Ship Efficiency: The Insight Issue #07

ISSUE 07. 2015

BIG DATA: BUZZWORD OR GAME CHANGER? pg 19

SHIP EFFICIENCY INNOVATION SPECIAL pg 28

OMG! WHAT DO WE DO WITH ALL THIS DATA? pg 21

THE JOURNEY TO THE CLOUD pg 15

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CONTENTS Putting The

The Smart Ship 9 In The Spotlight

A Welcome From The Editor-In-Chief

15

The Journey To The Cloud

21 OMG! What Do We Do With All This Data?

News Round-Up

2

Who’s Doing What?

6

Breaking Boundaries

9

Feature Focus

• Putting The Smart Ship, Seamless Connectivity & Big Data In The Spotlight

Electronics & Software

• News In Brief • On-Shore Ship Performance Optimisation: Greater Potential Than On-Board?

• The Masters Of Fleet Efficiency • Big Data; Buzzword Or Gamechanger?

• Plug And Play For Ship Performance Monitoring • OMG! What Do We Do With All This Data?

The Smart Ship

• News In Brief • Software Subscriptions - Let The Leasing Begin...

• Advanced Autonomous Waterborne Applications Initiative Sets Sail • Inmarsat Announces Launch Date For Third Global Xpress Satellite • The Paperless Ship?

• Steering The Industry Towards An App-Based Future

Ship Efficiency Innovation

• News In Brief • Charting A New Route For Marine Coatings Innovation • Hybrid Wind Marine Propulsion Systems, A 200 Year Old Idea • Norwegian Port Says Yes To Shore Power

JOIN US

on LinkedIn

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FOLLOW US

@fathommaritime

Power & Propulsion

• News In Brief • All Hail Hercules!

• Demand Increases For Engine Monitoring Systems • Hull And Propeller Performance Measurement Standards Triumph • Class Society And Engine Manufacturers Push Big Data To The Max • The Zero Emission Port Call Concept • Rolls-Royce Unveil New Azimuth Thruster • Monitoring, Reporting And Policing Emissions Compliance: Is The Bunker Delivery Note Fit For Purpose?

Ship Design

Industry Insight

• The Enabler Of Smart Operations • Optimising Bandwidth & The Journey To The Cloud

49

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13 15

16 17 18 19 20 21

• News In Brief • LNGreen Project Yields Next-Generation Ship Concept • Ballast Free Fuel Efficient Boxship Design Unveiled • Making Bulbous Bow Optimisations FutureProof • Construction Of Tallink LNG-Powered Ferry Begins • Building Efficient Ships For Big Fuel Savings • Taking The Internet Of Things To The High Seas • Unique Ship Widening Improves EEDI & Profitability

Industry Event Review 22 23 23

• Smart Operations: Tokyo 2015

24

• What Will Marine Fuel Prices Be Over The Next 5 Years?

• Bunker Price History Analysis • Tricks Of The Bunker Trade

25 27

28 29 30 31

Bunker Insight

34 35 35 36 37 38 39 39

40 41 41 42 43 43 44 44

45

47 48 49

The Social Scene

50

The Last Word

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SHIP EFFICIENCY: THE INSIGHT

EDITOR’S LETTER

ISSUE 07. 2015

A WELCOME FROM THE EDITOR-IN-CHIEF As I put the finishing touches to this issue of the magazine, the Fathom Maritime Intelligence office is a buzzing hive of activity in preparation of Ship Efficiency: The Event 2015.

Editor-in-Chief: Catherine Austin E: catherine@fathom-mi.com Publications Editor: Isabelle Rojon E: isabelle@fathom-mi.com Publications Assistant: Fiona Macdonald E: fiona@fathom-mi.com Artwork and Design: Ben Watkins E: design@fathom-mi.com

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Advertising and Sales: Kate Hallett E: kate@fathom-mi.com Expert Contributors: Martyn Lasek, Managing Director, Ship and Bunker E: editor@shipandbunker.com

Published by:

fathom

marine | energy | environment

27 Sheet Street Windsor SL4 1BN, UK Tel: +44 (0)1753 853791 Email: info@fathom-mi.com Twitter: @fathommaritime Website: fathommaritimeintelligence.com

This annual conference and exhibition is Fathom’s flagship event and for the 5th year running, it will gather a wealth of industry folk to discuss, debate and examine the latest ship efficiency developments, issues and paint the future of the industry.

At Fathom’s Ship Efficiency: The Event 2014, talk of saving fuel and clean technology investment was pungent in the air and all hands were on deck to reduce the numero uno impact on the bottom line – the fuel bill.

But of course, if you cast your mind back to this time last year, fuel prices were buzzing around the US$600 per metric tonne mark and we had no idea that the price of oil would drop so significantly only slightly later that year.

Twelve months on, the fuel saving drive is still aflame but talk has certainly forked to the digital era and smart shipping. ‘Connectivity’, ‘big data’ and ‘apps’ are industry buzzwords that you hear with greater frequency across industry conferences, trade shows and throughout the media.

Data is everywhere; real-time data, automated data collection, data analysis and you guessed it, BIG data. Optimising ship efficiency through the use of digital applications that exploit big data for smarter shipping is rapidly becoming the status quo.

Although the industry is in a data boom period, there are real challenges that ship owners and operators face with regards to collecting the right data, processing it the right way and analysing and applying it effectively. However, one thing is for sure, we can definitely expect more awareness and more engagement from the industry for the best use of big data going forward. Big data is here to stay and it is powering the smart ship of the future of today. The more information that becomes actionable, the greater the industry is able to innovate.

We hope that this, and every issue of Ship Efficiency: The Insight magazine, gives you an unchartered, in-depth insight into the realms of ship efficiency and for this particular issue, that the advances in smarter shipping and the digital age engage you as much as they do me.

Catherine Austin Editor-in-Chief

©2015 Fathom Eco-Efficiency Consultants Limited. All rights reserved. No part of this magazine can be reproduced, or transmitted by any means, electronic, mechanical, photocopying, recording or otherwise without the written consent of Fathom Eco-Efficiency Consultants Limited. Applications for written permission should be sent to the editor-in-chief via editor@fathom-mi.com.

Any views or opinions expressed do not necessarily represent the views of Fathom Eco-Efficiency Consultants Limited or its affiliates. Whilst every effort has been made to ensure the accuracy and quality of the information contained in this publication at the time of going to press, Fathom Eco-Efficiency Consultants Limited assume no responsibility as to any inaccuracies that occur or their consequences and to the extent of the law, shall not be liable for any errors or omissions or any loss, damage or expenses incurred by reliance on information or any statement contained in this publication.

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NEWS ROUND-UP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

NEWS ROUND-UP DANISH PORTS APPROVE HULLWIPER Authorities at the Danish ports of Copenhagen, Kalundborg and Fredericia are to permit GAC’s EnvironHull HullWiper to operate within their ports and outside of holding areas.

The HullWiper Remotely Operated Vehicle (ROV), which was launched in late 2013 cleans the hull of a ship without brushes or divers to reduce resistance, thereby increasing speed and performance while reducing fuel consumption and emissions.

The brushless technology can clean up to 2,000m² of hull per hour using adjustable pressure water jets which prevents any damage to the anti-fouling surfaces. This is about five times faster than conventional cleaning methods with divers. As no divers are required, cleaning can take place during loading or unloading operations with no risk to life.

Residues and harmful marine growths captured during cleaning are disposed

of in an environmentally friendly manner instead of being discharged into the sea as done using traditional methods.

These approvals represent the latest expansion of the service into the Scandinavian region, following the approval of the ROV to clean hulls at Port of Gothenburg, Sweden in 2014.

AKASOL DEVELOP BATTERIES FOR HYBRID PROPULSION SYSTEMS MTU Friedrichshafen GmbH is to collaborate with Darmstadt-based Akasol GmbH to develop batteries for use on MTU’s hybrid and e-drive propulsion systems.

The batteries will be developed by Akasol, a subsidiary of Schulz Group, and will assist MTU in furthering its hybrid propulsion range for mobile applications in the marine industry in addition to heavy duty ground vehicles and the rail sector. Furthermore, MTU expects the partnership to provide opportunities for developing lithium-ion battery systems for the future.

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DNV GL’S ECO INSIGHT AND JOTUN’S HULL PERFORMANCE SOLUTIONS JOIN FORCES DNV GL and Jotun signed a cooperation agreement at Nor-Shipping in June that will see DNV GL’s ECO Insight Solution and Jotun’s Hull Performance Solution (HPS) join forces to collect and analyse data on hull degradation.

DNV GL will provide Jotun with hull and propeller performance computations based on computational fluid dynamics (CFD) models that include the complete operational range of the ship.

Jotun’s HPS uses state-of-the-art hull coatings and application technologies to help customers reduce their fuel costs and emissions by up to 16%.

DNV GL’s ECO Insight Solution enables ship operators and owners to see how much resistance is created due to hull fouling, allowing them to benchmark their measured hull and propeller degradation with other ships in their fleet and peer group averages.

NEW SELF-LUBRICATING ANTI-FOULING RANGE LAUNCHED PPG Protective and Marine Coatings has launched a new range of low-friction, self-lubricating anti-fouling coatings named SIGMA SAILADVANCE. The range currently comprises four coatings, including SIGMA SAILADVANCE RX and GX, two completely new formulations based on PPG’s own patented technologies. These antifoulings are based on self-release binder technology using Controlled Surface active Polymers (CSPs) which provide a self-lubrication and selfrelease mechanism to the coating.

CSP acts on the coating/water interface as

a lubricant, thereby reducing friction between the ship’s hull and the water. According to PPG, this can deliver average fuel savings of 5%. In addition, CSPs create a ‘slippery surface’ that increases the resistance to fouling when the ship is not sailing and improves tolerance to idle time to 25-30 days.

Also joining the range are PPG’s SIGMA SYLADVANCE 700 and 800 products which have been rebranded SIGMA SAILADVANCE MX and DX. These coatings provide the same high performance and fuel saving potential on ships under a wide range of operating profiles.

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NEWS ROUND-UP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

GERMAN SCIENTISTS CREATE NEW BIOMIMETIC HULL COATING Scientists at the Karlsruhe Institute of Technology in Germany have developed a groundbreaking plant-like coating that considerably reduces frictional underwater drag, significantly reducing fuel consumption.

The superhydrophobic, air-retaining biomimetic “nanofur” coating has been likened to the high-density hairs that comprise the coating of some ferns and insects, which allow them to be surrounded by a layer of air while underwater.

The nanofur has been proven to hold an air film underwater for over 31 days and resist additional hydrostatic pressure.

Moreover, the scientists of Karlsruhe’s Institute for Microstructure Technology (IMT) have developed a method of production said to be inexpensive and scalable.

This is not the first potential marine coating to mimic nature: German scientists have also developed a coating for ship hulls that reproduces the properties found in sharks’ skin to minimise drag and fuel consumption.

PORT METRO VANCOUVER EXPANDS SHORE POWER FACILITIES

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Port Metro Vancouver will be investing $6 million in further shore power facilities for container ships at two terminals alongside matched funding from Transport Canada’s Shore Power Technology for Ports Program. $7.3 million of the $12 million total funding will be used for the installation of shore power technology at a berth at DP World Vancouver’s Centerm Container terminal in Vancouver and necessary upgrades on nearby BC Hydro property, while $4.97 million will be used to install shore power technology at berth at Global Container Terminal’s Deltaport terminal in Delta, British Colombia (B.C.).

The shore power facilities will help contribute to Canada’s emissions reduction targets by saving around 75 tonnes of greenhouse gas emissions per ship-toshore connection, and will assist Port Metro Vancouver in reaching targets under the Northwest Ports Clean Air Strategy as the facilities will permit container ships to switch off their diesel engines while at port, using local electrical grid power as an alternative

source of energy.

The strategy, a collaboration between Port Metro Vancouver and the ports of Tacoma and Seattle, was initiated in 2007 to reduce emissions in the shared Puget Sound – Georgia Basin airshed. Port Metro Vancouver was the first port in Canada to implement shore power and since 2009 has reduced over 11,000 tonnes of greenhouse gas emissions from cruise ships.

The new facilities are expected to be operational by 31 March 2017.

SCRUBBER GRANTS APPROVED FOR FERRY RETROFITS Five European ferry companies have announced a total of €48 million in grants to retrofit their ships with scrubbers.

The scrubbers will allow the ferries to reduce their sulphur oxides (SOx) emissions and operate in Emission Control Areas (ECAs), which since 1 January 2015 have a maximum permitted sulphur emission limit of 0.1%.

The multi-annual Motorways of the Seas programme, part of the European Union’s Connect Europe Facility (CEF), awarded the grants to facilitate compliance within the North Sea and the Baltic Sea ECAs. The largest proportion is granted to Grimaldi Group’s Finnlines division with €18m allocated for scrubbers, €9m is to go to DFDS, €8m to Stena Line, €7m to Brittany Ferries and €6m to Scandlines.

Last September, the European Commission invited bids for CEF’s current phase of financial support. A record 700 applications were received with €13.1 billion investment in transport infrastructure.

IMO, GEF & UNDP AGREE TO $2 MILLION ENERGY EFFICIENCY PROJECT FUNDING The International Maritime Organization (IMO), the Global Environment Facility (GEF) and the United Nations Development Programme (UNDP) have signed an agreement to allocate US$2.0 million to a two-year global maritime energy efficiency partnership project, which aims to support increased uptake and implementation of energy efficiency measures for shipping.

The so-called GloMEEP project, short for ‘Transforming the Global Maritime Transport Industry towards a Low Carbon Future through Improved Energy Efficiency’, will focus in particular on building capacity to implement technical and operational measures in developing countries, where shipping is

increasingly concentrated.

The project is expected to catalyse an innovative public-private sector partnership with participation anticipated from leading private sector companies, including classification societies, ship builders, ship owners, ship operators, marine equipment suppliers, port operators, and marine consultancy and management system providers.

So far, 10 IMO Member States have signed up to the GloMEEP project as lead pilot countries. These lead pilot countries will be supported in taking a fast-track approach to pursuing relevant legal, policy and institutional reforms, driving national and regional

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government action and industry innovation to support the effective implementation of IMO’s energy efficiency requirements.

Besides the GEF financing for GloMEEP, other funds will be mobilised in the form of in-kind and financial donations, to a projected total of some US$13.8 million.

HEMPEL. TRUSTED SOLUTIONS J.C. Hempel began selling ready-mixed paints to ship captains on the quays of Copenhagen in 1915. 100 years later, the company has grown into a trusted worldwide supplier of coatings that can be found on every continent, keeping man-made structures safe from corrosion. Whether you need coatings for New Building, Maintenance or Sea Stock, our products will keep your vessel in prime condition for longer, from the underwater hull to the cargo tanks and ballast tanks.

– High quality and environmentally friendly coating solutions – Team of 600+ FROSIO/NACE qualified coating advisors in shipyards around the world – Significant cost-saving benefits such as decreased fuel consumption and operating costs Our focus on constant improvement ensures that you have access to the latest technology, technical service and application techniques. All our coatings undergo stringent testing - in the lab, on our test rafts in seas around the world and on test vessels - so you know our coatings will deliver as promised, even when new technology or new legislation is introduced.

If you want to know more, please contact us: marine@hempel.com

www.hempel.com/marine

NEWS ROUND-UP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

CHINA’S GOVERNMENT SHIPPING VERIFICATION SERVICE DRAFTING MARITIME LAUNCHED ALONGSIDE MRV RULES EMISSIONS REGULATIONS A dedicated shipping verification service which coincides with the entry into force of According to Chinese state media, China’s government is moving forward with plans to bring in legislation to control emissions from ships as the country looks to reduce air pollution.

According to reports, a draft amendment to the Air Pollution Law was tabled in early June that would require ships travelling inland or river-to-sea waterways to switch to ‘standard diesel fuel’ to reduce emissions.

The draft amendment reportedly also requires ocean-going vessels calling at Chinese ports to use fuels that conform to China’s environmental protection standards.

It also calls for vessels to use shore power when berthed, and for ports to install the facilities.

The move follows reports in June that Beijing’s Ministry of Environmental Protection was contemplating establishing an Emissions Control Area (ECA) off China’s coast. In the same month, China revealed a new potential tax on sulphur emissions, which proposed charging 1.2 yuan (US$0.19) per 0.95kg generated.

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MEPC APPROVES ‘BLACK CARBON’ DEFINITION The International Maritime Organization (IMO) agreed on a definition of ‘black carbon’ (BC) emissions from international shipping during the Marine Environment Protection Committee (MEPC) 68th session held in May. The approved definition was taken from an academic article published by Bond et al. in the Journal of Geophysical Research. It describes BC as “a distinct type of carbonaceous material, formed only in flames during combustion of carbon-based fuels. It is distinguishable from other forms of carbon and carbon compounds contained in atmospheric aerosol because it has a unique combination of physical properties.”

The formal adoption of the definition is the first step in moving toward identifying appropriate methods for measuring BC emissions from international shipping and considering possible control measures to reduce their impact of BC emissions from international shipping mitigating the impacts of the pollutant.

No member States objected to the definition, so approval was granted.

However, Russia pointed out that according to their own research, BC from ships did not impact climate change as BC falls into water. The Clean Shipping Coalition argued that the Russian study was flawed due to a lack of scientific procedures.

the European Commission’s (EC) Monitoring, Reporting and Verification (MRV) rules has been launched by emissions verification and certification company Verifavia.

The MRV Regulation 2015/757 requires operators of ships exceeding 5,000 GT to monitor and report their carbon emissions on all voyages to, from and between European Union (EU) ports from 2018.

The regulation requires ships to carry onboard a document of compliance proving that the ship meets the requirements in the MRV Regulation. The document must be issued by an independent verifier and may be subject to inspection by Member States’ authorities.

ALFA LAVAL’S PURENOX APPROVED FOR EGR SYSTEM Alfa Laval is to supply its PureNOx water treatment system to MAN Diesel & Turbo’s exhaust gas recirculation (EGR) unit.

The company is the first in the world to receive approval from MAN for a water treatment system suitable for their EGR. The approval comes with less than a year to go before the International Maritime Organization (IMO) Tier III nitrogen oxides (NOx) standards take effect on 1 January 2016.

Since 2012, Alfa Laval and MAN have been working in collaboration to develop the water treatment system for cleaning water in MAN’s EGR unit. The EGR system is to be used with MAN’s two-stroke marine engines and is easy to install due to its modular design.

PureNOx will be used to reduce soot and compounds which are derived from the exhaust gas and accumulate, causing corrosion of the engine. In addition, PureNOx will enable the bleed-off of clean water overboard in compliance with IMO criteria.

METHANE GAS ENGINE SUCCESSFULLY DEMONSTRATED Mitsui Engineering & Shipbuilding Co., Ltd. (MES), the MAN Diesel & Turbo licensee, successfully demonstrated the liquid gas injection concept in June.

The demonstration involved four separate stages, including changes to methanol running, methanol running at 50-75%, load variation, and changes to the fuel oil running. The Methane Engine – Liquid Gas Injection (ME-LGI), which can be fitted to a newbuild or be retrofitted to existing ships, is the first of its kind to be commercially produced, marking a significant milestone in the development of diesel technology.

The methane gas engine can be applied to all MAN low-speed engines and has two injection concepts, the ME-GI and the ME-LGI, which enable the exploitation of more low-flashpoint fuels.

Furthermore, the engine benefits from electronic controls that allow the fuel to be injected by a Fuel Booster Injection Valve which has been specifically developed for the ME-LGI engine to ensure a low pressure fuel gas supply.

The engine is currently under construction by Minaminippon Shipbuilding Co., Ltd. for Mitsui O.S.K. Lines, Ltd.

CATERPILLAR COMPLETING DUAL FUEL LNG CONVERSION ON FURETANK REDERI TANKER Caterpillar Marine, a division of Caterpillar Inc. (Caterpillar), has announced that it is completing a dual fuel engine retrofit conversion for Furetank Rederi AB’s 472 foot tanker Fure West, and will be supplying the complete gas system for the tanker, including bunker stations, two liquid natural gas (LNG) tanks, and the vapouriser.

The project, backed by the European Union and developed with the Zero Vision Tool, will see a MaK M 43 C diesel engine retrofitted in hull to the tanker’s 7-cylinder M 46 dual fuel platform, each cylinder offering 900 kW of rated power.

Although the engine has been designed for unlimited operation on LNG, MDO and HFO, the company notes that the engine will reach industry-leading efficiency in gas mode.

In December 2014, Caterpillar announced that it had successfully completed the world’s first in-hull dual-fuel engine retrofit on the Anthony Veder-owned liquefied gas carrier Coral Anthelia.

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WHO’S DOING WHAT

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

WHO’S DOING WHAT GRIMALDI GROUP GOES FOR MORE SCRUBBERS

OOCL ACHIEVE CLEAN CARGO WORKING GROUP DUAL REPORTING STANDARD

The Grimaldi Group, owner of Finnlines and Atlantic Container Lines, is to install its tenth PureSOx Alfa Laval scrubber.

The PureSOx scrubber system was initially chosen in 2014 for installation on four Grimaldi Group RoRo ferries. Since then, the Grimaldi Group has continued to invest in scrubbers for sulphur oxides emissions compliance and is are now on its tenth order of PureSOx for a Finnlines ship, the MS Finnmerchant.

All Finnlines ships with PureSOx applications operate in the North Sea and the Baltic Sea, and are retrofitted with open-loop PureSOx scrubbers for emission compliance in low-alkalinity Baltic waters. The scrubber systems also have the ability to be converted into hybrid mode at a later stage, enabling operation within both fresh and seawater environments.

Orient Overseas Container Line (OOCL) revealed that they have achieved dual reporting standards through the use of Clean Cargo Working Group (CCWG) and ISO 14064-1:2006 verification tools, which are accredited by Lloyd’s Register.

The achievement evidences OOCL’s transparent, accurate, consistent, relevant and complete data disclosure after testing for carbon dioxide, sulphur oxides and greenhouse gas (GHG) Scope 1 emission levels of its entire fleet. It also includes Scope 2 GHG level which incorporates electricity consumed by OOCL’s head office in Hong Kong.

