrician on board can install the system.” Orca AI’s system is a navigational aid and an additional layer of safety, says Nielsen – it is not designed to replace radar or other systems. It is cloud-based, and upgrades are regularly provided as the system evolves. He describes data as the ‘new asset’ in shipping, driving future training, safety and benchmarking. “AI is the key to increasing safety and efficiency. Shipping is made for data and AI requires data – it is the perfect combination.” However, having the right skills to understand the true value of AI will be a challenge. “We need to bring into the shipping industry people who understand data and technology, and we have to teach them about the challenges and complexity of the maritime environment. Many tech companies today don’t ‘get’ shipping. You really need to have a strong maritime background to succeed.”
FIND OUT MORE The IMarEST has a task force dedicated to the use of artificial intelligence in the marine domain. For more information on the task force’s work, email technical@imarest.org
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Fire leaves ro-ro adrift Problems piled up to leave Eurocargo Trieste dead in the water BY KEITH RAY
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n 21 November 2019, shortly after leaving Livorno for Savona, the ro-ro cargo vessel Eurocargo Trieste suffered a fire in the engine room. Unable to extinguish the fire, the crew shut down both engines, resulting in a total loss of power. After attendance by the Livorno fire department, the vessel was towed back to port. Eurocargo Trieste was built in 1997, owned by Malta Motorways of the Sea Ltd and managed by Valiant Shipping SA. With a length of 185m, a gross tonnage of 26,536 and twin MAN nine-cylinder engines, it was capable of carrying 213 artic trailers and 127 cars. The vessel left Livorno at 0123 with 115 trailers on board. The pilot departed at 0154 and the master ordered full speed at 0200. At 20kn it was scheduled to arrive at Savona around 0640. At 0220 the third engineer, the engine room officer of the watch (OOW), left the engine control room (ECR) to read the oil flowmeter. However, as he was exiting the ECR, he noticed flames coming from the rear of the starboard engine. At the same time, an automatic fire alarm triggered. He quickly returned to the ECR to inform the chief engineer. The chief engineer contacted the bridge to inform the master that the starboard engine was on fire. However, as the vessel was still in a traffic separation scheme, it would be too dangerous to shut down both engines. So, as an interim measure, control of the engines was switched from the bridge to the engine room, and the chief engineer shut down the affected engine. A general alarm was activated, and the crew were requested to muster at the fire assembly point. At the same time, the OOW, under the chief engineer’s
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Burnt-out electrical/control panel forward of the ECR and modules room bulkhead
Although the main fire lasted only 30 minutes, the damage was extensive, as the fire continued at a lower intensity for several hours directions, attempted to tackle the fire using a portable foam fire extinguisher, but the dense smoke and the height of the flames caused him to abandon his efforts. The master ordered the chief engineer and OOW to vacate the engine room, leaving the port engine and diesel generators running. The master then decided to send in a fire-fighting team equipped with a water jet, but given the steep descent into the engine room and the thick smoke, this attempt also had to be abandoned. Instead, the master decided to release CO2 into the engine room at 0230, having first cut off the fuel supply to the main engines and generators. With a total loss of main power, the emergency generator started to maintain the essential electrical equipment.
Troubles mount Inevitably, the vessel began to drift while still in the busy traffic separation area outside Livorno. Before the CO2 was introduced into the engine room, all the ventilation ducts, funnel flaps and covers had been closed, and while the ECR’s
Damaged port-side pilot ladder
port-side door had been closed, the crew could not confirm that the starboard access had been similarly closed off. The master checked at this point that all the crew were safe. Unfortunately, at this point, it was noticed that the main CO2 line was leaking, and the smoke alarm in the CO2 room activated, although there were no signs of any fire in that area. At 0240, the master informed Livorno’s Port Control of the situation and requested assistance. At 0304, the first pilot boarded, and a fire-fighting tug arrived at 0320 to assist in the cooling operations. At 0514, the fire crew concluded that the fire had not yet been extinguished. By 0537, there were three pilots on board, and the decision was taken to allow the vessel to drift until everything was under control. Meanwhile, the lifeboats were prepared for launching. By 0809, the fire brigade believed the fire was spreading again, but by 0825, it appeared to have been extinguished. The port authorities gave permission for the vessel to be towed into the harbour, and it finally came alongside at 1720. Although the main fire lasted only 30 minutes, the damage was extensive, as the fire continued at
Troublespot, 1 Following the incident, Eurocargo Trieste was sold for scrap and broken up
a lower intensity for several hours. The starboard engine was seriously damaged, as were the electrical supply cables, lighting fixtures, fire detection and alarm systems, and main switchboard.
Investigation issues Investigations into the cause of the fire were hampered by a number of factors, including the fact that the vessel was a ‘dead ship’ with no lighting; the engine alarm data and other information were lost in the fire; the UPS system was burnt; the telegraph logger had developed a
The report determined that the fire probably occurred because of an oil spillage onto a hot surface around the starboard engine
fault a few days before; and engine data had been recorded in the bridge bell book, but the times did not agree with witness accounts or the voyage data recorder replay. Although no definitive answer could be provided, the Transport Malta Marine Safety Investigation Unit’s report determined that the fire probably occurred because of an oil spillage onto a hot surface around the starboard engine and then spread to other areas in the engine room. Combustible material, including leaked fuel, braided PVC pipes and a plastic container placed to collect drained and dripping oils, helped spread the fire. The report also concluded that the CO2 system was compromised; the doors to the fuel oil modules and separator rooms were open; the
delay in stopping the port engine probably aggravated the fire; the access to the engine room made it difficult for the fire crew to respond; and the emergency generator failed probably because of water damage. An analysis of the crewmembers’ records of rest hours revealed that they were in excess of those required by the STCW Code and the Maritime Labour Convention, 2006. However, the safety investigation found no evidence to indicate fatigue was a contributing factor to this accident. It was subsequently established that some of the irregularities violated existing navigation safety standards. The incident proved to be the undoing of Eurocargo Trieste. The ship was subsequently sold for scrap and broken up in May 2020 in Aliaga, Turkey.
EMPOWERING world leader in electric underwater robotics
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Race team DNA meets commercial vessels
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How elite yacht racing is helping to drive the next wave of innovation in crew transfer vessels
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he boats sailing in the America’s Cup have come a long way since the race’s inception in 1851. The competition itself is based on the premise of a challenging vessel and a defending vessel duelling through a series of elimination rounds. On top of the team prestige and personal glory that come with victory, the winner is awarded the opportunity to decide where the next competition is to be held and to develop the rules governing the design and build of the boats themselves. With the competition bringing revenue to the host nation estimated to be in the billions, teams are incredibly competitive both on and off the water, with the 1988 race being decided in a court room. The combination of fame and fortune has created an environment that drives innovation at a rapid pace. The America’s Cup is as much a design challenge as a sailing race, with the aim being to design the fastest possible boat within a defined set of constraints. Progressive rule changes in recent years have accelerated design innovation, driven by host teams intent on making racing faster, more visually dynamic and accessible to a wider audience. The current AC75s raced in the 2021 America’s Cup are effectively
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flying monohull sailing vessels that use advanced hardware and control software to enable crews to race at speeds in excess of 50kn – a speed which, as recently as 2008, was the holy grail of speed sailing. As the wind energy input powering these vessels has remained constant, what the design teams have delivered is a step change in how that energy is transferred into controllable forward speed.
Racing crossover The skills, knowledge and IP developed to achieve these efficiency and performance gains have tended to stay within the small and highly specialised high-performance sailing world. Yet, recently, a small but growing number of organisations are now looking to leverage their experience, technologies and race team DNA in developing and delivering solutions to the commercial marine sector. One of these is BAR Technologies, based in Portsmouth, which is taking its expertise into the offshore wind support vessel world (among other sectors), intent on enhancing efficiency and operability. The physical application of racing technology in BAR’s crew transfer vessel (CTV) design is evident in the presence of foiling systems. While nothing new in either the sailing or commercial high-speed craft world, the application of highly optimised hardware in combination with
Teams are incredibly competitive both on and off the water, with the 1988 race being decided in a court room
advance control systems – which would not look out of place in a high-performance sports car – allows for considerable efficiency gains. The holistic development of these systems requires the design teams to employ advanced, data-driven and computationally heavy design processes incorporating a high-fidelity performance or digital twin. The advancement in computational approach is thanks to one of the more recent America’s Cup restrictions: banning physical model testing in towing tanks. Teams have therefore become extremely skilled at utilising the data and software available to them, adapting techniques from Formula 1 motorsport to allow the development of the fastest or, in a commercial setting, most efficient systems.
What’s the FOSS? Having a performance twin in the digital world allows the designers to optimise hullforms, foils and control systems to the operational conditions experienced on site. Offshore wind-farm operators collect a huge amount of metocean data to verify the viability of chosen locations. It is now possible to use this data to develop vessels with the highest possible operability and efficiency for a specific environment. Chartwell Marine’s twin-hulled Chartwell 24 CTV is one example of where this design process has been applied to develop a foil-assisted solution to an existing hullform. The Foil Optimised Stability System (FOSS) integrated into the design has been developed to increase efficiency while reducing the
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The radical hull design consists of a 30m slender main hull and a small waterplane area outrigger vessel’s motion response, giving technicians a smoother ride out to work. The claimed efficiency savings of up to 15% are significant and are achieved by reducing the vessel displacement while underway by up to 30%. Boats don’t need to fly for their resistance to be reduced.
Next iteration BAR’s in-house design, the BARTech 30, goes a step further. With like-for-like capabilities in passenger numbers, deck areas and deck capacities as the Chartwell catamarans, the concept aims to repackage known components to provide a more efficient system with enhanced seakeeping response. The radical hull design consists of a 30m slender main hull and a small waterplane area outrigger. It was developed using automated optimisation systems. Machine
learning and trained neural networks compute the optimum solution (in this case a hullform) considering all the design objectives and data provided. This effectively allows for thousands of solutions to be assessed in iterating to the final one. This optimised hull provides the basis for the performance twin. The claimed performance of the holistic system is certainly impressive, with a reduction in fuel burn of 30–40% compared with a catamaran CTV. These efficiency gains are achieved through a combination of the slender hullforms and active foil systems governed by a ‘fly by wire’ control system. The slender hullforms also assist in claimed thrust reduction of up to 50% while ‘pushing on’ to the tower due to reduced roll motion thanks to the outrigger. A claimed reduction in vertical acceleration by up to 70% considerably increases the theoretical weather window
that the vessels can operate in. Four BARTech 30s are currently in build and have the potential to demonstrate a considerable step forward in CTV efficiency.
Zero-emission CTVs Greater efficiency leads to lower emissions for conventional dieselpropelled vessels and increases the viability of other less conventional powering options. Reduced powering requirements mitigate operational risks associated with range and speed. Could we soon see a world of zero-emission, high-speed CTVs? With thanks to BAR Technologies, in particular Simon Schofield, and Luke Atkins at Tamarindo Group for assisting with the research for this article. Rob Clark is a Chartered Naval Architect with experience in a range of technical and project roles MARINE PROFESSIONAL
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Answers blowin’ in the wind
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The laudable effort to decarbonise is leading to some questionable measures
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t is quite surprising to see the number of ‘concept’ designs in which the power of the wind plays an important role. In the real world, kites are already flying over bows, wing sails are working and Flettner-type rotors are whirring away. But even more dramatic ideas can be found on computer screens, with concept designs for huge sail arrays on the garage roofs of large car carriers and big bulker rigs that resemble that of a super-advanced Chinese junk. It could be that the challenge to make big ships truly sustainable has sparked innovative ideas that might actually be developed into practical designs. On the other hand, it could be something of a counsel of despair, as the deepest thinkers in the industry worry about the direction green regulation is taking. Anybody who has run a car for more than a few months knows that, as the engine and all its bearings wear with use, its efficiency gradually reduces. Why should a ship’s machinery be any different? We have learned that good maintenance, of both machinery and all the ship’s underwater parts, helps to reduce the fuel bill and thus the carbon emitted, but isn’t it a bit impractical to expect ships to become more efficient with the passage of time? This is what seems
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to be inferred if a ship is expected to improve its ‘carbon intensity indicators’ and ‘annual efficiency ratio’ (the grams of CO2 emitted per deadweight tonne per nautical mile) as the ship ages and the miles tick away.
Questionable measures Writing in the latest BIMCO Bulletin, Lars Robert Petersen, the organisation’s deputy secretarygeneral and a marine engineer, suggests that the effort to reduce carbon emissions in such a fashion could have the opposite effect. It is common sense once you realise that the only way this ratio can be improved (once the ship is running optimally) is for it to carry less cargo so that the engine has to work less enthusiastically. And if you carry less cargo, or slow down, either the ship has to run more miles and get in an extra voyage or two, or more ships will be required to carry what is needed. This is just one of a range of questionable measures that may be inflicted on the industry in the entirely laudable effort to decarbonise. Take, for instance, the Energy Efficiency Existing Ship Index, which is likely to limit the power available to the master of the ship and which, experienced mariners have suggested, might actually be hazardous in some circumstances.
It was some years ago at an IMarEST conference on environmental matters that a shipmaster, who had brought a disabled ship through an Atlantic storm, emphasised that the situation had been saved by the power that enabled him to keep the vessel head to wind, even though the ship had been blown 60 miles astern. If he had less power, he pointed out, and the land had been rather closer, he would have been blown ashore, in much the same way as large numbers of low-powered steamers that were wrecked in pre-war days. Concerned mariners have also been pointing out that the availability of sufficient power is as important when in pilotage waters as it is in deep sea, and safety should not be prejudiced by green priorities. Perhaps, if there is a widespread move to new and cleaner fuels, which, of course, have yet to be developed over several years, this problem will eventually recede. But it won’t go away in a hurry. Which is, perhaps, why the direction of current regulation is concerning.
Michael Grey MBE is an honorary IMarEST Fellow and a former editor-in-chief of Lloyd’s List
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Influencers VERSION
INFLUENCERS
REPRO OP
Where are the job and career prospects for young ocean professionals in the blue economy?
SUBS ART
Martin Koehring
Ning Mei FIMarEST
Regional lead (EMEA) for sustainability, climate change and natural resources, and head, World Ocean Initiative, at The Economist
Professor, Ocean University of China
Yrhen Bernard S Balinis AMNIS SIMarEST
As an important way to promote the sustainable development of coast and ocean, the concept of the ‘blue economy’ has lodged itself in the public mind in the past decade, especially on the eastern seaboard of China. Undoubtedly, the traditional industries involved in the blue economy – including shoreline stabilisation, fisheries and aquaculture, sea-bound trade and tourism – have brought huge benefits to both the public and government. Part of the story is that generously salaried jobs have developed in blue economy companies in China. The other part is that a talent shortage is ensuring that young graduates from related majors of the Ocean University of China can secure their preferred job six to eight months before graduation. More importantly, emerging industries like renewable energy, marine ranching and many others continue to thrive, showing interdisciplinary characteristics. This is an opportunity for young talent and a challenge for talent training. The blue economy is on the way. Are you ready?
At first glance, it may look like we are separated by the oceans, but in fact we are connected by them. As a young seafarer, I want to preserve this link. I am doing my part by abiding by MARPOL rules and other regulations. Having realised that going it alone may not be sufficient, I have shifted my interest to the attainment of the UN Sustainable Development Goals (SDGs), particularly SDG 14 on life below water and the SDGs on good health and well-being, and gender equality. I am a deputy director and member of a youth organisation advocating for these SDGs, which serves to increase my perspective of how I can help. I am also a member of the IMarEST Ocean Plastics SIG to further my connections and understanding. In an ever-more digitised maritime industry, one thing will remain the same: the need to operate on the oceans. Therefore, no matter the change in technology, it should always be anchored on sustaining and preserving our waters.
PRODUCTION
Technological advances such as artificial intelligence, machine learning and big-data analytics are increasingly helping to reduce the cost and risk of working in the ocean economy. This enables control of operations to be transferred to onshore centres, accelerating the replacement of traditional maritime jobs with emerging roles such as systems engineers, programmers and data analysts. However, this shift also risks exacerbating disruptions to job markets in coastal communities. Capacity building, training and innovation will be required to fill skills gaps. Even as the need for digital skills grows, a broader understanding and appreciation of the ocean is still required. As the UN Decade of Ocean Science for Sustainable Development commences, ocean literacy will be vital for the scientists, planners and innovators of the future.
