Singapore Solutions 2019 by rivieramaritimemedia

2019

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Singapore’s maritime cluster tackles tomorrow’s challenges today FUNDING INNOVATION Startups bring tech knowhow to maritime

BLOCKCHAIN Industry initiative pioneers electronic bills of lading

BUNKERING Building the LNG bunker hub of the future

OFFSHORE Meeting the challenges of a changing market

Singapore Kuala Lumpar Quito Mumbai Guayaquil

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Published March 2019

Comment 5 Shipping is ripe for disruption and Singapore leads the way

Singapore maritime hub 7 Singapore Maritime Cluster comes together to promote innovation

Singapore initiatives 11 Accelerator programme finds smart solutions to maritime challenges

Ports, terminals and containers 15 JV terminals continue to expand as year-on-year volumes grow 16 Jurong Port readies iteself for greener, smarter future 19 Autonomous harbour tug project to set sail in Singaporeâ&#x20AC;&#x2122;s waters 20 Blockchain-based bill of lading initiative launched by Singapore authorities

Bunkering, lubrication and LNG 22 Singapore angles for prime position as LNG bunker hub 25 AI-enhanced platform makes bunker operations smoother and smarter 26 Pioneering use of mass flow metering in Port of Singapore bunkering

Offshore support vessels 29 Wind industry looks to Singapore for offshore expertise 30 Winds of change bring challenges and opportunities for shipbuilders and operators 32 Consolidation is not a panacea for the offshore sector, say OSV owners

Shipowners 34 Singaporeâ&#x20AC;&#x2122;s shipowners prepare for the 2020 sulphur cap 37 Newcomer ONE breaks records as it moves out of choppy waters 38 PIL trials electronic bill of lading on perishable shipment

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Shipmanagers and services 40 Retaining crew is vital to pre-empt offshore skills shortages 41 Containerised walk-to-work system makes for simple crew transfer; Well-maintained turbochargers have a role to play in emissions control 43 How shipmanagers are meeting changing market demands 44 WMS boosts ship management efficiency through data analysis 46 Near-shore shipping benefits from 4G connectivity 48 Shipmanager updates: Rates and utilisation on the increase in southeast Asia; Singapore-based manager expands presence to Atlantic; Shipmanager sees growth from Greece and Japan 49 Bringing digital enablers to shipmanagement; Designer sees market gap for shallow-draught cargo vessels

Singapore Solutions | 2019

Contents Published March 2019

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Shipbuilding and repair

Editor: Ed Martin t: +44 20 8370 7794 e: ed.martin@rivieramm.com

51 Keppel repositions itself for long-term growth 52 Sembcorp Marine completes first FSO and prepares for retrofit demand

Technology

Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com

54 Machine learning makes for smarter logistics 55 Connectivity is key to harness full potential of digitalisation

Sales Manager, Asia & Middle East: Rigzin Angdu t: +65 6809 1277 e: rigzin.angdu@rivieramm.com

Classification

Southeast Asia & Australasia Representative: Kaara Barbour t: +61 414 436 808 e: kaara.barbour@rivieramm.com

56 Facilitating digitalisation at sea and in port 57 Building a future for additive manufacturing in Singapore

Finance and business 59 Green loan financing could help with 2020 compliance 60 Accelerator programmes bring startup innovation to shipping

Law firms 62 SAL programme recognises expert maritime and shipping lawyers 63 Singapore’s law courts cater for cross-border maritime and shipping industry

Offshore marine services 65 Supporting Singapore’s offshore sector through rocky times

Senior Creative Manager: Mark Lukmanji t: +44 20 8370 7019 e: mark.lukmanji@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Head of Content: Edwin Lampert Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Education and training 66 Maritime Cluster Fund supports workforce development 67 Academic institutions collaborate on centres of maritime expertise 68 PSA partners with academia to ensure smart port has smart workforce

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Singapore Solutions | 2019

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COMMENT | 5

Shipping is ripe for disruption and Singapore leads the way

Ed Martin, Editor

Industries that do the best job of surviving proactively engage with and embrace the need to change”