The completion of the verification marks the fourth consecutive year that OOCL has achieved the CCWG standard and the second year it has adopted the dual standards.

CMA CGM TO INSTALL FUEL SAVING ENGINES CMA CGM is planning to install Wärtsilä low fuel consumption engines on the first of three mega-class container ships.

The ships, which are being built by Hanjin Heavy Industries & Construction (HHIC) at its shipyard in Subic Bay, Philippines, will each feature a Wärtsilä X92 low-speed two-stroke engine. The engines apply common rail technology which will reduce fuel consumption and enable the engine to provide some of the lowest operating costs and minimal exhaust emissions.

The engines will be delivered by WinGD, the joint venture company between Wärtsilä and China State Shipbuilding Corporation (CSSC).

HAPAG-LLOYD FITS NEW NOSES FOR LOWER EMISSIONS Hapag-Lloyd recently announced that 24 of its largest container ships will be fitted with a bulbous bow by 2016.

The bows of Hapag-Lloyd’s four biggest ship classes – Hamburg Express, Colombo Express, Prague Express and Vienna Express – are or will be retrofitted at two shipyards in Shanghai and should be completed in the coming year. In addition, ships in the Hamburg Express class will get new propellers that are slightly larger, yet lighter with five instead of just four blades attached to the hub.

This will make ship propulsion more efficient.

Hapag-Lloyd anticipate that these optimisation measures will lead to fuel savings of roughly 10% for ships in the Hamburg Express class alone. It is therefore conceivable that these measures will be extended to other ship classes in the future.

ARDMORE NEWBUILD EQUIPPED WITH VOYAGE OPTIMISATION SOFTWARE Ardmore Shipping Corporation has reportedly taken delivery of a newbuild 49,999 DWT product and chemical tanker, Ardmore Seafox, which is equipped with SkySails’ Vessel Performance Manager.

The Ardmore Seafox was built by South Korea’s SPP Shipbuilding Co., Ltd, and is the second of four newbuilds expected to be delivered from SPP Shipbuilding this year.

NORDEN AIMS TO IMPROVE 2015 FLEET FUEL DFDS SEAWAYS CONFIRM INVESTMENT IN SCRUBBERS EFFICIENCY BY 3% Norden has stated that if activity seen in 2014 is replicated in 2015, this will equal a reduction of 17,000 tonnes of fuel, resulting in a saving of US$5.5 million.

Norden’s availability of financial resources in 2013 and 2014 facilitated the investment in fuel efficient ships. This allowed them to contract new ships when many had difficulties obtaining financing and to take advantage of competitive ship prices.

DFDS is to invest further in scrubbers to remove sulphur oxides (SOx) from gaseous emissions. The Finlandia Seaways, which operates along the RosythZeebrugge freight route will undergo installation of a scrubber as part of DFDS’ fuel optimisation programme to ensure long-term sustainability.

The scrubber is due to be fitted during the ship’s next dry-dock period at the end of this year.

In total, €6 million is to be invested in optimising the Rosyth-Zeebrugge freight route, including the scrubber installation as well as infrastructure adjustments at Forth Ports in Scotland, UK to increase the freight capacity and service efficiency.

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WHO’S DOING WHAT

SHIP EFFICIENCY: THE INSIGHT

PETROFAC SHIPS TO HOST ARRAY OF ENVIRO-TECHS

BC FERRIES JOINS VOLUNTARY GREEN MARINE PROGRAMME

Oil and gas industry service provider Petrofac are to install Alfa Laval environmental products on one of their derrick lay ships.

The Petrofac JSD6000 will have the PureDry, PureBilge and PureBallast Alfa Laval products installed ready for the ship to enter operation in 2017.

PureDry is used to recover fuel from waste generated onboard while PureBilge is used to treat bilgewater. PureBallast is Alfa Laval’s ballast water management system.

Petrofac has said that taking environmental concerns into account from the beginning at the conceptual design process has facilitated the development of a ship with a high operational efficiency and a low ecological footprint.

British Columbia Ferry Services Inc. have joined the Green Marine voluntary environmental certification programme.

Green Marine is a programme designed for the North American marine industry and includes ship operators, ports, terminals and shipyards. The programme acts as a benchmarking tool to measure performance and aims to provide a framework for reducing the industry’s environmental footprint by ensuring continuous improvements are made and regulatory compliance is exceeded.

BC Ferries revealed they have joined the programme in an attempt to show the industry that sustainable operations are within reach and to improve the environmental record of the marine industry.

BORE INSTALLS HYBRID SCRUBBER

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ISSUE 07. 2015

Bore Ltd. has successfully installed a DeltaLangh hybrid scrubber on Ro-Ro ship M/V Bore Song.

The scrubber system has been approved by Lloyd’s Register and the Finnish Transport Safety Agency (TRAFI) and is confirmed as meeting all present and forthcoming requirements.

According to Bore, it took 14 days of drydocking to install the system, after which the scrubber was immediately operated in openloop mode to clean the exhaust gases of the 12MW main engine. Final installations to enable continuous closed-loop mode operation were completed while the M/V Bore Song was trading.

CARISBROOKE SHIPPING INVESTS IN FLUROPOLYMER HULL COATINGS Carisbrooke Shipping Ltd. has invested in patented fluropolymer hull coating Intersleek 1100SR, a product from International Paint.

The hull coating has been applied to Carisbrooke’s cargo carrier Jasmine C to reduce hull roughness and subsequently, fuel consumption.

In March of this year, Carisbrooke applied International Paint products on all of its remaining 6,000 DWT K-Class cargo ships to improve efficiency.

INTERLAKE STEAMSHIP TO RETROFIT TWO SCRUBBERS Interlake Steamship Company is to install two DuPont Marine Scrubbers for their ships operating in the Great Lakes.

The closed-loop scrubbers from Belco Technologies Corp. (BELCO), a division of DuPont Sustainable Solutions, will be fitted to the tanker M/V Lee A. Tregurtha and the self-unloading bulk carrier M/V James R. Barker early next year.

In April 2015, Interlake became the first U.S.-flag fleet to test freshwater scrubbers on the Great Lakes when the system became operational on the 806-foot Oberstar.

The company say they are now ready to scale up installations to the 1,000-foot class ships.

By 2017, five Interlake ships are expected to have these types of scrubbers installed.

COSTA TO POWER CRUISE LINERS WITH LNG Costa Crociere S.p.A (Costa Cruises), part of Carnival Corporation, are to add two liquefied natural gas (LNG)–powered cruise ships to their fleet.

The cruise liners, each exceeding 18,000 GT, will be the first to use LNG as fuel. LNG eliminates sulphur oxides (SOx) emissions and reduces the formation of other exhaust gases.

The ships are to be built at Meyer Werft GmbH at its shipyard in Turku, Finland and are due for delivery in 2019 and 2020.

A further two LNG-powered ships will be delivered to Carnival’s German cruise line, AIDA Cruises.

“K” LINE RECEIVES AWARDS FOR VESSEL SPEED REDUCTION PROGRAMME Kawasaki Kisen Kaisha, Ltd. (“K” Line) has received the ‘Vessel Speed Reduction Program’ award from the Port of Los Angeles for the seventh consecutive year and the ‘Green Flag Program’ award from the Port of Long Beach for the tenth consecutive year.

These two awards reflect “K” Line’s high compliance rates in the ports’ vessel speed reduction programmes which ask ship operators to reduce their speed to 12 knots when sailing close to port in order to reduce exhaust gas emissions.

“K” Line has been awarded as one of the top performers in 2014, based on a total of 170 participating ships, representing 323 qualifying legs within 40 nautical miles of both ports.

FINNLINES’ SCRUBBER INVESTMENT STRATEGY PAYS OFF Finnlines Oy has announced its financial results for the first half of 2015, which showed “a continuing strong countercyclical performance” for the company. According to the company the uplift in financial success is partly a result of its decision to invest in exhaust gas cleaning systems for 14 of its ships.

Their financial results for the first six months of 2015 were €16.4 million compared to €15 million during the same period in 2014. With €15.8 million compared to €14.7 million in 2014, the second quarter reportedly turned out to be the best second quarter result ever in 10 years.

Operating mostly in Emission Control Areas, the scrubbers

allow the company to use cheaper IFO fuel compared to the more expensive MGO. The investment in scrubbers totals €65 million and is part of Finnlines Group’s €100 million Environmental Technology Investment Programme.

Finnlines has also upgraded the propulsion system on six of its ships, thereby improving propulsion efficiency and reducing fuel consumption.

The company plans to complete its Environmental Technology Investment Programme by spring 2016, installing scrubbers to the remaining ships and re-blading and silicon-painting hulls of several ships to improve fuel economy.

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BREAKING BOUNDARIES

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

BREAKING BOUNDARIES The new director of Nor-Shipping Birgit Liodden is someone that is breaking boundaries within the industry. Birgit is probably best known for her previous role as founder and Secretary General of YoungShip International, following her role as President of YoungShip Norway (2009-2011). In 2012, Birgit was awarded the WISTA (Women’s International Shipping & Trading Association) LeaderShip Award for her efforts to promote and challenge the maritime industry.

What Are Your Plans For The Future Of Nor-Shipping?

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With Nor-Shipping we have a fantastic platform that has been built over the past 50 years, so a lot of our work will be to keep the same high standard. We’re also aiming to reflect the qualities of the Norwegian shipping industry - being innovative and technology front runners – and want to be just as high tech and have the same edge that our industry players have.

So far, the exhibition has mainly been dominated by technical actors, the service sectors and yards, but I think for the future, it will be important to reflect the entire value chain of our industry. That’s why we’re hoping to attract more commercial actors who can utilise this meeting place to an even bigger extent and reach out to owners, finance actors, brokers, etc. We were really happy to have seen a lot of new exhibitors this year.

Moving into Nor-Shipping 2017, I can promise the industry that we will present something new and different, something that we haven’t seen before in the industry.

What Issues Do You Consider Most Important For The Maritime Industry?

I think what is becoming a pressing matter for the entire industry is that we are in the middle of a big shift, both in terms of sustainability and digitalisation.

That’s why it’s extremely important to further strengthen our focus on sustainable shipping, to challenge, encourage and inspire our industry to think broader and even more progressively in terms of environmental issues. For many years already, a number of actors have been very engaged in developing a green shipping industry and we’re now moving into a mindset where many in the industry consider efficiency and environmental performance important towards profitability. There are a lot of fantastic companies and leaders out there who can prove that sustainable performance offers huge investment and earning potentials for the future.

Birgit Liodden, Nor-Shipping Director

Regarding digitalisation, I think none of us can be lazy or postpone it. It offers so many fantastic opportunities that we are often not even aware of because the technology develops so quickly but also because our industry is in many ways already lagging a little bit behind. So we really need to take some action and one way of doing this, I believe, is by building a bridge between the senior generation and young people who are often much more tech-savvy.

In general, I think we need to create an open and diverse industry that reflects different age groups, cultural backgrounds, gender, etc. so we have an important responsibility to open up some views and help the industry look for the best ways to move forward. There are so many great powers and actors in our industry that are really pushing for change and looking to ensure their competitiveness, so this is an important win-win situation.

Where Does Your Passion For Driving Positive Change In The Maritime Industry Stem From?

Before coming into maritime, I had quite a bad impression of the industry which I probably shared with a lot of people from outside. You hear all these negative stories about maritime but so few of the big positive stories about what we do and who we are as an industry. There are just so many myths surrounding the industry.

And then I entered the industry by chance and have had such fantastic experiences, met so many great people in the industry

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and participated in a lot of interesting work. Coming from the outside without formal education, I’ve been given great opportunities and been allowed to work myself up with people opening doors and encouraging me which I think nowadays is quite rare in most industries. I feel like the shipping community still values hard and honest work as part of the shipping tradition.

We work hard and get the results and that defines who we are, not our theoretical background.

Also, we are by far the most environmentally friendly means of transportation which is really important and should be important to the rest of society as well. I think the shipping industry has a huge potential contribute to the sustainable development of our societies and make a difference.

I have a big heart for the maritime industry and want to generate a track to share our many great stories and make the rest of the world see what really important role we play in the world and in trade. That’s a huge passion of mine and I think most of my industry colleagues know that. I really want to push this message through so that everyone can see how amazing shipping is!

What Achievements To Date Are You Most Proud Of?

That would definitely be the work I’ve done with YoungShip. I’m proud of my contribution towards raising the young generation’s voice in senior areas and generating enthusiasm for our industry amongst younger people.

In general, I think it’s important the industry takes joined responsibility for raising our image with the young generation who we completely depend on in this extreme shift that we’re in. It’s not enough to get people, we need to get the right people, those that really challenge us and drive change even faster moving forward.

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FEATURE FOCUS

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

PUTTING THE

SMART SHIP,

SEAMLESS CONNECTIVITY The maritime industry is no doubt safer and more technologically advanced than ever before with greater cargo capacity, more innovative ship designs and technological solutions available.

However, it still lags behind many other industries when the digital age and connectivity is concerned.

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Traditionally, until the introduction of radio on ships at the beginning of the 20th century, once a ship left port it was cut off from communication with shore. In the last century, both the capacity and coverage of ship-to-shore communication has been gradually evolving.

In general the industry as a whole has not seen the same digital transformation as the offices and boardrooms of shorebased enterprises, of which we are all so accustomed to in our day-to-day business.

This is swiftly changing however. Two words that are rapidly becoming infamous within the maritime industry are ‘smart’ and ‘digital’ and the pace at which the change is hitting the industry can be measured year-by-year as the talk of the digital ship and the smart ship dominates more and more discussions, conversations and media headlines. Ship-to-shore data transfer and connectivity is beginning to show exponential growth similar to that land-based business has already experienced with the Internet boom. Yet although “connectivity” is primarily to do with communication, the term remains meaningless unless we also consider the data that is being communicated.

We find ourselves at a place in 2015, whereby ‘digital ships’ are operating with an increasing number of sensors onboard, all collecting reams and reams of data. Using networks of sensors that can be built into new ships or retrofitted to existing ships, ship operators are able to capture a range of ship voyage information (location, weather, ocean current, onboard equipment, and cargo status data) and can monitor their ship’s status and condition in real-time to make data-driven decisions that support more efficient operations. Real-time analytics can

be applied to new and historical fleet data and using data visualisation technology, the insights of such analytics can be presented.

The industry is on the cusp of a seismic change for how ship-to-shore connectivity can enable the smart ship. A product of connectivity, big data and advanced, connected analytical powers, the smart ship is being billed as the next ‘revolution’ for all sectors of the maritime industry.

As Mikael Mäkinen, Rolls-Royce President – Marine, has previously said, “over the next ten to twenty years, we believe ‘ship intelligence’ is going to be the driving force that will determine the future of the industry.” And I agree with him.

But as I write this, I ask myself - what is the difference between the digital ship and the smart ship? The confusion may be largely due to the fact that the term ‘digital’ has morphed its own definition, by this we mean it no longer represents just ‘digital resources’ or ‘computing information’ but the entire spectrum of global digital technologies.

But for me, the term ‘smart’ represents the connectors and the ‘intelligence’ that merges and integrates digital solutions. The easiest way to differentiate the two terms is: whilst digital ships produce spiels of data, smart ships synthesise this data into information allowing the user to act upon said collected data.

With the collection of more data, increasingly automated operations can be carried out by ships. However, it is the industry’s ability to not only handle, but also

synthesise and apply ‘big data’ which will catalyse the spread of smart ships globally and enable ‘ship intelligence’ to transform the way in which ships are operated in the future.

Smart software technologies and systems can significantly ease the burden on the crew, and automate data collection, processing and reporting, protect assets, save costs, and reduce risk. The utilisation of smart vessel reporting can mean that it is easier to carry out administrative functions, for example onboard reporting assisted by software to reuse available data and pre-fill many necessary forms, integrated information evaluation to enhance operating economy of ship, automated data processing and trending. All of these aspects will give ship owners or operators a much better basis (transparency) to use / re-use information for analysis, trending, decision-making and to boost competitiveness. The smart ships of tomorrow’s industry will be those that use digital content and smart systems for easier information management.

Thomas Wilhelmsen, CEO Wilh.

Wilhelmsen Group, revealed during a

“There are concerns among ship operators that they will become detached and isolated from their ship with new technology carrying out the operations which previously operators had full control of.“ www.fathommaritimeintelligence.com

FEATURE FOCUS

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

AND BIG DATA IN THE SPOTLIGHT

By Catherine Austin, Editor-in-Chief

seminar at this year’s Nor-Shipping event that technologies must be utilised “for seamless operations” but stated that doing so can be challenging. Integrating them not only bears high costs, but also requires fast application to ensure the ship is fully connected.

And for this to happen? Smart ships need connectivity, so connectivity is the enabler for ship intelligence.

expected. With Inmarsat and other global satellite communication providers battling to provide the best seamless coverage for ship operators to exploit this development, it won’t be long until a globally connected ship is sailing the high seas.

Other forms of freight transportation are closing in on the ‘smart’ revolution and some have done so much earlier than

From the beginning of recorded time until 2003, humans had created in totality an estimated 5 exabytes (5 billion gigabytes) of data. The same amount is now being created every two days. In the midst of the big data revolution, it won’t be long until zettabytes and yottabytes come into the equation.

According to global satellite communications provider Inmarsat, ‘Smart Connectivity’ is the next ‘revolution’ in the global maritime industry, and they are putting their money where their mouth is by investing heavily into launching four Global Xpress satellites to give the industry seamless connectivity. And Inmarsat are not just talking about the larger merchant ships, they are confident that smart connectivity will spread ferociously from the largest deep ocean-going ships to the smallest workboats and fishing vessels.

Gerbrand Schalkwijk, Chief Sales Officer, Inmarsat Maritime stated at a Smart Operations seminar held in June that, “The landscape of shipping is changing to smart shipping with real time data and automated data gathering.” However, although the demand for connectivity is increasing, the cost of satellite communications needs to continue to decrease for connectivity to become a true enabler for the smart shipping fleet of tomorrow.

Oskar Levander, VP of Innovation, Engineering & Technology, Rolls Royce has indicated on several occasions over the last year that the development in the communications area is very rapid and often faster than the industry anticipates.

He believes that a globally connected ship is likely to be available much sooner than

the shipping industry or are doing so at a quicker pace. Soon the industry may have to compete even more with other forms of freight transportation and services due to the expansion of smarter, streamlined operations.

Therefore, it is imperative that the industry grasps the smart ship opportunity for the global shipping fleet in order to remain competitive with other transport industries.

For ship operators, or might I say, strategic ship operators, understanding the tools they have at their fingertips now is essential, as is deciding what solutions might have the

that have smart capabilities and ubiquitous, seamless connectivity are in steadfast demand by the crews of today’s maritime industry.

Additionally, connectivity and smart solutions onboard ships are under the radar of Human Rights campaigners. A movement captured in a previous press release from maritime industry news providers Lloyd’s List suggested that ‘in five years’ time it will be an infringement of human rights not to have connectivity onboard any kind of ship.

Another factor to consider when examining the human element is not just the positives of equipping crew with connectivity, but how their role will change with the influx of smart technologies and automated processes onboard. There are concerns among ship operators that they will become detached and isolated from their ship with new technology carrying out the operations which previously operators had full control of. To ensure the transition of the crew’s perception and use of smart technology is also seamless, they must be educated properly, allowing them to see how modern technology will assist rather than take over the running of their ship. The integration of technologies must be simple and fast so that operators can utilise it seamlessly without feeling detached from their ship.

Intelligent solutions and intelligent operations are vital to fully utilise a connected ship, however, education and

With the correct data monitoring tools, a ship can produce and process upwards of 2 billion data points during a month. Over an entire fleet these data points can reach up to and in excess of a trillion per year. potential and capacity to evolve as shipping operations undergo this step change.

Strategic smart operators must future proof their solutions.

The human element of the smart ship and big data must also be considered. There are more and younger people coming into the industry who are used to being connected.

To add to the rapid pace of expansion, ships

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integration are equally as important to ensuring the technologies are applied for maximum operational performance.

Ship connectivity may unlock many great opportunities that the maritime community should utilise with the aim of making shipping safer, greener, and smarter. The era of the smart ship is upon us and will make a dramatic impact on the industry as we know it today.

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INDUSTRY INSIGHT

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

THE ENABLER OF SMART OPERATIONS Inmarsat is making great strides to enable the industry to fully embrace and exploit big data and software applications as the industry moves towards the era of the smart ship.

Ship Efficiency: The Insight’s Editor-in-Chief Catherine Austin caught up with Ronald Spithout, President Inmarsat Maritime to find out how Inmarsat is supporting the industry to exploit big data and drive software application innovation with the power of connectivity.

How Is Inmarsat Supporting The Industry To Fully Embrace Big Data?

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There are two major steps that Inmarsat is taking to make sure that big data becomes a reality on board all ships.

Firstly, we have developed innovative, reliable satellite communication services that will provide a high throughput and a seamless global coverage network, ensuring that ships never leave a cellular coverage area.

Secondly, we are enabling greater uptake of software applications that utilise big data on ships by working to remove the barriers to application uptake related to unpredictable connectivity demands and costs.

How Has Inmarsat Developed A Seamless Global Coverage Network?

Inmarsat is building the world’s first global Ka-band cellular network, named Global Xpress.

It started a few years ago when Inmarsat decided to develop new technology in order to transform the VSAT network into a mobile cellular network. This is revolutionary because the VSAT network is historically not mobile, therefore this is the first time that a network like this is being rolled out.

“Inmarsat is building the world’s first global Ka-band cellular network, named Global Xpress.”

We are launching three Global Xpress satellites that will eventually provide completely seamless, global coverage. Two Global Xpress satellites have been launched to date and the third was launched in August 2015. So by very early next year, with these three Global Xpress satellite launched, we will have that network in place. A fourth Global Xpress satellite will also be launched for redundancy and to ensure extra coverage when required.