CLIENT
Capacity building, training and innovation will be required to fill skills gaps
Deputy director for Albay, YouLEAD Initiative Inc, and member advocate, 2030 Youth Force in the Philippines
NEXT ISSUE’S QUESTION
With the UN Decade of Ocean Science officially underway, how will we measure success? If you would like to contribute, please email marineprofessional@thinkpublishing.co.uk
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INNOVATION
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Blue builds back better
SUBS
The ocean and marine industries carry solutions for human health, economic growth and climate change
ART
BY CHARLIE BARTLETT
PRODUCTION
It took a global pandemic and a massive contraction in the world economy, but it seems that governments are finally taking seriously the promise of green growth. And, for the first time, it appears that the blue economy industries, where innovation is arising from every corner, will play an outsize role. Ships that can produce clean power, fuel or water; wireless blind-spot elimination; next-generation wave energy conversion; AUV ‘penguins’ – no idea is too extreme to consider. ScanReach, a Norwegian network company, has been taking major strides, developing a technology that allows wireless internet connections through steel, something that has been nearly impossible to sustain up to this point. The technology could allow owners to make considerable savings on newbuilds, as it would enable ships to be put together without the expensive job of routing copper cables through bulkheads. But ScanReach CEO John Roger Nesje tells Marine Professional that the quickest buck can be made in the retrofit market, where many new sensors and efficiency tools, not planned for at the design phase, can be connected up and operated through ScanReach’s In:Range system. “The performance monitoring is where we see the most value to the shipowner. Primarily we are thinking about existing vessels,
CLIENT
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not newbuilds. There is a lot of talk of digitalisation, and a lot of existing vessels are not prepared for this. But, with ScanReach, you can start to collect a lot of signals from systems not connected today. Walk around the vessel, plug in, and you’re up and running. It represents a low-cost way to digitalise vessels.”
Offshore use The company has been breaking into the wind segment, signing contracts with Olympic Shipping and REM Offshore. The implications of ScanReach products for this sector are considerable, promising both a much more efficient workflow and a safer
ScanReach has been developing a technology that allows wireless internet connections through steel
Simec Atlantis Energy’s AR1500 underwater turbine, installed off Japan, generated 10MWh of electricity in its first 10 days
Innovation, 1 MAN ENERGY SOLUTIONS
Deployment of CorPower’s C3 wave energy converter at the European Marine Energy Centre in Orkney
working environment for repair personnel scattered around a network of turbines. “We are looking into an offshore wind farm as an arm of the vessel,” says Nesje. “If you have an accommodation vessel for windfarm maintenance purposes, you are letting people go from the vessel to several of the windmills. We can then have an overview of how many have left the vessel, and you can see inside a windmill. We can see where the people are, through the steel of the turbines, and in which windmill they are located.”
New possibilities But offshore wind energy and, to a lesser extent, fledgling tidal are soon to be joined by another, stranger form of renewable. A number of
smaller outfits are examining wave energy – distinct from tidal in that it derives energy from the bobbing motion of floating objects, rather than undersea currents. CorPower Ocean, headquartered in Stockholm, Sweden, is one of them. Its system comprises a floating buoy with a cable attached to the seabed, generating power from a power-take-off system as the buoy is lifted and dropped by the waves. This approach has been tried before, but systems tend to break down in storms; CorPower has built in a new protective function. The company believes it has found the winning combination in terms of raw power generation, too. “Advanced phase-control technology strongly amplifies the response to regular waves in terms MARINE PROFESSIONAL
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of the motion and power capture,” CEO Patrik Moller explains. “For instance, in a 1m wave, CorPower’s buoys may move 3m up and down, due to the resonance phenomena. CorPower’s devices have been shown to produce five times more electricity per ton than any other known wave technology.”
CorPower is exploring wave energy, which derives energy from the bobbing motion of floating objects
SUBS
A clear path to LCOE
ART
This is promising, as the systems are straightforward to install, requiring no new vessel types, and will likely remain that way. “Scaling up will involve increasing the volume of wave energy converters (WEC) as opposed to the size of the devices,” Moller says. At 9m x 19m and 60t, CorPower’s relatively small and lowcost WEC device has been designed to harvest large volumes of energy through high structural efficiency. “Securing large amounts of electricity from a small device significantly reduces capital expenditure, while the compact lightweight devices are also less costly to transport, install and service, bringing down operational expenditure. Commercial wave farms could include anywhere between 100 and 1,000 buoys covering several square miles.”
“Securing large amounts of electricity from a small device significantly reduces capital expenditure”
PRODUCTION CLIENT
CorPower believes it has uncovered a relatively straightforward business case, with “a clear path to a levelised cost of energy (LCOE) below €30/MWh with gigawatt-scale deployment”. For comparison, in September 2020, the UK’s Department for Business, Energy and Industrial Strategy released new estimates stating that offshore wind projects coming online in the next decade will
TAKING SURVEYING TO NEW DEPTHS Ocean Infinity has travelled far in its four years. Its founders established the business in the belief that different autonomous technologies could be “combined to gather and analyse data from our oceans”. Its work covers the energy sector, renewables, subsea cables, governments and navies. A recent project in Guyana for ExxonMobil saw Ocean Infinity acquiring high-resolution geophysical and geotechnical data through the simultaneous deployment of multiple autonomous underwater vehicles in water depths of between 70m and 2,150m over an area of approximately 3,100km2.
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In March, Ocean Infinity, in partnership with the University of Portsmouth, Airborne Robotics and Bentley Telecom, agreed to develop an autonomous offshore windfarm inspection capability in the UK utilising aerial drone swarms deployed from an uncrewed marine robotic vessel. A system demonstration for the £1.67m Drone Swarm for Unmanned Inspection of Wind Turbines (DrSUIT) project is planned for 2022. Using 5G and satellite connectivity, the project will see a swarm of drones autonomously inspect wind turbines removing the need for manual, human inspection. A
produce power at an average cost of £47/MWh (€54) over the course of their lifetime. “From first pre-commercial installations in 2024/25, the LCOE is projected to drop below €100/MWh after 150MW is installed, and €60/ MWh after 600MW is installed by 2030,” Moller says. To get the best out of CorPower’s buoys, it would be worth pairing them with wind turbines to create “combined ocean energy arrays”, with the two potentially complementing each other well. “Wave energy provides a balancing source that enables high
36m Armada uncrewed robotic vessel will act as the host vessel for the aerial drones, facilitating launch and recovery, recharge, data download and transmission to shore via satellite. Ramsay Lind, business development manager at Ocean Infinity, says the solution will be greener and safer. “Not only will this uncrewed solution see a reduced risk to human life, but it will also reduce the environmental impact of wind-farm inspection. The Armada vessels are a lowemission alternative to traditional vessels, emitting up to 90% fewer greenhouse gasses.” Ocean Infinity’s Armada fleet consists of 15 robotic ships, all
Innovation, 2
INNOVATION penetration of wind and solar at the lowest possible system cost... without requiring as much longterm storage capacity.” It also works hand-in-hand with hydrogen production, with a windsolar-wave electricity mix offering a more constant operation with higher profitability for electrolyse operators, Moller adds. In February, meanwhile, Simec Atlantis Energy achieved first power from a new AR1500 underwater turbine installed off Japan’s Nagasaki Prefecture, proceeding to generate 10MWh of electricity in its first 10 days of operation. It harnesses tidal energy, a power source promising for its generation potential and which is also more or less constant, potentially replacing fossil fuels as a load balancer for energy grids.
Going in search Meanwhile, in an altogether more outlandish scheme, a company called Ship-Eco is working on waveships. This scheme would involve putting moon pools along the length of a vessel, using the energy of waves climbing up the inside of the vessel as a kind of piston to drive a turbine on board. Tank tests have already
in situ for other purposes, displacing energy-hogging applications from land. “The good thing about having a mobile platform like a ship is that you can move the vessel to where there is energy,” he says. “There’s no grid connection needed either. We could use this platform to generate hydrogen or ammonia, or potable water, or even use it as a mobile data centre powered by the sea.” EvoLogics’ PingGuin AUV was inspired by a close study of Adélie penguins
concluded, and a huge amount of energy could potentially be available from each moon pool, managing director Andrew Deaner tells Marine Professional. “The moon pool idea came from the diving industry. The oil industry has a lot of problems with moon pools because they respond very erratically even in relatively calm sea states. There is a lot of energy in moon pools. A 20m-diameter moon pool will produce 2MWh, but it needs to be in a heavy sea state.” Deaner anticipates moving the vessel around in search of waves, rather than creating a static platform. Instead of transmitting energy over a cable, it would be used
“Not only will this uncrewed solution see a reduced risk to human life, but it will also reduce the environmental impact of windfarm inspection”
A second wave of life A promising element of the idea is that a retrofit could give old, imbued-carbon vessels – in particular, large tankers – a second life as waveships, presenting an alternative to the difficult, dirty and dangerous task of cannibalising them for scrap. The more wave energy that can be harnessed in an affordable way, the better. But while larger waves benefit waveships, rising sea levels and more pronounced weather events will lead to times when there is simply too much water for coastal states to cope with. Traditional flood defences typically consist of heavy concrete constructions, which generate huge quantities of CO2 in their manufacture.
equipped with state-of-theart sensors and pioneering navigational technology that allows information to be gathered from the shallowest and deepest waters. The company plans to increase its Armada fleet, having signed a contract for eight 78m, optionally crewed robotic vessels. They will initially only utilise a skeleton crew on board, but they are capable of working with no personnel. They will also only burn renewable fuels such as ammonia. The 78m vessels will supplement the current Armada fleet of nine 21m and 36m vessels. The first 78m vessel is expected to launch in mid-2022. The vessels are designed and built by VARD.
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Innovation, 3 VERSION
INNOVATION
REPRO OP
As the world recovers from a 5.2% economic contraction, marine innovation will play a pivotal role in its recovery
SUBS ART
Enter Littoral. The Singapore company has devised a type of submerged breakwater which uses around 10% of the concrete needed for a conventional concrete block version. Tubular members are designed to maximise the available surface area for marine growth and development of localised ecosystems. In fact, the growth area for coral and kelp is estimated to be four times greater than across the same length of a concrete block-based system, with many areas sheltered from the current, in order to be hospitable for shoals of smaller fish.
PRODUCTION
Underwater world
CLIENT
Germany’s EvoLogics, a designer and manufacturer of wireless underwater communication systems based on bionic concepts, has several marinerelated projects in the R&D stage. Most eye-catching is its autonomous underwater vehicle (AUV) with lowdrag bionic design, affectionately named PingGuin. The AUV was developed as part of the Modifiable Underwater Mothership (MUM) collaborative R&D project and was first demonstrated in Kiel, Germany, in June 2020. EvoLogics co-founder Dr Rudolph Bannasch has studied Adélie penguins and the effectiveness of their locomotion since the 1980s, undertaking several field trips to the Antarctic and performing numerous wind tunnel and water tank experiments in Berlin. His research demonstrated that spindle-shaped flow bodies, modelled after penguins, achieve ultra-low drag coefficients in the water. Those findings were translated into the design for PingGuin. The AUV is intended for use as a multifunctional communication node, operating in a self-coordinated AUV swarm that enables adaptable positioning and communication scenarios for the MUM system.
NoMan INSPECTION TOOL Even complete decarbonisation will not eliminate difficult, dirty and dangerous tasks. In shipping, confined spaces are responsible for a huge proportion of deaths, including two in January on FPSO Espoir Ivoirien caused by a leakage of hydrocarbons into the tank while work was being performed. Also this year, two rope access technicians fell to their deaths while abseiling into confined spaces. Classification societies are evaluating the use of drones. But there are problems. “The main drawback of drones is that they are very difficult to fly beyond line of sight and are not Ex rated,” explains David Brett, business development manager at inspection and repair and maintenance service specialist EM&I. “They also have a very limited battery life of around 10 minutes, so a number of flights would be necessary to inspect a cargo oil tank.” Instead, EM&I is pioneering a new tool, NoMan Remote Inspection, which comprises mounting laser scanners or cameras on telescoping carbon-fibre poles and tripods, which can be lowered into place using a cable and used to scan and inspect the entirety of a hold or tank. “We started with cargo oil tanks on FPSOs,” says Brett. “However, the technology could be used on almost any other tanks.”
Each vehicle carries a built-in streamlined EvoLogics USBL modem for underwater data transfers and position estimations; the modem features an integrated atomic clock for precise synchronisation of the acoustic network. The AUV’s surface communication module comprises Wi-Fi, radio and GNSS with a combined collapsible antenna (and an optional Iridium/ GSM modem). The propulsion system includes four horizontal thrusters in X-shaped configuration and three vertical thrusters for manoeuvrability and speed, and the vehicle is able to hold position and hover in the water column. EvoLogics’ ongoing projects include the NaviMUM sub-project for autonomous and accurate underwater navigation; SEAMOUNT remote sensing technologies for complex real-time sea surveys; the SYMBIOSIS holistic opto-acoustic
system for monitoring biodiversity; and MagnetoBot, an autonomous, actively guided magnetic field probe for ordnance detection in inland waters, harbours and coastal areas.
Blue boom Whether under or on the water, innovations supporting the blue economy are coming thick and fast. As the world recovers from a 5.2% economic contraction in 2020, marine innovation will play a pivotal role in its recovery. Perhaps the post-pandemic mantra should be amended to ‘blue builds back better’.
SAVE THE DATE The IMarEST’s Annual Conference 2021 will take place 28 June–9 July, with multiple streams covering many of the hottest topics in the marine environment, including new technology and innovation. MARINE PROFESSIONAL
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BALLAST WATER
REPRO OP SUBS ART PRODUCTION CLIENT
Pandemic disruption rages on COVID-19 continues to pose problems around compliance with ballast water management regulations 24
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BY WILLIAM BURROUGHS
The COVID-19 pandemic has not spared vessel owners from the need for compliance with national and international ballast water management regulations. Rather, it has exacerbated the delays previously observed with retrofits. For newly delivered vessels and retrofitted vessels, crew must make special efforts to understand operations, maintenance and repair. The US Coast Guard (USCG) is providing extensions for vessels with no ballast water management system
(BWMS) installed and some vessels with an Alternate Management System (AMS) accepted BWMS at or nearing the end of the vessel’s fiveyear AMS period. The USCG’s Marine Safety Information Bulletin 14-20 provides 12-month extensions for vessels with compliance dates (either original or extended) between 1 April 2020 and 1 April 2021, although, for some vessels with substantiation, longer extensions might be granted, depending on the persistence of the pandemic. Extensions of the AMS periods granted by the USCG could help thousands of vessels to continue operating in US waters until the pandemic subsides. These ships,
Best management practices For shipowners operating installed systems, ABS held a series of workshops providing practical guidance and advice for best management practices (BMP) regarding BWMS under IMO and USCG regulations. The most recent update to the BMP included a survey of owners’ experiences in practice. It found that, between 2017 and 2019, with more systems in service, the number of inoperable units fell by more than half, although the number of owners who found operations problematic doubled. A minority of systems were not subject to monitoring or testing, and a
Ballast water management, 1
with their AMS-accepted BWMS and 2008 G8 type approvals, are compliant with the BWM Convention and, with the short-duration AMS extensions, could operate in US waters and internationally until their BWMS can be upgraded. Many BWMS vendors have the 2016 G8/BWMS Code type approvals necessary to complete the USCG and BWMS Code approved reconfigurations. However, some continue to struggle to complete either their USCG approval or BWMS Code type approval. The bigger challenge is that some shipyards, required to observe social distancing, are being forced to limit the scope of work that can be accomplished until the pandemic is over. This could prevent some vessels from completing their BWMS retrofits, leading to challenges when the vessel’s International Oil Pollution Prevention (IOPP) renewal survey is completed. While the USCG’s policy provides extensions for vessels affected by the pandemic, the IMO BWM Convention does not, and missing a retrofit deadline creates a non-compliance problem. There is limited guidance from IMO to date on how vessels that cannot retrofit a BWMS will be treated, although it is possible that IOPP renewal survey dates could be delayed for three months to allow some breathing space.
