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MATRIX

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M AR ITI M E

US$ 3 • ` 150 Vol 11 • Edition 03 • March 2022

Big believer in Love, Care and Respect 19

Mrs Lea Coelho Fernandes Deputy Manager – FPD, Elegant Marine Services Pvt Ltd

Floating Border Outposts will meet tough conditions

CMMI celebrates Capt JC Anand’s 100th Birthday

Navigating the future of supply chain

Clarity on CII implications needed

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Floating Border Outposts will meet tough conditions MR VIJAY ARORA Managing Director IRS

ndian Register of Shipping is classing a series of nine Floating Border Outposts (FBOPs), constructed by Cochin Shipyard Limited for the Border Security Force, Ministry of Home Affairs. Six vessels have been delivered so far and are being deployed in the Sundarbans in West Bengal. The next three vessels will be based in creeks of Kutch (Gujarat). Each FBOP carries four “Daughter Boats” onboard for patrolling, capable of attaining a speed of 29 knots. IRS has played a dual role in this project; as Classification Society for classing the vessel and also to ensure that the specific requirements of BSF are met. IRS has been involved in the project as early as tendering stage, taking an active role in finalising the technical specifications and subsequently evaluating the technical bids of the shipyards. 06 | Maritime Matrix Today | March 2022

Mr Shammy K, Principal Surveyor & Head of IRS Survey Station, Kochi said “IRS, along with CSL, has ensured that all the operational requirements of these vessels have been met to the satisfaction of the owners. These vessels will meet the tough conditions of the Sunderbans and Gujarat creeks.” Mr Vijay Arora, Managing Director IRS mentioned “IRS is pleased to be associated with Indian Defence and Paramilitary forces. IRS has been involved with Ministry of Home Affairs/ Border Security Force for the FBOP project, ensuring compliance with procedural requirements, and guiding the yard towards possible solutions for any issues faced during the classification process”. MMT

Maritime Matrix Today | March 2022 | 07

Libya’s Oil Production Drops

ibya’s oil production has fallen below 1 million barrels a day, as the OPEC member plunges deeper into political crisis just as prices surge following Russia’s invasion of Ukraine. Output is down to 920,000 barrels daily, Oil Minister Mohammed Oun said. It stood at roughly 1.2 million barrels on Wednesday. State-controlled National Oil Corp. on Sunday halted shipments from the ports of Zawiya and Mellitah after militias shut down Sharara, the country’s biggest field, and El Feel. The fields serve the two western terminals, which have been put under force majeure, a clause in contracts allowing exports to be suspended.

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The drop marks another supply problem for Organization of Petroleum Exporting Countries. Major importers, including the U.S. and Japan, have called on the group to raise output quickly to help bring down fuel prices. Crude has surged to more than $115 a barrel in the wake of Russia’s attack. The shutdown of the two fields will cost Libya millions of dollars in lost revenue, the NOC said in a statement. The outages come as the North African nation, which has been mired in conflict since the 2011 ouster of Moammar Al Qaddafi, once again faces a standoff between rival politicians. Parliament swore in a new government last week to replace Prime Minister Abdul Hamid

Dbeibah’s administration. He’s resisting any attempt to remove him from power, which analysts say could reignite fighting. On Thursday, the NOC closed six ports, blaming bad weather. It shut Zawiya and Mellitah and the eastern terminals of Ras Lanuf, Brega, Zuetina and Es Sider. The latter four reopened on Sunday, according to people familiar with the matter. Oun, the energy minister, who has been at odds with the NOC, later said the port closures were unwarranted and a “violation of national security.” MMT

Team Matrix

Kamal Chadha Editor in Chief

Delphine Estibeiro Editorial Coordinator

Jagdamba Pandey Advertising Coordinator

Shirish Kirtane Sr Graphic Designer

RNI: MAHENG/2013/50159

Published by Marex Media Pvt Ltd C-209, Morya House, New Link Road, Andheri West, Mumbai 400058 Email: info@marexmedia.com Printed by Young Graphics Printed at Young Graphics, 208 Shankala Industrial Premises, Gogatewadi, Goregaon(E), Mumbai-400 063

Disclaimer All advertisements in this magazine are placed with no liability accepted by the publisher for the material content therein. No responsibility is accepted by the publisher for omission or error or non-insertion of any advertisements. All advertisements and material in this magazine are subjected to approval by the publisher and are not necessary the opinion of the publisher. No liability is accepted for advertisements that are placed or any information that might be criminally connected. All information is checked to the best of our knowledge and is reliant upon the material submitted not being in contravention of all relevant laws and regulations and within the provisions of the Trade Practices Act. Reproduction Prohibited Maritime Matrix Today will not be responsible for the views expressed by contributors in their personal capacity. All rights reserved. Reproduction in part or whole without the permission of the Editor is prohibited. Readers are recommended To make appropriate enquiries before sending money, incurring expenses or entering into any commitment in relation to any advertisement published in this publication. Maritime Matrix Today does not vouch for any claims made by the Advertisers of Products and Services. The Printer, Publisher, Editor and Owner of Maritime Matrix Today shall not be held liable for any consequences, in the event such claims are not honoured by the Advertisers.

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Predicting ETA for food delivery

any times, while ordering food, one parameter a customer takes into account is the estimated time of delivery (ETA in food delivery jargon). At a rudimentary level, restaurants used to estimate this depending on the type of food and where it has to be delivered. But these were times when reducing delivery times was not really a concern. In this modern, post-pandemic world, delivering food in time is of criticality and a few extra 10 | Maritime Matrix Today | March 2022

seconds can be a deal breaker in some cases. “At LogiNext, we’ve been working with several top QSR (Quick Service Restaurant) chains like McDonald’s, BurgerKing, Starbucks and KFC to ensure under 30 minute deliveries. And the envelope is being pushed to under 15 minute deliveries,” stated Pooja Patel, Vice President, Product Delivery, LogiNext. In such a scenario, it becomes extremely important to predict the ETA before a customer places an order so that the entire supply chain

is orchestrated in an efficient manner. And this is where Artificial Intelligence plays a critical role. Predictive ETAs can be calculated using two different modes- one is dependent on the delivery driver and the other is dependent on the best estimate. Best Delivery Driver Mode The objective of this mode is to identify the best delivery driver to whom the order can be assigned as per the specified profile and predict ETA considering that delivery associate’s details. Following parameters are considered here: Average Food Preparation Time, Incremental Preparation time (time taken to prepare each subsequent quantity of an item), load multiplier (includes peak hours), Pickup time, transit time between the two locations considering traffic patterns and even more granular details. Best Estimate Mode The objective of this mode is to calculate the best estimate of the Pre-Order ETA based on factors such as the availability of delivery associates, other orders waiting to be assigned at the branch, and so on. This is a more generic way of estimation and takes into account more parameters. The earlier one is laser focused on optimizing for delivery management. A generic formula for predicting ETAs would look like this: Predicted ETA= Max {Pickup Time, (Order Preparation Time*Peak Hour Multiplier)} + (Default Service Time Per Order*X) + (Delivery On Road Transit Time)