Once the three Global Xpress satellites are in place, ships signed up to the Global Xpress service will never leave cellular coverage – the key is global mobility.

The bandwidth that we are using for the Global Xpress network is Ka-band. This bandwidth allows very high throughput to and from the ship and gives ultimate reliability. These characteristics are

what you need if you want to utilise software applications to their maximum potential and exploit big data on board. Between the Global Xpress network Ka-band and Inmarsat’s Fleet Broadband bandwidth being L-band, this is a truly managed, seamless service.

What Is The Industry’s Appetite For the Global Xpress Service?

Today we have about 2500 ships waiting for an upgrade, so there is a large appetite for migration up to Global Xpress service.

What Do You See As A Barrier To Big Data Exploitation By The Industry?

If you look at usage of data on-board ships so far it has been extremely limited. The unpredictability of the costs related to software application data connectivity demands is a major barrier for application uptake in the industry.

At the moment, no application provider can predict the cost of the utilisation of the application on-board a ship because at the moment every ship operator or manager is paying for the usage of their supply terminals plus all traffic. Many software applications will demand connectivity and data traffic which can be fairly unpredictable. The last thing that a ship operator or manager wants is unpredictable costs.

It is for this reason that, although there are many applications out there that can make sense of the data, because their functionality depends on connectivity and their use on-board may bring a large, un-predicable data demand that the uptake of applications amongst the shipping communities has been limited.

Therefore, Inmarsat is working to dismantle that barrier by removing the unpredictability of data costs from application use.

In the future every software application will come with the data included thanks to the service that Inmarsat is developing.

How is Inmarsat Dismantling The Barriers To Greater Software Application Uptake?

Last year in an attempt to open the network by means of application interfaces so that the network becomes predictable and manageable by the application, Inmarsat stepped into a joint cooperation with CISCO to build a software layer in between our satellite network and the software application providers.

This software layer, called the Inmarsat Service Enablement

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INDUSTRY INSIGHT

SHIP EFFICIENCY: THE INSIGHT

Platform (ISEP) and the Inmarsat Gateway will enable a revolutionary change as we will be dismantling all of the barriers for application providers to get on-board ships and provide their services on a flat fee basis as we will be able to discriminate traffic from applications.

It will suddenly allow the application provider to go to the ship and say this is my application, this is the monthly subscription, it is flat fee and all the traffic is already included. With the ISEP system, for certain applications the invoice for the traffic is sent to the application provider and not the ship owner, operator or manager for the vessel.

This is a fundamental shift in approach.

By developing ISEP, Inmarsat is removing the unpredictably of cost element for the ship operators and managers. This will open the door for many applications that can enhance ship efficiency and environmental performance as well as safety and crew welfare.

“Inmarsat is working to dismantle that barrier by removing the unpredictability of data costs from application use. In the future every software application will come with the data included thanks to the service that Inmarsat is developing.”

How Will The ISEP Platform Function?

The ISEP gateway is the commercial name for the physical form of the CISCO joint development.

The ISEP platform will enable solutions.

From a technology level what will happen is that the managed service of Inmarsat will come together with the hardware for the vessel and that hardware will be pre-loaded with the software applications from what we call Certified Application Providers.

In some sense it is the same as when you buy a brand new iPad with pre-installed applications. It is stored by us on our hardware and if the ship operator or manager thinks it is a good idea then he can purchase the software application. Effectively the ship operator or manager can pick and choose which applications they want to use from Inmarsat’s Certified Application Providers.

How Can Companies Become Certified Application Providers?

We have embarked on a programme called the Certified Application Programme which companies can join.

ISSUE 07. 2015

Ronald Spithout, President, Inmarsat Maritime.

What Is The Level Of Interest In The Certified Application Programme Thus Far?

There is definitely a community building of application providers who would like to become Certified Application Providers.

Also, we started to host Inmarsat developer conferences, the first one was held in April this year and approximately 400 people joined that conference representing a community of interested parties that would like to become Certified Application Providers. And that is ongoing.

How Is Inmarsat Fostering Future Software Application Innovation?

One of our strategies going forward is to find out what applications may have great potential in the industry and nurture them to build up communities of innovation.

Therefore, Inmarsat will be opening offices, that we will call ‘innovation hubs’ in innovation centres where maritime college university students are starting up new businesses, where you will find training centres for the industry and industry pioneers developing new technologies. We will place innovation hubs and test facilities in easy reach of innovators so that they can come to us and test their application over Inmarsat’s network because we are onsite.

This will bring us much closer to where the innovation happens. We don’t know what the killer application of tomorrow’s industry will be, so we have to go out and be as close as we can to the bright minds who are sitting on the next killer application.

“Once the three Global Xpress satellites are in place, ships signed up to the Global Xpress service will never leave cellular coverage – the key is global mobility.”

What Is Your Definition Of A Smart Operator?

I don’t have a definition, the way I see it is that I am a passenger on a journey.

What is important for Inmarsat is that this is a topic that we want to be part of as it transforms the way that ships are using communications. Years ago communications were seen as cost centres. What would it cost to make a phone call? What would it cost to provide internet access? All these smart shipping discussions are leading to a situation where communications is seen as a profit driver or an efficiency driver rather than a cost centre. The one winning the race is the smart operator.

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INDUSTRY INSIGHT

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

OPTIMISING BANDWIDTH AND THE JOURNEY TO THE CLOUD

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Over the last decade the evolution of satellite communications and technology in the industry has been unprecedented and the pace of change will continue to be driven by the industry’s insatiable demand for connectivity and data use.

Huge investments are being made in maritime satellite communications infrastructure. Recently, the industry has played witness to the launch of several next generation, high throughput satellites. Sat com giants Inmarsat are bringing a seamless global coverage to the industry with their VSAT Global Xpress network and other sat com players including Telenor, Intelsat and OB3, to name a few, have also made heavy investments into the development and launch of next generation satellites that give new levels of regional connectivity.

Such infrastructure will enable all ship operators to further exploit big data and reap the rewards of being a ‘smart operator’. However, with all this big data potential comes risk and with thousands of ships already exploiting satellite communications outside of basic emergency communications, the control of data use onboard becomes an issue.

To get to the bottom of this issue, Ship Efficiency: The Insight spoke to Morten LindOlsen, CEO of Dualog, a Norwegian provider of ship-shore data communication services.

With over 15 years at the Helm of Dualog and sitting in the heart of the region that pioneered VSAT use in the offshore industry, Morten Lind-Olsen welcomes greater

bandwidth potential flowing into the industry thanks to high throughput satellites and greater use of VSAT networks. However, in order to get “an improved internet experience”, a common demand by ship owners and operators, he believes that the proper control of data and the use of the cloud is a must.

Referring to Dualog as the “maritime CISCO”, Lind-Olsen described how they play the role of the middle man between sat coms providers and ship owners and operators with their Connection Suite system that optimises satellite communications for ship operators by managing ship-shore data traffic. Essentially, their role is to make sure that ship operators and crew get the best out of their bandwidth.

And the key to this optimisation; the regulation of bandwidth use.

Every ship will host applications and machinery that have greater or lesser data demands and so they must be catered for by the bandwidth available. For the crew’s use of bandwidth, individual crew members will also have greater or lesser data demands.

To demonstrate the importance of regulating and fairly policing bandwidth use onboard, Lind-Olsen reflected upon the ‘one big spender’ occurrence. This is a common occurrence whereby one crew member will put huge demands on the bandwidth and therefore create constraint on the data traffic for all other users. The ‘one big spender’ can seriously limit all other crew and applications if unregulated, not to mention create huge bills if a ship operator is subscribed to an expensive pay per minute package.

To combat such occurrences, Dualog offer

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a service that involves their IT department configuring the controlling router just once.

The ship operator can then manage the bandwidth allocations and data onshore from their office as the service is, of course, all hosted on a web-access, cloud-based data centre. The service has proven rather popular and is being picked up by more and more ship owners and operators year on year.

Another topic that the Dualog CEO considers crucial for the industry is the use of the cloud for data warehousing. Data centres based in the cloud will play a pivotal role going forward and having a scalable data centre is very important. For LindOlsen, advances in machine-to-machine communications will only drive the industry towards the cloud as the billions of small data packages going automatically back and forth from machine to machine and from ship to shore will have an obvious impact on onboard bandwidth use. And that is for small data packages, the transmission and receipt of large data packets for big data applications will only drive ship operators to invest in seamless, optimised connectivity and hurry their journey towards the cloud.

Morten Lind-Olsen, CEO, Dualog

ELECTRONICS & SOFTWARE

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Electronics & Software

NEWS IN BRIEF BMT SMART LAUNCH FLEET MANAGEMENT SYSTEM BMT SMART Ltd. of BMT Group, have launched a new fleet and ship management performance software.

BMT SMART’s SMARTFLEET Management System is a management tool which focuses on shore-side performance. The system uses metocean data, which takes into account the physical environment, along with BMT SMART’s algorithms to examine the performance of different components and to ascertain their contribution to overall ship performance.

A power coefficient is included within the management tool to monitor the propulsive power and to identify where, for instance biofouling, has led to increased power absorption. A fuel coefficient is also used to understand fuel consumption in relation to engine efficiency and resistance the ship experiences against the ocean. A hull coefficient to examine the relationship between the shaft rev/min and the ship’s sailing speed to trace the changes to the hull condition overtime has also been included. In addition, a propeller coefficient to monitor propeller efficiency by looking at the relationship between the shaft power and the rate of revolutions is incorporated within the system.

MIDEAST SHIP MANAGEMENT CHOOSE MARORKA MONITORING SOLUTIONS Mideast Ship Management Ltd, a subsidiary of The National Shipping Company of Saudi Arabia (Bahri), has chosen Marorka to provide ship performance monitoring solutions for 26 very large crude carrier (VLCC) Mideast tankers.

Currently, all Bahri ships have modern fuel saving technologies fitted, use advance coatings to reduce fuel consumption and have a range of precautionary principles to promote environmental best practise with minimum risk to the environment and sea life.

A six-month pilot project which included the use of energy management systems on four ships, identified where fuel savings could be achieved as a direct result of installation and correct utilisation of the Marorka system.

ROYSTON INTRODUCE UPGRADED ENGINEI FUEL MANAGEMENT SYSTEM Royston has introduced an upgraded version of its fuel management system Enginei which includes a range of enhanced fuel data analysis and reporting options.

The upgraded Enginei system comes with an expanded onboard flowmeter and sensor system to collect real-time engine, ship performance data and other engine control unit outputs.

The new data options include the measurement of fuel consumption by individual engines to enable operators to more accurately determine actual engine load for the scheduling of service and overhaul requirements. In addition, specific fuel burn data can be provided for different ship operational modes, as well as consumption measurements per passage and by different captains.

Onboard the ship, touchscreen monitors on the bridge and in the engine control room show all aspects of key ship performance criteria using simple dial displays and gauges or more complex presentations of trending graphs against voyage data. All data collected can be automatically incorporated into daily reports and ship energy efficiency plans in a range of formats.

The upgraded Enginei fuel management system has been developed in consultation with ship owners and operators who are putting greater importance on the availability of detailed engine and mission critical information. It is the result of a six-figure product development programme by Royston that has drawn on the company’s considerable experience in marine engineering.

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WALLENIUS TO INSTALL FLEET PERFORMANCE SOLUTIONS BASSnet fleet management software is to be integrated on 29 of Wallenius’ ships.

The software package will optimise fleet management by streamlining operations through a variety of modules such as Environmental Management, Maintenance Cost, and a Projects module which tracks and monitors all aspects of a project carried out.

Other customers who have utilised BASSnet systems include NYK Line, CMA CGM, Hapag-Lloyd, Wilhelmsen Ship Management, Stolt Tankers and Golar LNG.

HAPAG-LLOYD FLEET ROUTING SYSTEM REDUCES FUEL CONSUMPTION Hapag-Lloyd has revealed that its Centralised Fleet Routing System helps to reduce fuel consumption and CO2 emissions.

The Hapag-Lloyd Fleet Support Centre (FSC), based in Hamburg, has taken a holistic approach to optimise fuel consumption by increasing transparency and communication between the land and the ship management teams through its fleet routing system. They state that this holistic approach which incorporates factors such as speed, draught and trim that cannot be optimised in isolation from one another, is vital to reducing fuel consumption and emissions.

The FSC contains interconnected screens that show information on storm areas and indications for wave height and the global position of all Hapag-Lloyd ships including chartered ones. The FSC gathers information from a number of different areas across the globe to assess how a ship’s planned route and destination port may be affected by current weather conditions.

At the click of a mouse, the staff members in the FSC can access important data and details about a ship – its planned route and destination port, the status of its cargo and the current and expected weather conditions.

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ELECTRONICS & SOFTWARE

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

ON-SHORE SHIP PERFORMANCE OPTIMISATION: GREATER POTENTIAL THAN ON-BOARD? Does the greatest ship performance optimisation potential lie on-shore, rather than on-board?

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BMT SMART certainly thinks so. At this year’s Nor-Shipping, the specialist fleet and vessel performance management company launched its new SMARTFLEET Management System which, contrary to other ship performance optimisation tool, focuses on improved shore-based decision-making.

The managing director of BMT SMART, Peter Mantel believes that most of the savings with regards to fleet performance management can be made by shorebased management. Quoting fuel saving statistics such as “with proper shore-based monitoring and predictive maintenance, you can save 10-15%, even up to 20%,” he assured that of course there are still savings to be made on-board the ship, but the potential for shore-based management is rather immense.

Furthermore, Mantel highlighted that on-board optimisation tools can often be seen as a burden to the crew and that is why BMT SMART decided to focus on providing an easy-to-use shore-based management tool that can manage entire fleets.

“It’s about getting as much data from the ship as possible, pumping it to shore, analysing and modelling it, and presenting it in an easy-to-understand way so that management can make decisions based on real-time data,” said Mantel, adding, however, that “it is a challenge to get that data.”

won’t be equipped with an automated data collection platform any time soon.

But this is not an unmovable barrier: in order to work with the varied data collection methods exercised in the industry, performance systems need to handle different data collection inputs with varying levels of accuracy. BMT’s SMARTFLEET has been developed to cater for this, according to Mantel it is able to handle different data collection inputs (fully automated data collection and data collection based on manual noon reports) and ensure that operators and charterers can obtain information on the performance of their entire fleet, regardless of the ship’s data collection process.

The way this system functions is by monitoring ship in-service parameters and calculating different Key Performance Indicators (KPIs) based on this data.

SMARTFLEET incorporates five

“It’s about getting as much data from the ship as possible, pumping it to shore, analysing and modelling it, and presenting it in an easy-to-understand way so that management can make decisions based on real-time data.”

Peter Mantel, Managing Director, BMT SMART

Of course getting the data would be easier and more accurate if more ships were equipped with an automated data collection platform, but with the majority of the world’s fleet still relying on manual data collection and noon reports, the entirety of the world fleet

main KPIs and an unlimited number of additional KPIs as requested by customers. A power coefficient is included within the management tool to monitor the propulsive power and to identify where, for instance biofouling, has led to increased power absorption. A

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fuel coefficient is also used to understand fuel consumption in relation to engine efficiency and resistance the ship experiences against the ocean. A hull coefficient to examine the relationship between the shaft rev/min and the ship’s sailing speed to capture the changes to the hull condition over time has also been included. In addition, a propeller coefficient to monitor propeller efficiency by looking at the relationship between the shaft power and the rate of revolutions is incorporated within the system.

Based on the collected in-service KPIs and in-house hindcast Metocean data, the different components that contribute to overall ship performance can be isolated by shore-based staff.

In developing this system, BMT SMART was careful to ensure their solutions could cater to their clients’ needs, after all every shipping company has their own idea of what ship performance monitoring is about and has their own operating procedures.

There is also a big difference between what charterers, owners and operators are looking for. As Mantel put it, “no one solution fits all”. So BMT SMART’s approach is to ensure that they deliver software solutions on-shore and on-board which are fine-tuned to the shipping company’s needs and operational requirement. Instead of working on big project specifications, they do little sprints of software development of, for example, two weeks and after that BMT SMART can, in theory, release a new version. Very flexible indeed.

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SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

THE MASTERS OF FLEET EFFICIENCY Fleet management software and analytics are driving down costs for ship owners and operators on a global scale.

Integrating software and analytics systems into day-to-day operations can save ship owners and operators vast amounts of money, especially in coming years. However it must be done in the right way - information for information’s sake is counter-productive.

The message from one Norwegian software developer is that if ship owners and operators exploit fleet management and plan ahead, the reward will be an improved bottom line.

For the CEO of leading fleet management software provider, Tero Marine, Jan Erik Hårvei, it is not so much about how the industry should position itself for the future, but rather how it must take action now.

This Norwegian company has managed to hold firm and claim leadership in the busy waters of fleet management software providers with more than 2,000 licenses worldwide and a history of three decades in the maritime market.

The Enablers

A core belief that Hårvei stands by is that the role of the software provider is to be an enabler of cost savings and time efficiencies.

They should not replace the autonomy of personnel but empower them.

TM Master, Tero Marine’s fleet management solution, offers centralised solutions for functions ranging from procurement and human resources to maintenance and HSQE. Hårvei states that this centralised approach can catalyse gains in profits, insurance, efficiency, management and forecasts for any ship operator.

However, he enforces that, “the problem today isn’t that there is a lack of information, what matters is to have the right information available.”

He is of the firm belief that you should not burden your staff with added complexity and for that reason the design and the way software is implemented must be carefully considered.

Usability Is Key

According to Hårvei, a software provider should start from the strong philosophy of “Usability Is Key.” A user-friendly interface is essential.

As Tero Marine like to say, their company does not develop software for ICT professionals – they develop it for seafarers.

The core pillar of the Tero Marine service is that the software must meet the end user’s need, on his or her very own terms. They build their systems bottom up starting with the operations.

Also, for Hårvei, the integration with other systems is essential. Asset management and software are fully fledged business intelligence systems and they should be an integral part of any ship operating decision process, he stated.

By being able to integrate a number of systems, the operator is then able to build a suite of solutions from experts in that field.

For example Tero Marine are experts in fleet management software, they do not claim to be experts in ship performance management software and strongly believe the operator must have the ability to integrate this function from a company dedicated to that field.

Advancing In The Market

Recently, Tero Marine secured a multimillion (NOK) contract for delivery of fleet management software to Norwegian shipping company Boa Offshore. Tero Marine will install its TM Master suite on 14 ships in the Boa fleet. TM Master will thus be the preferred fleet management solution for most of the company’s offshore vessels.

For Tero Marine, the influx of new contracts confirms the great influence that this software suite can have on enabling smarter shipping operations.

One of Tero Marine’s APAC clients installed TM Master on 10 ships, 3 yards and 3 offices to create one single, centralised system for maintenance, inventory, procurement logistics and cost control. Recently the

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customer presented the results of an internal evaluation report, reviewing the full process.

The benefits of streamlining these workflows with the help of TM Master were huge: Operational and supply chain benefits in the range of US$4 to 4.5 million during the project period.

A Pragmatic Approach

Other software developers might do well to take a leaf out of Tero Marine’s book. This pragmatic approach, which puts the user at the centre of the development process and encourages collaboration between different expert systems, is surely the way ahead to ensure that software solutions become standard solution on all ships.

Wouldn’t it be a novel concept if Apple and Microsoft could take this approach?

The System In the Spotlight

TM Master is a fully integrated marine information system, comprising modules for ship maintenance, procurement, human resources and quality assurance. In total, the TM Master suite hosts four modules: TM Maintenance, TM Procurement, TM Human Resources and TM Quality & Environment.

It is these four modules that make it such a robust tool for any ship owner or operator, regardless of the size of their fleet. The fully integrated suite that encompasses all of these four tool, the ship owner or operator only needs to use on tool, TM Master.

A robust database at the core of the TM Master system is used for data storage and shared by all the modules. This ensures that all information is available at any time, regardless of which application is being used.

A strong replication manager governs the flow of data between ship and shore, ensuring data consistency and keeping ship owners and operators up to date at all times.

TM Master is designed to work with future operating systems, and is also ideally suited for integration with third party software such as ERP software.

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SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

BIG DATA;

BUZZWORD OR GAMECHANGER?

By Esa Henttinen, Executive Vice President, NAPA

The phrase ‘Big Data’ seems to have suddenly become commonplace in shipping circles.

We’ve been told that we need it, that it’s a powerful tool and that those that ignore it will lose out. But can it actually be that important? And is it really something new?

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Put simply, the value of Big Data is in making better business decisions. But putting this into practice all comes down to the subtle difference between data and information. Data is raw, unstructured facts and measurements, whereas Big Data is when this data is collected in high volume at regular intervals and comes from a variety of different systems and sources.

If that sounds familiar, it should!

Many ship owners, managers and operators continually and automatically update their data on the location, speed profile, route, engine performance, fuel efficiency, draught, trim, load right and electricity use of every vessel in their fleet. They can also remotely track weather conditions in all vessel locations, global bunker fuel prices, freight rates and other vital market data. Advances in automated monitoring and ship-to-shore communications have made this sort of data collection more accessible to owners of all sizes. As an industry we already have access to and store Big Data; the real challenge, and indeed power, lies in turning this into information – data that has been structured and given context and relevance to make it useful.

This is the reason Big Data is increasingly talked about; not because it’s a new concept, but because the demand for transparency is increasing, the amount of

routes but there is a new level of scrutiny emerging – with environmental and safety credentials alongside fuel consumption and costs under the spotlight in a more transparent, accurate and up-to-date way.

This has resulted in a huge volume of data being collected and stored by owners, managers and charterers. But this data only has value when it is analysed effectively, communicated transparently and used thoughtfully.

This is why truly effective vessel performance monitoring and optimisation solutions, like ClassNK-NAPA GREEN, do not simply collect data and transmit it to a customer’s shore-based databases.

Instead they deliver advanced and highly customisable analytics tools that present

customers with actionable information about each vessel and their fleet as a whole.