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f I had to pick a theme for this year’s Singapore Solutions, it would be disruption – a re-evaluation of established priorities and ways of doing things. And the maritimefocused tech accelerator programmes such as PIER71 and others are a perfect example of this. For those who are not familiar with the term, a tech accelerator is an investment programme in which investors provide mentoring and other resources to startups over a fixed programme, culminating in a pitch day where the startups present their solutions to potential investors. In some cases, such as PIER71, profiled in more depth in this issue, investors may issue a particular call for action setting out a challenge that the accelerator programme will seek to resolve through innovation. Sometimes this innovation may be so significant as to entirely disrupt existing ways of doing things, for example the impact Uber has had in the taxi space, or AirBnB. Or, in the maritime sector, steam power replacing sail, or introducing the container. Accelerator programmes first arose in Silicon Valley in the mid-2000s, and in my view the maritime sector is ripe for a dose of the optimism and healthy willingness to challenge convention exhibited by tech startups that arose in that environment. The maritime industry is often criticised for being conservative, and as arguably one of the oldest industries in the world, this is perhaps not surprising. It also makes it ripe for disruption from this model of fostering innovation. It certainly doesn’t lack for opportunities for innovation. IMO’s sulphur cap, which comes into force in 2020, has caused a flurry of activity with a host of competing ideas for compliance, all with compelling arguments for and against. And the changes from the much-heralded

digital transformation are already being felt. We may not yet be at the point where a vessel can cross the ocean operating purely on battery power, or where entirely unmanned vessels are plying trade routes, but innovations such as using drones to carry out dangerous inspections, or of using AI-powered algorithms to produce optimised stowage plans for container ships, make life easier both on- and offshore, and can have a positive impact on the balance sheet through efficiencies gained. In Singapore’s maritime accelerator programmes there is a coming together of shipping, one of the oldest industries in the world, and the new kids on the block, the tech startup industry. It is perhaps not surprising that maritime-focused accelerator schemes are taking off in Singapore, given its status as a financial, maritime and tech hub. And in its 200 years of existence, Singapore has faced change and disruption. But it has also innovated and found a way to succeed. The authorities have always been keen to facilitate trade and innovation, and the city now has a global reputation as a hub for trade, technology and finance. Disruption of some sort is inevitable. At times it is a cause of pain – as in the case of the downturns in the offshore sector and elsewhere in recent years. But regardless, it necessitates change, and the organisations and industries that do the best job of surviving are those that engage with and embrace proactively this need to change. It is my belief that those in our industry who follow the Singaporean model and choose to invest in change through models like accelerator programmes, rather than simply reacting after the fact, are those who will thrive in the changing world of the 21st-century maritime sector. SS

Singapore Solutions | 2019

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SINGAPORE MARITIME HUB | 7

Singapore maritime cluster comes together to promote innovation Authorities, academic institutions and business are coming together to promote innovation and maintain Singapore’s position as a world leader in maritime

In 2018 Singapore’s throughput increased by 8.7% year-on-year (credit: Kimon Berlin/flickr)

his year marks the bicentenary of Sir Stamford Raffles’ landing at Singapore in 28 January 1819. The deep natural harbour and location on one of the world’s key trade routes between India and China made it an ideal site for establishing a trade port. 200 years on, the city-state continues to thrive and build on its well-earned reputation as one of the most important maritime centres in the world – a trend that looks set to continue in 2019 and on into the future. A joint study by Baltic Exchange and Xinhua released in July 2018, ranked Singapore for the fourth year running as the world’s top shipping centre, beating cities such as Hong Kong, London, Shanghai, Rotterdam and Dubai for the top spot. In September 2018, DNV GL and Menon Economics released their report Leading Maritime Nations of the World, where Singapore ranked ninth. This might seem a slight step down from Singapore’s position in the DNV GL-Menon report Leading Maritime Capitals of the World from 2017, but as this year’s report itself notes, Singapore is a city-state, while the nations it is competing against often have several maritime centres and include economic superpowers such as the US and China. The Maritime Nations report also notes that it does not include the

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'Attractiveness and Competitiveness' indicator used in the Maritime Capitals report, adding “If we had not excluded it, Singapore would have ranked higher.” Looking at the criteria the Maritime Nations report does include, Singapore ranked third overall for ports and logistics and sixth overall for shipping. An EY report in May 2018 focusing on Greece’s maritime industry found that more than half of Greek shipowners would consider moving their shipmanagement services overseas, with Singapore identified as a likely destination alongside London and Dubai. Three out of four respondents in EY’s report picked Singapore as likely to be the world’s leading maritime centre within the next decade. In 2018, the Port of Singapore either maintained or increased on 2017’s levels of activity. MPA’s own statistics showed container throughput increased by 8.7%