• Planning Objective: When planning the orders, one would want to achieve a goal rather than just plan orders. The goal can be to optimize overall trip cost or find the best possible route for fleet or to create trips which distributes the amount of work among the selected fleet. • Route Constraints: To achieve the goal, one may want to modify the various route constraints that can be applied to optimize the trips. • Fleet Constraints: Along with the route constraints, one can also apply fleet constraints which are applied on the selected fleet to optimize the trips. • Advanced: There are certain other operational constraints that one may want to apply and a configurable system allows for this. Role of AI At the base of all these planning properties and delivery modes is the power and beauty of Articial Intelligence and Machine Learning. Tracking billions of location data points, all the parameters can be predicted with greater accuracy and this makes the end customer experience ever richer. From an engineering perspective, this is ana amazing problem where a data scientist gets to push the limits of how much can machines predict the future? The more variables we can account for, higher will be the precision and accuracy. And this is why AI plays such a big role in the future of supply chain and logistics management over the globe. MMT

The Giant Stride Calculating ETAs is a massively complex problem owing to all the possible on the ground situations that can arise. One of the major strides when it comes to predicting ETAs, is the route planning and route optimization. There are several planning properties which contribute majorly to make the above a reality: Maritime Matrix Today | March 2022 | 11

Collaboration to drive shared commitment to sustainability launched

ccelleron a global leader in heavy duty turbocharging for diesel and gas engines, has

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entered into a partnership with Swiss-based engineering and technology specialists, Sauber Group.

The partnership will focus on technical collaboration between Accelleron and Sauber Technologies, while Accelleron also becomes an official partner of the Sauberoperated Alfa Romeo F1 Team ORLEN in the FIA Formula One World Championship. The Accelleron name will feature on the cars and drivers of Alfa Romeo F1 Team ORLEN, to help carry the new brand to Formula One’s growing global fanbase, which is predicted to reach one billion in 2022. The launch of the partnership was celebrated unveiling of the team’s new C42 race car in Barcelona in the presence of drivers Valtteri Bottas and Zhou Guanyu. This collaboration is a first in the field of turbocharging and will see the continued exchange of ideas, technicians and innovations across both teams. Within the partnership, Accelleron and Sauber Technologies will work on five joint projects in areas including computational fluid dynamics, where aerodynamic expertise developed by Sauber can be used to optimize turbine blade design to improve airflow and separation, further enhancing the efficiency of future turbine designs for Accelleron. Other areas of collaboration include additive manufacturing techniques, and advanced material technology used in F1 which may be adapted for use in turbocharging applications. Oliver Riemenschneider, CEO of Accelleron said: “As we enter a new phase in our business, I’m proud that our recentlylaunched Accelleron brand will be carried by the Alfa Romeo F1 Team ORLEN cars and drivers as a symbol of our new technology partnership. This positions Accelleron at the heart of the most technologically-advanced sport in the world, and will showcase our name to a

massive global audience. We are bringing together two icons of Swiss technology and innovation as engineers working in these different environments face similar challenges: a drive towards sustainability, the need for reliability at the technical limit, and a constant pressure to innovate. This is a collaboration that will focus on the exchange of intelligence, experience and insight to enable the transfer of progress and innovation from one high-performance sector to another.” Frédéric Vasseur, CEO of Sauber Group, said: “Sauber Technologies embodies the knowledge and expertise of 50 years of motorsport competition, and we look forward to putting this to good use in our partnership with Accelleron. Together we share a drive for sustainability, innovation and teamwork - as well as an agile and efficient engineering approach geared towards high-quality products. I’m excited about the opportunities this collaboration will bring to life.” Jan Monchaux, Alfa Romeo F1 Team ORLEN Technical Director said: “Formula One is often described as a high-speed laboratory, and a lot of the innovation in this most technologically-advanced motorsport category can be used across other applications, including the drive for sustainability, that are integral to society’s ongoing success. This partnership with Accelleron will allow both of our skilled teams to work together to improve the flow of innovation from the racetrack into the real world. This is an exciting development and one that has the power to make a difference across multiple touchpoints.” MMT

Maritime Matrix Today | March 2022 | 13

Educating: Maritime Educators W

hilst this is applicable to all fields of education, focus herein is on maritime because of its very specialised application through Teaching &Training, creating sailors out of raw willing youngsters. Contextually, few have given up sea careers prematurely and some continued despite seasickness. Marine is typical, applying knowledge practically with intelligence and presence of mind. Of course, as in history, dropouts & runaways sans education have helped develop maritime adventures. It is unfair to say that Teacher too fails if student fails, as there could be few who can’t be taught or improved-instilled with minimum standards. Hence only the committed type should be in teaching profession, and not just job seekers or passing temps. Teaching, learning and guiding varies from school, college and research. It is typical in maritime as morphed in last half a century. In all fairness research done for PG, compiling submissions with lots of quotes, footnotes etc leaves much to be desired, diluting the candidates’ own efforts to display their thought processes, conclusions and plausible applications, resultantly creating only data 14 | Maritime Matrix Today | March 2022

banks for libraries.

institutions

and

The medium of education and language are important; digitalised and teaching/Elearning indeed really falls short of desired goals and results, as many of the practical learning processes mariners have to necessarily go through with instructors, cannot be well imparted with videos, and without interactions. Fortunately, regular drills/ Exercises on board could make up for some such handicaps, but not basic seamanship and many aspects of imbibing through trial and error for perfection. Language of communication is very important with its pronunciation, accent, short forms etc too. English being the most popular one, could be well used provided the teachers do

it right. Not to forget that it is derived from Latin and Greek, and is continuously upgraded in modern internet era, `ayyo’ being a new word accepted by OED. Syntax, punctuations, diction etc all matter. Sincere teachers should check origin of words to learn from etymology and its usage, to avoid mistakes. Falling into traps of oft used words is one such danger to be foreseen. LEL and LFL seems to be misunderstood and incorrectly used -alternativelyin tanker sector; technically and scientifically it is in error. Would starting a fire (at lower flammable limit: say lighting a candle or diya, set off an explosion? There we are, if not! A flash fire could lead to instant explosion if atmosphere is within `explosive’ range of course. Therein lay the difference.