In this way, the use of Big Data doesn’t result in many man hours spent looking through spreadsheets and databases; each individual within the business can receive analysis that is not only accurate and effective, but tailored to their particular area

“By turning data into useful and usable information for business decision-support, analytics can empower organisations with powerful decision-making tools that directly impact the bottom line.” data collected is accelerating and the ability to easily handle and interpret it – turning it into usable information – is maturing rapidly.

Most charterers have always closely examined fuel spend, speed and vessel

of expertise and level of decision-making.

Effective fuel efficiency optimisation is one of the ways this sort of Big Data analysis is already showing its benefits.

Using real-time monitoring of weather and

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seacurrents alongside measurements from dozens of onboard sensors, a continuous stream of vessel data can be harnessed to easily measure, and monitor changes in efficiency. NAPA has the unique ability to pair this with data mined from 25 years in vessel design software and 10 years in vessel performance monitoring alongside data from the world’s largest class society, ClassNK. This delivers real results for our customers, as demonstrated by Stena Line’s Energy Saving Programme (ESP).

Since 2005, it has been adjusting vessel operations as well as testing other efficiency solutions using data analytics to evaluate fuel-saving effectiveness and ROI. Stena has adopted changes ranging from bulbousbow removal to energy-conserving window films. The ESP has resulted in $17 million in savings to date and the installation of ClassNK-NAPA GREEN on 24 vessels.

Even on a single voyage, the application of information gleaned from analytics can have an impact on a company’s bottom line. In 2014 Kawasaki Kisen Kaisha (“K” Line) trialled ClassNK-NAPA GREEN on an 8,000 TEU container ship operating on a standard Mediterranean/Europe route. Despite encountering heavy weather on multiple occasions over the course of the voyage, speed profile, voyage optimisation and optimum trim reduced its fuel consumption by 3.9%.

“K” Line has since installed the system on three further vessels.

Efficiency optimisation is only one element of what can be understood and therefore achieved through advanced data analysis. In June 2015, data was released from ClassNK-NAPA GREEN’s verification trials of Norsepower’s flettner rotor, a wind power technology designed to reduce the propulsion power needed by a vessel’s engine and so reduce the amount of fuel it burns. To ensure that the benefit was solely due to the technology and measurable across the vessel’s operating profile, the rotor sail was activated and de-activated at random intervals and the data analysed. The trial showed that the sail was delivering 2.6% fuel savings, which accurately reflected the results of a 6-month sea trial undertaken on the same vessel by VTT Technical Research Centre. By providing clear evidence of the benefits of efficiency technologies, analytics

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SHIP EFFICIENCY: THE INSIGHT

can provide vessel owners - and charterers if they’ve chosen to make that investment with piece of mind that their investments are proving fruitful.

Wider benefits are also possible with business intelligence representing a growing area. In Spring 2015, Evergreen installed ClassNK-NAPA GREEN onto several chartered, rather than owned, vessels to support effective delivery of their charter-party agreements. For them, efficiency benefits are secondary to obtaining business intelligence to better understand their whole fleet, chartered or owned.

This type of analysis can also offer maintenance decision-support, which itself can enhance efficiency. By establishing a benchmark understanding of normal vessel operation, underperforming systems can be easily identified. For example, a container line asked us why one of their ships wasn’t performing as expected. After minutes reviewing the real-time analytics,

we were able to identify that the hull needed cleaning. This was actioned and the

ISSUE 07. 2015

and analytics tools are reducing the manhours needed to gather vital business

“As an industry we already have access to and store Big Data; the real challenge, and indeed power, lies in turning this into information – data that has been structured and given context and relevance to make it useful.” vessel’s monthly expenditure was instantly reduced by $60,000.

NAPA’s mission has always been to provide solutions that help companies to operate more safely, efficiently and productively. The increased utilisation of data is proving itself in all areas of this.

Safety can now be enhanced through optimised loading and stowage of cargo, on-board systems are delivering proven bunker cost savings, and feedback to ship designs will improve newbuilds in the future. In addition, automated systems are relieving crews of onerous paper-pushing

information.

Advanced data collection and analysis is the obvious choice for major industries like shipping. So whether it’s labelled Big Data or not, the data is just the starting point - the benefit comes from how you use it. By turning data into useful and usable information for business decision-support, analytics can empower organisations with powerful decisionmaking tools that directly impact the bottom line.

PLUG AND PLAY

SHIP PERFORMANCE MONITORING Applied Weather Technology (AWT) recently launched the newest addition to their ship performance service range - AWT SmartWatchTM. AWT SmartWatch is a tool that enables ship owners and operators to analyse comparative ship performance data. With low set-up costs and no hardware or sensor installations required, this service is proactively breaking down barriers to the uptake of ship performance monitoring solutions in the industry.

Fathom caught up with Richard Brown, AWT’s Vice President of Products and Systems, to discuss the AWT SmartWatch service concept.

Based on extensive market research with over 50 of its customers, AWT has developed a time-and-event based fleet management system that utilises existing data from ships to monitor fuel consumption and manage fleet efficiency.

According to Brown, AWT SmartWatch enables ship operators to see how a ship’s energy efficiency is changing over time.

The system also allows comparisons with historical fuel consumption trends and sister ships. Millions of data points are collected for one ship type which allows for the comparison with sister ships. “Once we have enough data from the ships we create a dynamic consumption curve. As that data changes over time you can see how the efficiency changes. It’s one way of comparing today to 6 months ago; you can compare a ship to its sister ships and see what the differences are,” Brown explained.

With SmartWatch, AWT has developed a ‘plug and play’ ship performance monitoring system that requires minimal set up with no hardware and sensor equipment; use as all the data needed is already collected from

standard noon reports. This significantly lowers upfront investment costs compared to other ship performance management solutions.

The only onboard software required is AWT’s data reporting software DRS2, an easy-to-use application to report voyage data. DRS2 can also be customised to whatever data the AWT SmartWatch customer wants to capture.

Once the data is captured, it can be validated and analysed onshore. According to Brown, “obtaining correct and accurate data based on a range of parameters is vital to providing the basis for drawing up a good analysis. For this reason, an alarm system has been fitted to notify users when pertinent data does not make sense.”

For AWT, a key selling point for this system is customer transparency as it

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allows ship owners to validate claims of performance and fuel efficiency and prove that a ship’s operations will comply with international regulations. From this, stated Brown, “a ship owner is more likely to actually get their ship employed.”

Brown believes that ship owners will have to start integrating smart technologies to remain competitive, otherwise he foresees the development of a two-tiered market that separates efficient from inefficient ships. He stated, “it is essential that ship owners maximise efficiency to compete for business. The owners that are doing it right will get their ships employed and get top rates for their ships. Whereas those that don’t do it right will be idling their ships and could ultimately have to scrap them.”

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ELECTRONICS & SOFTWARE

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

OMG!

WHAT DO WE DO WITH ALL THIS DATA?

By Capt. Melvin Mathews, Maritime Director, Eniram

The industry-wide trend of digitalisation means many companies now find themselves overwhelmed with large amounts of data.

When the data begins streaming in, there naturally arises the question as to what is to be done with all this data?

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Data naturally brings with it a new set of issues to tackle, the chief among them being accuracy, storage, security, transfer, sharing, and filtering. Most companies do not have the expertise to deal with large amounts of data. Just dealing with the data in terms of storing it securely is useless unless there is somebody competent to analyse it and use it for refining operations, cutting costs, recognising behaviour, studying trends, identifying mistakes, finding areas for improvement, etc.

“When the company knows they have no expertise to deal with the data and are not interested to embark on it either, they prefer to outsource that task.”

the experts, typically companies that are specialised in data handling. The data handling company deals with all data related issues and provides periodic updates and reports on insights and trends.

•

IT Department: The moment there is anything to do with data, it is usually brought under the wings of the IT department. The department deals with the data end to end and is exclusively responsible irrespective of where the data originates from or where it is intended to be used. At times an analyst or two are recruited to be part of the IT department.

•

Data Manager: Companies realise that data generated from various sources is intended for departments with differing expertise and functions.

The data manager’s role is usually cross functional and has end to end responsibility for data. The data is collected and distributed depending on who needs it. The data manager is autonomous and usually independent of the IT department. Sometimes the data manager has a cross functional data team to help with the task.

•

War Room: When data is streaming in real time, companies have realised that it gives them a competitive advantage to take decisions early using the data. Such companies have an entire department, based on the military war room concept.

The department is usually dedicated to dealing with real time operational data and includes data experts who deal with collection, filtering, mining, storing, analysis, reporting, etc.

•

Hybrid: Some companies also operate a hybrid system of handling their data. A typical example is where data collection is taken

Companies have therefore identified a few different ways to deal with the data depending on what suits their appetite in handling data: •

Outsource: When the company knows they have no expertise to deal with the data and are not interested to embark on it either, they prefer to outsource that task. They leave it to

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care of in-house. They however do not employ analysts or indulge in any sort of detailed data scrutiny, analysis or study. Depending on which area of the business demands further analysis, the relevant data set is shared with a specialised data consultancy company for specific analysis. Companies with ‘Intellectual Property’ issues choose this approach, as it allows them to retain the secrecy without revealing crucial confidential information. They usually engage another competent data consulting firm for analysis into another area.

“When data is streaming in real time, companies have realised that it gives them a competitive advantage to take decisions early using the data.”

With digitalisation and data collection becoming the norm, managing big data has become a new area that companies certainly need to invest in to remain competitive. Whether they do it all themselves or leave it to the data experts is a trend that will be closely watched.

Former VLCC, Master Capt. Melvin Matthews Maritime Director, Eniram

THE SMART SHIP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

The Smart Ship

NEWS IN BRIEF MUNIN AUTONOMOUS SHIP PROJECT CONCLUDES The multi-billion dollar European Commission funded project MUNIN – Maritime Unmanned Navigation through Intelligence in Networks – has come to an end with results to be published within the next couple of months.

The project, that aimed to develop and verify a concept for an autonomous ship, began in 2012 and was scheduled to run for 3 years.

The project was led by Fraunhofer CML and brought together a consortium of European partners including University of Applied Sciences Wismar, MarineSoft, MARINTEK, aptomar, Chalmers University, Marorka and the University College Cork.

PROJECT TO SEND FIRST FULL-SIZE, UNMANNED, AUTONOMOUS SHIP ACROSS THE ATLANTIC A pioneering project has been launched to design, build and sail the world’s first fullsized, unmanned, fully autonomous ship across the Atlantic Ocean.

According to Plymouth University (UK), one of the institutions leading the project, the intention for the Mayflower Autonomous Research Ship (MARS) is to demonstrate the possibilities of automation for the future of shipping and ocean research. It is planned for MARS to mimic the route of the original Mayflower which sailed from Plymouth, England to Massachusetts in 1620. The launch of the autonomous ship MARS in 2020 will mark the 400th anniversary of this journey.

MARS will be powered by renewable energy, including wind, solar and current, and will carry drones through which it will conduct a variety of experiments during the crossing.

The autonomous ship is being developed by a partnership of Plymouth University, autonomous craft specialists MSubs, and yacht designers Shuttleworth Design. It is expected to take 2.5 years to build.

MSubs, who will lead the construction, have stated that this project will confront current regulations governing autonomous craft at sea, and confirmed that conversations had already been initiated with bodies such as the Maritime and Coastguard Agency and DNV GL. The multi-million pound project is part of the University’s ‘Shape the Future’ fundraising Campaign. Initial funding has been provided by the University, MSubs, and the ProMare Foundation, and corporate and private sponsorship will be sought for ongoing support. MARS will also create a large number of student internship opportunities for the University.

DREDGER TO BE EQUIPPED WITH CBM AND REMOTE MONITORING SYSTEMS Wärtsilä has signed a deal with Tianjin Dredging Company, part of the China Communication Construction Company (CCCC) and the recently founded Dredging Group, to supply engines interfaced with Condition Based Maintenance and Remote Monitoring systems for a newbuild self-propelled cutter dredger.

Wärtsilä’s Condition Based Maintenance and Remote Monitoring systems will be used to support daily operations by helping to keep thermal and mechanical loads at an optimum level, while also allowing for savings in fuel consumption.

The dredger vessel will become CCCC Tianjin’s flagship and once delivered will be one of the largest and most advanced ships of its type in the world.

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WÄRTSILÄ EQUIPS SERVICE ENGINEERS WITH AUGMENTED REALITY TECH Wärtsilä is embracing smart shipping by extensively developing the virtual engineering concept and introducing augmented reality into its remote support services.

This means that Wärtsilä customers can now receive real-time advice and support for their assets, for example in the form of troubleshooting or maintenance of their equipment onboard a ship.

An increasingly important part of the remote support consists of Wärtsilä’s virtual engineering concept: service engineers wear specially-designed glasses with augmented reality technology and wireless connection to the ship’s communications equipment to converse with shore-based engineers. These engineers can visualise the machinery through the communications link and provide visual advice using the augmented reality. This will enable complex troubleshooting and repairs without having to halt the ship’s operations, thus maximising the ship’s uptime.

In order to push the virtual engineering concept, Wärtsilä developed innovative software to run the augmented reality and audio-visual guidance programmes. Part of the virtual engineering solution is the use of data from a series of onboard sensors and advanced data analysis.

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SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

SOFTWARE SUBSCRIPTIONS LET THE LEASING BEGIN...

Earlier this year Neste Shipping, a subsidiary of the Finnish refining and marketing company Neste, announced that they were signing up to use Marorka’s ship performance management system.

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This particular deal is slightly out of the ordinary and represented a ‘milestone’ for not only the two parties involved, but also for the industry. Not only is Neste Shipping one of the first ship operators to install energy management systems on third party ships, but the agreement also marks the first time that a ship energy management solution is leased on a subscription basis.

Following the agreement, every ship chartered by Neste Shipping will be fitted with the Marorka system, which collects onboard, real-time data and monitors performance. According to Ole Skatka Jensen, CEO of Marorka, the agreement “shows that data-driven, energy management matters to companies chartering in ships from third parties as much as to companies operating or chartering out their own ships.” He explained that companies which charter ships usually

have to bear significant energy costs, but “Marorka’s solution can help them realise significant returns by basing their management decisions on real-time data.”

The other big advantage of equipping all chartered ships with identical energy management systems will be uniformity: it will allow Neste Shipping to view and analyse performance data of its entire tanker fleet in a single decision support system and to easily compare performance between tankers.

Rather than purchasing the system for its entire fleet, Neste Shipping will use Marorka’s data systems on a lease for the duration of the contract. According to Mr Jensen, this is a complete novelty for the industry and can provide an excellent opportunity for shipping companies.” Instead of having to stem potentially high upfront costs, customers will only have to make a small down payment. For the duration of the agreement, which would typically be between three to five years, customers will pay a fixed monthly fee and thus know exactly what costs to expect every month.

Mr Jensen explains that the costs for purchasing or leasing the Marorka solution will depend on the amount of data to capture, functionality and service level agreement.

The Marorka solutions can scale from having

an entry level performance solution to a large scale holistic solution with decision support.

Similarly, Marorka offers different levels of services including proactive monitoring and advisory that customers can choose from depending on their needs and budget.

“When we started, we had a very big solution with a lot of services. However, we have now streamlined that to suit the needs of our customers better”, Mr Jensen reflects, “we realised we had to offer more flexibility and scalability in our solutions.”

In order to win the contract with Neste Shipping, Marorka had to go through an extensive vetting process during which not only the Marorka solution was scrutinised but also the company itself. The reason for being shortlisted was, according to Mr Jensen, that “Neste found our system trustworthy and flexible and it met their needs. As one of the first companies to offer ship energy management, we have a long history and lots of experience.” When Neste then visited the company in Iceland, “we were all very straightforward with them, put all the cards on the table, answered all their questions and met all their requirements. We are very transparent in everything we’re doing so I think that was one of the key things they found.”

ADVANCED AUTONOMOUS

WATERBORNE APPLICATIONS INITIATIVE SETS SAIL Rolls-Royce will be at the helm of a €6.6 million research project to develop technologies to drive autonomous ships.

The Advanced Autonomous Waterborne Applications initiative, which is funded

by Tekes (Finnish Funding Agency for Technology and Innovation), is to produce specifications and preliminary designs for next generation advanced ship solutions.

Combining research from Tampere University of Technology, VTT Technical Research Centre of Finland, Åbo Akademi University, Aalto University, the University of Turku, and members of the maritime cluster including NAPA, Deltamarin, DNV GL and Inmarsat, the initiative aims to pave the way for solutions which validate the project’s research. Implications of remote control and ship autonomy for propulsion, deck machinery and automation & control will be identified and focussed upon in the research.

The study will consider, amongst others, the safety and security implications of designing and operating remotely operated ships, legal and regulatory implications and the existence and readiness of a supplier network able to deliver commercially applicable products in the short to medium term. The technological work stream, which will be led by Rolls-Royce, will encompass the implications of remote control and autonomy of ships for propulsion, deck machinery and automation and control, using, where possible, established

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technology for rapid commercialisation.

Rolls-Royce hope that by combining new technologies and new approaches to ship design, operational costs and emissions will be reduced and the earning capability of ships will improve.

Esa Jokioinen, head of Rolls-Royce’s Blue Ocean Team, commented: “We bring a world leading range of capabilities in the marine market to the project including vessel design, the integration of complex systems and the supply and support of power and propulsion equipment. We are excited to be taking the first concrete steps towards making remote controlled and autonomous ship applications a reality.”

Rauli Hulkkonen, Tekes, Chief Advisor, said: “This project is a fantastic opportunity to establish the Finnish maritime cluster as the world leader in maritime remote control technology.”

The project is due to run until the end of 2017.

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SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

INMARSAT ANNOUNCES LAUNCH

DATE FOR GLOBAL XPRESS SATELLITE

Inmarsat’s third Global XPress satellite was scheduled for launch from the Baikonur Cosmodrome in Kazakhstan in late August.

The new satellite, Inmarsat-5 F3 (I-5 F3) is the third of the Global Xpress (GX) programme, which aims to deliver broadband speeds around 100 times faster than the company’s fourth generation (I-4) constellation.

I-5 F3 will cover the Pacific Ocean, and in combination with Inmarsat-5 F1 and Inmarsat-5 F2, will create global mobility through the first worldwide available highspeed mobile broadband service, delivered though a single provider. The bandwidth gives a very high and reliable throughput to and from ships, which is vital for ships wanting to make use of big data and extensive software applications.

Once the third Global Xpress satellite is in

place, ships signed up to the Global Xpress service will never leave cellular coverage.

Even in the remotest and most inaccessible regions of the world, customers will be able to enhance their connectivity and access bandwidth-hungry applications.

A fourth Global Xpress satellite will also be launched for redundancy to ensure extra coverage when required.

Rupert Pearce, CEO of Inmarsat commented: “We believe that our GX technology will drive innovation and support value-added services and solutions for our government and enterprise customers on land, at sea and in the air; in opportunities as diverse as the merchant maritime, business and commercial aviation, government, energy & resources and enterprise VSAT segments.”

Following the successful launch of I-5 F3, Inmarsat expects to commence global commercial GX services by the end of the year.

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THE SMART SHIP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

THE PAPERLESS

SHIP?

InterManager, the international trade association for in-house and third party ship managers, has placed minimum manning and the paperless ship high on its list of priorities following a recent meeting held in Oslo.

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First in its list of priorities is an investigation of minimum manning levels for different types of ships trading on different trade routes and carrying different cargo types to determine whether and how these need to be reviewed, better understood for their implications to safety and efficiency and then discussed at flag State level to take into account required rest hours as set under the Maritime Labour Convention (MLC).

The rules currently in place stipulate the minimum number of personnel needed to move a ship safely from one port to another. InterManager is concerned, however, that these rules were not just meant to set a crew complement number but were intended to also serve as a mechanism to improve overall operational status. Given today’s operating realities, this may not actually be what is happening. InterManager’s Executive Committee agreed to engage with industry stakeholders to consider how best to ensure sustainable and safe manning levels, taking into account the current operating and legislative environment, onboard administrative burdens and fatigue issues.

A second important area that

InterManager also intends to examine is the issue of “the paperless ship” and work to draw up guidelines aimed at reducing the amount of paperwork officers and their crew have to undertake while at sea. Executive members are keen to seek ways to reduce this burden and improve the flow of form filling between the ship and shore.

Gerardo Borromeo, InterManager President, said: “Managers are concerned that these previously agreed minimum manning levels may not be properly reflective of today’s marketplace. For example, a VLCC calling at seven ports a year may have a minimum manning level of 18 but a smaller chemical tanker, calling at over 100 ports in the same period may be required to operate with a much lower crew complement of say 12.

This has concerning implications when you consider the number of ports such a vessel may be visiting in a very short period of time.”

“We want flag States to look at each vessel type, the cargo it is carrying and the voyages it is on and to set up and agree on legislation to ensure there are always sufficient people on board to operate that vessel safely while catering for the necessary rest hours. We, of course, need to be realistic in approaching this issue as it involves not only safety and efficiency, but economics as well. At the end of the day, InterManager is looking to drive sustainable solutions that benefit the entire industry and the general public.

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He added: “The burden of administrative tasks falling on seafarers in today’s shipping industry is significant.

Industry surveys have indicated that the volume of red tape is one of the factors adversely affecting recruitment.

InterManager aims to improve this situation not just for today’s seafarers but also for tomorrow’s.”

These new projects follow confirmation that InterManager has achieved its pre-set aim of delivering a comparable set of operational KPIs to the shipping industry as a whole by passing over ownership of the scheme to BIMCO. Working on behalf of the entire shipping industry since 2003, InterManager, its members and its project partners – including the Norwegian Research Council, Marintek and SOFTimpact – have worked tirelessly to produce a unique and comprehensive monitoring system which has the potential to produce huge benefits for ship operators.

Captain Kuba Szymanski, Secretary General of InterManager and part of the core development team for the system, said: “The KPI system was born out of a need for an international system to define, measure and report on operational performance in an effort to respond to society’s increasing demands.

Our members have spent 13 years on developing and perfecting this system and we are deeply grateful to them for their tireless efforts. It is accredit to them and to the KPI System that an organisation like BIMCO now sees fit to take up the reins and roll out this invaluable system to the benefit of the entire shipping industry.”