While the USCG’s policy provides extensions for vessels affected by the pandemic, the IMO BWM Convention does not, and missing a retrofit deadline creates a non-compliance problem quarter were regularly operated and subject to monitoring and testing. Installation requires a wellplanned timeline, and in operation the burden is shared between the senior officers, the crew and even shore staff. Likely pressure from the owner to keep the vessel in service puts pressure on the engineering crew to understand not just the facets of BWMS operation, but maintenance and breakdown procedures. If technical support disappears, the vessel must rely on its approved and updated BWM plan; crew must also understand how to produce data records, especially in US ports.
Inspection Sooner or later, an inspector will want to come on board and sample the output of the BWMS. It is advised that the crew practise for Port State Control inspections to better understand the requirements they will have to meet. Even when the BWMS is not targeted in an inspection, they will need to understand how to prove that they can they produce compliant ballast water, including sampling procedures to avoid potential false results. Different administrations could have different requirements, so there needs to be communication with ship managers on sailing route, and the applicable rules in different locations should be understood by port engineers and communicated to the vessel’s crews. Despite the rise in the number of systems in operation, it is important to understand what happens if the system fails and the fastest way to restore it to normal operations. In the case of failure, the water on board might not be considered properly treated, and it may be necessary to stop cargo operations. MARINE PROFESSIONAL
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BALLAST WATER
REPRO OP
When the ballasting port’s ambient water is outside the water quality suitable for treatment, the crew must be trained to know what to do
Filter-UV v Filter-EC power consumption
Filter-EC 629
SUBS ART PRODUCTION
Interpreting alarms and alerts is critical, as is understanding the system design limitations. When the ballasting port’s ambient water is outside the water quality suitable for treatment, the crew must be trained to know what to do. Maintenance intervals should be planned based on other equipment maintenance schedules and spare parts acquired in the most costeffective way to maintain the system in operation. The type approval certificate granted to the system will be valid for the life cycle of vessel, but the use of unverified spares or misrepairs can invalidate the warranties.
Contingency measures
CLIENT
Another issue for vessel operators is the preparation of contingency measures in case a system is nonoperational or fails. Though initially optional for the BWM Convention, the USCG expects measures to be included in the BWM plan for when something goes wrong. IMO’s Marine Environment Protection Committee and the USCG have published highlevel guidelines covering equipment redundancy and crew training, but, in reality, vessels may need to use ballast water exchange if they have non-compliant water on board. Numerous other operations, including transitions between light and heavy weather ballast conditions and the potential impact on vessel air draft, should also be considered. Testing the vessel’s ability to produce compliant ballast water discharges during commissioning following installation may be the most important pre-operational validation of the readiness of the crew and vessel to achieve both USCG and BWM Convention compliance. William Burroughs is senior principal engineer at ABS
1,795
1,258 1,044
2,400 2,400
Filter-UV low UVT 1512 1,968 Filter-UV high UVT 792 0
3,744 n TRC 1500 (m3/hr) n TRC 1000 (m3/hr) n TRC 750 (m3/hr) n TRC 600 (m3/hr)
1,248 1,248
1,000
2,000
3,000
4,000
Power consumption (kWh)
MYTHS AND REALITIES OF BWMS Some shipowners are yet to make BWMS investment decisions, but more than 16,500 vessels have already been fitted with a BWMS. Now, attention has shifted to the effect of treatment systems on operating expenditure (OPEX). A BWMS contributes to ship OPEX either directly or indirectly. BWMS power consumption is a direct OPEX, whereas a stay in port due to BWMS flow restrictions in challenging water conditions is an indirect cost. OPEX can increase as the efficiency of system components decreases. One example is reduced UV intensity due to ageing UV lamps and quartz sleeves. This is because it impacts the UV dose, where flow reduction and/or power ramp-up are resultant countermeasures. Operational modes designed to deal with specific operational challenges, in addition to system design limitations, provide a reasonable indication of factors that contribute to BWMS OPEX. There are significant OPEX differences between UV and electro-chlorination (EC) BWMS. Consider a BWMS in seawater conditions with low water turbidity. A filter-UV system will be operating at the lower level of power as UV transmittance is high (>70%). An equivalent filter-EC system will also operate at low
power levels due to favourable salinity conditions. An EC system operates only on ballasting; a UV system is also used at de-ballasting, hence the power-related costs are significantly higher. Gaps in power consumption between filter-UV and filter-EC become apparent when a BWMS operates in challenging waters. High turbidity and increased total suspended solids impact UV transmittance, leading to a reduced UV dose. Both filter-UV and filter-EC systems will experience increased filter back washing. However, the impact of high turbidity on a UV system necessitates a power ramp-up, flow reduction or both to maintain UV dose per system design limitation. This higher power at reduced flow operation not only impacts the power bill, but also hinders ship operation. The performance of a filter-EC system remains unaffected by turbidity. Although power is a well-defined cost, it is essential to determine other OPEX contributing factors. Direct OPEX is more readily assessed, especially for ships on a fixed trade, whereas indirect costs could hit the bottom line. There is a critical balance to be achieved between capital expenditure and OPEX for an optimal BWMS choice. By Dr Stelios Kyriacou, CTO, ERMA FIRST ESK Engineering Solutions
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Ocean health in full colour
SUBS
Satellite technology monitors harmful algal blooms to protect marine operations BY STEPHANIE ALLEN AND GAVIN TILSTONE
ART
An innovative web-alert system has been created by scientists at Plymouth Marine Laboratory (PML) to detect and monitor harmful algal blooms (HABs) and improve water quality monitoring by using the latest satellite technology from the European Space Agency Sentinel mission. The project, funded for four years, involves scientists across three English and five French organisations and is led by PML. It forms part of the larger EU Interreg France (Channel) England programme, which aims to foster economic development in the south of the UK and the north of France through funding of innovative projects. Marine algae are fundamental to the marine ecosystem, forming the base of the marine food web. They are also responsible for producing around 50% of the world’s oxygen and play a vital role in sequestering anthropogenic CO2 from the atmosphere to the sea floor.
PRODUCTION CLIENT
Bloom time Under certain conditions, which include optimal temperatures, nutrients and light availability, there can be a rapid growth of algae, known as ‘blooms’. In these bloom conditions, some of the species that form the bloom comprise harmful algae that produce toxins, which can cause shellfish poisoning and, if ingested by humans, are dangerous to health.
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Example of harmful algal blooms detected by S-3 EUROHAB across the Channel region
HABs have been associated with warmer sea temperatures and high nutrient run-off from rivers. As such, the occurrence of these HAB events is predicted to increase under the pressures of climate change. The frequency of HABs is already increasing in some regions. Due to their ability to make toxins under bloom conditions, HABs can have an extremely damaging effect on the tourism and fishing industries. In the EU, the annual cost of HABs to these industries is estimated to be in excess of €918m. Poor water quality can also affect our coastal regions, which can adversely affect a number of maritime industries. The current methods of tracking HABs are inefficient and expensive; it costs €2m annually to monitor just 6% of the Channel.
In the EU, the annual cost of HABs to the tourism and fishing industries is estimated to be in excess of €918m
The S-3 EUROHAB project has developed the means of detecting these blooms from space using ocean colour satellite data and providing the information on an online web-alert system. By utilising data from the European Space Agency’s Sentinel mission, S-3 EUROHAB allows the entire English Channel area to be monitored simultaneously. The detection of HABs in satellite images is accomplished through an ‘optical fingerprint’ method that is unique to each HAB species. Based on this method, the likely risk of
Aquaculture, 1
AQUACULTURE
FIND OUT MORE The IMarEST’s newly established Aquaculture Special Interest Group (SIG) is inviting members to register. If you are interested in finding out more about the SIG’s efforts to support global aquaculture improvements, contact technical@imarest.org
The online web-alert system allows stakeholders in the shellfish industry to react more quickly to HAB events, by either harvesting earlier or moving to an unaffected area
HAB species being present is then determined using a colour scale alert system.
Broad coverage Currently, the S-3 EUROHAB portal can provide a risk indication for three harmful species: Karenia mikimotoi, Phaeocystis globosa and Pseudo-nitzschia spp. It can also visually display other ocean conditions, such as sea surface temperature, turbidity, mixing and rainfall. This online web-alert system allows stakeholders in the shellfish
industry to react more quickly to HAB events, by either harvesting earlier or moving to an unaffected area. This could save UK and French stakeholders both money and effort in mitigating the loss of their stocks each year. Over the course of the four-year project, S-3 EUROHAB has: l created a cross-border monitoring network and data portal for assessing the environmental conditions that lead to HABs, the origins of the bloom and where they are transported to, in the English Channel;
l produced a web-alert system for the detection of water quality and harmful algal blooms using the latest European Space Agency/ Copernicus satellite data; and l conducted a socio-economic analysis of the impact of HABs in the French-English Channel. Following dedicated workshops, the web-alert system has been designed using feedback from UK and French stakeholders about their needs. By working alongside a diverse range of stakeholders, including shellfisheries, monitoring organisations, conservation groups, marine management bodies and academia, the web-alert system has been tailored to a wide range of end users. In the near future, the S-3 EUROHAB team will be expanding the number of species that can be detected from space and will also combine multi-parameter satellite data to improve the detection of specific species. Stephanie Allen is the earth observation scientist, and Gavin Tilstone is the S-3 EUROHAB lead, at Plymouth Marine Laboratory. To find out more about S-3 EUROHAB, visit www.s3eurohab.eu. The web-alert system can be found at www.s3eurohab.eu/portal MARINE PROFESSIONAL
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VERSION
COATINGS
REPRO OP
The real bottom line
Laid up or overused, all ships need to pay greater attention to the efficiency and green credentials of anti-fouling technologies
SUBS
BY DAVE BENYON
ART
The drop in maritime trade and traffic in 2020 means many ships have been laid up for extended periods globally. Bulk carrier trading patterns have been particularly badly affected, oil and gas support vessels have lain idle and cruise liners have not travelled. Other sectors have been kept much busier: many car carriers suffered only a temporary lull in activity, and container ships are fully booked, under pressure to meet the logistical strain on international supply chains. More days spent idle increases the build-up of marine growth below the waterline. Packed or disrupted schedules can likewise result in fouled bottoms. With so many vessels anchored and inactive, and busier ships kept waiting for berthing slots in port and overdue a scheduled clean, anti-fouling concerns are growing. “The issue arises when ships are laid up, because coatings are less effective when vessels are stationary,” says Darren Rowlands, CEO of Sonihull, an anti-fouling ultrasonic technology provider. “If a vessel is stationary for two days, the biofouling process starts. After a week, you get hard calcareous growth. Lying stationary creates issues with fuel consumption, which can be raised as much as 40–60%.” The issue of fuel inefficiency has been reinforced by concerns around compliance with new green ratings that are currently under consideration. These include the Carbon Intensity Indicator (CII) and the Energy Efficiency Existing Ship Index (EEXI), which are being added to IMO MARPOL 73/78
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Convention rules set to come into force from 2023, subject to adoption at MEPC 76 in June 2021. “Green thinking plays a bigger part now,” says Stein Kjølberg, global category director for hull performance at Jotun, an anti-fouling solutions company. “We don’t know yet what ratings will be, but customers are already looking into it, because they know they will have to deal with it.”
Monitoring and analysis Anti-fouling coats typically last about five years, so future rule changes are relevant for newbuilds and ships needing either an annual clean-up or a period in dry dock. “One reliable solution and investment is the application of an advanced hull coating solution that will guarantee improved operational performance and reduced emissions without significant upfront costs,” says Alexander Enström, head of marine at anti-fouling coatings provider Hempel. Just as regulation continues to evolve, so too does the chemistry behind anti-fouling coatings. Hempel has developed greener coatings to combine performance with lower volatile organic compounds, higher solids and less harmful biocides. Its Hempaguard product releases 95% less biocide than a standard self-polishing
Left: Alexander Enström, Hempel Right: Darren Jones, Sonihull
co-polymer anti-fouling coat. However, to maximise benefits from coatings, the company has turned to technology with a propulsion monitoring and analysis service that provides accurate data that owners and operators can use to make continuous improvements to operations, maximising fuel efficiency and reducing emissions. “We have also recently begun using digital solutions to optimise sea stock paint supplies for customers. Here, through AIS data analysis, we identify the optimal mix of paints for each vessel,” says Enström. “We then help the customers implement a suitable lifting pattern optimisation programme by providing performance monitoring and recommending corrective actions during regular business reviews. This service helps our customers to increase efficiency in their use of sea stock paint, reducing waste and costs.”
Robotic assistance Last year, Hempel launched an underwater hull inspection service, using remotely operated vehicles (ROVs) at key ports across the Asia Pacific region to provide inspections while a vessel is at port or anchorage. Jotun also provides traditional coating products. It has launched Jotun Hull Skating Solutions using ROVs for inspection and proactive cleaning in partnership with fellow Norwegian firm Kongsberg. Stored on board and positioned by the crew, the robot clings to the hull. It is piloted by skate operators ashore, using cameras to find areas to remove light fouling and removing the need for divers to do the job manually.
Coatings, 1
GET INVOLVED
Users of Hempel’s SHAPE tool are able to analyse the performance impact of dry docking, in-service hull and propeller solutions and maintenance. Inset: Sonihull’s ultrasonic technology disrupts the water around key points on the hull
The bulk carrier market is a particular focus for Jotun’s Hull Skating Solutions. Fouling creates an average speed loss of 5.9% over a five-year period on an average vessel, according to Jotun, leading to around $3.2m in additional fuel cost on top of the cost of cleaning. Passive measures alone are not the solution, Kjølberg insists. “More proactive solutions are the answer,” he says. “A lot of bulk carrier owners have been buying expensive coatings but are realising that, in challenging operations, these solutions are not always providing the desired result. They find it more economical to buy lower-cost coatings and clean them more often instead. More frequent inspections will help, but the fouling problem still remains. The use of robotics combined with an anti-fouling system is a much better solution for these kinds of challenging operations.”
Enström emphasises continued innovation in traditional coating methods, such as the three-coat solution used on its Hempaguard MaX product: an anti-corrosive primer followed with a tie coat and a topcoat. “This delivers a 1.2% guaranteed maximum speed loss over five years, as well as 8% higher out-of-dock fuel savings,” he says. “While robotic cleaners optimise the cleaning of a hull and will certainly deliver efficiencies in terms of speed and cost, an antifouling hull coating still needs to do its job and protect the ship from fouling,” Enström adds.
Working in unison Sonihull’s ultrasonic approach is a complementary technology, disrupting the water around key points on the hull, such as rudders, thrusters, pump-jets and propellors. “We can do entire hulls, but a 300m hull would be a problem,” Rowlands says. “Bigger vessels work with us on niche areas, such as a bulbous bow, propulsion, the rudder and screws. Keeping
The IMarEST’s new Ship Maintenance, Repair and Safety Special Interest Group (SIG) brings together ship and dockyard owners/operators, ship builders and marine engineering experts to share best practice in safe and responsible operations. The SIG will provide wellinformed, independent technical information to policymakers, encouraging development of practical solutions and fit-for-purpose regulations, including updates to SOLAS, safety standards and design arrangements. To get involved in our efforts to support safety in ship design, maintenance and repair, register your interest by emailing technical@imarest.org
those parts operational is key to performance.” High-speed ferry operators are one source of increasing demand, Rowlands notes. “They are using our product to make sure engines and cooling systems continue to run and propellors are kept clean. We minimise the need for a drydock situation, which is a costly experience and means downtime for vessels,” he says. There is broad acknowledgement that, whichever anti-fouling solution is chosen, it will need to work in unison with traditional methods. “Anti-fouling coatings are here to stay, even if there’s a gradual change of ingredients because of environmental pressure,” says Darren Jones, Sonihull’s environment and sustainability director. Greener regulations on the horizon mean forward planning will be necessary for operators looking to future-proof their vessels. “Wheels turn slowly in this industry, but intelligent operators are planning now because they know that change is coming,” Rowlands says. MARINE PROFESSIONAL
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H&S VERSION
HEALTH AND SAFETY
REPRO OP
Start a conversation on mental health
How you can take action to identify and mitigate work-related stress SUBS
BY CAPT PANOS STAVRAKAKIS
ART PRODUCTION CLIENT
Early in 2020, the IMarEST launched the Seafarers’ Mental Health and Wellbeing Global Technical Campaign to raise awareness and propose actions on mental health and wellbeing. A survey from Lloyd’s Register and a report from the World Maritime University both revealed the negative impact that seafarers’ work and the pandemic have had on seafarers’ mental health and wellbeing. A 2019 study by Yale University also highlighted that seafarers face very high levels of stress, depression and posttraumatic stress, mixed with job insecurity from contracted work. Mental health is about how we think, feel and behave. Anxiety and depression are the most common mental health problems. They are often a reaction to a difficult life event, such as bereavement, but can also be caused by work-related issues. Whether work is causing the health issue or aggravating it, in the UK, employers have a legal responsibility to help their employees. Work-related mental ill health issues must be assessed to measure the levels of risk to staff. Where a risk is identified, steps must be taken to remove it or reduce it as far as is reasonably practicable. Although stress can lead to physical and mental health conditions and aggravate existing conditions, it can be tackled. By taking action to remove or reduce stressors, you can prevent people becoming ill and avoid those with an existing condition becoming less able to control their illness.