Affliction of `tankeritis’ user syndrome is `Fire wire’. Well, it may have been initially provided as a precaution against possible fire risk. It is used to pull tankers offshore from terminal for any risk-danger, on tanker itself or terminal too, thus becoming dual and multipurpose! Quite pragmatically practically `emergency towing off-wire’ is being used. However confusion for entrants/newcomers from dry trade (they should also have such provision to avoid the unexpected), is mistaking it with Emergency Towing Bracket, because they both start sounding similar. Herein are pitfalls of teaching and learning that has to be avoided with clear phraseologies and intents. Ideally, the standard wording/ terminologies used in industry literature, safety pamphlets/ Check Lists/manuals etc must the same -avoiding interchangeability and doubts. Oh ‘we have used it so for decades’ will have to be corrected for uniformity and international acceptance to avoid errors and misgivings. Yes, spellings and English terms/words do differ across the oceans and cultures! But beware that multilingual and multicultural hotchpotch is what modern seafarers are. Handout reference notes explaining much more than slides and those written on black/whiteboard, are essential for students to revise/learn before tests and examinations. Transparencies and slides used for E-teaching must be numbered & cross-referenced with notes for ease of linking. Verbatim quoting of rules

could be avoided in slides used to highlight, but they could be inserted in notes. During lecturing, pace must be slow to enable weakest students to grasp and understand. Better students could be asked to explain their understanding so that others can pick up easily from them. Language -wordology- used must be as simple as possible avoiding short forms, technical jargon etc unless they are unavoidable. Yes, to explain technical points, technical wordings are unavoidable. Interactions with students is a must to keep them interested, focused and make it simpler. Easy and difficult questions connecting what is being learned with what they know, helps keep interest alive as in references to well-known simple physics, chemistry, maths formulae. Learning and knowledge are step by step building blocks, especially in professional fields. Mixing and reminding students what is being taught/ explained with basic science they had learned would make it easily proactive. Starting with alphabets, words and phrases fitting into sentences, para, essays, chapter, book, tomes etc is apt comparison of professional learning process, wherein unlike pure academics, nothing is dumpable as one moves up CoC ladder from helper to operator and manager. Nonetheless as Safety and Risk Assessment are the basic takeaways, emphasis must be on them, to protect oneself, shipmate, environment, cargo & ship; not theoretical knowledge

only. Questioning their habits and safe practices at home, roads etc will help highlight their bad responses not aligned with Safety Culture aboard. Presence of mind, reaction, its time and instincts when alarms, sensors, gauges, equipment malfunction would be critical. Management of those on duty reporting, their lingo, ability, dependability become important during-after crew change, short manning etc etc. A committed teacher would have opportunities to learn and correct his database of knowledge with silly, surprising or intelligent questions/ applications raised by students! Recalling that root of the word science originates from scientia meaning knowledge, as science, knowledge, linguistics, linguism etc expand and come together in our globalised world -albeit within limitations of our senses, those themselves improving with better diet, hygiene, health etc including memories, life expectancies et al, the fact is that our ignorance too enlarges as known that knowns and knowables are much smaller than unknowns and unknowables in ever expanding blackhole bound universe. MMT

Arbitrator and Consultant, Aumni Shipping Maritime Matrix Today | March 2022 | 15

Satphones help Ukrainian Seafarers Reach Out to Family

atellite connectivity is proving its worth for crew wellbeing. IEC Telecom reports that it has seen a spike in maritime communications traffic over the past week, driven by an increase in the number of calls made to Ukraine amidst the ongoing Russian invasion. IEC’s data for the past month shows that calls are up by 30 percent, with the majority of the increase occuring over the past seven days. The extra traffic is primarily from shipboard sources to Ukraine, which provides a substantial share of the world’s maritime officers and enlisted seafarers. “We noted the sudden rise in the use of our services and could see clearly that this corresponds with the outbreak of hostilities. IEC Telecom has a long history of helping humanitarian efforts and we want to do all we can to help those affected by what’s happening in Ukraine,” said IEC Group CCO Nabil Ben Soussia. The company has reduced its rates to allow vessel 16 | Maritime Matrix Today | March 2022

operators to give their Ukrainian crewmembers more internet access and call time. Many have family in regions that are currently occupied or under attack, like Mariupol, which has been besieged and subjected to constant shelling. To help keep affected seafarers and their families in touch, IEC has cut its rates down to $0.35 cents per minute for phone calls to Ukraine, and it is giving shipowners a 20 percent discount on its prepaid call cards. Ukrainian crewmembers who serve aboard vessels without satcom connectivity have a harder time staying in contact with home, and that may take

time to change, said Ben Soussia. Due to the global microship shortage - an after-effect of the COVID-19 pandemic - there is a 3-6 month wait for VSAT systems. A more immediate fix is the installation of a dedicated voice terminal, as the simpler voice-only satellite phone systems are still in stock and available - at least for now. “Don’t wait for problems to impact your crew. Put something in place now to ensure you have a welfare communications system onboard your vessel,” Ben Soussia advised. MMT

Navigating the future of supply chain

fter hiatus of two long years of online study, this 5th March was an exciting day for the students at the University of Mumbai’s Garware Institute of Career and Development. The students open heartedly welcomed the move to switch back to offline mode. They even showed great levels of gusto in bringing together a seminar ‘CATALYST’ 2022 titled – Navigating through the future of supply chain, which was held at the Marathi Bhasha Bhavan, University of Mumbai. Mr A Ravi Kumar, Senior Officer, The Export Promotion Council under Government of India, Mr Rajiv Bhattacharya, COO, V-Express and Mr

Apurva Mankad, Founder and CEO, Web Express graced the occasion. Mr Mankad brought in contagious energy to the event with his enthusiasm and acumen of harnessing the benefits of technology in the logistics space. Mr Bhattacharya titillated the immense potential of data and channelizing the analytics in the logistics space while Mr Kumar spoke of the automations and future of custom clearance, freight forwarding, warehousing, transportation in the light of fastest changing technology which has changed the shape of the industry.