SMART

OPERATIONS 2015

COPENHAGEN October 6, 2015 National Museum of Denmark The final seminar of the 2015 Smart Operations Series will examine how data driven technologies and processes will transform maritime industry operations in the future.

Fre e

to

Shi

Hosted by

pO

wn

ers Event series Partner Event Partner

Event Sponsor

Organised by

fathom

marine | energy | environment

View the seminar agenda & register at www.fathomshippingevents.com

THE SMART SHIP

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

STEERING THE INDUSTRY TOWARDS

AN APP-BASED FUTURE

One year after acquisition by ClassNK, Helm Operations has made full use of its new backing to extend the reach of the operations, safety and maintenance software that first caught the eye of the world’s largest classification society.

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With ship owner references that include worldwide brands such as Crowley Marine Services, Svitzer, SMIT, Seabulk and Seaspan, Helm Operations and its software solutions are by no means unrecognised in the industry.

However, Helm Operations Chief Executive Officer Ron deBruyne says: “ClassNK has certainly expanded our opportunities globally, with new introductions made to potential clients in Europe, South East Asia and South America.

What they have also brought is the backing to ensure that our app-based maintenance managing and reporting package Helm CONNECT delivers on its potential.”

DeBruyne is clear that the defining feature of software development should be end-user experience. However complex the procedure, the user’s decisions should be simple, straightforward and easy to make.

“People are what make the shipping and offshore industries work,” says deBruyne.

“Operational software should act in support of people, so what we do at Helm is make management tools that are as easy to use as possible, to enhance crew efficiency within the framework of compliance.

Our software is designed for crews and engineers, but also designed with them and tested by them. We take our cues from the stakeholders who are typically ignored in the software development process.”

Helm CONNECT, the app-based maintenance and inspection software package, represents the culmination of this

approach, deBruyne says.

“Our conviction is that CONNECT’s combination of managing large amounts of complex maintenance and compliance information with an interface that’s very easy to learn and use is a game-changer.

ClassNK shares that vision, and has the capability to make it reality.”

After its launch at the end of 2014, the response from the market so far has been “a real vindication of the approach we have taken to developing Helm CONNECT in terms of design and user-friendliness”, deBruyne says. Louisiana International, Magnolia Fleet and Pacific Pilotage Authority are well known owners already confirmed as Helm CONNECT customers, but deBruyne declines to identify any others.

Instead, he says: “We have been working with mainstream clients who want to have processes in place to ensure that compliance is not an issue.”

“Safety analyses have been done fairly exhaustively in many industries, but we aren’t aware of any that had a focus on workboats and the effect that organisational culture had on safety outcomes,” says deBruyne.

“While not wishing to anticipate the full results of this report, it’s fair to say that the framework for assessing a safety culture includes key elements like communication, empowerment of employees, feedback systems, and mutual trust. What really jumped out for us on the qualitative side was to see how empowerment of people can lead to better outcomes.”

“In the context of the entire maritime industry, the report shows that safety standards are high in the workboat and offshore support vessel sectors. However, one of the apparent paradoxes is that the research shows that safety statistics are now so highly valued by operators in these sectors that there may be pressure not to

“Operational software should act in support of people. Our software is designed for crews and engineers, but also designed with them and tested by them. We take our cues from the stakeholders who are typically ignored in the software development process.”

Helm Operations Chief Executive Officer, Ron deBruyne

Development work through 2015 on Helm CONNECT has centred on verifying that the browser-based package performs across the full range of mobile devices anticipated.

Greater reach and support means that Helm can also continue in the proactive approach to industry that first brought it to ClassNK’s attention. Most recently, it commissioned original research into workboat and OSV operational safety through Fathom Maritime Intelligence and Southampton Solent University. A full report - ‘The Impact of Crew Engagement and Organizational Culture on Maritime Safety in the Workboats and OSV Sectors’ – will be published in September.

www.fathommaritimeintelligence.com

report an incident or an accident. If accidents aren’t being reported then the statistics cannot be realistic, and it is therefore possible that safety is not as good in reality as the statistics suggest.”

“We are fascinated by culture and its impact on business outcomes. In fact, we measure our own culture here at Helm, and the results always give us a strong indication of what behaviors we need to improve on – and which ones to reduce, in order to have a better functioning, more innovative organisation. Any time you empower your people, they’re going to surprise and delight you. Software can be a gateway to empowerment.”

SHIP EFFICIENCY INNOVATION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Ship Efficiency Innovation

NEWS IN BRIEF MARINE SOLAR POWER SYSTEMS “READY FOR COMMERCIAL RELEASE” FOLLOWING SUCCESSFUL SEA TRIALS Eco Marine Power Co. Ltd. (EMP) has reported that its two marine solar power systems, Aquarius MAS + Solar and Aquarius Marine Solar Power, are ready for commercial release.

The news follows the recent successful completion of sea trials during two days of testing and evaluation on 17 and 19 May onboard the Greek high speed car and passenger ferry Blue Star Delos as part of the Blue Star Delos Renewable Energy Innovation Project.

The marine computer used on the ship is part of EMPs Aquarius Management & Automation System (MAS), which has been jointly developed with KEI System of Osaka, Japan, which monitors the performance of the marine solar power array, charge controllers, and batteries.

In May, EMP said it had established a new development and test facility in Onomichi, Hiroshima, Japan in a step towards bringing its Aquarius MRE wind and solar marine propulsion technology to market.

IRISH NAVY TO BEGIN COMMERCIALISING FUEL SAVING KITE TECHNOLOGY The Irish Naval Service is looking to begin commercialising its kite sail technology, which will help to reduce fuel costs and aid in navigation and security surveillance.

The Irish Navy has been developing this technology since 2012.

According to the Sustainable Energy Authority of Ireland (SEAI), the arm of the Irish government who helped fund the project, sensors will be hoisted on large kites 300 metres above naval ships, which in addition to enhancing ship propulsion, can reportedly improve surveillance range by up to 15 times.

In 2012, it was reported the fuel-saving aspect of the technology would have a large impact, especially as the naval force uses 40% of the fuel allocated to the country’s defence forces.

AZIPOD D NAMED INNOVATION OF THE YEAR ABB’s Azipod D electric propulsion system has been named Innovation of the Year.

Chosen by an international jury of 38 maritime journalists, industry experts and academics, the Innovation of the Year Award recognises technologies that have contributed to driving electric and hybrid propulsion.

ABB’s electric propulsion system was introduced in March 2015 and has been used with cruise ships, icebreakers,

ice-going cargo ships and offshore accommodation ships. Azipod D provides increased design flexibility to incorporate a wider range of hull shapes and propeller sizes as well as simplicity of installation of the propulsion units. It uses 25% less power than previous electric propulsion systems due to the new hybrid cooling system which increases performance of the electric motor by up to 45%. The propulsion system power ranges from 1.6 megawatts to 7 megawatts per unit.

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BORE SUCCESSFULLY TESTS FLETTNER ROTOR WIND POWER TECH Bore Ltd have conducted two independent sea trials of Norsepower’s Rotor Sail technology, the success of which have confirmed fuel savings potential.

The Norsepower Rotor Sail Solution is a modernised version of the Flettner rotor – a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship.

Based on the trials, Bore and Norsepower believe that a full system on a test ship, the 9,700 DWT Ro-Ro carrier MS Estraden, with two rotors has the potential to deliver 5% efficiency savings on an ongoing basis.

Norsepower also forecasts savings of 20% for ships with multiple, large rotors travelling in favourable wind routes.

The sea trials, verified by NAPA and supported by VTT Technical Research Centre of Finland, confirm fuel savings of 2.6% using a single small Rotor Sail on a route in the North Sea. With these fuel savings, the technology has a payback period of four years.

VTT Technical Research Centre of Finland collected data over a six-month period, during which both the Rotor Sail technology and automation system were operational 99% of the time. The results confirmed that Norsepower’s rotor is able to produce large amounts of thrust force, which enables considerable fuel savings.

Reinforcing VTT’s findings, NAPA conducted a randomised trial. The average verified fuel savings during the trial in NAPA’s analysis was 2.6%. The trial was conducted using the ClassNK-NAPA GREEN ship performance monitoring and verification software.

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SHIP EFFICIENCY INNOVATION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

CHARTING A NEW ROUTE OF MARINE COATINGS INNOVATION

As Hempel celebrated their 100year anniversary, not only did they announce that in 2014 they set records in sales, they also launched a new visual identity. A more modern, consistent and dynamic look that reflects the business Hempel has expanded beyond the Marine segment.

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Since starting off in 1915 as a company delivering coatings solely to marine vessels, the Hempel we know today has grown both geographically and into several market segments.

Creating a strong business in marine has lead the way for Hempel to expand into the markets of protective, container, yacht, and decorative coatings. However, marine coatings will continue to be a core area of Hempel’s business. This is also reflected in the development and introduction of new innovative, advanced products such as HEMPAGUARD®.

HEMPAGUARD® was launched in 2013 against a backdrop of rising bunker fuel costs, tightening environmental regulations and the introduction of mandatory Ship Energy Efficiency Management Plans (SEEMP).

Presently, over 350 full ships have been coated with HEMPAGUARD® after nearly two years on the market, a result which has exceeded all expectations that Hempel had.

For Hempel, this is a true testament to how well this product has been received by ship operators.

HEMPAGUARD® is a fusion of antifouling and hydrogel based silicone.

This ground-breaking hull coating concept won the prestigious Environmental Technology award in the 2014 Ship Efficiency Awards, endorsing a technology that “makes a significant contribution to environmental impact reduction or prevention to ships.”

The technology behind HEMPAGUARD®, named ActiGuard, was five years in development and is based on siliconehyrdrogel and biocide science. ActiGuard integrates silicone-hydrogel and full diffusion control of biocides in a single coating.

Surface retention of the biocide activates the hydrogel, which effectively holds fouling organisms at bay, cutting friction to a minimum while utilising a minimum amount of biocide. This low amount of biocide ensures that the coating is very smooth after application. The result is a unique fouling defence system. It delivers significant fuel savings and outstanding resistance to fouling during idle periods (even during vessel idle periods of up to 120 days), providing ship owners with ultimate trading flexibility.

Unlike regular hull coatings that, in general, are specified according to the vessel’s speed and activity level, HEMPAGUARD® retains its effectiveness when switching between slow and regular steaming. Also, this coating technology is the only product of its kind to come with a customer satisfaction guarantee.

Furthermore, under normal circumstances and parameters, HEMPAGUARD® requires one less coating layer than other antifouling

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The New Hempel Visual Identity solutions – saving ship operators time and money.

Hempel’s Fouling Control Marketing Manager, Claes Skat-Rørdam, says: “Ship owners favour HEMPAGUARD® as it can add an average fuel saving of 6% compared to a conventional, lowcost antifouling product. Moreover, HEMPAGUARD® is a remarkable technology that combines the best of both worlds: the smooth, fuel-efficient surface from silicone coatings and the durable protection against fouling known from antifoulings.”

By continuously focusing on innovation and progress in the marine market, Hempel has had success with the expansion of business into other markets.

Now, for this company the time has come to take the next step towards activity in several markets. However, according to Hempel this calls for a more consistent visual identity, which is why Hempel has introduced the Helix as its new logo.

Hempel Group President and CEO, Pierre-Yves Jullien, cites growing demand from customers for more integrated coating solutions as a major trigger behind the work with a new visual identity.

“The last 10 years have represented a transformation period and the nature of our business has changed dramatically,” he says. “The world in which we work has become more connected, and so we have pushed to consistently create value for customers by aligning our solutions and expertise across industries and regions. This is crucial if we are to continue to secure trust and loyalty, and drive greater efficiencies in the way we work.”

The new visual identity will be rolled out across all Hempel business units and segments during 2015 and 2016.

SHIP EFFICIENCY INNOVATION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

HYBRID WIND MARINE PROPULSION SYSTEMS

By Martyn Lasek, Managing Director, Ship & Bunker

On May 24, 1819 the SS Savannah made history as the first wind power hybrid steamship to cross the Atlantic.

The journey from her namesake city in Georgia, US, to Liverpool, England, took 29 days. While she only used steam power for 90 hours of that time, the potential for hybrid marine power had been shown.

Since then, commercial marine power transitioned first to coal and now oil, and there are few left in the industry who remember commercial sailing ships, let alone those who know hybrid wind propulsion systems are a 200-year old idea.

In recent years there has been increasing momentum behind the idea of once again powering commercial vessels with sails.

Indeed, at the end of 2014 the International Windship Association (IWSA) was launched with the aim of promoting wind propulsion for commercial shipping worldwide.

One such company hoping to make commercial hybrid wind power a reality is Japan’s Eco Marine Power (EMP), who has its “EnergySail” rigid sail technology and the heart of its wind and solar power ship propulsion system.

Last year EMP announced it had formed a notable relationship with Japan-based marine equipment manufacturer Teramoto Iron Works Co. Ltd. (Teramoto Iron Works).

In a time when wind powered commercial vessels are a thing of the past, this is one of the few companies in the world to have ever manufactured rigid sails for commercial shipping.

The company was established in May 1934 in Onomichi, Hiroshima Prefecture, Japan, where it is still headquartered.

At its inception it was involved in the production and sales of equipment for major shipbuilding companies, but expanded its offerings to include steel frames, bridges, oil rig products, and dredging equipment.

More recently the company has developed an innovative “Jack-up type deck lifting-lowering device” that it says is expected to considerably improve the liftinglowering speed and safety performance of

work pontoons used for marine construction.

When oil prices go up, so does the price of bunker fuel, and the industry looks to ways of reducing consumption. We know this to be true today and thanks in part to rising oil prices in the 2000’s that ended with Brent’s historic July 2008 high of $147 per barrel, now almost every new ship ordered is a so called “eco-ship” offering improved efficiency and reduced bunker consumption.

The situation was the same in the 1970’s, when between October 1973 and March 1974 the price of oil quadrupled. It was at this time that researchers and a number of companies in Japan looked to rigid sales to improve fuel efficiency.

Together with Teramto Iron Works, they developed the “JAMDA” sails and subsequently a number of units were manufactured in Onomichi, and their solution was installed on several vessels including the Shin Aitoku Maru and Usuki Pioneer.

On average, the use of the JAMDA sails was said to have achieved annual fuel savings of around 10% on the ships they were fitted to.

As oil prices fell, the cost savings that the rigid sails provided was undermined, and widespread acceptance of the idea was never gained.

But some 40 years later, and 196 years after the SS Savannah made history, Teramoto Iron Works and EMP are now working on what they hope will be the next chapter in hybrid wind powered

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commercial ocean going vessels.

Together, they are looking to produce commercial versions of both the EnergySail and the Aquarius MRE System – an integrated wind and solar power solution for ships including computer control systems and storage method for EnergySails.

Earlier this month the companies agreed to establish a new development and test facility in Onomichi, the Onomichi MarineTech Test Center or Onomichi MTTC. There they plan to build and test a complete Aquarius MRE System with production due to start during 2015.

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SHIP EFFICIENCY INNOVATION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

NORWEGIAN PORT SAYS YES TO SHORE POWER

By Isabelle Rojon, Fathom Maritime Intelligence

Recently, the Norwegian Port of Bergen became the first port to provide a low-voltage shore connection facility and joined the growing network of ports offering onshore power supply for commercial ships. On 17 June, the port officially opened its shore power system for offshore supply vessels (OSV) by connecting the anchor handler Skandi Vega, a DOF Group vessel to the Norwegian grid.

A PORT ON A MISSION

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For the past couple of years, air quality has been a major challenge in Bergen. For a city that is situated in a narrow valley, curtained by mountains with a busy port that welcomes streams of OSVs in winter and cruise ships in summer, the pollution levels that accumulate in this idyllic city can be immense. On a mission to become a green, clean and quiet port, the port decided it was time to contribute to better air quality by reducing in-port emissions.

In quest of the best option to reduce emissions, the port assessed liquefied natural gas, scrubbers and catalyst systems, but in the end settled on the provision of shore power as it offers a staggering 95% emission reduction potential.

Onshore power supply is known to many as ‘cold ironing’ in reminiscence of a time when ships had coal-fired engines that would literally go cold when the ship’s crew stopped stoking the engine with coal when in port. These days, cold ironing represents the practice of a ship’s main engines being

shut off, the flow of diesel fuel being halted and connecting a ship to onshore power supply so that the ship runs solely off electricity when docked.

PLUG AND PLAY

Until recently, the lack of an international standard for shore connection systems posed a major barrier to the uptake of shore power. Various ship voltages and frequencies, and vendor- and site-specific cable connections meant that a ship was more likely to be tied to a single port than to be able to take advantage of other ports with shore power available.

This barrier was overcome with the adoption of the international standard IEC/ ISO/IEEE 80005-1 in 2012. This standard specifies voltage, cables, plugs and major safety requirements for each ship type.

According to Daniel Radu, President of the IEC/ISO/IEEE Shore Connection standard, “a shore connection standard is necessary because the ships are going from one continent to another berthing in different ports, where there are different kinds of ships. The interoperability between all these

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stakeholders has to be preserved by the international standards.”

Effectively, the new standard enables ships to plug into any port worldwide. And there are more and more opportunities to do so: shore connections for a variety of ship types are already available in more than 120 berths worldwide and the numbers are likely to increase with new regulations coming into force. For example, under the recently adopted EU DAFI Directive (Directive on the Deployment of Alternative Fuels Infrastructure), European ports will have to be equipped to provide shore-side electricity by the end of 2025.

THE BENEFITS STACK UP…

Providing onshore power can offer an attractive business case for ports: by selling electricity for slightly more than purchase prices, onshore power represents a new revenue axe for port entities. Furthermore, it can increase the port’s attractiveness to ship owners and operators and boost business.

For the Port of Bergen, this practice will reap many benefits. As more and more ships plug into the port’s shore power systems,

SHIP EFFICIENCY INNOVATION

in-port emissions will decrease, along with noise, vibrations and visible smoke plumes.

This will cut smog levels in the city and also improve working conditions in the port itself. In fact, if all OSVs were to connect to Bergen’s shore, annual savings from reducing emissions could lead up to €320,000 and to a whopping €21million if all ships used onshore power.

Next to helping ships navigate through regulatory restrictions such as those imposed in Emission Control Areas (ECAs), using shore power at the Port of Bergen can realise financial savings for ship owners and operators. Power from the local national electricity grid is often cheaper than electricity generated onboard, especially in ECAs where low-sulphur fuel or emission abatement technologies would have to be used.

Additionally, the need for engine and machinery maintenance is reduced when shore-side electricity is used as the main source of power, leading to typical annual savings of €9,600 per ship, according to shore power system suppliers Schneider Electric.

Furthermore, being a member of the Environmental Ship Index, the Port of Bergen offers reduced port fees for cleaner, more efficient ships, including those using shore power. Over the past few years, the number of ports participating in these voluntary schemes has increased significantly and with the European Commission currently developing a European guideline to implement variable port fees, expected to be complete in January 2016, the number of ports that offer incentives will only increase further going into the future.

THE PRICE IS RIGHT

Naturally, the Port of Bergen would have weighed up the environmental and financial benefits against the upfront investment for the electrical system in port and costs

SHIP EFFICIENCY: THE INSIGHT

associated with providing onshore power, such as maintenance and electricity costs.

The return on investment then is a function of the occupation rate of the berth, the power supplied and the differential between energy purchase and selling price. According to Schneider Electric, the investment can be recouped within four years and can be supplemented by public funding, for example that available under the TEN-T (TransEuropean Transport Network) framework.

However, such funds currently still seem to be limited as both the Port of Bergen and the Baltic Ports Organization call for increased public financial support to facilitate the high upfront investment into the necessary shore power infrastructure.

From a ship owner’s perspective, the ship first needs to be made ‘shore power ready’ by installing shore-power cable receptacles and an associated electrical management system.

This cost is much lower for newbuilds that are constructed with shore power connection equipment, as opposed to making structural changes to retrofit an existing ship with the same equipment. While costs can vary significantly, Schneider Electric estimates that incorporating shore power equipment into a newbuild would typically cost around €8,000 as opposed to anywhere inbetween €200,000-500,000 for existing ships.

With this price differential in mind, it is no surprise that many newbuilds come shore power ready. In fact, all new cruise ships and container ships

www.fathommaritimeintelligence.com

ISSUE 07. 2015

above 10,000 TEU are now pre-equipped for shore power. In addition, many of the major shipping lines have started retrofitting their ships to use shore-side electricity.

Of course, the decision of equipping a ship to be shore power ready is largely dependent on how much shore power will be used, so the time spent at berth and energy consumed while in port. This varies significantly between ship types and activity: the cruise industry hold the trophy for being the greatest energy consumers in port, whereas container ships lead the pack in terms of the average duration of port calls with 20-80 hours per port call.

For OSVs calling at the Port of Bergen, using shore power will be an attractive option as they are often required to stay at berth for long periods, especially during winter season where sea’s meteorological conditions tend to be more critical. In such situations, the OSVs remain operational and ready to go if required, which generates an important amount of emissions in the port.

The Port of Bergen opted for a readyto-use modular, plug and play system – the Schneider Electric ShoreBoX. It was the system’s standardised yet flexible architecture that sold the port on it.

The ShoreBoX solution is scalable and movable, hence adaptable to changes in berth profile or the electrical power needed by the ships. This scalability will come in handy seeing as the Port of Bergen is already considering the installation of another ShoreBoX. According to the port’s director Inge Tangeras, “the first shore power installation is the first step of a plan where we would like to expand the number of shore power stations in order to offer shore power to more offshore vessels and hopefully to cruise vessels.”

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ANNUAL CONFERENCE & AWARDS CEREMONY

HAMBURG 18 NOVEMBER 2015

OVERSEE A CRISIS MANAGEMENT SITUATION AND AVOID A CYBER ATTACK! BIMCO aims to bring the world closer for its global members. Hamburg will provide the intimate shipping location and opportunity for networking with BIMCO’s committee and board members, industry experts and other shipping professionals in attendance.