year-on-year from 33.7M TEU to 36.6M TEU, while total cargo throughput grew slightly from 627.7M tonnes to 630M tonnes. Total tonnage under the Singapore Registry of Ships climbed from 88.8M gross tonnes to 90.9M gross tonnes. Tonnage of vessels arrived and bunker sales remained stable. A key part of this success is Singapore’s maritime cluster. A cluster is defined by Professor Michael Porter as “a geographically proximate group of interconnected companies and associated institutions in a particular field, linked by commonalities and complementarities,” and as a global maritime hub Singapore has, unsurprisingly, built up a very strong maritime cluster with significant assistance from the government. As a means of facilitating this development, MPA has established a Maritime Cluster Fund (MCF) to

Singapore Solutions | 2019

8 | SINGAPORE MARITIME HUB

support industry’s manpower and business development efforts. There are three key areas of MCF: the MCFManpower Development, which supports maritime companies to develop manpower, training initiatives and capabilities; the MCF-Business Development, which supports expenses incurred in setting up new maritime operations or expanding into new lines of business in Singapore, as well as internationalisation efforts by maritime companies; and the MCFProductivity, which supports initiatives aimed at boosting productivity by the maritime sector. In March 2018, it was announced MPA would put a further S$100M (US$74M) into the MCF to assist Singapore’s push to become a hub of technological expertise in

Andrew Tan (MPA): We are working closely with our bunker suppliers to ensure that there will be an adequate supply of compliant fuel oil well in advance of 2020 (credit: MPA Singapore)

Singapore Solutions | 2019

digitalisation and automation. The Singaporean Government has also issued Industry Transformation Maps (ITMs) across 23 sectors in six clusters. Two of these are especially relevant to maritime: Marine & Offshore, under the Manufacturing cluster, and Sea Transport, under the Trade & Connectivity cluster. Under the Sea Transport ITM, overseen by MPA, Singapore seeks value-added growth of S$4.5Bn by 2025 and to create more than 5,000 jobs. The map is spread across three sectors: Connectivity, seeking to grow the maritime cluster and port, strengthen ties with other industries and maritime clusters, and transform local companies into global businesses; Innovation, seeking to implement automation, intelligent systems and digital technologies, digitalisation of the port community, and establishing an innovation ecosystem encouraging startups and local technology companies; and Talent, growing a future workforce, establishing multiple pathways to maritime careers, and strengthening the quality of maritime training and education. Meanwhile, the Marine & Offshore Engineering ITM, overseen by the Economic Development Board, is targeting value-added growth of S$5.8Bn and creating more than 1,500 new jobs through four key areas. These are preparing for the upturn by boosting adoption of robotics and automation, and innovating and harnessing digitalisation; pursuing new growth by diversifying into adjacent areas such as LNG and renewables, fostering collaborations between large enterprise and SMEs and accessing new markets through mergers, acquisitions and partnerships; boosting ties between the industry, associations and unions; and equipping Singaporeans with relevant skills through establishing career and skills pathways, reskilling programmes and a talent pipeline for future jobs in ‘smart’ products and services. Singapore is also positioning itself to handle IMO’s sulphur cap coming into force on 1 January 2020.

ONE KEY INGREDIENT HAS BEEN OUR ABILITY TO FORGE A STRONG PARTNERSHIP BETWEEN INDUSTRY AND THE GOVERNMENT”

MPA’s chief executive Andrew Tan announced a ban on using open-loop scrubbers in the port on 30 November 2018. “To protect the marine environment and ensure the port waters are clean, the discharge of washwater from open-loop exhaust gas scrubbers in Singapore port waters will be prohibited,” Mr Tan said in a speech to the Singapore Registry of Ships forum. Vessels fitted with open-loop scrubbers will be required to use compliant fuels in Singapore port waters. Ships fitted with hybrid scrubbers will be required to switch to the closed-loop mode of operation, he said. “Singapore, as a party to Marpol Annex VI, will be providing reception facilities for the collection of residues generated from the operation of scrubbers,” he added. In his speech, Mr Tan also sought to allay fears that 2020 sulphur cap compliant fuels would not be readily available. “As a major bunkering hub, we are working closely with our bunker suppliers to ensure that there will be an adequate supply of compliant fuel oil in Singapore well in advance of 2020. We will produce a list of suppliers that are able to supply compliant fuel by the middle of next year,” he said. As the city looks back on 200 years and ahead to the future, one thing is certain – Singapore’s maritime cluster will continue to play a vital part in helping it keep grownig and adapting. SS