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The event not only took learnings from the honorable guests but also acknowledged its Alumni who cleared the Regulation 6 examination of CBLR-18. Students interspersed the panel with many incisive, far-sighted and thought-provoking questions to which all the distinguished guests, and head faculty Mr Prakash Khatri shared their constructive views and opinions as well as were instrumental in clearing the doubts of young aspiring minds. The seminar focused on sharing the current trends in supply chain industry and the future of logistics management. The faculty and students across all course modules bachelors, undergraduate, and post graduate courses in custom clearance, freight forwarding,

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logistics and supply chain management had an insightful and in person learning experience from the seminar. A big shout out to all the students and faculty who made this event possible and acknowledgeable. There will be many such events and seminars lined up to make it a process for Catalyst 2022 to be a benchmark as well as a milestone to be a promising steppingstone in the making of young and talented entrepreneurs, business owners and colleagues in the supply chain industry. MMT

Cover Story

Big believer in Love, Care and Respect Mrs Lea Coelho Fernandes, Deputy Manager – FPD, Elegant Marine Services Pvt Ltd

It was 23 years ago that Mrs Lea Coelho Fernandes, a Deputy Manager with the Fleet Personnel Department of Elegant Marine Services Pvt Ltd joined the historically male-dominated shipping industry. With a desire to carve her own unique path, Lea today reflects back on an experience which has made her stronger, more responsible, focused, and even wittier.

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As a mother of two, Lea believes in harvesting positivity, which is one of her greatest strengths. In her free time she can be found trekking, dancing, and playing cricket. When asked about her pet peeve she is quick to point out: disingenuous people. Opening up to Marex Media, Lea shares her thoughts on why she joined the shipping industry, the kinds of challenges she’s faced, and how she balances her personal and professional life. You joined the shipping industry soon after graduation, was it planned or by accident? It was probably a mix of both. I knew the shipping industry was completely driven by men. But being curious about this industry, I wanted to explore and understand it in order to make a career decision. Now it’s been 23 years and counting. It’s been an incredible journey and I am so grateful to have had excellent guidance from my managers and support from peers, all which has brought me to the position and history I’ve built with Elegant Marine. Being in this industry for the past 23 years, what challenges have you faced? And how have these challenges impacted your life? I have seen the women back home look after their families when their spouses, brothers, and sons were off sailing, and how strong they had to be to manage everything. Back then, we did not have the kind of connectivity as we do today, so I can’t imagine how difficult it must have been. I recall an incident which really impacted me. There was a mishap at the residence of one of my officer’s while he was sailing, and the hoops we had to jump through to get him back home on time and arrange his replacement on the ship without any delay was one of the toughest challenges I’ve faced. Seeing how the family held themselves together despite what was 20 | Maritime Matrix Today | March 2022

happening that left a big impression on my life. Who has been a source of inspiration in your journey so far? Well, it would be unfair to name just one person as my journey in this industry has been a long one. I have been inspired by many people through all stages of my life. If I had to just think of one person who has had the biggest influence on me I would say Capt Prashant Rangnekar, a tremendous leader who I have been lucky enough to work alongside and call my mentor for 23 years. He has definitely been one of my biggest sources of inspiration. I’ve always had a lot of ambition and that’s certainly fueled work hard and dedication towards achieving my goals. During the pandemic, how have you been managing the situation? It was very challenging at the beginning of the lockdown but I must say that we have

Work and life responsibilities - how do you balance them? It is tough. But I believe determination, a positive attitude, being able to accept change, and self- motivation can bring about the right balance. I strongly feel we are responsible to everyone - family, friends, relatives, and colleagues. The fact is each of us and our behavior does create and leave an impact on others. I’m a big believer in that famous quote: Love, Care and Respect – the first two you give and the last one you earn. I try to balance my personal time through regular, listening to music, and spending quality time with family and friends over long weekends. These are always on the agenda.

embraced technology at every stage, like online training, meetings on Zoom, which has enabled us to continue doing our work and stay on top of everything. I also want to acknowledge the efforts our Company made to support us with care, ensuring our safety and wellbeing (for both the shore and sailing staff, as well as our families). Just one of the reasons why I love working for Elegant Marine. Working from home has its unique challenges but I must say that I received incredible support from my family, which meant a lot. On a lighter note, I became an e-commerce expert! Does your company policy support the recruitment of women seafarers? Yes and we have been vocal about our desire to continue to drive change in the industry and bring more gender diversity to shipping both on and offshore.

Do share your thoughts on what changes you would like to bring to the FPD at Elegant Marine? We’ve built such a strong, collaborative team over the years and the growth has been equally strong. When you see this kind of growth and evolution it’s increasingly important to keep people connected, engaged, and rooted in the same shared values and principles. I think we should find more opportunities to tap into the collective thoughts and wisdom of employees on how we can drive improvement, and also, as a way to gather sentiments on how people are feeling and what their experiences are shaping to be while working with us. I think one of the best ways to really show employees your support is to listen and let them be part of the process, part of the journey. MMT