ANNUAL CONFERENCE ...includes dynamic, interactive sessions with live participant voting. Two crucial challenges for shipping today will be delved into – crisis management and cyber security.

FROM CRISIS TO CLEAN-UP This interactive and multimedia event shows how a maritime casualty situation can spiral out of control and the importance of crisis management. Hear from salvage, pollution clean-up and media experts on the best way to handle these situations, see the outcomes – and ask those all-important questions.

CYBER ATTACK Is your company prepared for a cyber attack? Hear the latest on prevention and assessment on the emerging issue of cyber security – and watch live as an expert demonstrates how a hacker could attempt to access a ship’s onboard system.

BIMCO AWARDS DINNER ...celebrates winners of the BIMCO award categories. Nominate fellow shipping companies and individuals who you believe have excelled in key areas for the BIMCO awards.

Nominations can be made through the conference website at hamburg2015.bimco.org. Deadline for nominations is 25 September 2015.

Categories: • BIMCO Regional Shipping Personality of the Year • BIMCO Shipping Company of the Year • BIMCO Education & Training Award • BIMCO Contracts & Clauses Award • BIMCO President’s Award* *BIMCO’s President’s award is not open for public nominations

We look forward to seeing you in Hamburg! hamburg2015.bimco.org H O T E L AT L A N T I C K E M P I N S K I , H A M B U R G

POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Power & Propulsion

NEWS IN BRIEF ABB LAUNCHES NEW PROPULSION DRIVE

BECKER CELEBRATES 1,000TH MEWIS DUCT ORDER

ABB has launched a new propulsion drive to help ships use electrical power for improved efficiency and lower environmental impact.

The modular-designed NektonDrive aims to enhance operational efficiency by using a low-voltage drive with variable speed.

The marine drive is liquid-cooled using a dust proof cabinet which both reduces the need for power air-conditioning where space is limited and lowers energy consumption. The application has been designed specifically for the marine environment and comes with a power range from 710 to 5,700 kW at 690V AC.

Becker Marine Systems presented its 1,000th Mewis Duct at Nor-Shipping in June.

The 1,000th Duct will be fitted to a 22,000 cu m3 LPG carrier, where it will be used to improve the quality of inflow into the propeller.

The company boasts that use of all its previously sold ducts has already lowered ship CO2 emissions by more than 1.4m tonnes.

WHALE TAIL CONCEPT UTILISES WAVE ENERGY FOR PROPULSION

Odjfell Tankers have ordered retrofit and upgrade packages from MAN Diesel & Turbo.

Eleven 37,500 DWT ships of the Kvaerner Class are currently fitted with MAN B&W two-stroke engines powering a four-bladed controllable-pitch propeller and a power take off (PTO)-driven shaft alternator. The retrofits will include new service speeds at reduced main engine output in addition to Kappel propeller blades, fairing cone and a pre-fabricated rudder bulb kit.

The ships are due to dock during 20152017 when the upgrades will take place.

The first ship, M/T Bow Clipper, will dock and be upgraded in August 2015.

Researchers from the Norwegian University of Science and Technology (NTNU) are working with Rolls-Royce Limited (Rolls-Royce) and the British companies Seaspeed and MOST to test a model “whale tail” concept, also known as a wave foil that can be attached to ships to reduce fuel consumption by utilising wave energy to help the ship move forward.

The testing is reportedly being conducted at the Marintek Towing Tank, using a 1:16.57 scale model ship attached to the back of the platform that sails manmade waves with relative height to those in the North Sea and the Norwegian Sea.

ODJFELL TANKERS ORDER PROPULSION UPGRADE PACKAGE

Testing is said to be in the early stages and researchers are not only looking for the wave foils to work, but also for other factors that will calculate into the invention’s success, such as wing durability and ship stability.

MOL’S PROPELLER BOSS CAP SYSTEM IN HIGH DEMAND

MSC ORDER SEAWATER-LUBRICATED PROPELLER SHAFT BEARING SYSTEMS Thordon Bearings’ COMPAC waterlubricated propeller shaft system is to be supplied to MSC Cruises for the first of two Seaside-class cruise ships, currently under construction at the Italian shipyard, Fincantieri Monfalcone.

The first ship, the MSC Seaside, will be fitted with six COMPAC bearings in bronze carriers with tapered keysets to fit 664mm shaft diameters. In addition to the COMPAC bearings, MSC

Seaside will include advanced water treatment, waste heat recovery, exhaust gas scrubbing to reduce emissions, LED lighting and optimised hull lines, propellers and rudders to reduce drag and fuel consumption by approximately 25%. The ship is fully compliant with the Safe to Return to Port requirement.

The MSC Seaside is due for delivery in November 2017 with the sister Seasideclass ship to follow in May 2018.

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Mitsui O.S.K. Lines, Ltd. (MOL) has stated that its energy-saving Propeller Boss Cap Fins (PBCF) have now been ordered for 3,000 ships worldwide.

According to the company, PBCF technology results in a 3-5% reduction in fuel consumption and can reduce propeller torque and rudder erosion. It is attached to the ship’s propeller and breaks the hub vortex generated behind the rotating propeller.

The company also says the number of ships adopting PBCF has doubled in just five years, reaching the 2,000 milestone in 2011 and now exceeding the 3,000 milestone.

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POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ALL HAIL Following the success of the original HERCULES project, goliath maritime engine manufacturing and R&D groups MAN Diesel & Turbo and Wärtsilä are set to collaborate once again on another part EU-funded engine research project. But for this second HERCULES project, another leader has been added to the pack Winterthur Gas and Diesel.

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This project represents the follow-up phase of the HERCULES R&D programme for large engine technologies, which was originally conceived in 2004 by MAN Diesel & Turbo and Wärtsilä. The complete project name reads I.P. HERCULES (Integrated Project High Efficiency R&D on Combustion with Ultra Low Emissions for Ships).

The overall aim of the initial HERCULES project was to encourage increased engine efficiency and thus reduce fuel consumption, CO2 emissions, gaseous and particulate emissions, and to increase

ISSUE 07. 2015

HERCULES! engine reliability.

Furthermore, the specific stated aims of the initial HERCULES project, which ran its course between 2004 and 2014, were fourfold, namely to develop a fuel-flexible engine, a near zero emissions engine, and an adaptive powerplant for lifetime performance, as well as to investigate new materials for engine applications.

This new HERCULES-2 project has a mighty predecessor to live up to. The initial Hercules project combined a total of 11 years of studies with financial resourcing of €76m. It was truly a whole industry research project which pushed boundaries of engine developments to increase efficiency and meet legislation requirements with the view for new sustainable and safe energy production.

Now, the three-year HERCULES-2 project will look to develop basic technologies for use in two- and four-stroke marine engines and is aimed at fostering environmentally sustainable and more efficient shipping.

The R&D efforts of this project will

focus on four key areas; the application of alternative fuels and the optimisation of fuel flexibility to facilitate seamless switching between different fuels; the development of new materials to support high-temperature component applications; the development of adaptive control methodologies to significantly improve an engine’s performance throughout its life span; and to achieve near-zero emissions via combined, integrated, after-treatment of exhaust gases.

Although MAN Diesel & Turbo, Wärtsilä and Winterthur Gas and Diesel are leading the project, they will be joined by 32 other marine industry partners from 11 different companies, 16 universities, and five research organisations. The consortium split is 30% industrial companies and 70% are universities and research institutes and the budget is to be divided between industry and the universities on a 63% 37% basis respectively. The organisation with the responsibility of coordinating the project is the National Technical University of Athens.

DEMAND INCREASES FOR ENGINE MONITORING SYSTEMS

Growing ship owner focus on vessel performance issues, with accurate bunkering and fuel management reporting, has prompted an upsurge in interest in marine engine monitoring systems.

Diesel engine supply, service, and repair company Royston says that there has been an increase in demand for its Enginei marine engine monitoring system.

The company has also reported that notably ship operators in Nigeria have shown considerable interest.

Royston says that the Enginei system boasts an expanded onboard flowmeter and sensor system and can acquire comprehensive real-time engine and vessel performance measurements beyond the usual RPM, GPS and fuel inputs to take in a wide range of other engine control unit outputs.

To ensure accurate bunkering, the installation of the system onboard vessels

also includes tamper proof armoured cable and a unique tamper prevention tape for flanges and electrical cabinets – which are also locked and robustly secured.

Enginei records the fuel consumption data which is presented onboard via touchscreen monitors installed on the bridge and in engine control rooms. In addition, the system remotely sends the information from ship to shore where it can be accessed through

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a simple web dashboard with computer generated graphs and Google mapping to show an operational profile of a vessel.

Shore staff can then access live and historical data in order to analyse the performance of their vessels. Importantly, the new dat a options include the measurement of fuel consumption by individual engines to enable operators to more accurately determine actual engine load for the scheduling of service and overhaul requirements.

In addition, specific fuel burn data can be provided for different vessel operational modes, as well as consumption measurements per passage and by different captains. This increased scope means the onboard monitoring system can be configured to meet precise operator requirements.

All data collected by the Enginei system can be automatically incorporated into daily reports and vessel energy efficiency plans in a range of formats. The powerful data collection features and web platform are expandable, allowing additional user requirements to be incorporated as needs change.

POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

TRIUMPH FOR HULL & PROPELLER PERFORMANCE MANAGEMENT STANDARDS

The 17 National Standardization Bodies represented on the International Organization of Standardization Marine Environment Protection Sub-committee (ISOTC8-SC2) have voted in favour of circulating the Hull and Propeller Performance Measurement Standard (ISO 19030) parts 1 and 2 as Draft International Standards.

For more than two years, a group of 53 experts have been working on producing and reaching consensus on a draft industry standard for measurement of changes in hull and propeller performance.

The purpose of this squad of ship owners, ship builders, class societies, paint manufacturers, performance monitoring companies and various research institutions led by Jotun, was to prescribe practical methods for measuring changes in ship-

specific hull and propeller performance and to define performance indicators for hull and propeller maintenance, repair and retrofit activities.

Geir Axel Oftedahl, Jotun's Business Development Director, who managed the project on behalf of ISO, explained that by creating a standard, the industry will have access to proven ways to measure speed loss, leading to better decisions about hull coatings and propellers. He believes that improving hull and propeller performance can reduce the world fleet’s fuel cost by as much as US $30 billion per year and an estimated 0.3% reduction in man-made greenhouse gas emissions could be achieved.

In addition to these savings, Oftedahl expects the standard will accelerate industry-wide best practices and will offer much needed transparency for buyers and sellers of a wide range of fuel saving technologies and services.

In anticipation of final approval of the standard expected next year, Jotun will be updating Performance Guarantees offered as a part of its Hull Performance Solutions (HPS) to ensure that they are fully compliant with the standard.

Jotun's HPS concept combines premium marine coatings (SeaQuantum X200), and onboard monitoring tools to measure hull performance over time, providing an analytical basis for the company's moneyback guarantee that covers the entire period between dry-dockings.

NY!Jotun_HPS_A5_210x148_Utfallende_August 2015_Layout 1 18.08.15 16:50 Side 1

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RETURN OF INVESTMENT – GUARANTEED

Jotun’s Hull Performance Solutions will deliver a 13,5% improvement in propulsion efficiency as compared to market average. We either deliver guaranteed high performance or we pay back the additional investment. www.saxmedia.no

Invest in knowledge: jotun.com/hps | Contact: hps@jotun.com

POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

CLASS SOCIETY AND ENGINE MANUFACTURERS

PUSH BIG DATA TO THE MAX

In recent years, the use of data to monitor onboard machinery condition has seen significant growth, with the aim to ensure the safety of operations whilst reducing the lifecycle cost of onboard machinery. However, having the capability to analyse available data has presented the industry with a new challenge.

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In order to respond to the growing need for sensor data analysis in real-time, ClassNK joined forces with subsidiary ClassNK Consulting Service Co. Ltd. and world-leading engine manufacturers to develop a superior solution for the industry and support its advancement.

The result was ClassNK CMAXS, an advanced condition-based monitoring system for all engines and machinery in the engine room that offers stakeholders access to cloud-based fleet maintenance data anywhere, anytime.

The project began in April 2012 when ClassNK, JMU (formerly IHI Marine United), and IBM Japan carried out joint research to investigate methods for the early detection of machinery abnormalities and make it available through cloud computing. The technology of the system that was created was then verified on existing ships equipped with Diesel United’s Lifecycle Administrator (LC-A) total support system. In August 2014, ClassNK and Daihatsu Diesel Mfg. Co., Ltd. announced that they would embark on a research project to test the extensibility of ClassNK CMAXS for auxiliary diesel engines manufactured

by Daihatsu Diesel Mfg. Co. Ltd. and in February 2015, Makita joined the collaboration project with the MitsuiMakita B&W main engine.

The process is simple. Real-time

condition data is collected from various kinds of sensors such as the flow, pressure, and temperature sensors that are already installed on all engines and machinery in the engine room. The data is then analysed using ANACONDA (Anomaly Analyzer for Correlation Data) software by IBM and expert analysis methods by manufacturers which translate the data into valuable recommendations accessible by stakeholders shore side and at sea via cloud computing.

CMAXS detects potential damage early, minimising downtime and reducing major repairs. Machinery maintenance and replacement intervals are carefully calculated, helping users to realise a notable reduction in total lifecycle costs.

ClassNK CMAXS is an example of how new software can overcome inefficiencies in operations and maintenance management, therefore increasing the efficiency of the entire ship. The system could make it possible to simplify surveys by enabling ClassNK to monitor the condition of the engines and machinery in engine rooms remotely and dispatch surveyors only when necessary.

ClassNK is committed to using its extensive knowledge obtained through years of surveying to make machinery inspections more efficient. Its aim is to enhance the functionality of ClassNK CMAXS to develop an even more advanced and reliable monitoring system capable of assessing a wide range of engine room machinery.

The amount of data that has become available from ships in operation suggests that, in the near future, the industry will go far beyond the concept of the ‘smart ship’ and enter an era where ship owners, operators, and management companies all contribute to the enhanced

performance of every ship in their fleets.

Data capture and transmission are still very fragmented with similar data being sent to several vendors and analysis being carried out almost entirely on a ship-by-ship basis. However, thanks to data loggers, sensors, and other new technologies, a wealth of data on ship performance is now available continuously in digital form, and the maritime industry is at the start of a revolution of data-based ship management.

“ClassNK sees its role as providing an infrastructure for the industry and creating the necessary solutions to revolutionise condition-based monitoring (CBM).”

They will do this by integrating CMAXS with the ClassNK Data Center that the leading classification society has planned.

The ClassNK Data Center will centralise the data collected from CMAXS in secure onshore centers, with access tightly controlled and big data analysis available only to service providers and end users with the required permission.

Instead of monitoring the condition of just one ship, the Data Center could enable ship operators to monitor every ship in an alliance’s fleet. Similarly, an engine manufacturer could monitor the performance of every one of its engines around the world. This kind of data analysis would enable makers to develop improved products and provide more sophisticated maintenance services. That is the future the industry is rapidly approaching.

RUSH HOUR EVERY HOUR The tugboat Xia Gang Tuo 21 operates in the Port of Xiamen, China, where everything is bigger – and the traffic just doesn’t stop. Li Jianyang is the ship’s Captain. He says tugs here commonly take on 170 to 180 tasks per month, usually with only 10 minutes’ warning to get in position. With that kind of action, you don’t even think about stopping to catch your breath.

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POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

THE ZERO EMISSION PORT CALL CONCEPT

By Fiona Macdonald, Fathom Maritime Intelligence

Fifteen years after ABB developed and pioneered the world’s first shore-powered project, their attention has turned to developing a zero emission, battery-powered operational concept.

A simple evaluation of technologies made ABB realise that all the technologies required to create a ‘different’ kind of port actually existed, inspiring ABB to combine these technologies to come up with a zero emissions solution.

Ship Efficiency: The Insight caught up with Eero Lehtovaara, head of ABB Marine’s Design House, at Nor-Shipping to discuss the notion behind ABB’s Zero Emissions Port Call concept.

DRIVEN BY LITHIUM, SHOREPOWERED BY RENEWABLES

The Zero Emissions Port Call concept requires ships to switch to using lithiumion batteries when entering ports and once they are docked, utilising renewabledominated energy sources, such as offshore wind energy, through using a shore power connection. The batteries are able to recharge themselves while the ship is sailing using standard bunker fuel.

A cruise ship, for instance, at berth for a 10 hour stay burns approximately 20 metric tonnes of fuel, producing 60 metric tonnes of CO2. By using a zero emission concept, these emissions will instantly be eliminated. Innovative technologies such as hybrid electrical energy, battery operation and ship-to-shore power, which save fuel, reduce emissions and

additionally provide quieter docking periods, are being taken up throughout the industry at an unprecedented rate.

PUTTING THEORY INTO PRACTICE

Ships that dominantly operate in harbour areas are the most likely candidates to switch to the Zero Emissions Port Call concept.

Tugs, for example, can utilise battery power for much of their operational time as they operate mainly within ports and at very low loads. Mr Lehtovaara explained, “When the tug is not in operation it can be connected to shore power to recharge itself. This shore power could be directly from wind or solar power and if a larger infrastructure is available there is potential to utilise power from other battery sources.”

In theory, however, this concept can be applied to any kind of ship. “Ideally, large container ships with diesel electric propulsion would fill two or three of their container spaces with batteries which would be connected to the ship’s energy supply,” explained Mr Lehtovaara.

With these batteries in place, the ship could switch its energy supply to battery operation approximately 10 – 20 miles from port.

Mr Lehtovaara acknowledged that there has been some hesitation in the industry regarding the time and availability of infrastructure for battery charging. Battery charging itself will take from one to four times the length it did to discharge. For this reason, ships sailing for example from the United States to Europe could make use of battery power when entering port. This type of voyage will require batteries at both ends for a short period of time, according to ABB.

If the ship is sailing for 10 days in-between, sufficient time is available to charge the batteries in-port.

Additionally, port infrastructure with charging capabilities is a large determining factor for battery installation. In Germany, for instance, where coldplants are located near port, the infrastructure to charge batteries is readily available, reducing ship operators’ concerns regarding charging possibilities.

A POLLUTION SOLUTION?

Despite ABB’s optimistic outlook on battery power, current market progression is hindered due to political and economic constraints.

Mr Lehtovaara explained that it is more likely for hybrid power and electrical propulsion, “which is the fastest growing area” at around “12-13% per year” to develop further initially before the zero emission battery concept is fully utilised in the shipping industry.

Although the transfer of battery-powered ships from theory into practice faces some challenges, the adoption of a zero emission’ concept provides a compelling business case and one which is likely to grow as the prospect of reduced fuel consumption and emissions reduction drives the industry towards cleaner, less-emitting operations.

As for the future of battery-powered ships, uptake will largely depend on the return on investment. Mr Lehtovaara explained that ABB strive to make sure it makes economic sense for both the operators and the environment. He stated, “That’s the basis of all the evaluation we do. Does it make sense for the customer?” Battery propulsion has to offer the same, if not a better, return on investment and other advantages in order for the shipping industry to consider it a viable option.

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POWER & PROPULSION

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

ROLLS-ROYCE UNVEIL NEW

AZIMUTH THRUSTER

Powered by permanent magnet (PM) technology, the new azimuth thruster is Rolls-Royce’s latest development in PM technology, adding to a portfolio that already includes tunnel thrusters and a newly developed winch.

Each PM azimuth thruster comprises three main assemblies: the PM motor/propeller/ nozzle underwater unit, the hull mounting system which includes the azimuth bearing and duplicate frequency controlled electric steering gear and the inboard power unit which feeds electric power to the thruster.

The PM motor, meanwhile, consists of two main parts: a stator that carries a number of electrical coil windings, and a rotor fitted with a number of strong permanent magnets.

A rotating magnetic field is created by

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the stator which interacts with the fields of the permanent magnets on the rotor. This generates force to drag the rotor around, providing the mechanical power.

According to Rolls-Royce, the new thruster offers more than improved fuel economy, with added benefits including reduced noise and vibration, more power through a propeller of the same diameter and scope to remove and maintain PM thrusters without the need for dry-docking.

A sea trials programme aboard Norwegian University of Science and Technology’s (NTNU) research ship RV Gunnerus saw a pair of thrusters demonstrate efficiency savings of 7-13%, depending on ship speed, and in comparison to

azimuth thrusters powered by a conventional diesel-electric system.

Rolls-Royce have said that these sea trials results have exceeded expectations in terms of efficiency. Although sea trials are set to continue, Rolls Royce also stated that “the initial findings have significant implications for future ship sustainability in both the marine and offshore sectors, as PM thrusters become a valuable supplement to traditional thruster technology.”

MONITORING, REPORTING AND POLICING EMISSIONS COMPLIANCE IS THE BUNKER DELIVERY NOTE FIT FOR PURPOSE?

By Chris Daw, Business Development Manager, Parker Kittiwake Procal

Emissions reduction has become part of the ‘modus operandi’ for today’s international shipping industry.

Largely driven by increasing layers of environmental legislation that demand the reporting of various parameters, the reduction of SO2, CO2 and NOx emissions will continue to challenge growing numbers of industry stakeholders the world over. However key to ensuring the prevention of a potentially serious market distortion is the agreement of clear and uniform policing, monitoring and reporting methods.

Bunker delivery notes (BDNs) are currently the primary instrument for ships to verify compliance with sulphur limits. As the global shipping industry invests billions of dollars to ensure compliance, the arguments for continuous emissions monitoring systems (CEMS) as the most effective and reliable emissions reporting tool must be more closely examined.

Reason One: BDNs Can Easily Be Tampered With

MARPOL Annex VI dictates a sulphur limit of 0.10% within Emission Control Areas (ECAs). The principal method of inspection will only involve looking at the BDN, with

further sampling/analysis of fuel taking place when examination of the BDN suggests clear grounds to suspect non-compliance, or when there is a previous history of non-compliance with MARPOL Annex VI. However Niels Bjørn Mortensen, Director, Regulatory Affairs, Maersk Maritime Technology has been widely quoted as stating that, as it has no standard format, it is a document that is extremely easy to falsify. Unscrupulous ship owners can make it look like the ship has more compliant fuel onboard than it actually has.