REGISTER NOW Sign up for the first Global Conference for Seafarer Mental Health and Wellbeing, taking place on 25–26 May, at www.imarest.org/events
Employers anywhere in the world can use the UK Health and Safety Executive (HSE) Management Standards to form part of a workplace mental health plan that engages the workforce; promote communication and open conversations by raising awareness and reducing stigma; and provide a mechanism for monitoring actions and outcomes.
Identifying interventions Work-related stress and mental health problems often go together, and the symptoms can be very similar. Work-related stress can aggravate an existing mental health problem, making it more difficult to control. If stress reaches a point where it has triggered an existing mental health problem, it becomes hard to separate one from the other. HSE’s Management Standards and the associated risk assessment approach, which includes the
HSE Stress Indicator Tool, provide a framework to help employers tackle work-related stress and, as a result, reduce the incidence and negative impact of mental ill health. The Management Standards approach can help employers to identify potential interventions. By covering six key areas, the employer will be taking steps that will reduce pressure, manage potential stressors and limit the negative impact that the work could have on employees.
Meaningful conversations I am proud to be working with the IMarEST and other organisations in organising the first Global Conference for Seafarer Mental Health and Wellbeing at the end of May. The event aims to start and enhance discussions around the understanding of mental ill health, contributing factors and, importantly, solutions to tackle this risk to seafarers. I will finish by setting you all a challenge. Start a conversation on work-related stress with a colleague today. Or, if you are a leader in your organisation, start a conversation with the board. By opening up a meaningful discussion about stress, anxiety, depression and mental ill health, organisations can support their workforce and engage them in solutions. This can be a tough thing to do. Please use our guidance to help you. Capt Panos Stavrakakis PhD CEng FIMarEST is the head of the Centre of Organisational Health and Wellbeing at the UK Health and Safety Executive Science and Research Centre MARINE PROFESSIONAL
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VERSION
PROPULSION
REPRO OP
World of waterjets
SUBS
Waterjets might not yet be cost-effective for the propulsion of large vessels, but increasing numbers of installations on smaller, faster craft are bringing down the cost of manufacture BY DENNIS O’NEILL
ART
Versatile, effective and efficient, waterjets are an increasingly popular propulsion choice for a variety of commercial and naval craft. Ideal in shallow water, they are an excellent fit for coastal military applications, while in deep water, they are now being used increasingly for dynamic positioning systems within the offshore energy sector as an alternative to anchors and jack-up rigs, or where activity is close to vulnerable assets – such as cables, pipelines and drilling risers – on the sea floor. Also known as hydrojets or pump jets, waterjets use a pump to create a propulsive jet of water and a nozzle to direct the flow of the water and thereby the direction of the vessel. Familiar on highspeed recreational craft, waterjets enable excellent manoeuvrability, fast acceleration and reductions
PRODUCTION CLIENT
Virginia-class attack submarine USS Minnesota under construction in 2012
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in vibration that put less stress on power transmission systems. Waterjets have been used on nuclear submarines for several decades due to the fact that they reduce a vessel’s acoustic signature, making it a lot easier to avoid enemy detection. The US Navy currently uses waterjets on its Virginiaclass fast-attack submarines, and will use them again on its nextgeneration Columbia-class ballistic missile submarines, due to be introduced in 2029. It has also specified waterjet propulsion for its new fleet of Freedom-class littoral combat ships (LCSs) being built and delivered by Fincantieri. With an overall length of 115m (378ft), Freedom-class LCSs are designed to travel at up to 40kn,
It is in the high-speed ferry market that waterjets are now beginning to make an increasingly significant impact
delivering 115,000hp to the waterjets from two gas turbine engines and two diesel engines. The US Navy has, however, recently halted any further deliveries of the vessel, citing a “material defect” with the combining gear – the complex transmission system that transmits power from the engines to the waterjet drives. It’s the latest in a long list of technical issues that have plagued the Freedom-class design since it was commissioned 13 years ago.
Ferry market It is in the high-speed ferry market that waterjets are now beginning to make an increasingly significant impact. Austal Philippines shipyard is about to launch Bañaderos Express – the second of two 118m (387ft) high-speed aluminium trimaran ferries for Fred Olsen Express as part of an A$190m contract. The first, Bajamar Express, was launched last year. Both vessels are propelled by four Kongsberg KaMeWa 125 S3 waterjets and are capable of carrying 1,100 passengers and 276 cars at speeds of up to 38kn while operating around the Canary Islands. The same yard is also about to deliver Express 5, a 115m (937ft) high-speed catamaran ferry for Danish operator Molslinjen, as well as FJORD FSTR, a 109m (357ft) catamaran ferry for Norway’s Fjord Line. Express 5 will feature four Wärtsilä 31 engines – recognised by Guinness World Records as the world’s most efficient four-stroke diesel engine – combined with four high-performance Wärtsilä
Propulsion, 1 AUSTAL; US NAVY
With four Kongsberg KaMeWa 125 S3 waterjets, Bajamar Express can carry 1,100 passengers and 276 cars at 38kn
WXJ1500SRI waterjets, carrying up to 1,610 passengers, along with 450 cars (or 617 lane metres for trucks, plus 257 cars) at cruise speeds of close to 37kn. “This is a very exciting project,” says Stefan Nysjö, Marine Power Solutions, Wärtsilä Marine. “It’s the first time Wärtsilä 31 engines and WXJ waterjets have been used together for a fast ferry. It is a combination that will deliver exceptional fuel efficiency, reliability, quality and performance.” Wärtsilä also developed the waterjets used on the world’s fastest ferry, Francisco, a 99m (324ft) catamaran operating between Uruguay and Argentina at speeds of up to 53kn, as well as Balearia’s new 123m (403ft) fast catamaran, Eleanor Roosevelt, and a 100m (328ft) wave-piercing catamaran ferry capable of 36kn currently being built for the government of Trinidad and Tobago at the Incat shipyard in Tasmania, Australia.
BRINGING AXIAL FLUX BENEFITS TO BEAR In the subsea environment, electric machines can be found in fluid pumping, gas compression, ROV propulsion, tidal power conversion and more. A collaboration between Walker Subsea Engineering and ORE Catapult is producing a subsea variant of a class-leading automotive electric machine. Commercially available machines are generally one of two types: an AC induction machine (ACIM) or a permanent magnet synchronous machine. An ACIM has a lower purchase price, but also lower efficiency and torque density than its rival. In applications where performance is critical, one would expect to see a permanent magnet machine. There are a number of permanent magnet machine topologies, the main one being radial flux. As the name suggests, magnetic flux travels in the radial direction across the airgap between rotor and stator. One alternative is the axial flux machine, whereby
flux travels in the axial direction. Concepts for equivalent machines were originally developed 200 years ago by Faraday (1821) and Tesla (1889). This topology has a greater magnet surface area, and therefore torque density per unit machine length compared with radial flux. The commercial take-up of axial flux topology is relatively recent, but can be found in high-performance applications. This includes land-speed record attempts (KillaJoule and Green Envy motorcycles) and supercars such as the Ferrari SF90 Stradale and McLaren Arturo. Walker Subsea Engineering has opted for the twin-stator singlerotor arrangement, with parts supplied by AVID Technology for the AVID EVO AF-230 subsea motor. This gives peak output power of 280kW at 5000rpm/600V DC supply. The motor will be used to drive propulsion systems for marine craft and ROVs, for pumps and compressors on subsea
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Propulsion, 2 VERSION
PROPULSION Wärtsilä’s midsize waterjet
REPRO OP SUBS ART PRODUCTION
“High-speed vessels are a bit like Formula 1 racing cars – the lighter they are, the better their performance,” explains Jeroen Vedder, Wärtsilä’s waterjet sales manager. “That’s why we look at every part of the waterjet to see if we can find something to improve performance even more – but without compromising reliability and durability. Our teams have some revolutionary ideas right now, and we’re looking forward to working on them.”
CLIENT
production systems, and generating offshore renewable energy from tidal turbines. It is designed for operation in up to 1,000m water depth, producing 200kW peak power output, at a weight less than 150kg. Prototype build is already in progress, with testing due to commence in Q3 2021. To help adapt the components for subsea applications, good practices from the offshore renewables and oil and gas industries have been adopted. The project team, benefiting from ORE Catapult experience in rolling out emerging technology, will conduct thorough equipment failure mode effects and criticality analysis at various stages. The technical challenges in adopting automotive technology for subsea applications are, firstly, corrosion prevention, and secondly, sealing against hydrostatic pressure for operation at depth. The issues can generally be solved by good design: the project team maintains a register to assess material compatibility against seawater, lubricant and galvanic corrosion.
Latest innovations Increasing commercial and military interest in waterjet technology is also now driving efforts to further develop the many benefits waterjets are able to offer. Italian firm DeepSpeed has just developed a new high-power 500kW electric outboard waterjet unit, designed with workboats specifically in mind. Having crowdfunded €3m to kick-start the project, DeepSpeed’s CEO William Gobbo has put together a team of marine engineers and academics to create the DS780, a
AXIAL FLUX PATH
unit claimed to produce 1,500Nm (newton-metres) of torque and a peak power thrust equivalent to 780hp. The design is similar to a rim motor, where, rather than having a propeller with blades attached to a central hub, the blades are attached to the rim of the housing. The team claims this creates greater efficiency at higher speeds. “Our long-term goal is to develop a complete hybrid-electric waterjet drive train that will use an expandable modular system of lithium-ion batteries and be capable of powering vessels of up to 24m (78ft),” says Gobbo. Meanwhile, in Finland, waterjet manufacturer Alamarin-Jet has just launched its new Omega range of waterjets, which, it says, are able to propel commercial vessels that displace up to 32 tonnes in planing mode.
RADIAL FLUX PATH
air gap
air gap
This is reviewed on a regular basis and whenever a component is changed, or a new component added. During the design phase, tolerance stack-up is checked using dummy builds. The aim is to maintain tight control of the airgap so that each rotor is subjected to balanced magnetic forces. Once completed, the prototype will be sent to ORE Catapult in
Figure 1: Axial v radial flux path
Blyth, Northumberland. The site features an indoor test bench and an outdoor (dry dock) test facility. The machine will be tested to maximum torque and speed and assessed for heat dissipation, noise and vibration levels using a combination of builtin and external sensors. By Vahid Walker CEng CMarEng FIMarEST, technical director at Walker Subsea Engineering
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VERSION
SURVEYING
REPRO OP
Remote surveys are the tip of the iceberg
SUBS ART
How DNV is achieving data-driven engineering improvements
PRODUCTION
BY KAMLESD KUMAR
CLIENT
DNV embarked on its digital journey half a decade ago. One of the key initiatives of this broad strategy has been to provide customers with a growing range of opportunities to carry out surveys remotely. Remote surveying was catching on for ships before 2020, but COVID-19 boosted its uptake, as lockdowns meant surveyors were often unable to travel to ships. For DNV, our focus throughout the pandemic has been on ensuring the safety of the fleet, meaning that surveyors and surveys have had to continue as normal as far as humanly possible. And we needed to ensure that we could do our part to keep the fleet in service running for our customers by making sure that, wherever possible, surveys could continue to be delivered, even where, due to restrictions, a surveyor might not be able to attend the vessel. When a remote survey conducted by DNV is going to take place, real-time instructions for crew come from remote surveyors located in one of our Direct Access to Technical Experts (DATE) units over an online portal connection and live-streaming application
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(where necessary). These units are strategically located at Høvik, Norway; Hamburg, Germany; Singapore; Houston, US; and Piraeus, Greece. We have around 60 well-trained and qualified remote surveyors with deep expertise across these units. Today, roughly 60 remote surveys are performed every day, and more than 25,800 have been performed since the launch of the service. Before any video is streamed or recorded, the operator and DNV remote surveyors will have identified, collected and reviewed all the necessary documents. We may have online conversations with the ship’s master and chief engineer and take written statements. We should be given access to relevant documentation, which typically could be repair reports, spare parts delivery notices/orders and so on. Then the crew may be asked to send images and live-streamed or recorded videos, along with specific requests – for example, zooming in on a replacement valve’s nameplate, showing the
DNV can remotely perform the maintenance survey of a customer’s whole fleet in one process
manufacturer and serial number. There are also slight variations in how surveys are conducted depending on ship type. For example, on a tanker, an explosionproof camera needs to be used to eliminate the risks associated with electronic devices on deck.
Information stream For live-streaming communication, Wi-Fi with sufficient bandwidth and/or 3G, 4G or VSAT is generally required. Occasionally a poor connection will prevent the use of live video, but with creative solutions, even surveying from deep within the vessel is possible. In one instance, the crew suspended a router from a skylight to transmit live video from within the engine room. Even without a live link, DNV can accept recorded videos of work being done that is relayed from an area with a stronger connection, so long as this is properly verified. As well as the crew assisting in remote surveys, third-party contractors can also deliver specialised services to aid in performing some types of surveys by using, for example, trained drone and remotely operated vehicle (ROV) operators. Recently, DNV completed a series of ship surveys
Surveying, 1 Far left: DNV has carried out in-water remote surveys using a remotely operated vehicle in collaboration with VUVI AS. Left: DNV’s operations centre in Hamburg, Germany
In one case, DNV completed surveys on 49 vessels in roughly four hours, something that would normally take 50 separate on-board surveyor visits using ROVs on three Wilsonmanaged vessels – the world’s first in-water remote ship surveys. Not all surveys can be remotely handled, of course, and not all requests are accepted. When a customer requests a remote survey, we check that it is appropriate. Survey requests are evaluated case-by-case. For example, while it is normally possible to conduct remote surveys when an anchor is lost, it is not normally possible where the vessel has been in a major collision. Remote surveys are also an option for manufacturers. Remote surveys for certification of materials and components (CMC) can be requested through DNV’s Veracity platform and are performed by the local production units. This means this service can be offered around the clock, anywhere in the world, in the customer’s local language. Customers are normally on-boarded, but ad hoc remote services without any special agreement have also been conducted. The service has also been temporarily used for noncomplex periodical assessments of time-limited certificates, such as type approvals and Marine Equipment Directive certificates.
Maintenance plans Alongside remote surveys, DNV’s Machinery Maintenance Connect (MMC) is a remote approach to the machinery planned maintenance system (MPMS). Instead of requiring surveyors to travel to each individual vessel and go on board, machinery data can be processed via algorithms and presented to customers in a digital dashboard, unlocking new insights into vessel and fleet performance. By using data from the vessels, alongside a powerful learning algorithm, DNV can remotely perform the maintenance survey of a customer’s whole fleet in one process, saving time and reducing the disruption of daily operations. In one case, DNV completed surveys on 49 vessels in roughly four hours, something that would normally take 50 separate on-board surveyor visits. When owners start sharing vessel machinery data with DNV, after accessing the MMC app in Veracity, the data for all vessels can be seen immediately. A minimum of one year’s data must be provided before digital MPMS surveys can be performed. The MMC system provides a complete breakdown of any maintenance already completed and overdue, with the
dates of the work. By collating and presenting the data, owners and operators can access data in real time to create a maintenance plan that can predict the requirements of individual vessels and, with AIS, utilise repair yards local to the position of the vessel. In addition to the significant savings in operational downtime and travel costs, because the evidence from remote surveys is digital documents, the information can be much more easily archived and the key findings extracted and analysed. This pool of data could also prove extremely useful when surveying sister vessels to identify trends, and for customers to supply to other stakeholders in the future. The pandemic gave remote surveying a push, and DNV was in a good position to respond. On-board surveys are generally preferable, but our experience over the last few years means that there is a highquality alternative when our customers need it.