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CMMI celebrates Capt JC Anand’s 100th Birthday C

apt JC Anand, one of the founder member of The Company of Master Mariner of India (CMMI) and the one who was instrumental in setting up the Indian Register of Shipping (IRS) and the Indian P&I Club turned 100 this year. Being the senior most member of Indian shipping industry, Capt JC Anand has achieved innumerable accolades throughout his professional journey. To honor his achievements and Excellency, CMMI celebrated the legend’s 100th birthday at its 64th Annual Dinner at MCA, Mumbai on 05th March. Capt BK Jha, Master, CMMI said, “Capt JC Anand continues to inspire us.” In respect to Capt JC Anand, a portrait was made by seafarer and a beautiful 3 layer sea cake with a sail boat on the top, compass and anchor was made by seafarer’s family. Poems were recited by seafarer’s daughter and Mr Abdulgani Serang of NUSI. Capt JC Anand was overwhelmed with the love showered upon him by the industry. He spoke about his time when they went aboard and all they use to hear is India cannot do it. “But God gave the courage to go into the uncharted waters where a group helped me to move ahead,” said Capt Anand. “We formed CMMI in 1957, over the years CMMI flag is kept high and they have moved ahead and today CMMI stands worldwide,” added Capt Anand. The young evening after two long years was filled with music, cocktails and laughter. MMT

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CMMI Awards • (Capt) TK Joseph Award for highest marks in Master (FG) – Mr Ajay Kumar • Highest marks in First Mate (FG) – Mr Ankit Bist • Highest marks in Second Mate (FG) - Mr Aditya Gupta • CMMI Honorary Fellowship Awarded to Mr Sanjay Bhatia • CMMI Honorary Fellowship Awarded to Mr Michael Pinto • CMMI Honorary Fellowship Awarded to Mr Arun Sharma • CMMI Honorary Fellowship Awarded to Ms Sanjam Sahi Gupta • Mrs HK Joshi felicitated and awarded for MT Swarna Krishna first ever all woman officer ship • Capt Suneha Gadpande – Master of MT Swarna Krishna upon Commanding the First Ever Indian Ship Manned by All-Women Officers • Capt LK Panda – Founders Leadership Award • Capt Daniel Joseph – Founder Innovation award • Mr Amitabh Kumar for outstanding contribution towards seafarer’s welfare and Maritime industry during COVID Pandemic • Life Time Achievement Award to Capt PS Vanchiswar • Life Time Achievement Award to Capt AK Bansal • Felicitation of Capt JC Anand, on the occasion of his 100th Birthday

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Expertise Centre to serve North American energy customers with remote support

he technology group Wärtsilä announces the opening of its new Expertise Centre in Houston, Texas. The new Houston Expertise Centre will deliver remote support to its U.S. and Canadian energy sector customers, thereby enhancing the company’s ability to grow its service business. The Expertise Centre will act as a central operational hub by integrating 24 | Maritime Matrix Today | March 2022

all available data sources and is compliant with essential requirements in the U.S. such as the North American Electric Reliability Corporation (NERC) and Critical Infrastructure Protection (CIP) protocols. The facility features advanced technology and highly developed security. Wärtsilä customers

can receive 24/7 support, along with unmatched guidance, real-time data analytics, and quick response to plant issues. The centre is staffed with experienced technical specialists having expert knowledge of Wärtsilä’s power plant and energy storage technologies, including the company’s sophisticated GEMS Digital Energy Platform, which enables Wärtsilä to optimise power systems for its customers. Houston Expertise Centre enables improved plant performance and availability through the enhanced use of data and analytics. Furthermore, it helps to reduce the need for on-site visits by field service engineers to resolve issues. As a result, plant availability is increased, while travel time and expenses are saved. Scheduled visits will also benefit from advanced planning facilitated by the centre’s remote access capabilities, thereby enabling diagnostics, troubleshooting, and parts ordering ahead of the visit. Field service engineers thus have enhanced preparation capabilities. “The opening of Houston Expertise Centre is clear indication of Wärtsilä moving up the service value ladder. We are excited for the opportunities offered by the centre, both to us at Wärtsilä and to our North American customers. It becomes a prompt point of contact for any technical or operational enquiries that need a fast and reliable resolution. Having NERC and cyber security compliance ensures a secure flow of data, and we are now able to raise our customer support to a new level, in-line with the increasing complexity of today’s digitally enabled energy systems. At the same time, real-time data analytics provide significant insight into the power plant, allowing issues to be identified before they occur, which brings added value to operations,” commented Risto Paldanius, Vice President, Americas, Wärtsilä Energy.

and reduce operation costs by utilising the predictive maintenance service Expert Insight. This takes predictive maintenance to the next level by using cutting-edge artificial intelligence models and advanced rule-based diagnostics for anomaly detection. With expert help from a Wärtsilä Expertise Centre, the advisory service provides crews with invaluable support by detecting minor problems and ensuring they are addressed before they become major issues. By the end of 2021, Expert Insight had been applied to more than 170 installations. Expertise Centres are an integral part of Wärtsilä’s lifecycle solutions, maintaining performance of the power plant over its lifecycle. Wärtsilä offers performance-based service agreements, where quantifiable targets are mutually agreed based on the customer’s business needs. The measurable indicators can include, for example, power availability, reliability, fuel consumption, and emissions. Furthermore, Wärtsilä shares the risks and rewards with the customer. The global COVID-19 pandemic has increased the need for remote support services at sites across the globe. In addition to the Houston Expertise Centre, Wärtsilä has six other Expertise Centres strategically located around the world, collectively supporting 250+ power plants globally. In 2019, 62% of incoming support cases were successfully solved remotely. In 2020, despite growing demand for remote support due to the pandemic and its restrictions, the success rate increased to 92%, and in 2021 this was improved to 96%. The effectiveness can be measured by the fact that of the support cases processed in 2021, 91% were solved during the same day they were received. MMT

In addition to providing customers with remote support, Houston Expertise Centre helps power plant operators improve asset efficiency Maritime Matrix Today | March 2022 | 25

Martin Twomey to lead Brookes Bell ambitious growth strategy

Martin Twomey, Director Brookes Bell USA

rookes Bell, the leading multi-disciplinary technical and scientific consultancy for the marine and energy sectors, has appointed Martin Twomey as Director of Brookes Bell USA to lead the company’s ambitious growth strategy in the region.