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SINGAPORE INITIATIVES | 11

Accelerator programme finds smart solutions to maritime challenges Intiatives such as PIER71 and the Smart Port Challenge are fostering a startup ecosystem in Singapore, bringing together the maritime and tech worlds

The top 17 companies in the 2018 Smart Port Challenge at the Pitch Day (credit: MPA)

imed at keeping Singapore at the forefront of maritime digitalisation, PIER71 is an initiative founded by MPA and the NUS Enterprise, the entrepreneurial arm of the National University of Singapore (NUS). PIER71 itself is an abbreviation of Port Innovation Ecosystem Reimagined at BLOCK71, BLOCK71 being a former industrial building that became home to a startup hub in 2011. The primary objective of PIER71 is to re-imagine and grow innovation in the maritime industry. “We create programmes to attract, build

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and accelerate startups, identify innovation opportunities within organisations as well as platforms to fuel exchange of knowledge,” said NUS Enteprise’s PIER71 programme director Dr Mark Lim. PIER71 designs and delivers programmes to uncover opportunities within the industry and supports entrepreneurs from ideation to acceleration of their ventures. Considering what this ecosystem entails, Dr Lim said “It encompasses maritime companies; it encompasses startups; it includes Singapore’s Institutes of Higher Learning;

it includes students; it includes government; it includes venture capital and accelerators to inject funding into the cluster.” The programme provides access to various markets, demand drivers, technology solution providers, investors and more. A key part of PIER71 is the Smart Port Challenge, Dr Lim said. With a target of digital transformation in the maritime industry, PIER71 works with corporate entities to identify problems that can be translated into opportunities for third-party innovation. These are then presented to the global startup community, who submit proposals. NUS Enterprise held workshops to help 19 corporates and the Singapore Shipping Association to identify challenges and opportunities within their organisation. This translated into 20 innovation opportunities in the areas of port, shipping and maritime services and logistics. Looking at the 2018 Smart Port Challenge, Dr Lim said 122 submissions were received overall, with roughly 60% coming from Singapore and 40% from overseas. PIER71 whittled the submissions down to 35, which were then reviewed by the corporate participants, who reduced the shortlist down to 18. These 18 submissions then go through an eight-week validation programme, working with the corporate participants from the maritime

Singapore Solutions | 2019

12 | SINGAPORE INITIATIVES

community to ensure the proposed solution is meeting the needs of the original problem. More than this, the solution should be a sustainable idea, with a value proposition to offer the industry outside of solving the original problem. At the end of this process is a pitch day, where startups pitch to investors including venture capitalists and other accelerators. If startups receive buy-in from investors in the form of a letter of interest they are able to apply for a grant from MPA of up to S$50,000 (US$37,000) per company. The next step is prototype development, which takes place over a six-month period. During this period, PIER71 offers support to the startups across four areas: access to markets, access to funding, access to technology and access to talent. The key technology tracks covered in the Accelerate programme are blockchain, artificial intelligence, automation and autonomous, maritime

cyber security, deep learning, internet of things, wearable technology and immersive technology (AR & VR). For the 2018 Smart Port Challenge, the corporate partners involved came from a range of maritime-related areas, including port operator Jurong Port, tank storage company Vopak, PSA, shipowner Teekay Marine, bunker vessel owner Sinanju, bulker owner Pacific Carriers Ltd (PCL), ferry operator Batam Fast, ferry and cruise terminal operator Singapore Cruise Centre, equipment manufacturer Wärtsilä, ship manager Wilhelmsen, shipowner OMC Shipping (OMCS), ship manager OSM, insurer Lloyd’s Asia, container shipping company Ocean Network Express (ONE) and logistics technology specialist Symphony Creative Solutions (SCS). The innovation opportunities offered related to ports, shipping and maritime services and logistics.