Kamlesd Kumar is head of class systematics and operational centre in the maritime division of DNV MARINE PROFESSIONAL
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Simulators VERSION
SIMULATORS
REPRO OP
Every cloud…
The digital power and data storage provided by cloud-based computing is allowing the industry to continue to deliver training BY DENNIS O’NEILL
SUBS ART
When the pandemic hit, there was concern that marine training would suffer due to travel restrictions and social distancing. However, those fears have been allayed, thanks to the cloud. Cloud-based computing – the use of remote online data centres that provide improved storage and computing power – is an increasingly popular commercial tool. And now, it is allowing maritime training centres to provide services off campus, while giving students greater access to simulator training. “Giving our students the opportunity to participate in a virtual classroom has actually created an improved learning environment,” explains Thomas Aulinger of the Centre for Marine Training and Research (CMTR). “Student communication and information sharing are also exceeding previous in-classroom interactions.”
PRODUCTION CLIENT OCEAN TECHNOLOGIES GROUP
K-Sim Connect CMTR has invested in Kongsberg’s K-Sim Connect, a cloud-based ecosystem through which Kongsberg Digital provides simulation and other virtual services. It’s a system that’s proving popular. Transport Canada, the body responsible for Canada’s transportation policies and programmes, has approved several courses that use cloud-based simulators to conduct blended learning. “Hours of radar time can be built up more quickly this way than
“It’s vital the training of future maritime officers continues with or without direct classroom attendance”
by using full-size simulators or undertaking live practice on board a ship,” says Darrell Gouthro, project manager at the Canadian Coast Guard College. “The extra training time K-Sim Connect allows students on the use of controls – while also enabling them to hone their ability to interpret radar images, identify targets and so on – will improve their confidence and skills at a rate which would not have been possible before now.” Another key development is Wärtsilä’s Voyage Cloud Simulation (VCS), now used by training centres including Massachusetts Maritime Academy, Abu Dhabi Maritime Academy and Costamare Maritime Training in Greece. “Cloud-based simulation is a great additional capability,” says Costamare’s training manager, Capt Velmachos Vasileios. “It allows us to offer a better service to seafarers and represents an important step forward in maritime training – one that will enhance the safety and efficiency of ship operations.”
Smart systems Ship manager Anglo-Eastern is using VCS to provide remote online simulation training in engineering, navigation and liquid cargo handling for its employees based in India, the Philippines and Ukraine. “We are transforming our ship management systems from separate analogue applications into smart, integrated enterprise platforms,” explains Anglo-Eastern CEO Bjørn Højgaard. “Our vision is to augment our processes with cutting-edge technology to ensure safe and reliable vessel operations.” Wärtsilä has joined forces with maritime knowledge specialist Ocean Technologies Group to provide shipping firms and training providers with cloud-based training and virtual events. Neil Bennett, Wärtsilä Voyage’s director of sales, says: “Remote learning is especially valuable in times like these, and it’s vital the training of future maritime officers continues with or without direct classroom attendance.” MARINE PROFESSIONAL
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VERSION
HISTORY
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Last of the cargo liners
SUBS
Construction delays hammered the nail into the coffin of Blue Funnel’s Super Ps
ART
BY JOHN BARNES
PRODUCTION
By the mid-1960s, the shipping world’s container revolution was underway, though still in its infancy. At this time, one leading British liner company, Blue Funnel (Alfred Holt and Company), considered it still needed an up-to-date fleet of traditional cargo liners and thus, in 1964, ordered the eight-ship Priam class at a total cost of around £18m. Four would be for Blue Funnel and four for associate company Glen Line. Five would be built on the Tyne by Vickers Walker yard, one by John Brown on the Clyde and, as a first for the company, two by Japan’s Mitsubishi Heavy Industries at its Nagasaki yard. The cargo liner concept had originated with the Alfred Holtowned Agamemnon trio of 1865 and would end 100 years later with the Priams, these being the company’s last such vessels before it moved into containerisation with the Encounter Bay class as part of the OCL consortium.
CLIENT
Construction Designed by the legendary naval architect Marshall Meek, the Priams, known as the Super Ps, were conceived as a development of the earlier Glenlyon class, but with arrangements to speed up cargo handling in port and thus maximise time at sea when the ships would be making money. Despite having a hull with virtually no parallel body, they
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The Glen Line vessel Glenfinlas, built by John Brown on the Clyde
Unusually, in an era when welding had taken over as the construction medium, Blue Funnel still required a small amount of riveting incorporated a double skin within which all frames were sited, creating a clean and near square hold that made stowage and handling of general cargo as easy as possible. There were a total of five holds and lower and upper ‘tween decks forward of the superstructure and a sixth abaft it. Refrigerated capacity of 573m3 was arranged to store goods at –29° C, while, in recognition of the impending changes in shipping, facilities for containers and unitised
cargo were provided in numbers 3, 4 and 5 holds and ‘tween decks. A total of 13 deep tanks for cargoes such as vegetable oils, latex, oil additives and chemicals, of approximately 2,000m3 capacity, were arranged forward and aft of the holds 3, 4 and 5. These would prove particularly troublesome for the builders as they tried to fair them into the curvaceous hull. In the case of the Walker-built ships (from personal knowledge), this was certainly aggravated by the erection of ever more steel sections, and increased weight, above the box-like tank units before they had been fully faired. This was caused by the erection squads
History, 1 Alfred Holt
The ships were able to maintain a 21kn schedule almost all the time, and it has been reported that at least one vessel achieved 23kn to maintain schedules other, the latter all having powered topping, and those on the bridge front with powered slewing as well. Between holds 3 and 4 was a 60-tonne Stülcken derrick giving a heavy-lift capacity. Although the mix of cranes, derricks and the Stülcken unit involved a higher first cost and also greater maintenance, they made for more efficient cargo handling.
Machinery
*THE JAPANESE PAIR HAD MITSUBISHI-SULZER ENGINES
PRINCIPAL PARTICULARS Length overall: 170.60m Beam: 23.60m Depth: 13.40m Draught: 9.10m Deadweight: 11,120 tonnes Gross register: 12,094 tons Net register: 6,558 tons General cargo capacity: 20,075m3 Refrigerated cargo: 573m3 Liquid cargo: 2,060m3 Container capacity: 150 TEU Main engine make: Burmeister & Wain VT2BF* Specification: 9-cylinder, 2-stroke, single acting Output: 16,785kW Service speed: 21kn
being on piece-rate payment, which meant that they were paid for each section they erected without consideration of how far the hull fairing had progressed. Unusually, in an era when welding had taken over as the construction medium, Blue Funnel still required a small amount of riveting in its ships, and in the case of the Priams this entailed the sheerstrake, bilge keels and a lapped joint on the upper deck. The Walker yard had long dispensed with riveters so had to bring four out of retirement to carry this out. Each main hatch was served by a 5-tonne crane (six in all) at one end and a derrick system at the
The machinery chosen for the vessels was a 9-cylinder low-speed diesel. In the case of the UK-built ships, this was a Burmeister and Wain VT2BF unit with a rating of 16,785kW at 110rpm. The two Japanese ships were equipped with Mitsubishi-built Sulzer 9RD90 engines rated at 14,095kW at 119rpm. The designed service speed was 21kn, but in typical Blue Funnel style, this was to be achievable at full draft, in all but the worst weather, and over the normal lifespan of the ship. In practice, this meant that the ships were able to maintain a 21kn schedule almost all the time, and it has been reported that at least one vessel achieved 23kn to maintain schedules. One problem resulting from what was, at the time, a powerful machinery installation positioned MARINE PROFESSIONAL
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aft was excessive vibration on the bridge, and some extra stiffening had to be fitted to overcome this. When the Mitsubishi-built Glenalmond arrived in Liverpool on her maiden voyage from Japan, she was inspected by senior staff from the Walker yard who were amazed at the superb quality of the vessel, a first indication of the shipbuilding challenge that was emerging from that country. However, anyone familiar with the naval and merchant ships produced by Japan before the Second World War should not have been surprised. UK yards were starting to realise that they needed to focus more on the threats from overseas shipyards rather than fighting among themselves.
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Obsolescence Construction problems and labour disputes delayed all but the first Japanese ship from meeting the scheduled completion dates. In the case of the Walker-built ships, this varied between seven months (Priam) and 12 months (Radnorshire) late, with the time between keel laying and delivery varying between
The Walker-built Peisander seen leaving Keelung harbour, Taiwan, 1977, a year before her sale to Orient Overseas Container Lines
THE SUPER Ps Priam Peisander Prometheus Protesilaus Radnorshire Glenalmond Pembrokeshire Glenfinlas
Builder Vickers Walker Vickers Walker Vickers Walker Vickers Walker Vickers Walker Mitsubishi HI Mitsubishi HI John Brown
18 and 26 months. The John Brown ship Glenfinlas was also late, taking 21 months between keel laying and delivery. In comparison, the two Mitsubishi ships each spent only 12 months
Completion 18 Nov 1966 28 Feb 1967 5 June 1967 31 Aug 1967 16 Nov 1967 Sept 1966 1967 Jan 1967
Sold 1978 1978 1979 1978 1978 1982 1982 1978
Broken up 1985 1986 1986 1985 1987 1984 1996 1984
PHOTO COURTESY OF JIM STITT, COMMITTEE MEMBER AND TREASURER, IMarEST DUBLIN BRANCH
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Despite fulfilling all the requirements as specified when designed, within just a few years they were sold on by Blue Funnel
fitting out, although Pembrokeshire was delayed by three months. Sadly, as these fine ships, designed in the early 1960s, finally began to enter service, the container revolution was in full flood and they were, in effect, already obsolescent.
A sad end
Priam, built in 1966, was broken up in 1985
Over the years, the vessels were passed around parts of the Blue Funnel group under a variety of names. However, despite fulfilling all the requirements as specified when designed, within just a few years they were sold on by Blue Funnel to other owners and all had gone to the breakers by 1986. Blue Funnel’s employment of the class itself was just 11 years or so, and despite them being the ultimate expression of the cargo liner concept, they arrived too late to be classed as a great success. A sad end for such fine ships. MARINE PROFESSIONAL
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Digital technology is driving change in defence NAVAL
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How Babcock is embracing technology to propel naval ship development Ian Cowper Warships engineering and support director, Babcock
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hrough digital innovation, aerospace and defence company Babcock International is driving change across the defence industry. At the heart of this approach, Babcock is realising a digitally enabled future using innovative technologies to address maritime complexity and to give total insight of critical assets. Babcock’s innovation in technology has been at the forefront of successfully improving throughlife support to the UK Royal Navy, and the Type 23 Frigate Programme is testament to that. This is being achieved through novel and advanced engineering capabilities including artificial intelligence, virtual reality robotics, digital twins and autonomous survey techniques, all complemented by investment in infrastructure and the digital skills of our people.
A whole new approach These have been key enablers in the Type 23 LIFEX Programme, which sees a significant increase in the availability of ships and their systems to meet the operational programme, in addition to transforming the ships into digital platforms through some of the
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largest capability upgrades and updates enhancements since build. A key factor in the success of this programme has been Babcock’s approach to enabling that digital support through our iSupport360 programme. iSupport360 is how we integrate next-level technology, people and processes at a system of systems level. We believe it’s an approach that provides a powerful and dynamic way of interpreting information in real time, giving a complete and interactive view of that support. From digitally enabled asset management to predictive technology and evolving solutions at customers’ fingertips, Babcock is bringing a whole new approach to managing data, information,
iSupport360 is enabling us to improve the availability and readiness of the Type 23 class while also reducing through-life support costs
engineering and technology in a way that is scalable, repeatable and applicable to any asset. We are implementing iSupport360 through our technology-led programme to provide total insight of an asset’s performance, maintenance requirements and material condition. Importantly, iSupport360 is enabling us to improve the availability and readiness of the Type 23 class while also reducing through-life support costs. But most importantly, the capability also enables us to recommend and optimise predictive support interventions against known risk.
Step change iSupport360 draws on a vast amount of experience in technology and systems integration. We’ve embedded a life-cycle engineering approach into our technical authority to deliver real-time failure analysis. This enables targeted, predictive support interventions against known risk, driving improvements in availability and reduced support costs. Babcock is in a unique position to grow its digital thread from concept through to disposal. Its technology strategy is aligned to its many UK and international customers across many sectors. Future plans will see expansion of these concepts with advanced robotics, nanotechnologies, situational awareness and command-and-control capabilities that will provide a step change in efficacy and efficiency of international warship support.
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Why you need to defend against cyber whalers INSURANCE
Scammers are increasingly succeeding in these targeted attacks against shipping companies Capt Simon Hodgkinson Global head of loss prevention, West P&I
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hishing attacks have been the scourge of inboxes for well over a decade, and most people will be familiar with what a basic phishing email looks like. The consequences of an attack can be dire – with data lost or stolen, and critical systems stuck offline. We are seeing increasing numbers of these attacks in shipping, and many of them have succeeded. A more complicated type of attack called ‘cyber whaling’ has focused on a very specific vulnerability. Most phishing attacks use the same template for hundreds of thousands of spam emails. In contrast, cyber whaling is a highly convincing, highly personalised attack. A cyber whaling strike will target only a handful of senior executives or digital gatekeepers, often using very personal vocabulary and information to trick the recipient into cooperating. These messages will usually be delivered by spoofed email addresses that look almost identical to ones they know and regularly correspond with. Think
janesmth@gmail.com rather than janesmith@gmail.com. In many ways, cyber whaling is closer to a traditional confidence fraud than a digital attack. Attackers will socially engineer their victims so that they can trick them into making financial transfers or disclosing confidential material. Most victims have no idea that they’ve been attacked until it’s far too late. If the attacker gains access to a shipowner’s computer systems, for example, the entire office function may have to move offline. This could mean organising hundreds of paper records and forms. Crucial data will be inaccessible for as long as computer systems are offline. The situation could be even more disruptive on board a vessel. Modern vessels will both use IT and have operational systems such as engine management and the general IT communication that are continually connected to the company systems, and thus may be vulnerable in such an attack. Since 1 January 2021, cyber risks have been included in the ISM Code’s risk management protocols. This means that the cyber vulnerabilities of vessels should have been identified, and Safety Management Systems created to mitigate the impact of any breach.
The key to defence Digital gatekeepers need to be provided with information on cyber whaling, with clear information on the warning signs staff should be looking out for. However, the risk is never zero – and planning must go deeper. You should be very careful about what you reveal online. Celebrating your birthday on LinkedIn, for example, gives an attacker a key piece of data about
you that’s often used to verify your identify. Or, when completing sensitive tasks, best practice is to confirm over the phone or face-toface with your counterparty. Shipowners will also need to maintain back-up servers and systems to keep office functions running in the event of a breach, alongside other measures designed to reduce the impact of a breach. Planning for vessels should align with the ISM Code. This means that a system must be put in place to continually improve protections against cyber disruption. For a vessel entered on a mutual basis with an International Group P&I Club, there are no specific cyber exclusions. However, the same rules apply to cyber as to other risks, and acting in an unsafe, imprudent or unduly hazardous way could prejudice cover. This means that a loss may be covered by P&I insurance if a cyber whaling attack impacts a vessel. However, the shipowner must have followed the processes outlined in the ISM Code to reduce the risk and impact of any attack.