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Martin is a Chartered Marine Engineer with a First-Class Certificate of Competency and spent 18 years at sea sailing on LPG tankers, containers, bulk and reefer vessels. He then moved ashore to work in ship management with a major German shipowner before joining Brookes Bell in 2018. He has additional qualifications in marine surveying, naval architecture, drydock planning and management, oil, gas and petrochemical shipping and was based in Shanghai, China as Brookes Bell’s Director of Marine Engineering Asia, before moving to Houston, USA in January. Martin’s appointment follows Brookes Bell’s acquisition of the US based marine consultancy 3D Marine in 2021 and his new role is just one of a number of new appointments for the company as Brookes Bell boosts its expert team across the continent. At the end of last year Captain David Ireland was appointed as a Principal Master Mariner, based in San Francisco. An experienced marine consultant and master mariner with a 28-year long career in the tanker industry, he has been listed as a member of the Lloyd’s Special Casualty Representative (SCR) Panel since 2016. Alongside the established 3D Marine experts, William Leschaeve, Senior Naval Architect and SCR is now based in New York and Captain Eric Crabtree, former salvage master is based in Houston. Matthew Fenton, Consultant Marine Engineer has moved to San Francisco and Dr Luis Guarin, Principal Naval Architect has moved to Brookes Bell’s Miami office.

will allow us to provide expert support for a much greater range of complex projects. The last year has been about consolidation and looking ahead we are now excited to be planning for significant growth across the region”. “Our multi-disciplinary 360-degree approach enables us to offer unrivalled expertise in master mariner services, marine engineering, naval architecture, cargo science, salvage and wreck removal, fire investigation, fuel and liquid cargoes, metallurgy and paint and coatings. All of which is delivered through a single point of contact, which is just one of the key reasons P&I clubs, shipowners, charterers, underwriters and law firms around the world choose Brookes Bell when they need independent and impartial expert support.” Anthony York added: “We now have offices across Europe, Asia Pacific and America. Our reputation for being the ‘go-to’ firm for casualty investigation, forensic analysis, technical dispute resolution and expert witness work is built on our innovation, our ground-breaking digital simulation software and the addition to our services of a state-of-the-art laboratory providing independent detailed forensic investigation and analysis across fuels, paint & coatings, metallurgy and NDT. “This is the just latest step in our long-term strategy to offer outstanding independent 360-degree multi-disciplinary technical and scientific expertise to our customers wherever they are.” MMT

Martin Twomey said: “I am delighted to move to the US to head up our work here, we have a strong and highly skilled team from 3D Marine, and these new appointments

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New Floating turbine technology may help reverse Climate change effects

ffshore wind is set to move further and further from shore, as demand for renewable energy grows and new floating turbine technology makes deep-water expansion possible. However, for the first time, large areas of the UK continental shelf now open for development are “seasonally

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stratified”. David Attenborough has described these seasonal seas as some of the most biologically productive on the planet. While they only cover 7% of the ocean, they are estimated to account for somewhere between 10% and 30% of the life at the bottom of the food web.

According to our new research, one byproduct of deep-sea wind farming is that the foundations of these floating turbines could help reverse the damaging effects of climate change on such seas. In seasonally stratified seas, the water is completely mixed during winter, but separates into layers in the spring with warm sunlit water forming over the top of colder water below. The formation of this “stratification” during spring triggers a massive explosion of marine life as phytoplankton (microscopic algae) blooms in the warm surface waters, forming the base of a food chain which ultimately supports fish, seabirds and whales. However, the nutrients in the sunlit surface layer rapidly become exhausted by the plankton bloom. After this point, growth depends on nutrients stirred up from the deep water by turbulence associated with tides, winds and waves. This turbulence not only stirs nutrients up, but also stirs oxygen down into the dark, deeper layers where dead plants and animals sink and rot. Since oxygen is needed for things to decay, this mixing helps this “marine snow” to rot, transforming it back into useful nutrients. Climate change could starve our shelf seas Our changing climate means stratification is starting earlier in the year and plankton is blooming earlier in spring, out of sync with the life cycles of larger animals. During summer, the stratification is predicted to increase, a change already well documented in the open ocean.

As the ocean warms, it is also less able to hold oxygen, potentially leading to poor water quality. So where do wind farms come in? The introduction of wind turbines into deeper water, where the ocean is stratified, will provide a new, artificial, source of turbulence. Water flowing past the floating turbine foundations will generate wakes, causing the warm and cold layers to mix together. In fact, we recently published research showing the wake from foundations at least doubles the natural turbulent mixing within the region of an offshore wind farm. This increased turbulence could potentially offset the impacts of climate change on stratification and increase the supply of nutrients to the surface layer and oxygen to the deep water. Something similar already occurs around underwater banks, which is why very productive fisheries are often found in places like Dogger Bank in the North Sea or the Grand Banks of Newfoundland – shallow points where different layers of the ocean have been mixed together. It seems that offshore wind could help seasonally stratified seas become more productive, more biodiverse and support more fish. Careful turbine design and wind farm planning could therefore provide an important tool in the battle to save these important ecosystems from the worst impacts of climate change. MMT (Courtesy: gCaptain)

Increasing stratification will reduce the ability of natural turbulence to stir up vital nutrients from the deep into the warm water surface layer and so diminish their ability to sustain marine ecosystems. Maritime Matrix Today | March 2022 | 29

Smart carbon intensity indicator tool for ships launched

tormGeo, a leading provider in weather intelligence and decision support solutions for the shipping industry, today announced the launch of a new Carbon Intensity Indicator (CII) Dashboard that provides ship operators with the ultimate digital tool for calculating, reporting, and proactively improving the CII rankings of their fleet. The new CII Dashboard is a key addition to StormGeo’s innovative software and services suite, s-Suite where it has been integrated into the s-Insight platform.

Dr Thilo Dückert, Vice President Fleet Performance Management, StormGeo 30 | Maritime Matrix Today | March 2022

Developed in response to the industry need for reliable data and calculation methods for the accurate assessment of vessel carbon intensity, the new dashboard will play a vital role in helping ship operators to comply and stay ahead of new CII rules.