NUS president Professor Tan Eng Chye said Strengthening Singapore’s maritime innovation ecosystem will help to develop the talent, accelerate new ventures and attract investments into the sector. "This will play a crucial role in bringing Singapore’s maritime industry into the digital age and create exciting opportunities for growth.” MPA chief executive Andrew Tan said “With the formation of PIER71 with NUS Enterprise this year, [the Smart Port Challenge] returned stronger with a 45% increase in proposal submissions as compared with last year. “We are pleased to see many innovative prototypes and will continue to provide opportunities for start-ups as we embrace new technologies, such as virtual reality, blockchain and artificial intelligence, that are transforming the maritime sector.” The innovation opportunities for 2018 and their originators were:

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SINGAPORE INITIATIVES | 13

• Optimisation of Port Assets to Meet Demand (Jurong Port). • Generation of Standardised Stowage Plan (Jurong Port). • Automated Order Management (Vopak). • Predictive Condition Monitoring of Equipment (Vopak). • Improve Asset Utilisation for Port and Haulage/Chandler Community (PSA). • Increase in Transparency of Bunker Supply Chain with Blockchain (Teekay Marine). • Optimisation of Scheduling for Bunker Operations (Sinanju and PCL). • Reduction of Congestion at Ferry Terminals (Batam Fast and Singapore Cruise Centre). • Deep Technologies for Decision Support On-Board Tugs (Wärtsilä). • Automated Handling of Towing Lines (Wärtsilä). • Effective and Safer Training for Seafarers (Wilhelmsen). • Effective Logging of the Statement of Facts (Wilhelmsen). • Tools For Standardization of Chemical Inventory and Consumption on Offshore Rigs (Wilhelmsen). • Improved Well-Being of Seafarers (OMCS). • Tracking and Tracing of Spare Parts C Delivered to the Ships (OSM). M • Tracking and Tracing of Spare Parts On-board the Ships (OSM). Y • Multi-Gas Detection System in CM Enclosed Space (OSM). MY • Optimisation of Maritime Insurance CY Transaction and Workflow to Improve Productivity and Reduce Costs CMY (Lloyd’s). K • Smart Underwater Inspection (ONE and SCS). • Efficient Record Keeping (ONE and SCS). At the pitch day on 28 November 2018, Ocean Freight Exchange, which provides a platform to optimise vessel chartering using deep-learning AI, won the S$10,000 (US$7,400) first prize; SkyLab, a provider of internet-of-things data logistics solutions, won the secondplace prize; and Claritecs, developer of an AI-enhanced software-as-a-service bunker tanker scheduling platform,

won the third-place prize. Other finalists included Aeras Medical, AIDA Technologies, BunkerEx, ENT-Vision, FreightKart, Hot TechGO, MapGage, Portcast, Ship Supplies Direct, Tagvance, Threatspan and Winimy. The inaugural Smart Port Challenge took place in 2017 and saw 12 maritime corporates participate. Seven startups received grant support totalling 3-2-4_Vessels_LNG_Tanker_Container_W124xH190_EN.pdf S$311,598 (US$229,841) to testbed and develop prototypes with industry body

the Singapore Shipping Association, port operator Jurong Port, and ferry operators BatamFast and Kanlian. The startups were internet-of-machines company Brightree, robotic process automation developer Glee Trees, chatbot developer MyBot, ecommerce specialist SG Smart Tech, real-time predictive analytics provider Simplus, AI and chatbotbased concierge developer Trabble and 1 AI-based 2019/02/27 image 10:12:11and video analytics specialist Xjera Labs. SS

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PORTS, TERMINALS AND CONTAINERS | 15

JV terminals continue to expand as volumes grow The COSCO-PSA Terminal (CPT), a joint venture (JV) between PSA and COSCO Shipping Ports, is set to add two berths following a memorandum of understanding (MoU) signed by the JV partners in November 2018

The two new additions will bring CPT’s mega-vesselsized berths at Pasir Panjang Terminal to five (credit: Jacklee/Wikimedia Commons)

he new additions will bring CPT’s mega-vessel-sized berths to five and will increase its handling capacity from 3M TEU to about 5M TEU. Like the existing berths, the two new berths will be supported by automated yard technology at Pasir Panjang Terminals, allowing for more efficient berthing arrangements, and enabling the terminal to increase productivity and enhance its service capability and quality. COSCO Shipping Ports vice chairman and managing director Zhang Wei said: “The COSCO-PSA Terminal is our major investment in southeast Asia; with continuous support from [the] parent company and shipping alliance, [the] volume of the terminal continues to grow. “The addition of the two new berths will enable us to secure more volume from the parent company and shipping alliances by providing them with high-efficiency services. “As our major hub port for transhipment in southeast Asia, the expansion in the terminal will facilitate us to capture more volume from the new global trade momentum in the region.” CPT has served as a major hub for container shipping in the region since its establishment in 2003. In 2017, CPT moved from a two-berth terminal to three mega berths at Pasir Panjang Terminals. It is one of several joint-venture terminals PST has established with industry partners, including the CMA CGM-PSA Lion Terminal set up with CMA CGM in 2016, the MSC-PSA Asia Terminal set up in 2006 with Mediterranean Shipping Company, the PIL-PSA Singapore Terminal set up with Pacific International Lines in 2008, and the Asia Automobile Terminal (Singapore) set up with Nippon Yusen Kabushiki Kaisha and Kawasaki Kisen Kaisha Ltd in 2009. A further joint venture, operating four berths with Ocean Network Express, was announced in December 2018. It is set to commence operations in the first half of 2019 and operate four mega-container berths with a combined annual handling capacity of 4M TEU.