A cyber whaling strike will target only a handful of senior executives or digital gatekeepers, often using very personal information MARINE PROFESSIONAL
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Innovation in shallow water mapping HYDROGRAPHY
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An EU co-funded R&I project aims to develop a remote solution for global satellite-derived sea-floor mapping
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Dhira Adhiwijna Certified FIG/IHO/ICA Category A hydrographic surveyor; and party chief and site manager, Fugro
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IMAGES COURTESY OF EOMAP
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nderstanding the sea floor’s topography and characteristics is vital for planning and managing the blue economy’s sustainable marine and coastal activities in accordance with UN Sustainable Development Goal 14: ‘Conserve and sustainably use the oceans, seas, and marine resources’. Sea floors are usually mapped via active sensors installed on vessels. Underwater acoustic techniques such as single-beam and multibeam echo sounders can provide accurate and highresolution bathymetry down to the farthest reaches of the ocean floor. However, shipborne mapping in shallow water is significantly more time-consuming than in deepwater areas and presents a greater safety risk. Airborne lidar bathymetry (ALB) can map shallow water areas quickly, but requires optimal water clarity. The costs associated with multibeam or ALB survey campaigns depend on the scope of work, but they can be considerable. The development of satellite technologies and sensors MARINE PROFESSIONAL
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has enabled satellite-derived bathymetry (SDB) to become an emerging technology in support of conventional shallow-water seafloor mapping, where water clarity permits. SDB is a passive mapping method that uses multispectral satellite imagery data: satellite platforms capture the sunlight reflecting from the sea floor and record it in multiple spectral ranges. In September 2020, the International Hydrographic Organization released the new edition of Standards for Hydrographic Surveys and categorised SDB as a depth measurement technique that can meet different survey needs.
Satellite consortium A consortium of satellite data analytics, geo-data and biology experts is partnering on ‘4S’ (Satellite Seafloor Survey Suite), an innovative solution for mapping for shallow water based on cloudprocessing satellite sea-floor data. The 4S consortium is led by EOMAP, and partners include Fugro, the Hellenic Centre for Marine Research, QPS, Länsstyrelsen Västerbotten, CNR ISMAR, the Hydrographic Institute and Smith Warner International Ltd. It has received funding from the EU’s Horizon 2020 R&I programme. 4S will use EOMAP’s Modular Inversion Program (MIP), a physicsbased light inversion model, to provide shallow-water bathymetry. MIP can: l derive bathymetry without requiring in situ data; l provide water column properties; and l provide sea-floor properties. The above can be achieved in environments of approximately 1 to 1.3-time Secchi disk depth at the time of satellite image recording.
Above: Satellite-derived bathymetry of Great Barrier Reef from reef crest down to approximately 25m water depth. Below: Sea-floor reflectance of Great Barrier Reef
Artificial intelligence will then be used to select satellite images, and machine learning will classify sea-floor properties based on users’ uploaded data and existing on-site knowledge, while new on-site data will be used to train the 4S algorithm and sea-floor classification software. Due to limitations in accuracy and resolution, satellite sea-floor mapping will never replace acoustic and lidar techniques. Nonetheless, it can be a powerful tool for different applications, including supporting the planning phase of high-resolution mapping projects by quickly providing reconnaissance data. It can also act as a data gap filler in shallow-water areas that are unsafe for small boat operations. Satellite solutions can access remote locations and are therefore cost-effective and reduce human health, safety, security and environment exposure. 4S aims to provide a highly automated cloudbased web application for remotely mapping and monitoring the shallow-water sea floor from the comfort of our desks.
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Marine engineering careers needn’t begin at sea CAREERS
Those considering their marine engineering options would do well to think outside the box Steve Lister MIMarEST Fleet manager for Anzac class frigates, Babcock International Group
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fter applying to all the major shipping companies back in the 1980s to go to sea, I eventually decided to serve an apprenticeship in a naval dockyard, which I felt was the closest thing to actually going to sea. I came to realise, though, that all the major maintenance on ships is actually carried out in shipyards, dockyards and alongside by craftspeople of all disciplines who have not sailed on ships. Working in this environment allowed me to carry out many tasks that even experienced sea-goers only rarely get to experience. There are also, of course, professional entry points; for example, an engineering or naval architecture degree. These degrees can lead to highly sought-after opportunities in fields as diverse as designing ultra-large container ships or super yachts. I would advise those considering a marine engineering career to think carefully about that entry point, whether it be the university path or the more practical route of a trade. But before that, decide on your focus of study. Ships are complex from an engineering perspective. They must not only get their cargo from A to B
safely and expeditiously, they must also support all the habitability requirements of the crew, while operating in some of the most challenging environments in the world. This requires the seamless integration of mechanical, electrical/ electronic and structural systems. This confluence of factors offers huge opportunities and vast width in fields of study and careers, so consider carefully where your interests lie. Invariably, if you end up in marine engineering, you will touch all these areas – but we all tend to start out leaning towards one.
Driving innovation Environmental issues are keeping shipping in the media today. Powering ships using alternative fuels, or even harnessing wind power, is going to require significant accelerated development to keep up with environmental legislation. R&D within the major power and propulsion manufacturers will offer excellent opportunities for right-minded individuals to develop and grow excellent careers. Autonomous surveys are also gaining recognition for taking the human element out of potentially
dangerous environments, such as confined spaces. Marine engineers also have a part to play in charitable organisations, such as Mercy Ships, that bring hospitals and doctors to the world’s poorest nations. I have met many individuals who have spent their entire careers at sea or ashore. Personally, after completing a fitting, turning and machining apprenticeship in a naval dockyard, I progressed through various estimating roles before spending around 12 years in commercial ship repair in roles from project engineering to project management. Currently, I am involved in fleet management. Professional registration is also important to budding marine engineers, giving others confidence that the member has been independently and professionally assessed as having a set of skills, experience and qualifications that can be relied on. Being an active member of a professional body – such as the IMarEST – has many other benefits, including sharing knowledge and experience, and the opportunity to join working groups and committees to continuously improve the industry.
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The IMarEST’s shared knowledge hub In this section:
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51 Cetacean conservation 53 Branch spotlight 54 Member benefits 56 Fellow Q&A: Vikki Gunn 59 Rethinking design 60 Communication breakdown 61 Letters to the editor 62 SIG update 64 Obituary: Kevin Tester 65 Institute news
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Mitigating cetacean decline in the Med
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Efforts are under way to harmonise approaches to the conservation of cetaceans in the Mediterranean
M ROSSO – CIMA RESEARCH FOUNDATION
BY PATRICK LYNE
Since 1996, countries across the Mediterranean and Black seas have come together under the Agreement on the Conservation of Cetaceans of the Black Sea, Mediterranean Sea and Contiguous Atlantic Area (ACCOBAMS) to conserve all species of cetaceans (whales and dolphins) and their habitats through the enforcement of more stringent protection measures. In all, 24 countries are signatories to this agreement, which covers almost all the nations around the Mediterranean and Black seas. The total population of the Mediterranean countries grew from 281 million in 1970 to 472 million in 2010 and is predicted
to reach 572 million by 2030. This population growth, and increasing activity in the nearby marine environment, places increased pressure on biodiversity. There has been a rise in fishing activity; increased tourism; intensified tensions, which often lead to more naval activity, including naval sonar with devastating effects on beaked whales; and increased industrial activity, including gas discoveries, pipelines, telecom cable-laying and offshore wind-farm construction. This has resulted in huge declines in many cetacean species. In the Black Sea, while bottlenose dolphins and harbour porpoise are considered endangered, the common dolphin is considered vulnerable. All three are unique
A sperm whale breaches in the Tyrrhenian Sea, Italy
sub-species. Common dolphins and sperm whales are considered endangered in the Mediterranean Sea, with killer whales – found chiefly around the Alboran Sea and Straits of Gibraltar – regarded as critically endangered. Roughtoothed dolphins seen in the eastern Mediterranean may have made their way through the Suez Canal, and humpback dolphins, it is suggested, are part of a relict population cut off from the Atlantic. Much more data is required to establish the genetic origins and current status of some cetacean populations in the Mediterranean. Sperm whales in the eastern Mediterranean possibly represent a separate population of fewer than 200, whose numbers are MARINE PROFESSIONAL
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now becoming critically low. The conservation of many, if not most, of these cetacean species throughout the Mediterranean area is now of critical importance. These animals sit at the top of the food chain and are indicators of the health of the marine habitats below and their ability to support us.
A striped dolphin leaps in front of a fluking sperm whale in the Tyrrhenian Sea
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ACCOBAMS has created surveys to establish baseline data and population trends, and published guidelines and good practice for whale watching, industry operations and fishing, where by-catch and depredation (stealing of fish catches) impact cetaceans. As part of these initiatives, the programme has sought to increase training standards and certification of marine mammal observers and passive acoustic monitoring operators specifically engaged in industry operations to mitigate the effects of noise on cetaceans. Cetaceans rely heavily on sound to navigate and communicate in a poorly lit underwater world and, perhaps even more critically, to find food or prey. ACCOBAMS has agreed a set of principles to guide industry operations, available on its website. These require, for example, a 120-minute prewatch or watch prior to commencing loud noisegenerating activities, such as pile driving, seismic activity or naval sonar, in waters deeper than 200m, where deep-diving species may be present that are particularly vulnerable to acoustic disturbance. In shallower waters, 30 minutes
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The IMarEST’s Marine Mammals Special Interest Group aims to bridge the divide between marine mammal conservation and engineering communities. For more information and to join, contact technical@imarest.org
is deemed sufficient to ascertain the presence of shallower diving cetacean species, such as dolphins. Such measures are deemed mitigation, designed to lessen the impact of industry operations, and do not prevent that impact completely. An exclusion zone is determined based not only on sound levels that may cause physical damage, such as permanent threshold shift or permanent deafness and temporary threshold shift or temporary deafness, but also on behavioural disruption of any species present. The guidelines include a requirement for operations to cease or shut down whenever a cetacean enters the exclusion zone. For deep-diving species such as beaked whales, this shutdown is extended for any animal within the observation zone. Increased delays to operations are required when operating in a beaked whale habitat due to their acoustic sensitivities, and these precautions can be extended to other deep-diving species as deemed necessary by regulators. The 120-minute delay prior to commencing operations was added to ensure no beaked whales would be present prior to operations commencing, as this was the approximate maximum known dive time. But only very recently, a Cuvier’s beaked whale was recorded diving for 222 minutes. This adds an extra layer of difficulty in detecting these animals prior to operations,
and in particular for naval sonar exercises, to which these species are especially vulnerable.
Urgent need for data Cuvier’s beaked whales are the only beaked whale species commonly found in the Mediterranean and are genetically distinct from populations elsewhere. They have recently been classified as vulnerable in the Mediterranean under the IUCN classification system, based on data from 1990 to 2016, which is heavily biased towards the western and European Mediterranean. There is an urgent need for more data from the non-European part of the Mediterranean, which is under-surveyed. ACCOBAMS is the only crossborder conservation initiative worldwide to include mitigation guidelines. It aims to conserve many unique cetacean sub-species in an exceptional environment. If they were allowed to become extinct, that would leave the Mediterranean a poorer habitat for all that live there. The pace and progress of international conservation initiatives are slowed by the requirement for collaborative effort, but it is hoped that this much-needed initiative will gather pace and support from across the region to preserve the unique environment of the Mediterranean for future generations.
Patrick Lyne is a Chartered Marine Scientist and a passive acoustics operator/ analyst at DMAD (the Marine Mammals Research Association) in Turkey
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A thirst for knowledge past and present
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What was one stand-out recent Singapore Joint Branch event, and why was it so memorable? For me, the most memorable event of 2020 was our webinar on the twakow and tongkang, which are both types of boat that were traditionally built and operated around Singapore. This was a heritage talk, but was very popular and also very engaging. For the Joint Branch, it was the start of us using IMarEST TV to broadcast our technical talks and allowed for a much larger audience. Previous attendances had been in the region of 50 people; we found that, after using IMarEST TV, we sometimes got as many as 150–200 attendees. What plans do you have for further development of the branch? Our focus is on engaging with our members in Singapore. We have a LinkedIn group where we hope to provide information and raise topics of interest to the community. There are also plans for mini meetups, which would allow up to eight people to attend walks, hikes and maybe a meal to break the social deadlock imposed by COVID-19 restrictions. We are also making plans to have some technical talks with physical attendance while ensuring that we comply with the local rules and regulations. What topics keep your branch members awake at night and why? I can’t vouch for all members, but what we have seen is that the focus
is currently on digitalisation. This includes cybersecurity; alternative fuels such as hydrogen, ammonia and methanol, due to IMO 2050 and the global emissions cap; and, of course, technologies surrounding future-thinking projects such as autonomous vessels. What are the big regional opportunities on the horizon for your branch and members? Singapore is a global maritime hub, and I believe it will stay that way as long as the passage that ships must take from east to west is through the Malacca Straits. Even as technologies evolve and the sector progresses to the next era of marine and shipping, vessels will always need to stop at Singapore for repairs, services and bunkering, among many other things. This will, of course, bring opportunities for our members through employment or even start-ups, as well as those choosing to study in the marine field at the local universities and polytechnic. If you could change anything about your region in relation to the marine environment, what would it be? I think that a huge issue in Singapore is single-use plastic, which is used in ship supply. More focus should be turned to how stores can be supplied to vessels without such huge quantities of packaging. When ships call at Singapore, they very often leave with more garbage than they arrived with. It’s very difficult to dispose of this packaging
Cargo ships in the port of Singapore
these days and it takes up large amounts of space on board vessels. We could consider some form of reusable packaging, which suppliers would want to claim back, or even biodegradable wrappings that could easily dissolve within a short space of time. Not only would this save space on board vessels – where space is already limited – but it would also avoid the cost of landing this packaging and the risk of it finding its way to landfill sites or incinerators. What three adjectives best describe your region and your members? For our region, I would say: modern, diverse and prosperous. As to our members, they are best described as wise, professional and enthusiastic. Do you have any final comments? I would encourage all members to engage with their local IMarEST branch and attend both virtual and physical events, where permitted. Get to know your fellow members, junior and senior, as there is a wealth of experience and knowledge shared in this organisation that, as members, we can benefit from. And if you are in Singapore, check out what events we have coming up and come along. Join the conversation, learn something new or even share your knowledge. All are welcome, and I look forward to seeing both new and familiar faces. Mike Watt is chair of the Singapore Joint Branch, the representative body for RINA and the IMarEST in Singapore MARINE PROFESSIONAL
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What does it mean to be a part of the IMarEST?
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s a member of the IMarEST, you are an integral part of a community that is single-minded in its aims to tackle the challenges facing humanity over the next century. Increasingly, our members choose the IMarEST for its multidisciplinary nature, recognising that working together, across different areas of expertise, is the only way to solve complex issues, from managing artificial intelligence to the plight of climate change. Our commitment to supporting professionals throughout their careers is essential in ensuring we all remain at the forefront of our specialisms and are equipped with the latest knowledge and skills to move our sector forward.