The CII is an operational efficiency indicator which measures how efficiently a ship transports goods or passengers in grams of CO2 emitted per cargo-carrying capacity and nautical mile based on its Annual Efficiency Ratio (AER). A CII rating value for all cargo, ropax and cruise vessels above 5000 GT must be calculated and reported after 1 January 2023 under mandatory, international rules adopted by the International Maritime Organization (IMO). Under the new rules a CII rating on a scale of A to E is calculated, with A representing a very operationally efficient vessel. The operator of any vessels that hold a D or E rating, will be required to submit a plan that outlines how the vessel’s CII rating will be improved to a rating of C, or higher, as part of its Ship Energy Efficiency Management Plan (SEEMP). Unlike other CII calculators on the market, StormGeo’s s-Insight combines the provision of CII data for multiple vessels in an intuitive interface, with the expert advice from StormGeo on a consultancy basis on how to improve vessel carbon intensity rankings. StormGeo’s new tool calculates attained and required CII ratings, and the deviation between the two, for a selected period using necessary vessel factors.

Based on the preliminary CII rating, the tool also predicts the year of CII rating deterioration allowing the user to interpret how a vessel is currently ranked versus how it will be ranked in the future when CII rating limits are tightened. A three-day average trend element is also incorporated into the dashboard. To address the need for critical data accuracy, StormGeo’s s-Insight platform has the reported data in such granularity that even exclusions for distance under defined conditions and corrections for reefer, cargo heating, cooling systems, etc., can be properly calculated and deducted. This makes the tool future-proof and ready for any changes in the calculation methods or exclusions defined by the IMO. The CII Dashboard is currently available to StormGeo customers subscribed to the full s-Insight platform or users of the IMO DCS module. Dr. Thilo Dückert, Vice President Fleet Performance Management at StormGeo, says “We don’t just offer products, we offer innovative solutions. This tool was developed based on client feedback on what they need to ensure the compliance of their vessels with incoming IMO rules for energy efficiency improvement and carbon intensity reporting

and reduction. A simulation feature will be incorporated into the dashboard in the future which ship operators can use to run scenarios that provide insight into how the potential deployment of operational optimization measures will impact a vessel’s CII rating for that year.” “Ultimately, we will integrate a voyage efficiency indicator into the tool that evaluates how efficient a voyage is compared to a benchmark. This will take the idea one step further as a more advanced way of looking at vessel or fleet-level CII ratings,” Dr. Dückert concludes. Kim Sørensen, COO of StormGeo Shipping, says “This is a truly unique solution that does more than just calculate CII ratings. Our active consulting, combined with an outlook of current CII rankings versus forecasted rankings offers the ultimate service for fleet carbon intensity improvement. At StormGeo, supporting the decarbonization efforts of the international shipping industry and accelerating the use of digital solutions is a top priority. I am proud that our smart software will play a vital role in enabling decarbonization through digitalization.” MMT

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Hong Kong Mortuaries Use Reefer Containers

ong Kong’s mortuaries are so overwhelmed they’re deploying mobile refrigeration units to store bodies, as scenes reminiscent of the early days of the pandemic play out amid the city’s worst Covid-19 wave yet. Photos taken at the Fu Shan Public Mortuary show four refrigerated units in a car park. Nearby, bags of ice are stacked next to an empty coffin. Hong Kong’s resources are straining under the pressure of a record outbreak that’s pushed its death rate to one of the highest in the world. Fatalities have been concentrated in the under-vaccinated elderly, and the spread of the virus to more than 750 care facilities – including those that are home to disabled residents – has sparked concerns of worse to come. The city has been seeking to boost its body-handling capacity, which stood at about 1,350 spaces at the start of March. The Department of Health is working on adding storage space for 300 additional corpses, including refrigerated containers and using private funeral homes and hospices. A new wing being built at Fu 32 | Maritime Matrix Today | March 2022

Shan mortuary will provide an additional 800 spaces when it’s finished in April.

family members undertaking at-home isolation to go through procedures to claim bodies.

Refrigerated containers have also been sent to hospitals, which will be able to temporarily store about 500 bodies. Officials said Friday they have the option to deploy even more cold storage containers if necessary.

More than two years into the pandemic, Hong Kong’s healthcare system is overwhelmed by the uptick in cases, and hospitals are strained. Speculation the city may go into a lockdown has also sparked a spate of panic buying that’s stripped supermarket shelves bare.

As well as the surge in deaths, officials have warned of delays in paper work required to transfer bodies to public mortuaries. Government departments are working with police to help

MMT

Hempel embeds ambitious sustainability framework

empel continued its growth trajectory in 2021, ending the year with 5.9 per cent organic growth, following

ten consecutive quarters of organic growth. Total growth was 15.1 per cent, despite supply chain challenges across the coatings industry.

The 5.9 per cent organic growth was the highest in more than ten years, driven by strong performance in the Marine and Infrastructure Maritime Matrix Today | March 2022 | 33

Lars Petersson, Group President & CEO of Hempel segments, and stronger than expected in the face of unprecedented raw material cost increases and shortages. EBITDA was EUR 203 million, resulting in a stable EBITDA margin of 11.4 per cent, in line with outlook. “Our performance in 2021 was very satisfactory and demonstrates that the decisive actions taken to refocus our ambitions and deliver on our strategy are paying off,” says Lars Petersson, Group President & CEO of Hempel. “Our ambition is to double our business by 2025 and to increase our 34 | Maritime Matrix Today | March 2022

positive impact in terms of sustainability – and we remain on track.”

of an annualised full year impact in 2022 of around EUR 275 million.

Hempel made two major strategic acquisitions during 2021. In April, it acquired Wattyl, one of Australia and New Zealand’s leading manufacturers of coatings for the decorative and infrastructure segments. In September, it followed with the acquisition of UK-based Farrow & Ball, the world’s leading luxury decorative paint and wallpaper company. Together, the two companies added revenue of EUR 162 million in 2021, with expectations