Reason Two: BDN Inspections Make Life Harder For Port State Control And Ship owners

The European Union has recently set down rules for the inspection and sampling of ships’ fuels. It calls for Member States to carry out inspections of ships’ log books and BDNs on at least 10% of the total number of individual ships calling in the relevant Member State per year.

Also, from January 1, 2016, it requires Member States to carry out sulphur tests on the marine fuel being used on-board on a certain percentage of ships calling at their ports.

As the Commission’s implementing decision allows for the use of “remote sensing and other available technologies” to target individual ships for fuel compliance

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verification, voluntary electronic exchange of sulphur inspection and sampling data would reduce the burden on both law abiding ship owners and PSC alike.

ReasonThree: CEMSTechnology Is Readily Available As ATotal Solution

Organisations such as the Clean Shipping Coalition (CSC) agree that BDNs leave too much room for uncertainty. In its submission to the IMO last year, the CSC suggested that the most practical solution would be to require the ship to maintain a continuous record of emissions during the entire journey.

CEMS have the ability to monitor gases from the combustion of residual and distillate fuels such as SO2, CO2 and NOx. By transmitting this information ashore combined with identity, position and port calls obtained from the AIS (Automatic Identification System), PSC can easily confirm compliance in port, in ECAs and in international waters.

By adding a flow device to the exhaust and sending the signal to the CEMS, the emissions in mass units - for example kg/h can be displayed and logged, enabling fuel burn to be monitored as required by the European Union’s (EU) monitoring, reporting and verification (MRV) regulation. CEMS therefore provides a viable method of measuring the overall ship performance against different regulations with a single instrument.

SHIP DESIGN

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Ship Design

NEWS IN BRIEF CLASSNK RELEASES NEW PRIMESHIP-HULL SOFTWARE ClassNK has released a new version of PrimeShip-HULL (HCSR) in response to the new International Association of Classification Societies (IACS) Common Structural Rules for Bulk Carriers and Oil Tankers (CSR BC & OT).

PrimeShip-HULL (HCSR) version 2.5.0 was developed in response to requests from ship designers to incorporate a built-in strong design support function which complies with CSR BC & OT. The CSR BC & OT harmonises requirements found in both existing Common Structural Rules for bulk carriers and double hull oil tankers and applies to bulk carriers over 90m in length and double hull oil tankers over 150m in length contracted for construction on or after 1 July 2015. It was adopted by the IACS Council in December 2013 and partially amended in 2014.

While ClassNK already released software in February to respond to the new rules, the new version features even stronger functionality. It offers increased data connections with commercial CAD software for the prescriptive rule calculation software and is able to link all members’ data within the cargo areas of bulk carriers and product tankers with NAPA Steel, a 3D ship design system which reduces the design work time required for each model.

RO-PAX DESIGN HOSTS UNIQUE CLEAN TECH COMBO Deltamarin have launched a new Ro-Pax ship design that incorporates a combination of clean technologies, many of which are not yet used on any other Ro-Pax ship.

The “DeltaChallenger” design has six Norsepower rotor sails that give approximately 10% of the total propulsion power (1.3 MW). Fuel economy and manoeuvrability are gained through the combination of dual-fuel electric machinery, four power plants (2 x 6 MW and 2 x 3 MW) and the latest ABB Azipod D pod propulsion system, launched earlier this year.

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EVERGREEN BOW MODIFICATIONS DRIVE EFFICIENCY PROGRAMME Evergreen Group is to refit 15 of its L-type container ships with new energy-saving bows.

This decision was taken after a bow design modification introduced by ship builder CSBC to ships delivered this year led to fuel efficiencies and reduced costs.

The 15 container ships will be retrofitted with the new bows by the end of the year.

The new bow design is part of Evergreen’s effort to reduce environmental impact

both on and off its ships. The first ship in the fleet to be retrofitted is the Ever Lovely, an 8,508 TEU ship.

In April 2015, it was revealed that Evergreen had installed ClassNK-NAPA GREEN eco-efficiency optimisation software on chartered ships to reduce fuel consumption by 4-6%. Evergreen has also introduced eco-trucks to its Finnish agent Greencarrier Liner Agency which cut greenhouse gas emissions by 40%.

LNG CARRIER SHIPYARD OFFERS SPECIALISED PERFORMANCE MONITORING SOLUTION South Korean shipbuilder, Daewoo Shipbuilding & Marine Engineering (DSME) and NAPA, provider of maritime software, services and data analysis now offer a tailored NAPA-DSME Power solution for LNG carriers built by DSME. LNG carriers have a unique operational profile, complicated by the ability to use boil-off from the cargo as fuel. That is why the new NAPA-DSME Power tool can not only be used to optimise trim, route, speed profile, and engine configuration for any

given voyage, but also has a specialised LNG tool for the measurement of boil-off and its use as fuel. This data is made accessible to officers onboard as well as teams ashore to aid decisions and enable efficiency optimisation in real-time. In addition, it includes a complete office platform, which provides a quick overview of fleet efficiency, including tools for detailed analysis of hull and engine performance, and monitoring achievement of the Ship Energy Efficiency Management Plan (SEEMP).

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FINCANTIERI ANNOUNCES PARTNERSHIP FOR FUTURE SHIP CONCEPTS Fincantieri Marine Group LLC, the U.S. subsidiary of Italy’s shipbuilding giant Fincantieri, and Gibbs & Cox, Inc., an independent naval engineering and design firm based in North America, have announced a joint research and development initiative that will focus on future ship and vessel concepts.

The initiative will investigate means of developing innovative ship concepts with improved affordability and production efficiency features.

SHIP DESIGN

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

LNGREEN PROJECT YIELDS NEXT-GENERATION SHIP CONCEPT

A ship design project that brought together industry heavyweights including DNV GL, GTT, Hyundai Heavy Industries (HHI) and ship owner GasLog to develop tomorrow’s LNG carrier using the latest technology within the bounds of existing shipbuilding methods, has come to an end with a unique ship concept as the result.

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The LNGreen joint industry project has developed a state-of-the-art next-generation LNG carrier that has a significantly improved environmental footprint, a higher level of energy efficiency, as well as an improved boil-off rate and cargo capacity, making it much better suited to future trading patterns than existing ships.

Martin Davies, the Project Manager at DNV GL stated that “using enabling computer tools we managed to develop a vessel which is approximately 8% more energy efficient and has increased its cargo volume capacity by 5%. The design is future compliant with new IGC code, Panama requirements as well as significant advances in a range of features, including the speedrange flexibility, hull form and boil-off rate”.

The LNGreen project investigated the improvement of efficiency and performance of LNG carriers by considering actual operational conditions and optimisation in terms of hydrodynamics, machinery and system configuration. These developments were based on DNV GL’s integrated systems engineering approach COSSMOS, stateof-the-art computational fluid dynamics calculations (CFD), and a containment

system design, tailored to a specific operational profile and anticipated trades.

The total efficiency was assessed using an integrated systems approach. For example, LNG carrier machinery systems are highly complex featuring tightly integrated sub-systems and components.

The primary fuel, i.e. boil-off gas, has variable properties depending on LNG cargo type and in-voyage boil-off rate conditions.

In addition, the ships usually operate on a number of trading routes. Their operating profiles vary in terms of speed, propulsion, electrical and heat demand.

The above features require a rigorous model-based approach, using DNV GL COSSMOS, to assess the integrated machinery system under realistic operating conditions as experienced by GasLog. HHI and DNV GL carried out the hydrodynamic performance evaluation by comparing CFD simulations. Different CFD codes were applied for the comparison of resistance and self-propulsion performance but different scale effects were also considered. In addition, added resistance caused by wind and waves was investigated in order to ensure that the required power is sufficient for operation

in the targeted environmental conditions.

Cargo containment optimisation was investigated by GTT and HHI. The tank shape, necessary reinforcements and boil off rate calculations, were examined to develop alternative cargo tank designs that could yield additional cargo capacity.

With a starting design point of 174,000m3 cargo capacity, cargo tank optimisation

by GTT and HHI allowed for a cargo capacity increase to 182,800m3, while maintaining the same main dimensions (length overall, breadth, draft) and taking into consideration newly introduced regulations and compatibility restrictions.

Nikolaos Kakalis, Manager of DNV GL Research & Development in Greece and responsible for COSSMOS development commented that “fusing unique competencies of key experts from across the industry, like HHI, GTT, and GasLog, with advanced tools like the COSSMOS machinery systems simulation and optimisation computer platform as well as state-of-the-art hull optimisation software, we bring innovation in practice that can generate tangible added value.

As LNGreen utilises existing technology it is important to stress that this concept design could be ordered today”.

BALLAST FREE

FUEL EFFICIENT BOXSHIP DESIGN UNVEILED Ship design group Deltamarin’s new container ship designs are reportedly the ‘best-in-class’ design in terms of cargo capacity, flexibility and fuel economy. The first state-ofthe-art container ship of its series, the A.Delta2300, has recently been introduced by the company.

Extensive effort has been focused on the A.Delta2300 hull form development to ensure low resistance combined with high propulsion efficiency. This included dozens of

CFD calculations and three series of model tests at the Hamburg Ship Model Basin (HSVA). As a result, the ship requires only low power at the design speed compared to present reference designs.

Together with the ballast-free approach, this results in an increased utilisation rate of about 73% (1,700 TEU) of nominal container intake in the homogeneous loading condition at scantling draught carrying a 14t TEU container, the Finnish designer says.

The daily main engine fuel oil consumption is decreased to 42 t/day at a 19-knot service speed resulting in superior fuel efficiency of

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0.033 t/TEU/day. A strikingly low deadweight per TEU ratio of less than 16 DWT/14t TEU is thus achieved, which is commonly gained only in larger container ships. This efficiency decreases the EEDI (Energy Efficiency Design Index) value to approximately 37% below the IMO reference line complying with Phase 3, which enters into force in 2025.

Optional features of the A.Delta2300 include LNG readiness, a flexible number of reefer plugs, shaft generator PTO/PTI, scrubber/SCR implementation and gearless design as well as several ice classes.

SHIP DESIGN

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

MAKING BULBOUS BOW OPTIMISATIONS FUTURE-PROOF

Many ship owners and operators are turning to bulbous bow retrofits to increase their ships’ energy efficiency.

DNV GL has developed a new tool as part of the ECO Retrofit service to support the industry in tailoring retrofit projects to the future needs of their fleet. While the service identifies new bow shapes based on computational fluid dynamics (CFD) calculations, the new tool explores the effect of alternative operational options.

Overall, this approach can help customers save 5-10% on their annual fuel bill.

The biggest issue in many retrofit projects is the definition of the individual operational profile. In the past two years the ECO Retrofit service has already helped to upgrade some 200 vessels.

Aside from analysing their fleet’s past performance, ship owners and operators frequently have questions concerning the future, such as: What if I operate at other

conditions some day? Can we change the operational profile again? “Even though our new ECO Retrofit tool cannot change the volatility of the market, it quantifies performance for a bandwidth of scenarios from worst-case to best-case scenarios, supporting more informed business decisions,” says Carsten Hahn, Senior Project Engineer ECO Lines at DNV GL – Maritime.

DNV GL’s new ECO Retrofit service creates 5,000 to 10,000 ship-specific bow designs and assesses them for a broad range of operational conditions using CFD. An interactive excel-based tool allows easy and immediate exploration of “whatif” scenarios for changing operational conditions. The input is drawn from the target operational profile and is typically displayed in a matrix of four speeds and three drafts.

Optional constraints, such as reaching design speed at 85% engine power, are also considered before the best bow shape for the operational profile is

chosen. The tool can then assess the performance of this bow for alternative operational profiles. It displays estimated savings (in US$ per year and amount of power in percent) and payback time of the best bulbous bow option for all specified operational profiles.

The payback time calculation takes aspects like fleet size, conversion costs and fuel price into account. Should customers want to change any elements of the analysis, the tool simply recalibrates the new input to create more what-ifscenarios and to ensure that the final design is future-proof.

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SHIP DESIGN

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

CONSTRUCTION OF LNG-POWERED FERRY BEGINS

The production of Tallink’s new generation liquefied natural gas (LNG)-powered ferry has started at the Meyer Turku shipyard.

The ferry will operate on the TallinnHelsinki route, using LNG to ensure compliance within the Baltic Sea Emission Control Area (ECA). The ferry makes use of an innovative hull form that minimises hydrodynamic flow resistance to improve energy efficiency. Tallink Grupp expect the environmental performance and innovative solutions incorporated into the ship will serve as benchmarks for the market.

It was reported earlier this year that the ferry will feature a LNG fuel system designed by Cryo AB, a subsidiary of The Linde Group. The LNG Fuel system consists of two 300m³ horizontal vacuum insulated C-type tanks with associated gas handling and control systems, including Cryo’s new high-power LNG vapourisers.

ABB will supply the complete electric

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power plant, electrical propulsion systems and energy management solution for the ferry. Wärtsilä technology will power the ferry with three 12-cylinder 50DF and two 6-cylinder 50DF main engines, in addition to two fixed-pitch propellers and propeller shaft lines.

The design of the 49,000 gross tonnage (GT) ferry enables it to reach speeds of up to 27 knots and will allow for efficient and fast turnaround in ports.

In June this year, Tallink signed a €184 million loan agreement with Nordea Bank Finland Plc to finance the construction of the ship which is thought to cost approximately €230 million.

Jan Meyer, CEO

of Meyer Turku Oy commented: “With the new Tallink fast ferry we are taking the next step in the technical development of the LNG ferries – all tailored to the specific needs of our customer. For the Turku yard, this order boosts our production volume in 2016 by 30% above the 2015 level.”

The ship will be delivered from Meyer Turku in the beginning of 2017.

BUILDING EFFICIENT SHIPS FOR BIG FUEL SAVINGS

Cammell Laird shipyard has secured a multi-million pound new-build ferry contract with the Northern Ireland Executive, beating attracted interest from multiple shipyards across Europe.

This contract comes during a busy time for Cammel Laird, with the company reporting in May that they had docked nearly as many ferries in the first four months of 2015 as in the whole of 2014.

The marine and specialist engineering company will construct a new car and passenger ferry to replace the existing MV Strangford operating between Strangford and Portaferry in County Down, Northern Ireland. The new ferry is due to be delivered

by August 2016.

“On the Strangford Ferry project we have maximised the efficiency of the vessel by investing time into understanding the vessel’s operational profile and the operator’s requirements. Big fuel savings will be achieved on the new ferry through careful matching of the engines and control systems and through an integrated control system which will vary the blade pitch and engine speed to optimum levels. The vessel’s domestic systems will be run

through a waste heat recovery system and we are currently investigating hull coatings to match the operational and maintenance profiles of the ship. We have also rearranged the hydraulic powerpacks and generator arrangements to significantly further reduce fuel consumption. Understanding and researching the customer has driven these design changes and will result in considerable and tangible savings in fuel consumption and reduced maintenance,” said John Barnard, Project Manager, Cammell Laird Shiprepairers & Shipbuilders Limited.

Meanwhile Cammell Laird Technical Services recently completed a design for the conversion of a number of EuroShip Services Ltd managed vessels to be able to run on both Heavy Fuel Oils (HFO) and Marine Gas Oil (MGO).

Cammell Laird technical manager Paul Ashcroft said this offered ‘big benefits’ to ship owners allowing them to reduce fuel costs when sailing in non-Environmental Control Areas (ECA) and to run on low sulphur MGO to comply with ECA emission regulations. “We worked closely with EuroShip and the ships’ crews, reviewing the existing fuel oil bunkering, storage,

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transfer, supply and purification systems before designing bespoke modifications,” he said. “This now enables crews to manage their bunker fuel and alternate between the two fuel types seamlessly, with no loss of power. Throughout the design process Cammell Laird sought to produce bespoke designs for each ship. This enabled us to undertake the prefabrication of system pipework and steelwork before each ship’s arrival. When the ships then arrive here we were able to make the modifications quickly and efficiently reducing disruption and keeping costs down.”

Mr Ashcroft said Cammell Laird is targeting ship operators to help them meet new environmental laws in the next few years. “We will work closely with ship managers, owners and operators to provide engineering solutions to the challenges being faced over the coming years with new environmental legislation coming into force,” he said. “There is not one simple solution to suit all vessels. Much depends on the type of ship, the geographical trading area, its age and operating profile. But at Cammell Laird we have the practical experience and expertise to provide design solutions that can be seamlessly introduced into a vessel.”

SHIP DESIGN

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

TAKING THE INTERNET OF THINGS TO THE HIGH SEAS

One of the world’s largest ship builders, Korea-based Hyundai Heavy Industries (HHI) is developing ‘smart connected ships’ that can communicate with other ships and ports and offer predictive maintenance.The aim is to enable better management of fleets and facilitate potential operational savings through the application of digital technologies.

The connected smart ship will be developed using a combination of HHI’s ship building and manufacturing expertise and Accenture’s digital and shipping industry experience.

According to Accenture, “businesses can gain a competitive advantage by embracing the connectivity wave underpinning the Internet of Things and integrating digital services into their products to keep pace with the next wave of innovation.”

Moon-kyoon Yoon, chief operating officer of HHI’s Shipbuilding Division stated that, “through this collaboration with Accenture, our ambition is to lead innovation in ship operations, shipping and the port logistics sector.”

HHI’s on-ship platform will be used with the Accenture Connected Platforms as a Service (CPaaS) and the resulting hybrid platform will apply various digital technologies to provide operators with potential cost savings.

Using a network of sensors built into new ships, or retrofitted to existing ships, ship owners will be able to capture a range of ship voyage information including location, weather, and ocean current data, as well as data about onboard equipment and cargo status. By applying real-time analytics to new and historical fleet data and using data visualisation technology to present the insights, ship owners will be able to monitor their ships’ status and condition in real-time

to make data-driven decisions that support more efficient operations.

HHI hopes to visualise this information so that captains and manufacturers will receive real-time alerts and warnings, predictive maintenance and more efficient scheduling on the seas.

“Our collaboration with Hyundai Heavy Industries utilises our digital technology and deep industry experience to enable a traditional ‘products’ company to adapt its business model, taking advantage of digital technologies like analytics. Hyundai Heavy Industries’ willingness to create value for its customers through adopting elements of the Internet of Things is a great step on its digital transformation journey,” commented the senior managing director of Accenture Eric Schaeffer.

The collaboration is part of HHI’s plans to expand its business, moving from manufacturing to services. It currently has about 15% share of the shipbuilding market.

UNIQUE SHIP WIDENING PROCEDURE IMPROVES EEDI & PROFITABILITY

A Reederei NSB container ship, the MSC Geneva, recently reentered service after being widened during an innovative, first-of-a-kind procedure at the Chinese shipyard Huarun Dadong (HRDD).

As a result, the width of the MSC Geneva increased from 32.2 to 40 metres and its carrying capacity increased by 1,280 slots to 6,152 TEU. The ship’s deadweight consequently increased from 63,638 tonnes to 82,000 tonnes.

Reederei NSB is the first company in the world to develop the concept of widening a container ship rather than lengthening it.

What started initially as an internal project to increase the market value of its ships and keep them in active duty for a longer period of time, has now become a service that Reederei NSB will reportedly also offer to external customers.

The concept of widening a container ship has three main advantages; capacity increase, higher ship stability and lower speeds due to large displacement with an unchanged engine plant.

Widening the ship increases the container capacity by around 30% and can add between two and four additional container rows, depending on the type of

ship. Furthermore the energy efficiency of a ship increases and according to Reederei NSB, the resulting IMO Energy Efficiency Design Index will equal that of a newbuild.

Thus, CO2 emissions per tonne mile for the widened ship significantly decline.

During the process, the bulbous bow – which has to be replaced by a new one – is optimised for reducing the wave resistance with the aid of computational fluid dynamics methods for speeds below 20kn. The ship is cut in the hold area at amidships, where the load is low at right angles to the cut and the steel is therefore comparatively thin. The necessary cuts at right angles to the ship are made at the engine room front bulkhead and at the collision bulkhead. The front part

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of the ship is lengthened by a hold so that the form remains. After the separation of the fore and aft ship, the hold is cut lengthways and pulled apart on a heavy load system.

Then the resulting empty space is filled up with rectangular sections.

The ship widening project is expected to reap dividends for Reederei NSB by enhancing its competitiveness in the container freight market. The company is convinced that ship widening can offer an attractive alternative to investors and charterers due to the fact the widened ships are more energy efficient than present-day Post-panamax ships and are priced at a lower charter rate than modern eco-ships due to their comparatively lower overall costs.

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INDUSTRY EVENT REVIEW

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

EVENT REVIEW: Smart Operations: Tokyo 2015

Maritime satellite communications services provider Inmarsat recently hosted a ‘Smart Operations’ seminar in Tokyo.

The seminar, chaired by the honourable Yasushi Nakamura, Executive Vice President ClassNK, beheld much discussion around the future of satellite communications and the application of big data and cyber security in the maritime industry. Delegates also heard of new capabilities available to the industry and also, conversely, the issues preventing the widespread adoption of existing, new and emerging technologies and capabilities to increase operational efficiency.

A Welcome from ClassNK

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The Smart Operations: Tokyo seminar was officially opened by the seminar’s chairman, Yasushi Nakamura, Executive Vice President, ClassNK, who informed delegates that the aim of this seminar was to understand the industry’s current situation and what its future might hold, especially the future of big data and its application - stating that “ClassNK expects more awareness and more engagement from the industry for the best use of big data.”

Nakamura’s key messages to delegates were concerned with the collection and the storage of data in the cloud and data centres. He also expressed the benefits of ship performance transparency thanks to the application of data through software systems.

Following his welcome to all, Nakamura proceeded to enlighten delegates that this Japanese classification society’s role is evolving with the evolution of the industry and the volumes of electronic information being generated onboard ships.