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PROFESSIONALISM UPHOLDING STANDARDS ACROSS THE MARINE SECTOR GLOBALLY
As well as offering professional registration to our members – an international mark of competency – we also accredit academic and company courses and offer CPD recognition to affirm that certain events or training programmes could contribute to the participant’s professional development. l To find out how you can become a registered professional with Chartered, Incorporated/ Registered or Technician status, go to www.imarest.org/registration. Or if you’d like your course or event to be evaluated for the Institute’s stamp of approval, you can find out more at www.imarest.org/accreditation
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SHAPING THE FUTURE HAVE AN INFLUENCE ON EMERGING ISSUES
Members who participate in our Special Interest Groups – which cover a wide variety of topics, from autonomy, marine mammals and ocean governance to naval engineering, offshore renewables and the human element – are able to inform policy and regulation on a global scale. Through our status at various intergovernmental organisations, we are able to bring forward the impartial advice and expertise of our members. As leading professionals in the marine sector, you can shape the future of the oceans, the planet and humanity. l Get involved by visiting www.imarest.org/sigs
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DEEPEN YOUR UNDERSTANDING OF YOUR OWN AREA AND WIDER MARINE ISSUES
Members continually grow their knowledge through a variety of benefits, including regular lectures and discussions (which are also available to watch live or on demand on IMarEST TV), this magazine and its weekly newsletters, access to the Virtual Library, books, journals and participation in our Special Interest Groups. Echo, our professional development platform, offers learning opportunities as well as an easy way to record your CPD. l To access the vast range of knowledge resources available to you, just go to the IMarEST website and browse the Resources, Communities and Events tabs at the top of the page
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NETWORKING
STRENGTHEN YOUR RELATIONSHIPS AND LEARN FROM ONE ANOTHER
You can meet fellow industry professionals at our events, conferences and your local branch meetings, where you can build new acquaintances as a member of the Institute, learn about different topics and find fresh ways to work together. We have members in 128 countries worldwide, and you can also stay in touch with those peers who are further afield. Nexus, our social network, allows you to collaborate from anywhere in the world. l You can find out what your local branch is up to or access Nexus under the Communities tab on the IMarEST homepage
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GIVING BACK
VOLUNTEER YOUR TIME AND EXPERTISE
Our Institute is indebted to its tireless volunteers who give up their time to ensure that those coming through the profession are given the same, or better, opportunities than they were. From reviewing submissions of technical papers to helping run interviews for those applying for professional registration, there are a huge number of ways in which you can give back to the marine community. We also have a variety of governance, Special Interest Group and branch committees that could benefit from your expertise. Any of these activities would contribute to your continuing professional development. l Find out more by emailing membership@imarest.org
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“Climate change is the big one”
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IMarEST Fellow Vikki Gunn explains why the interface of scientific research and policy is a fascinating, if sometimes slightly uncomfortable, place to work
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INTERVIEW BY CARLY FIELDS
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How did you get involved in the marine industry? I’m a geologist by training, but I moved into research project management not long after completing my PhD. I’ve been involved with multidisciplinary marine science programmes since 2002, when the EC funded a series of thematic marine research projects under its Framework 5 programme. My first project was called EUROSTRATAFORM and it focused on the movement of sediment around the sea floor. EU funding for marine science quickly moved into more multidisciplinary approaches involving bigger partnerships and more funding, and I was privileged to manage one of the first of these larger, more complex initiatives – a project called HERMES (Hotspot Ecosystem Research on the Margins of European Seas). This project was groundbreaking, as it brought together – for the first time – scientists from a broad range of marine disciplines to take a more holistic view of marine ecosystems. It also involved social scientists to better understand the value of ocean biodiversity, and directly engaged with policymakers to promote the use of scientific information in decision-making. HERMES will always have a special place in my heart because, above all its many scientific achievements, it brought together a
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wonderful community of European scientists who were huge fun to work with and spawned a range of partnerships and collaborations that are still going strong. More recent EU-funded projects I’ve been involved with have focused on emerging issues in the marine world, such as the environmental impact of deep-sea mining (MIDAS project) and environmental monitoring of offshore carbon capture and storage (STEMM-CCS project). In both of these projects, liaison with industry, policymakers and other stakeholders has been critical to ensure research results are channelled towards supporting decision-making processes.
The conservation and sustainable use of marine biodiversity has long been a key thread in my work, and I’ve been part of the secretariat supporting the Global Ocean Biodiversity Initiative (GOBI) for the past 11 years. GOBI is a global network of marine scientists working to provide the scientific basis for conserving biological diversity in the global ocean. In particular, we work closely with the Convention on Biodiversity and its efforts to describe ecologically or biologically significant marine areas, as well as other intergovernmental organisations such as the UN Environment Programme, the UN
WHY THE IMarEST? “I think the IMarEST is a great institution to link together people working in a huge range of marine professions across the globe,” Vikki says. “In the same way that marine science has become increasingly multidisciplinary in the past 15 years, I think that stronger partnerships and collaboration across and between the different marine sectors is crucial to maximise synergies so that we can achieve the ultimate aim of a healthy and sustainable ocean. It’s so important that reliable scientific information is available to support decision-making processes, and the IMarEST is well placed to help ensure that happens. “To be honest, being accepted as an IMarEST Fellow took me a little by surprise, as there’s a part of me that still thinks I’m fresh out of my PhD! I’ve been made to feel really welcome by the other IMarEST members that I’ve met, and the range of talks and events that is on offer – even during lockdown– is amazing. I recently joined the IMarEST Professional Affairs and Education Committee and it’s clear that there’s a great professional support network out there for people at all stages of their marine career.”
Fellow QA, 1 Highlighting potential solutions for the Costa Rica Thermal Dome was one of GOBI’s initiatives
Convention on the Conservation of Migratory Species of Wild Animals, the UN Food and Agricultural Organization and IMO. The interface of scientific research and policy is a fascinating, if sometimes slightly uncomfortable, place to work. What is the BBNJ treaty and why does it matter? The ongoing BBNJ treaty negotiations are hugely important for the marine environment. The area beyond national jurisdiction (ABNJ) – the portion of the ocean that belongs to everyone and no one – accounts for almost two-thirds of the ocean, but its biodiversity is currently unprotected. The United Nations Convention on
The suspension of the seagoing research programme has caused significant disruption, and the ship time lost in 2020 will be hard to make up
the Law of the Sea was conceived before impacts on biodiversity in ABNJ were properly appreciated. In recent years, there have been a number of assessments and reports that have highlighted the catastrophic decline in marine biodiversity as a result of human activity, and this has far-reaching impacts on the health and resilience of the ecosystems that we rely on for basic services, such as oxygen to breathe, food to eat and carbon sequestration to regulate our climate. The high seas, despite being far from land, are not immune to these impacts and are intricately connected to marine areas closer to shore. Managing areas in national waters is an important step towards taking better care of our ocean, but without a framework by which to conserve and sustainably use marine biodiversity in the vast area beyond national boundaries, we are only tackling half the problem. The important thing to note is that the BBNJ treaty is not just about conservation, but also about sustainable use. Industry has an
important role to play, not only in the successful implementation of the BBNJ agreement, but also in helping to achieve global environmental targets, like those currently under discussion at the UN Convention on Biodiversity’s post-2020 Global Biodiversity Framework (the scheme that will replace the Aichi Biodiversity Targets) and the targets under the UNFCCC Paris Agreement to limit global warming. Sustainability and environmental responsibility are increasingly important values in business, and are in the interests of all marine industry sectors. What other projects are you currently working on? GOBI is an ongoing initiative, and we are in the latter stages of a fiveyear programme of work funded under Germany’s International Climate Initiative, which has supported exciting work into better understanding the connectivity of marine ecosystems, and what that means for regulation of activities in the ocean, as well as highlighting potential solutions for specific MARINE PROFESSIONAL
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areas, such as the Costa Rica Thermal Dome. I am also heavily involved in the EU-funded H2020 iAtlantic project, where I have responsibility for communication, stakeholder engagement and capacity building. It’s a hugely ambitious programme, taking an ocean-wide approach to understanding the factors that control the distribution, stability and vulnerability of deep-sea ecosystems. The work spans the full scale of the Atlantic basin, so it’s a huge endeavour, but we have a great team of scientists from across the Atlantic region. Sharing of expertise, equipment, infrastructure, data and personnel are at the forefront of iAtlantic’s approach, and that includes working with marine industries to exchange information and knowledge. Capacity building is such an important part of ensuring an inclusive approach to tackling the big challenges facing the ocean.
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How has COVID-19 impacted the work programmes that you are involved with? For the science projects I’m currently involved with, the suspension of the seagoing programme has probably been the most significant disruption. Planning for research cruises can take a year or more, and the ship time lost in 2020 will be hard to make up. Replanning is fraught with logistical challenges: as well as the vessels themselves, equipment, infrastructure and instrumentation are often shared between different institutions and countries, and their use on different expeditions is a carefully choreographed operation. Servicing of in situ experiments and long-term instrumentation has been disrupted, and ongoing international travel restrictions mean that research vessels’ activity is geographically restricted, with a much-reduced science/technical team on board. Pre-expedition quarantine requirements add extra cost, and with most science
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Vikki has responsibility for the EU-funded H2020 iAtlantic project, which takes an ocean-wide approach to understanding deep-sea ecosystems
undertaken on time- and fundlimited project grants, this is proving to be a real challenge. Research cruises are vital for international scientific collaboration, but international participation in expeditions has been pretty much impossible over the past year and continues to be very challenging in 2021. The loss of capacity-building opportunities and sea-going training for early career researchers is a really unfortunate consequence of the pandemic – the marvel of videoconferencing can help to a certain extent, but unfortunately nothing can replace the hands-on experience of working as part of an international team of marine scientists on board a research vessel in the open ocean. Beyond COVID-19, what are the critical challenges currently facing the marine environment as you see it? Climate change is the big one, as it has so many different implications for the marine environment, manifesting at every scale, but with varying impacts in different regions. UNFCCC COP26 in Glasgow this November will be a critical moment for the climate change
UNFCCC COP26 in Glasgow in November will be a critical moment for the climate change agenda
agenda, and we all wait to see if governments will be bold enough to take the steps necessary to enable real change. COP26 will come hot on the heels of CBD COP15, where the new post-2020 Global Biodiversity Framework will be discussed and agreed, which will set new international targets to halt biodiversity loss in the oceans. And, of course, we hope that the BBNJ treaty negotiations can resume (after a COVID-related pause) and reach a successful conclusion. All of this is happening against the backdrop of the UN Decade of Ocean Science for Sustainable Development, which we hope will provide a global mechanism to consolidate science activity and stimulate capacity-building efforts to support these important new international goals.
GET IN TOUCH Are you an IMarEST Fellow with an insight to share with the wider community? If you would like to appear in a future Fellow Q&A, email the editor at marineprofessional@thinkpublishing.co.uk
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It’s time for a rethink on design parameters Despite advances in technology, avoidable machinery casualties continue to occur
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BY TIM GIBBS
Fire-damaged turbochargers
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he character of machinery casualties during the last half century has changed as technology has developed. Until the mid-1990s, the majority of machinery casualties resulted from mechanical and electrical failures or flooding, but in recent years fires have become a significant issue, particularly on ferries and cruise liners. These vessels pose a particular risk, with high power density, multi-engine installations with 12 or even 18 cylinders, all combining to provide a high potential for fuel and oil leaks and ignition hotspots. While these risks are generally well mitigated at the design and construction stage, in service these protections tend to get neglected and often become ineffective over time.
Hiding behind the OEM Adding to these risks, engineers no longer continuously patrol the machinery spaces and have become reliant on sensors and CCTV, which currently cannot match the sensitivity of a good watchkeeper’s ears, eyes and nose. Consequently, small problems can become big issues before the alarm is raised. When this happens, the fire is often beyond the capability of portable equipment, and the crew have to resort to activating the fixed fire-fighting systems. However, there have been a worrying number of incidents
where this final line of defence has failed. CO2 bottles have not discharged correctly, water sprays were blocked, the power supply has failed or foam systems have failed to make foam. Shipowners and statutory authorities seem to be reliant on the original equipment manufacturer (OEM) or its agents to check these systems for survey. Regretfully, this is sometimes a misplaced trust, but aside from that, owners cannot hide behind the OEM. It is ultimately their responsibility to ensure that a vessel’s safety systems are operable at all times. When a failure immobilises the main power system, the ship becomes entirely reliant on the emergency generator to sustain the critical and essential
systems. However, these are often found wanting in an emergency, unreliable and not fit for purpose. Rarely are they powerful enough for the situation that develops. The engine and alternator tend to be of low quality and they are poorly maintained. In one recent incident on a five-year-old vessel, the emergency generator had only accumulated a total of 50 running hours, but failed after 12 hours of running during the emergency. In another case, the generator could only run for a few minutes before overheating because a spare fan belt could not be found.
Out of sight, out of mind Perhaps it is time for a rethink. Currently, emergency generators are not permitted for use on other duties, and this may be part of the problem. Owners are reluctant to invest in more than the statutory minimum for something they hope will never be used, and the crew have little interest in something that is not part of the vessel’s normal operation. Maybe a larger machine that could occasionally be used to supplement the main electrical system would help to resolve these issues, as it could become an important part of the power system and would no longer be ‘out of sight, out of mind’.
Tim Gibbs CEng CMarEng FIMarEST started his career as a merchant navy engineer officer for 12 years and subsequently worked in various senior positions, designing, constructing and managing a diverse range of vessels MARINE PROFESSIONAL
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Ineffective communication can be fatal
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Regular operational discussions allow ship and shore to share doubts and fears openly ART
BY JOSEPH McKEE
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arine casualties often occur due to poor dialogue between key parties. This highlights the need to openly share information, doubts, fears and questions between shore and ship staff. The following casualty on a vessel propelled by a turbocharged slow-speed diesel engine reveals the problems with ineffective communication in this industry. On this ship, an engine-room explosion occurred at sea, resulting in fatality and injury, together with machinery damage. Initially, the on-board diagnosis was that there had been a crankcase explosion. Subsequently, the vessel was towed to a safe anchorage, where investigations and remedial repairs were conducted.
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The investigation On investigation, a review of the on-board log books and alarms noted a number of critical points. First, a main engine piston assembly was changed in port for a spare, due to broken piston rings. On departure, the main engine ran at reduced speed for 48 hours to bed in the new piston rings. However, when the engine speed was increased after the bedding-in process, there were heavy lubricating oil leakages from the crankshaft and camshaft seals. Those seal leakages were collected in drums, pumped to the renovating tank and then returned to the lubricating oil system.
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A further increase in speed resulted in ‘mist’ leakages from the crankshaft and camshaft seals. The investigation noted that an extraction fan and trunking was rigged above the seals to reduce mist fumes. However, exhaust fumes in the lower machinery space presented working difficulties; therefore, the crew were issued with paint masks. Second, the data logger records indicate that the oil mist detector and fire alarms had repeatedly activated on account of exhaust fumes in the crankcase and machinery spaces. Those repeated alarms required that the machinery spaces be continually manned.
Regular and open dialogue between the ship and onshore staff could have highlighted the conditions Third, piston crown oil cooling is monitored by unit inlet/outlet temperatures, with a normal differential of 10°C. However, the machinery log of running conditions indicated that the piston inlet/outlet temperature differential had dropped to zero after only 30 hours running. Fourth, an inspection revealed piston crown collapse and a missing rod sleeve oil control ring. Fifth, crankcase inspections revealed no structural/thermal damage of the internals or relief valves, while an oil system analysis revealed neither debris nor adverse conditions.
Sixth, an inspection of the starboard side engine walkway surfaces indicated flame damage to the upper, not lower, surfaces. Last, vessel and shore management team communications and on-board monthly safety management meetings did not record verbal or written discussion of the problems.