The 2022 outlook is mid to high single-digit organic revenue growth. Further, despite the unpredictable circumstances affecting raw materials, Hempel foresees a slightly increasing EBITDA margin between 11 and 12 per cent, leading to an EBITDA of EUR 220-240 million. Securing a sustainable future with Futureproof In February 2021, the company introduced Futureproof, a comprehensive framework

and guide for embedding sustainability throughout the Hempel business, from its core operations to product development and investments. Futureproof lays out measurable Environmental, Social & Governance (ESG) goals, including CO2 reduction targets. In November, Hempel submitted its CO2 reduction targets, in line with a 1.5°C pathway, to be independently verified by the Science Based Targets initiative and expects validation in 2022. “Putting sustainability at the heart of how we do business is the right thing to do and the smart thing to do,” says Lars Petersson. “To win key customers, we must deliver solutions

and develop partnerships that answer to their sustainability challenges. One such example is our new strategic partnership with GRI Renewable Industries, which will see us drive sustainability and cost improvements in wind tower production.” Enabling our customers to reduce emissions The company also saw increased demand for its more sustainable products, such as its advanced hull coatings. These deliver fuel savings, and thereby CO2 reductions, by improving a vessel’s hydrodynamics. In 2021, Hempel’s hull coatings helped marine customers reduce CO2 emissions by 4.5 million tonnes, up from 3.6 million tonnes in 2020. Hempel

aims to increase this to 5.5 million tonnes in 2022. “As a company, we have a responsibility to act and make a difference. In 2021, we took great steps within our operations, commercial organisation, product development and sustainability work, laying the foundation for doubling our impact by 2025. Over the next few years, we will radically advance our environmental and social performance, while also expanding our business, so we can continue to create a brighter future with more sustainable solutions and fund the philanthropic work of our owner, the Hempel Foundation,” Lars Petersson concludes. MMT

Key points • Strong growth of 15.1 per cent, with all customer segments reporting positive revenue growth • Highest organic growth in ten years of 5.9 per cent, with ten consecutive quarters of organic growth • Satisfactory and stable EBITDA margin of 11.4 per cent with EBITDA of EUR 203 million • Two major strategic acquisitions in first full year of its Double Impact strategy • Hempel embeds its ESG/Sustainability framework and launches CO2 reduction targets in line with the Science Based Targets initiative 1.5°C pathway • Hempel coatings enable marine customers to reduce CO2 emissions by 4.5 million tonnes, an increase of 25 per cent since 2020

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Clarity on CII implications needed T

he whole container ship fleet will be affected by the IMO’s new carbon intensity indicator (CII) regulation from next January, but its full impact remains unclear. Clarification on how CII will be implemented in the short run, and how it may tighten as a regulation between now and 2030, is urgently required by shipowners faced with setting up compliance strategies that will necessitate significant investment. At present, owners are left “second-guessing” the implications of CII, with older tonnage and ships trading on short-sea feeder routes most at risk of getting caughtout. Ultimately, if CII proves too onerous, a significant number of these ships will be forced to the scrap yard, compounding supply chain woes and resulting in cargo moving via other, potentially less efficient, modes of transport. Recent figures from Clarkson Research indicate that some 12% of container vessels could fall into the lowest ‘E’ category when the CII regulation comes in next year, and up to a quarter of the container ship fleet could be rated ‘E’ by 2026. Meanwhile, close to a quarter of the fleet up to 6,000 TEU capacity is over 20 years old and many of these ships are likely to require carbon efficiency improvements, raising the question of ‘retrofit or renewal’. At present it seems most owners are unable to define their strategy on navigating CII due to insufficient detail on the workings of the new measure. The hold-up comes at a particularly awkward time, with global supply chains under serious pressure owing to congestion and equipment shortages, not to mention rising political tension on the global stage. 36 | Maritime Matrix Today | March 2022

Charterers wait and see So far, the lack of clarity has left charterers taking a relatively casual approach to the imminent measure. A new clause in charterparties, for example, typically reads: “Charterers acknowledge and accept that Owners in their discretion will be at liberty to reduce the main engine power/vessel’s speeds and to do whatever else they consider necessary … to ensure that the vessel will achieve a carbon intensity rating of A, B or C at all times in accordance with CII regulations.” However, as carbon emissions and supply chain sustainability climb the cargo owner’s agendas, this loose arrangement is likely to tighten. Engine Power Limitation (EPL) may not prove sufficient, and charterers may wish to examine the phrase “whatever else they consider necessary” more closely. As things stand, a vessel that scores a ‘D’ rating for three consecutive years or an ‘E’ rating in a single year would be prohibited from trading until such a time that the respective owner submits a corrective plan as part of the SEEMP, which would need to be ‘approved’ prior to re-commencing operations. Putting aside the unknown differential between ‘A-C’, on face value the penalty measure related to ‘D-E’ appears relatively robust. However, on closer inspection there are many significant loopholes, and as such we need the IMO to clarify the penalty enforcement process governing ‘D-E’ so that owners can fully understand the implications and risk factor. Owners and operators urgently require a better-defined framework to trigger and inform their investment plan and fleet strategy.

Is AER a suitable metric?

Vicious circle?

The CII will be assessed on the basis of a ship’s individual annual efficiency ratio (AER). This is a measure of fuel consumed (and therefore carbon generated), nominal capacity in deadweight, and distance travelled in nautical miles. However, for many container ships, the AER is a poor measure of efficiency as it fails to factorin operational realities that are well beyond the vessel operator or owner’s remit. These trade idiosyncrasies, such as low productivity, seasonal demand, labour shortage and aged infrastructure, will cause the vessel to dwell longer at port and ultimately skip voyages, thus increasing the risk of landing in the ‘D-E’ danger zone.

Of course, there is also the concern that a significant volume of older tonnage, particularly in the smaller size bracket, may not warrant the scale of investment required for the carbon-efficiency upgrades to satisfy CII. This, in turn, could leave many locations, which rely on the feeder network, suffering from a lack of connectivity, not to mention superficially driving new build demand to the point of market instability, that could derail the level of green investment needed to satisfy emissions-based regulation such as CII.

My chief concern for ships deployed on short-sea service rotations is that the shorter distance and disproportionately large amount of time at port will limit their options for navigating CII regulation through operational measures, making the necessity to forward plan all-the-more pressing. In addition, increased waittime at port is caused by a multitude of supply chain factors, which suggests that CII should encompass land-side considerations (or even stakeholders) and not land squarely on the shoulders of the vessel owner or operator.

The IMO’s MEPC June meeting may lead to some clarification but the nature of container ship operation – long-haul trades versus feeder services, for example – are unlikely to be considered. In my view, there needs to be clarity on the practical enforcement and implications attached to the different CII ratings. In addition, there needs to be a clearer indication on how CII will escalate towards 2030 with consideration given to varying trade dynamics and ship type. MMT

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