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PSA International regional chief executive officer for southeast Asia Ong Kim Pong said: “We are honoured by Ocean Network Express’s confidence in PSA and are pleased to embark on a win-win and mutually beneficial partnership with them. “Recently, PSA has developed many enhanced products including data-analytics tools to boost port efficiency and initiatives for cargo solutions to address market needs. “We look forward to working alongside ONE to grow its value, strengthen its position as a major global player, and at the same time, enhance the status of the Port of Singapore as a premier global container and cargo orchestration hub.” In January 2019, PSA International announced volumes had increased by 9.1% over 2017, with flagship PSA Singapore contributing 36.31M TEU and PSA terminals outside Singapore handling 44.69M TEU. Describing 2018 as a “dual-speed year,” PSA group chief executive Tan Chong Meng said: “The slow but steady pace of global container trade growth continued, despite geopolitical shifts and rising trade barriers. “At the same time, there was a surge in digitalisation activities within the global supply chain which promised better visibility and efficiency, while the industry continues to grapple with issues of data standardisation and collaboration.” Looking ahead to 2019, he said “We will continue to build on our global network of ports while leading the charge towards co-creating an internet of logistics – an ecosystem that is plug-and-play, that links up a mesh of communities through interoperability, and which allows us to innovate boldly.” SS

Singapore Solutions | 2019

16 | PORTS, TERMINALS AND CONTAINERS

Jurong Port readies itself for greener, smarter future The past year has seen Jurong Port ink deals and receive certification recognising its ability to handle the changing face of maritime

L-R: Sam Wei Hoong (Jurong Port), Desmond Lim (Jurong Port), Willis Sim (M1), Denis Seek (M1) (credit: Jurong Port)

n 5 December 2018, Singaporean telecommunications company M1 Ltd and Jurong Port signed a memorandum of understanding (MoU) to provide a terminal-wide wireless private network, which will assist in Jurong’s transformation into an advanced digital smart port. M1 will develop a system based on heterogenous network technology known as HetNet – a wireless system that connects devices that use different underlying radio access technology – to enhance network coverage in the terminal and along the port’s berths, using a licensed 4G spectrum for the wireless private network. The MoU was signed by M1’s chief corporate sales and solutions officer Willis Sim and Jurong Port’s chief commercial officer and chairman of the Technology Development Committee Desmond Lim. Jurong Port’s vice president of information technology Sam Wei Hoong said “The heterogenous network solution is aligned with Jurong Port’s strategic technology roadmap and this partnership will further equip Jurong Port with