Lack of trust? The conclusion found that an engine crankcase explosion did not occur. What actually happened was the missing oil control ring prevented cooling of the piston crown, which allowed hot exhaust gas to be admitted to the crankcase, via the oil system. The elevated crankcase pressure then produced oil and mist leakages through the crankshaft and camshaft seals. The exhaust gas pressure in the crankcase generated a rich explosive mist, lifting the crankcase relief valves. The heat and flame damage to the upper – and not the lower – walkway surfaces indicated that the oil mist vented upwards and ignited vertically downwards from the hot exhaust manifold. Recommendations advised that investigations of the root cause, causation and contributory factors be conducted. Regular and open dialogue between the ship and onshore staff could have highlighted the adverse running conditions, which would have allowed for appropriate and timely action to be taken. While the current COVID-19 restrictions have hindered third-party vessel attendance, a lack of trust between onshore management and senior officers on board may have hindered information exchange. In summary, this case demonstrates the critical importance of regular operational discussions. These allow ship and shore to share doubts and fears openly without fear of blame. EUR ING Joseph McKee CEng CMarEng FIMarEST is a chartered engineer and Fellow of IMarEST
Comment / ed's letter, 1
YOUR VIEWS
Letters to the editor Share your views with Marine Professional at marineprofessional@thinkpublishing.co.uk
BMT
Inefficient business models The sentiment and ideas in ‘Maersk’s road map to carbon neutrality’ (Marine Professional, issue 1 2021, pages 30–31) display a genuine understanding of the huge challenge involved with achieving carbon neutrality by 2050. Maersk is applying the same high level of commitment and understanding to this as it does to all other areas of its business. However, the primary objectives remain the prosperity of the company and correctly positioning it within anticipated international political and regulatory frameworks. If carbon neutrality is also required of steel production and shipbuilding, throughout the interdependent transport infrastructure and for all the industrial and commercial interests underlying the prevalent cargoes, then their business model would no longer remain viable. And carbon neutrality is only one of many changes necessary to our species’ behaviour to restore and protect the health of our ecosystem and stabilise the climate. Take the issue of sonic pollution of the oceans from shipping fleets as an example, or the growth of North Polar trade and development. The emphasis on efficiency is fundamental to sustainability, but currently there are so many business models that depend on inefficiency for their prosperity – take airlines, for example – that the only way real change can happen is as a result of intelligent, sciencebased changes to international policy and regulatory frameworks. Dominic Harvey, industrial regulatory marine manager/ship surveyor, SGS New Zealand Ltd
Hazardous transfer I read with interest your article ‘Japan’s wind farm first’ (Marine Professional, issue 1 2021, pages 14–15), regarding the design of a crew transfer vessel for use in the Akita Noshiro offshore wind farm off the coast of Akita prefecture in northern Japan. I have spent many years managing and building offshore platforms in the UK, Brazil and Malaysia. There has always been a strong element of personnel danger and safety issues regarding the transfer of goods and people between various vessels and fixed platforms. Strength of tidal flow and direction, coupled with the rise and fall of the support vessel, can make transfers of people and equipment very hazardous. I know this from personal experience after visiting five relatively old oil platforms off Benin, West Africa, in a consultancy role for a French Canadian environmental company on contract to IMO. Four platforms were unmanned, sea currents were about 2kn side-on to the support vessel and wave height was 2m+. That required good seamanship to stay on location and against the upright ladder and structure. Timing your jump was critical, particularly on the return to the
vessel, which was heaving up and down by over 2m. I feel this aspect of the operation requires careful consideration in the design and operation regarding the people and freight transfers to/from. There are lots of ‘what if’ scenarios to consider. From the photograph of M14 tubular shown on page 15 [reprinted above], the ladder does not appear to have adequate rung spacing for hand holding, and the transfer of freight to/from the structure and vessel will result in some shock loadings to the freight while it clears the vessel and vice versa. I would recommend that this aspect be revisited to ensure the safest design is adopted. Quite possibly, it is ‘as safe as practical’ and all due consideration has been adopted, but it is worth double checking to be sure. As an extra comment, I feel that this subject should have a hazard and operability study review, and operating procedures should be produced to improve the safety aspects and the risks involved. At a minimum, that review should consider transfer of personnel (healthy, injured or medically sick, including stretcher cases), personal toolboxes, spares and equipment, and food; and forced overnight stays. Andrew Tait CEng FIMarEst MARINE PROFESSIONAL
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Marine litterbugs
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The IMarEST’s Ocean Plastics and Marine Litter SIG is conducting an investigation into how the marine sector can improve its plastic management
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he invention of the first synthetic polymer in 1869 was revolutionary. It allowed us to break free from the shackles of nature’s limits and create new materials on demand. Plastics were heralded as the ‘saviour’ of the natural world, offering apparent protection from the destructive forces of human needs, and gave observers an almost utopian vision of a future with abundant, safe and sanitary resources. Our naivety and unblemished optimism were, of course, unveiled with the first observations of ocean litter, and our ‘plastic anxiety’ has since grown substantially, with mounting evidence of its impact and the lack of management. Plastic litter originating from marine-based activities is a significant contributor to the estimated 8 million tonnes reaching our oceans every year. While many industries are taking action, the marine sector faces many challenges in managing its plastic waste problem and must identify where capacity can be further developed to support effective change. The IMarEST’s Ocean Plastics and Marine Litter Special Interest Group has launched a cross-sectoral investigation to identify methods of improving plastic use and disposal. The objective is to provide a comprehensive overview of each industry’s approach to plastic waste management, understand sector-specific attitudes towards responsibility for their plastic
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waste, identify key challenges and recommend actions that could be taken to address them.
Social responsibility The first sector under the microscope in the investigative series is the yachting industry. Representatives from across the sector were invited to contribute, including super yacht crew, trade associations, waste management companies and suppliers of plastic filtration, processing and cleaning materials. Packaging on board super yachts is a key source of plastic waste, originating from food products, cleaning materials and even onboard equipment. In many cases, it is unavoidable on account of its light weight, strength and durability, which are essential in yachting practices. However, there is strong awareness of unnecessary excess packaging, and manufacturers and suppliers selling to super yachts recognise the challenges presented by this waste, as well as the value to their customers in seeking ways to reduce it. While no viable alternatives exist at present, some companies are evaluating other options to reduce their impact, such as concentrating products to reduce the amount of packaging required and swapping plastic film wrappings for paper in the future. Many businesses consider themselves responsible all the way through to end-of-life use, and plastic selection is a key
Given their large spending power, super yachts could have significant influence if they began avoiding anchorage at particular locations on account of poor waste disposal facilities
focus to help alleviate customer concerns. One solution is providing packaging with HDPE2 (high density polyethylene) that can still fulfil strength and durability requirements, but is manufactured with a high proportion of recycled plastic and can be recycled up to a further 10 times.
It’s all in the discharge Microplastics are gaining attention in all marine industries, and yachting is no exception. Microplastic particles are discharged in both grey and bilge water, with the former containing the highest concentrations. Filters are very effective at the removal of these and have now become a major part of the industry’s clean-up act. However, the cleaning and disposal of the collected particles still need to be considered, and there are currently no regulations covering microplastic discharge. It is anticipated that the EU Water Directive will be updated
SIG update, 1
out an ocean literacy framework aiming to trigger actions toward ocean sustainability. By utilising this framework, it will encourage yachting crews to better understand the impacts of plastic pollution and best practices.
Taking the initiative
to include requirements covering microplastics. If this happens, we can hope this will then be reflected in equivalent marine legislation by the EU and eventually prompt action at the IMO level.
Influencing behaviour Feedback and observations from yacht crews raise a variety of concerns. While many have good intentions to recycle diligently, they often report waste deposited into a single waste stream when landed. This is exacerbated by the generally poor organisation of waste disposal facilities in marinas. Further, while safe drinking water systems are present on board, it is common for guests to request and be supplied with bottled water. To combat such innate behaviour, it is favourable to pursue education rather than legislation. If legislation were to be implemented, the incentive would be to meet the bare bones requirements to comply. To be effective, legislation must be
introduced, monitored and enforced where necessary. Education is a powerful tool to engender such a culture of responsible management. However, for it to be successful, the tools must be relevant and accessible to all stakeholders. Simple, actionable steps, such as providing multilingual signage in marinas, can help to direct behaviours, support local needs and successfully engage people on a large scale. This will also encourage transparency on where waste ends up. The theme of education is woven into the key messages of the UN Decade of Ocean Science, which sets
To augment this industry push on education, several initiatives have been established to smooth the yachting sector’s transition towards more efficient and effective plastic management. Directories have been created that provide details of facilities available at marinas, and online platforms have been launched allowing services and products to be evaluated for their environmental impact. Accreditation schemes are also in place to identify marinas as singleuse plastic free, with documents of waste disposal facilities available prior to a marina visit so that yachts can make informed choices before they dock. If further developed, such a scheme will hopefully prompt facility improvement for better waste disposal. To this end, super yachts should be considered a powerful tool in driving attitude changes. Given their large spending power, they could have significant influence if they began avoiding anchorage at particular locations on account of poor waste disposal facilities, prompting action by marinas to avoid economic impact. Super yachts pay close attention to what their peers are doing; therefore, such a shift could start a snowball effect and encourage others to follow. It only takes a handful to start, and many more will follow suit.
FURTHER READING This article was compiled from an investigation conducted by the IMarEST’s Ocean Plastics and Marine Litter Special Interest Group. This is the first in an investigative series planned throughout 2021 and beyond. The full report is available at www.imarest.org/sigs/oceanplastics-and-marine-litter
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In memoriam Kevin Tester
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27 February 1976–9 April 2021 It is with great sadness and regret that we must announce the death of our friend and colleague, Kevin Tester, the Institute’s senior technical advisor. Following a short battle with cancer, Kevin passed away peacefully on Friday 9 April with his family by his side. While you may not have known Kevin personally, you will be familiar with his work, both in this magazine and other publications. He was an incredibly skilled maritime journalist whose intelligence and deep understanding of a broad range of topics garnered respect from professionals across the industry. Kevin joined the IMarEST in 2005 as deputy editor of Marine Engineers Review. He went on to become editor of Riviera’s Marine Electronics & Communications magazine for a period of time before returning to the IMarEST in 2010 to take the helm of Maritime IT & Electronics until 2014, when the Institute distilled its five separate magazines into one, Marine Professional. Kevin was instrumental in shaping this publication, which is so greatly valued by the IMarEST membership. He drove ideas for stories and angles on new developments in the sector until the end. “Kevin was an integral part not only of the Marine Professional team, but also of the wider maritime community,” said Namrata Nadkarni, CEO at Intent Communications and ex-editor of Marine Professional. “He was truly in his element when finding the best way to make a technical story interesting to a wide audience. You could always trust him to ask insightful questions at press
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conferences and have a snappy headline for his articles.” With a remarkably sharp mind and a great deal of knowledge, Kevin was an expert at reshaping complex technical ideas so that they could be easily understood. “Kevin had a gift for translating what could seem dry into something truly enlightening,” said Dr Bev Mackenzie, representative to IMO and manager, marine environment, at BIMCO. “He considered how to make a highly technical topic accessible, from contextualising quantities of ballast water using Olympic-sized swimming pools to elegantly visualising the blue economy as a living, breathing ecosystem.” He was especially known for his work around satellite and cyber communications and how they form the foundation for autonomous transport. Kevin was also passionate about the environment and was a fount of knowledge on polar navigation and emissions in the Arctic. And it is a testament to his warm and giving nature that he always took the time and effort to share all that he learnt.
“Kevin was one of the most intelligent and talented maritime writers I’ve ever met, but he wore it lightly, never any ego or showboating. That just wasn’t Kevin. A kind and generous soul, he would rather use what he knew to help others build their understanding of something. I don’t think there’s any better measure of a person than that,” said Holly Birkett, London correspondent at TradeWinds. “Alongside his expertise in technology and willingness to share it with others, from which I greatly benefited, Kevin possessed a great sense of humour and delighted everyone in his company with a joke or a clever play on words. Readers and members who have met him will recognise his voice behind what was the magazine’s final page – Scuttlebutt – a series of tongue-incheek observations tagged as ‘gossip dredged from the watercooler of the industry’,” said Ines Nastali, editor of Ports & Harbors and former Marine Professional reporter. His love of language was not limited to his mastery of English; he was also fluent in Japanese, beginning his maritime career in public relations at the Japan External Trade Organisation in London, and spoke German socially. This is a great loss to us, his friends and colleagues, and to the maritime community. Kevin’s warmth and generosity of spirit brightened the days and lives of so many. Exceptional and irreplaceable, the world is left a little less lustrous in his wake, but we remain forever grateful for the learning and the laughter.
● For those wishing to share their memories of Kevin, please post on his memorial board at www.kudoboard.com/boards/bWDkAQ9Y
News, 1
MEMBER UPDATE
Your Institute The latest from IMarEST TV Turbine control systems, controlling costs of offshore assets, challenges facing the super-yacht industry, recognition of qualifications, naval engineering, future fuels discussions – IMarEST TV has been awash with lively CPD discussions this year. DNV’s Mark Thomas, a mechanical engineer with 20 years’ experience in design, finite element analysis and strength analysis of structures, addressed the Aberdeen Maritime Branch in March. Drawing on his wind turbine expertise, Thomas explained why floating wind turbine control systems present design challenges due to complex dynamics and the conflicting requirements of performance and stability. The North East Coast Joint Branch welcomed Iain Mackinnon, secretary to the Maritime Skills Alliance, for his presentation on the recognition of qualifications in the maritime sector post-Brexit. Mackinnon explained why Brexit means some significant changes for maritime qualifications. He gave the example of the termination of automatic recognition. This has differing implications for STCW certification, regulated qualifications (such as those for naval architects) and nonregulated qualifications like those issued by the RYA. The branch also
hosted a webinar on using structural composites to repair and strengthen vessels and offshore assets. Elsewhere, the Western Joint Branch took an in-depth look at the super-yacht sector, which has experienced significant growth over the past two decades. Alex Meredith Hardy, principal naval architect at Lateral, part of BMT, presented on the specific design challenges faced by the sector, such as confidentiality, comfort and managing large project teams that include exterior and interior designers. For those with an interest in defence, the naval sector also features on IMarEST TV. Delivered by Cdr Keith Bowers, part of the T26 project team in the UK Ministry of Defence’s Defence Equipment
& Support, and BAE Systems’ Capt Gavin J Edward, who directed the combat system engineering design and manufacture of the Type 26 Frigate, the webinar on the Type 26 Combat System discussed the change in T26 capability through the evolution of its combat system. The presentation included a discussion of how development of the T26 supporting networks and infrastructure will lead to closer integration between the marine and weapon engineering domains. In a second naval engineering webinar, Lex Nijsen, vice president and head of four-stroke marine sales at MAN Energy Solutions, gave an engine manufacturer’s view of the likely development of future fuels for the naval marine sector.
● Visit www.imarest.org/tv to view lectures, conferences and webinars
DIARY DATES 25–26 MAY 1st Global Conference on Seafarers’ Mental Health & Wellbeing Online
28 JUNE–9 JULY IMarEST Annual Conference Online
26–27 OCTOBER Oceans of Knowledge 2021: Climate Change and the Ocean Institute of Physics, London, and online
15–17 NOVEMBER Engine as a Weapon Symposium IX Online
15–17 NOVEMBER Marine Electrical and Control Systems Safety Conference 2021 Online MARINE PROFESSIONAL
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Big questions
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THE BIG QUESTIONS
REPRO OP
“We transit over 13,000 ships a year”
SUBS
Ilya Espino de Marotta, the Panama Canal’s first female deputy administrator, on how she came to lead one of the 21st century’s most exciting projects INTERVIEW BY CARLY FIELDS
ART
What is your role? I am deputy administrator and vicepresident of maritime operations of the Panama Canal, responsible for the safe and efficient transit of international shipping. The Panama Canal employs over 9,000 people, with 5,000 directly involved in transit operations. This team handles the efficient operation of our five locks. We transit over 13,000 ships a year, and operations also has the responsibility of all canal security and fire-fighting management. We are also tasked with market analysis and customer relations. As deputy administrator, I ensure that the policies of the administrator are carried out. Additionally, my duties involve labour relations, communications, infrastructure projects, environmental issues and diverse policy items.
PRODUCTION JAVIER CONTE FOR PANAMA CANAL AUTHORITY; PANAMA CANAL
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What is it about your role that excites you most? Maintaining a safe and efficient operation. Managing the capacity of the canal is a daily affair, balancing the queue of vessels and availability of different floating equipment; being aware of water quality and quantity; and ensuring that we provide good service. My favourite part is transiting through the locks; it’s a new experience each time. What first inspired you to become a marine engineer? I actually started a career in marine biology because I loved diving. I switched to marine engineering because I wanted to be by the water. I was good at maths and physics,
Left: Ilya takes office as the Panama Canal’s first female deputy administrator
his shows and articles; he was my inspiration to learn to scuba dive at age 16 and to start a career in marine biology. so designing or working on ships sounded very interesting. My first job was as a marine engineer in a ship repair facility for all floating equipment at the Panama Canal. It was very rewarding. What has been the most challenging project that you’ve worked on? The Panama Canal Expansion Programme was a $5.2bn project that I was involved in from its conception in 2002 to its inauguration in 2016. In the first five years, I was part of the team that defined the parameters of the programme and its execution, and I participated in the dissemination of information regarding the scope of the project. It was my honour to lead the project from 2012 to 2016. The project consisted of the construction of two new neo-panamax locks that increased the canal’s capacity to get more and larger ships through. We are now able to transit container vessels that carry up to 15,300 containers, whereas previously the maximum was 5,000. Who is your marine hero? Jacques Cousteau. I never missed
What are the most important lessons you’ve learned in your career? I will take attitude over aptitude. A brilliant person with the wrong attitude will be of no help. Soft skills and the ability to negotiate are extremely important; it is the people, a team, who make things happen. I also learned that no one gets to the top without the help of others. What are some unusual situations you’ve enjoyed in your career? Taking rides on inspection helicopters with no doors, flying low over the canal once a month during part of the expansion programme, and climbing the interior of a bridge pylon to its peak to accompany a photographer. Walking through the tunnels underneath the 1914 locks, and now doing the same through the new locks’ culverts, built 102 years later, is another unique experience. Ilya Espino de Marotta is deputy administrator and vice-president of maritime operations at the Panama Canal
MARINE PROFESSIONAL
Issue 2/2021
BLACK YELLOW MAGENTA CYAN
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