Nakamura explored the role of the classification society in the big data future, questioning whether ClassNK’s role will change in the future and examining the possibility that the classification society would not have to carry out so many inspections if software systems are constantly streaming live data.

Enabling Smart Operations

Conference host Inmarsat led the presentations with Gerbrand Schalkwijk, Chief Sales Officer, Inmarsat Maritime, informing delegates about the current use of satellite communications by the maritime industry, how demand is increasing and that Inmarsat is redefining maritime satellite services as an added value, not a cost.

Communication demands are going up according to Schalkwijk, and he explained that satellite communication is the essential enabler for meeting this growing demand for connectivity at sea, with Inmarsat introducing its next generation high-speed broadband network, Global Xpress, this year. In line with Nakamura’s message, Schalkwijk also described how the role of technology is evolving and how technology is becoming a key enabler for applications and for much more information being produced by ships. With satcoms representing just 0.3% of a typical vessel’s running costs, against 46% for fuel, Schalkwijk clarified why increasing numbers of shipping operators are investing in broadband satellite services to have better control of vessel efficiency and drive down costs. Schalkwijk explained that reliable satcoms can help save 10% on vessel expenses Event Series Partner

Hosted by

Event Partners

through reducing fuel costs and emissions; optimising mechanical performance; reducing repair costs; reducing port charges; and improving crew morale.

“The landscape of shipping is changing to smart shipping with real time data and automated data gathering,” he stated.

Following Inmarsat Maritime’s welcoming keynote presentation, Alison Jarabo, Managing Director, Fathom, examined what the terms ‘Smart Operator’ and ‘Smart Operations’ represent.

She stated that for strategic smart operators, the greatest opportunity comes from what they do with the power that the network provides. Strategic smart operators must future proof their operations.

The Smart Operators

Insight into the challenges and successes of embracing big data was provided by Bernhard Schulte Shipmanagement HK and NYK Line.

Firoze Mirza, Managing Director, Bernhard Schulte Shipmanagement HK highlighted that the primary challenges that they faced were data transfer speeds, costs and the seamless integration of the systems.

According to Mirza, one of the key challenges his company has faced is the usability of the systems and also the ability to have a bespoke system. He prescribed that any systems must be user friendly and built so that they are individually customisable.

According to Mirza, “the system should adapt to the company’s needs – the company should not have to adapt to the system.”

Hideyuki Ando, Senior Manager - Maritime Technology Division, Monohakobi Technology Institute gave NYK Line’s perspective and described the experience of the NYK fleet, as an owner but primarily a ship operator, and his message was that reliability of systems and data collections platforms is essential.

Ando confirmed that big data has a big potential to improve operational efficiency in shipping and that, for NYK Line, embracing big data has yielded many financial savings due to performance management activities.

According to Ando, “NYK Line’s IBIS project introduced many innovative approaches to performance management and yielded $40 million in 2013.”

Both these ship operators have developed their own systems to collect and analyse big data, which led the seminar Chairman to question whether each company would sell the system externally. The answer from NYK Line was that their system is, at this time, solely for internal use. Bernhard Schulte Shipmanagement HK gave a different Event Sponsor

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INDUSTRY EVENT REVIEW

SHIP EFFICIENCY: THE INSIGHT

answer, responding that they would sell the system externally. Will the future see more software systems being developed by the ship operators that are then retailed to the market to compete with the systems that software houses produce?

The Enabler

Jan Erik Hårvei, CEO, Tero Marine described the role of the software provider as an enabler. Hårvei told delegates that their TM Master solution was developed under the company’s strong philosophy of “Usability Is Key”. He stressed that a user-friendly interface is essential.

Hårvei urged delegates to think over how software and analytics are driving down costs every day and how being able to plan ahead will save vast amounts of money over the next few years.

The chairman asked Hårvei what his thoughts were about ship owners and operators developing software systems internally rather than sourcing externally. Hårvei responded by pointing out that it is true that a lot of shipping companies are developing their own software, which is a good strategy for big companies.

However, it is the smaller companies that must be careful due to the demands of maintaining and updating the data platforms.

Hårvei recommended to all – if you are small, don’t do it!

A Question Of Cyber Security

Naoko Murasaki, Associate Managing Director, Kroll Tokyo tackled the issue of cyber-crime in the maritime industry and her message was fierce - the risk is higher in the maritime industry and the maritime industry is not prepared with counter measures.

Murasaki described the different types of cyber-attacks that could happen in the maritime industry, highlighting the vulnerability of the industry.

But what should the industry do? According to Murasaki, all companies must ensure that they implement countermeasures.

Also her message was clear that the vulnerability of the company must be well understood to combat cyber-attacks.

Big Ships, Big Data, Big Headaches?

Carl Novello, Vice President Product Management, Intellian Technologies educated delegates with sobering statistics about

ISSUE 07. 2015

big data and engagingly provoked thought in delegates about the meaning of big data and its usability.

Novello stated the fact that just because you have collected millions of data points, does not mean it becomes usable. “The more information that becomes actionable, the greater we are able to innovate”, claimed Novello.

Novello also reinforced the issues raised by other speakers at the Smart Operations: Tokyo seminar, that in order to have efficient processes, those processes and the systems to streamline operations must be designed for the person operating them onboard.

Following Novello’s presentation Koji Kanda, Manager, Japan Radio Company gave delegates great technical insight into the JRC Inmarsat Global Xpress Maritime Satellite Terminal. Kanda also educated delegates on the history of satellite communications in the maritime industry leading up to the launch of the 5th generation satellites.

Challenges, Opportunities and Connected Collaboration

The Smart Operations: Tokyo seminar acted as a global knowledge hub, bringing together worldwide experts to discuss the challenges that accompany the opportunity of the maritime industry stepping into ultimate connectivity. Delegates and speakers explored and discussed how the smart operator can overcome these whilst protecting current operations from risk.

Another key point that was raised on various occasions during the seminar was the development of software systems by the ship operators themselves, based upon the challenges that they face and the solutions that they create to move forward and innovate.

Cyber security was also high on the agenda for the day, with many discussions within the seminar and during the networking break focussed upon the security of ships and the risk of hacking and manipulation.

The overall message from this seminar was that the maritime industry must understand and embrace the opportunities that satellite connectivity and technologies bring to make the industry’s enterprises as efficient, streamlined and convenient as possible.

Inmarsat will be hosting the final Smart Operations Seminar for 2015 in Copenhagen on October 6, 2015.

For more information visit: www.fathomshippingevents.com www.fathommaritimeintelligence.com

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BUNKER INSIGHT

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

WHAT WILL MARINE

FUEL PRICES BE OVER THE NEXT 5 YEARS?

By Martyn Lasek, Managing Director, Ship & Bunker

Whether or not a particular ship efficiency technology makes commercial sense to a ship owner is heavily dependant on the price of marine fuel (bunkers). As the savings for each individual technology are usually realised in percentage terms, when bunker prices are high the overall savings in dollar terms are greater than when bunker prices are low, and the return on investment (ROI) period changes accordingly.

So in order for a ship owner to decide if investing in a bunkersaving technology is going to be commercially worthwhile, they really need to understand what bunker prices are going to be in the future.

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Understanding The Relationship Between Oil and Bunker Prices

Heavy fuel oil bunkers are a byproduct of the refining process, and as such their price is closely linked to the price of crude. To see exactly what that relationship is we need to convert the price of crude to tonnes. For Brent crude there are about 7.53 barrels per metric tonne. Using that we can then work out the price of Brent per metric tonne, and compare that to our overage bunker price on any given day.

What we find is that over the last three years the bunker price has been between 69 and 80% of the Brent crude price on any given day, with the average price of bunkers being 74% of the price of Brent.

Looking at the data we can also see that when the market spikes up over the 76% range, it quickly corrects itself in the coming days. In fact the average bunker price has been between 71 and 76% of Brent for 81% of market days over Of course as Niels Bohr is often quoted as the last three years. A spike to 80% of crude has saying, “prediction is very difficult, especially only been witnessed on four market days over if it’s about the future.” But by understanding the three year period. how bunker prices relate to oil prices, and So looking ahead, we can reasonably expect understanding where oil prices are likely to bunkers to be typically priced between 71 and be over the next five years, owners can much 76% of the Brent crude price. better understand the range in which bunker prices will likely be in the coming years Understanding Future Oil Prices and whether the cost outlay for a particular No-one can tell you where oil prices are technology is likely to be worthwhile. going to be in the next five years. Even industry experts get it wrong. The fact that an Understanding Bunker Prices unanticipated drop in oil prices was a key factor The first thing to understand is that in terms behind one of the world’s largest bunkering of volume, most bunkers are bought in a companies, OW Bunker, going bankrupt last relatively small number of ports. For example year illustrates this point nicely. But again, we in Singapore, the world’s biggest bunkering can look at analyst predictions and identify a port by volume, around 42 million metric likely range that oil prices will be through to tonnes (mt) of bunkers have been sold every 2020. year for the past three years. With total global On the low end we have $30 per barrel. This volumes at around 250-300 million mt, that view has been shared by several analysts so means Singapore alone accounts for 14 to far in 2015, including in January by Goldman 17% of all world volume.

Sachs Group Inc. (Goldmans) President Gary Taking the average bunker price across the Cohn, and most recently in July by Again four major world bunkering ports of Singapore, Capital founding partner John Kilduff. There Houston, Rotterdam, and Fujairah, gives us a are a number of reasons why people think sensible benchmark for an average world price prices will sink this low, but the key driver is without it being skewed by prices in some of that for several reasons supply is currently the many smaller ports that account for very out pacing demand, creating a significant little overall volume. surplus. Those reasons include the fact that Looking back over the last three years the U.S. is currently producing one million August 1, 2012 to July 31, 2015 - data from barrels more than it was a year ago, and Saudi Ship & Bunker shows that the average bunker Arabia, the Organization of the Petroleum price for the world’s most popular grade of Exporting Countries (OPEC)’s largest producer, fuel, IFO380, in those four ports has been is overproducing by about 3 million barrels per between $262 and $684 per mt (pmt). That is day (bpd) right now. Iran is a big question mark a substantial spread of $422 in that time. but says it wants to add 500,000 to 1 million

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bpd when sanctions are officially lifted. There is also some 50 million barrels of oil and oil products sat in floating storage off Iran, which some worry could suddenly hit the market and trigger a significant price drop.

On the high end, very few analysts are expecting oil to be over $100 per barrel before the end of the decade. Perhaps the most notable prediction is by Royal Dutch Shell, who in July said prices would rise to $90 per barrel by 2020. But this was not idle speculation. The energy major said this was a key assumption behind its $70 billion purchase of BG Group, one of the largest players in the frozen gas sector.

PIRA Energy Group founder Gary Ross, who is attributed with predicting the oil price collapse last year, is one of a number of analysts who think oil will be up a little higher in five years, which Ross says will hit the $100 mark. But right now you would struggle to find a credible analyst suggesting oil is going to be much above this level.

Understanding Future Bunker Prices

So what does this mean our estimates for future bunker prices will be? Well, Brent in a range of $30 to $100 per barrel through to 2020 would be about $226 to $753 pmt.

On the low end, $226 pmt oil would mean bunker prices typically being in the range of $160 to $172 pmt. We know bunkers occasionally drop as low as 69% of crude, so it would not be unexpected if we saw prices fall as low as $156 pmt.

For the high end of our oil prices, $100 pmt oil would see bunkers typically priced in the $535 to $572 range. Even a rare spike to 80% of crude would mean at most, $602 pmt bunkers.

Putting this together then, we can say that based on the most credible predictions for oil through 2020, bunker prices in the primary ports will be typically priced as low as $160 pmt in the near term, and rising as high as $572 pmt as we move into the next decade. Even allowing for the biggest spike would suggest bunkers will not stray much over the $600 pmt mark before the end of the decade, and could see a short-lived dip to $156 pmt in the near term.

The big caveat to all this is that any manner of world events could drastically change the outlook of oil, but ship owners are always able to employ a hedging strategy to keep the price they pay within an expected range.

BUNKER INSIGHT

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Bunker Price History Analysis Singapore Bunker Price History: May - August 2015

Rotterdam Bunker Price History: May - August 2015

With bunker price indications for over 150 of the world’s top bunkering ports, in addition to daily news and exclusive features, Ship & Bunker is the world’s leading free-to-access website focused on marine fuel.

There is no registration process, or username and password to remember. Simply visit shipandbunker.com for immediate access to the critical business information you need, fast. www.shipandbunker.com

www.fathommaritimeintelligence.com

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BUNKER INSIGHT

Tricks of the

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

Bunker Trade In each issue of Ship Efficiency: The Insight, The Bunker Detectives, in association with Ship & Bunker (shipandbunker.com), will share insight and advice around bunkering best practices to make sure bunker buyers get the bunkers they pay for. Keep your eyes peeled for vital information that could help slim your bunker fuel bill!

The Bunker Detectives, a division of AVA Marine, are a dedicated team who primarily help ship charterers’ & bunker brokers deal with bunker quantity disputes (which do not fall under P&I cover for charterers’), and also offer an exclusive service to ship charterers’ dealing with ‘Bad’ Bunker dispute claims, such as the supply of contaminated or off-specification bunkers.

What Happens When Your Bunker Surveyor is Asked to Bend the Rules?

T

hroughout the Tricks of the Bunker Trade series so far we have shown you many malpractice techniques used by some of the unscrupulous players in the bunker industry. While there are many, many high quality and trustworthy bunker suppliers in the world, the danger of malpractice is still very real.

As such we can not stress enough how important it is to protect yourself against an expensive loss by always using a bunker surveyor when stemming bunkers. And with the increasing use of technology in use today such as mass flow meters (MFMs), using a surveyor is just as important, perhaps even more so. (You can read more on why here, here, and here.)

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Does that even happen? Unfortunately, the answer is “yes.”

Since the launch of Bunker Detective (BD) in Singapore last year there have been three separate occasions where a supplier has barred us from attending their bunker tankers because of our reputation.

“Too strict and can’t bend the rules,” one supplier said on a recent stem.

Now this does not mean surveyors can not be trusted, in the same way that just because there are some suppliers who engage in malpractices, that all suppliers do. However it does suggest that there may be some suppliers that are trying to get surveyors to “look the other way” or even participate in malpractice.

So should you always make sure you use a surveyor who refuses to bend the rules, even a little bit?

Again, the answer is yes! Bending the rules leaves the vessel operator vulnerable to a loss.

SS600

The Singapore Standard Code of Practice for Bunkering, SS 600, covers pre-delivery, actual delivery, and post-delivery, and the rules are in place for a reason: To ward off malpractices and unscrupulous suppliers and also sometimes the vessel with ill-intentions.

The code goes on to state: The SS600 sets out the best practice for documentation and equipment requirements and, verification procedures during a bunkering operation and was developed for the benefit of the ship bunkering industry in Singapore comprising ship owners, operators, charterers, bunker suppliers, bunker tanker operators and surveyors.

Every bunkering operation carried out by bunker tankers to ships in the Port of Singapore must adhere to the SS600. By carrying out the bunker delivery process in accordance with the requirements contained in this SS 600, the likelihood of a bunkering dispute should be minimised.

In a notable incident from last year, our surveyors averted a major cappuccino incident in Singapore by making sure we did not bend the rules. After it was identified, our office got a letter from the supplier in question stating that no such incident took place and that we should

retract our comments otherwise legal action will be taken against BD. In response we presented them with hard evidence and said that we would be happy to see them in court. No further correspondence was received by the supplier after that.

On a separate occasion, both the bunker tanker and the vessel were involved in making an “under-the-table” deal, where the vessel had an excess of 50 metric tonnes (mt) to spare. BD averted a potential bribery and an obvious loss for the vessel operator.

So in the same way that you should always use a quality, trustworthy supplier, make sure you always use a quality, and trustworthy surveyor.

It is worth noting that last October the Maritime and Port Authority of Singapore (MPA) announced plans to licence bunker surveying companies from January 1, 2017.

If you suspect any malpractice taking place by either a supplier or a surveyor, we recommend that you contact the port authority immediately. In Singapore you can contact the bunkering assistance hotline, 1800-BUNKERS (1800-2865377).

BD Asia is committed towards maintaining the consistency in quality of service per International Standard ISO/IE 17020:2012 and Singapore Standard SS 600:2008 Code of Practice for Bunkering and shall not falter or fail in carrying our task due diligently.

www.fathommaritimeintelligence.com

THE SOCIAL SCENE

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

THE

SOCIAL SCENE @LenaGothberg - Would anyone run an onshore billion business with less connectivity than in a mobile? Carl Novello @Intellian

@Conexbird - Note to self: 2016, get nominated @fathommaritime awards #theonetowatch & #win

@shipefficiency - New Report: Improving Vessel Efficiency Could Save $200 Bil. in Bunker Costs by 2035 @NewClimateEcon @ShipandBunker @shipfinancenews - Hearing about transitioning capex to opex for scrubber installation from Sigurd Jenssen @wartsilacorp #shipefficiency #financeevent @EfficientShip - Private investors look to gain as banks remain reluctant to lend #RetrofitFinance #ShipEfficiency

@BLUECOMMS - $12m funding for shore power facilities at @PortMetroVan Each ship connection = 75t reduction in GHG emissions.

@fathommaritime - Great to see @cwarroom and @shipefficiency at #Norshipping2015

@HowWeGetToNext Jun 22 - Look no further than nature. How we’re testing model “whale tail” to increase ship efficiency @shiptech - Aronnax: Will a new ISO standard on hull and propeller performance be any good?

@smartgreenship - Won a @fathommaritime ship efficiency award last year. It was an honour, boosted business and enabled great networking @ AnneMarieWarris

@fathommaritime - We love an infographic - check out this one for our brand new Guide #EnvironmentalManagement

www.fathommaritimeintelligence.com

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THE LAST WORD INDUSTRY AWARDS

By Catherine Austin, Ship Efficiency: The Insight Editor-InChief & Executive Director Of Fathom Maritime Intelligence

PRICELESS MEDIA FOR ACHIEVEMENTS & MILESTONES?

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Once considered a traditionally conservative segment of the international shipping industry, ship owners and operators have in the past favoured a quieter approach to announcing their commercial activities or intentions. However, in recent years an increasing number of ship owners and operators have proactively sought to vocalise, demonstrate and seek independent recognition for their activities, commercial strategies and milestones.

that acknowledges their leadership within a particular field. There is no doubt about that.

A primary, more traditional vector for vocalising a company’s activities has been the regular reporting of milestones and achievements across the maritime trade media by internal PR teams or specialist PR agencies. Whilst reaching key stakeholders through announcements in the media is undoubtedly a sign of proactivity and demonstrates willingness to communicate transparency, the fact that the information sent into the public domain is controlled by the company may potentially lessen its impact.

That is why in 2014 Fathom launched The Ship Efficiency Awards with industry partners to great acclaim in the industry. These awards recognise and celebrate the organisations and individuals within the maritime sector that are excelling in efficient operations, implementing fresh thinking, offering proven efficiency benefits and advancing technological innovation.

However, independent recognition of good practice and commercial success is obviously lusted after and equally celebrated upon receipt.

Some may even insist that receiving independent recognition for success is the ultimate PR and marketing tool.

A form of external publicity that trumps even the most splendid of PR announcements and strategies can be a company being shortlisted, and/or winning, an independently judged industry award

The role of independent industry awards for recognising and celebrating leaders in efficient shipping operations and environmental stewardship is an indisputably pivotal one and it is a role that is swelling in importance parallel to the growing thirst for transparency.

This year the awards have returned with greater fanfare and impact.

The number of nominations that Fathom received for the 2015 awards considerably surpassed last year’s nominations total, demonstrating the growing reputation of The Ship Efficiency Awards amongst other maritime industry awards. The array of shortlisted finalists represents the industry’s outstanding commitment to pushing the boundaries of ship efficiency from pioneering the development of new clean technologies, driving industry initiatives to catalysing efficient vessel concepts from blueprint to operation. What will this year’s awards reveal?

WHO WERE THE FINALISTS OF THE SHIP EFFICIENCY AWARDS 2015?

The Energy Efficiency Solution Award

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ClassNK-NAPA GREEN – Innovative Software Solution Corvus Energy – Air Cooled & Liquid Cooled Lithium Battery Energy Storage System Norsepower Oy – Rotor Sail Solution ADM Harvest Shipping – MV Harvest Rain Ulstein Design – ULSTEIN X-STERN

The Environmental Technology Award - - - - -

Hapag-Lloyd – Steel Floor Container Ionada – Marine Membrane Scrubber Thordon Bearings – COMPAC SeawaterLubricated Propeller Shaft Bearing Norled – The First Purely Battery-Driven Ferry ‘Ampere’ Blue Water Trade Winds - Cargo Heating Management Service

The Sustainable Ship Operator of the Year

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Maersk Line – A License to Grow Responsibly Terntank – M/T Ternvag Stena Line – Methanol Pilot Project ADM Harvest Shipping – MV Harvest Rain Kuwait Oil Tanker Company – De-VOC System

The One to Watch - - - - -

Coldharbour Marine – Ballast Water Management System Deltamarin - DeltaChallenger Marstal Navigationsskole & Partners – Green Ferry Vision, E-Ferry Afthon – LinGen Terragon Environmental Technologies – Micro Auto Gasification System (MAGS)

The Initiative of the Year - - - - -

Canadian Shipowners Association – Ballast Water Research and Technical Evaluation Fund Marstal Navigationsskole & Partners – Green Ferry Vision, E- Ferry The International Windship Association - Industry Association That Promotes The Use Of Wind Propulsion In In Commercial Shipping Jotun & DNV GL – Cooperation Agreement On Hull Performance Liberian Registry – Global Eco-Upgrade Financing Program

To find out who won the 2015 awards, visit www.fathomshippingevents.com/awardwinners

www.fathommaritimeintelligence.com

THE SOCIAL SCENE

SHIP EFFICIENCY: THE INSIGHT

ISSUE 07. 2015

52

www.classnk.com www.fathommaritimeintelligence.com

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