Singapore Solutions | 2019

the technological platform for the internet of things (IoT)/ wearables endeavours and autonomous drone exploration.” The port will benefit from M1’s wireless backhaul network connectivity to warehouses and access layer in individual warehouses. M1 will also provide enhanced 4G coverage and wifi network along the berths and 4G connectivity to the port’s data centre via a private access-point name, round-theclock monitoring and technical support. Using licensed 4G spectrum to support the wireless private network removes potential interference issues and allows the port to use the private network’s security features for internal communications and transmissions, and to leverage cellular technologies for use case testing on smart applications, sensors, analytics and other IoT applications. M1’s chief technical officer Denis Seek said: “In future, more IoT and smart solutions will be developed which demand greater reliability, much lower network latency and massive connectivity of sensors. “Leveraging on our experience in deploying a private HetNet at Jurong Port on a dense cell grid architecture, we will be well positioned to harness exciting new 5G capabilities and pilot innovative digital smart-port use cases when 5G technology becomes mature in the coming years.” November 2018 saw Jurong Port awarded a Green Port Certificate as part of a programme under the Green Port Award System (GPAS) developed by the APEC Port Services Network (APSN). The certificate was awarded at APSN’s Port Connectivity Forum in recognition of Jurong Port’s culture of environmental sustainability, use of infrastructure and building management system. This includes one of the world’s largest port-based solar-energy generation facilities and the world’s first ‘green’ berth, built using sustainable construction methods such as recycled concrete made from crushed up and processed surplus from existing berths, and other environmentally friendly construction materials. The programme is a green evaluation system for ports in the Asia-Pacific Economic Cooperation (APEC) region. It assesses initiatives that improve environmental sustainability within the APEC port industry. Jurong Port earned the certification for meeting a set of criteria set by GPAS, including the three primary indicators of green intiative: commitment and willingness; action and implementation; and efficiency and effectiveness of green initiative, a set of secondary indicators defined by a list of reference standards. This comes after the announcement in April 2018 that Jurong Port and FueLNG had signed a long-term terminal service agreement to provide port infrastructure and services to support berthing LNG-fuelled vessels for truckship LNG bunkering. A joint venture between Keppel O&M and Shell Eastern Petroleum, FueLNG has chosen Jurong Port as preferred site to provide LNG bunkering services to its clients. The signing event was part of the vessel naming ceremony of KST Liberty, Singapore’s first LNG-fuelled tug, held at Keppel Singmarine. SS

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PORTS, TERMINALS AND CONTAINERS | 19

Autonomous harbour tug project to set sail in Singapore’s waters An intiative to develop a harbour tug capable of autonomous navigation is under way between Wärtsilä and local partners

ctober 2018 saw the opening of Wärtsilä’s Singapore-based Acceleration Centre. Intended to promote innovation and collaboration between industry, academia and local partners, Wärtsilä described the centre’s opening as a key milestone following the partnership with MPA. The Acceleration Centre’s inaugural project is the Wärtsilä IntelliTug, which aims to develop a harbour tug capable of autonomous navigation. Alongside MPA, Wärtsilä is working with PSA Marine, a Singapore-based marine services provider specialising in towage and pilotage. The IntelliTug project will incorporate a new-to-market near-field wideband radar and real-time video analytics, along with a human-centric mission control system for close quarters supervision and alerting users on collision avoidance using adaptive routeplanning capabilities. PSA Marine’s managing director Peter Chew said: “We are always scouting for innovative ideas to enhance our Tug Masters’

situational awareness so that they can navigate the busy port waters in Singapore more safely. “To achieve this objective, we have teamed up with MPA and Wärtsilä to explore and test-bed new technologies, turning ideas into reality.” The project is scheduled to be tested on an existing tug in Singapore’s operational port during 2019. Mr Ryan said: “We want to help the industry improve by leveraging the use of automation technologies on ships to boost safety and efficiency, while at the same time augmenting the human’s role within the loop. “This solution will empower tug masters by actively assisting the crew in different situations, allowing them to focus on critical tug operations while dynamically maintaining safe distances during navigation and preventing potential collisions. “It will also give them additional decision-making support and the ability to work with their colleagues ashore via a realtime data connection.” SS

The Intellitug project will be tested on a tug in Singapore’s operational port during 2019 (credit: Wärtsilä)

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Singaporetailored tugs unveiled by PSA PSA Polaris and PSA Capella are a pair of terminal tugs custom-adapted for operations in Singapore. The two Robert Allandesigned Z-tech 5000 terminal tugs are specially adapted for Singaporean operations, with the deckhouse and wheelhouse restyled to improve visibility of deck operations. The two vessels were built by Cheoy Lee Shipyards in China to Lloyd’s Register class specifications for Singapore coastal service up to 30 nautical miles from shore. Their Z-tech design is a combination of the best operational characteristics of both Z-drive tractor tugs and azimuthing sterndrive tugs. PSA Polaris and PSA Capella both have an overall length of 27.40 m and a moulded beam of 11.50 m with a hull depth of 5.03 m and a maximum draught of 5.25 m. The 333-gt tugs each have an ahead bollard pull of 52.0 tonnes, free running speed of 12.53 knots and can store 100 m3 of fuel oil and 23 m3 of potable water. Main propulsion on PSA Polaris and PSA Capella comprises of a pair of Yanmar 6EY26W diesel engines, each rated at 1,530 kW of power at 750 rpm driving Schottel SRP 360 fixed-pitch Rudderpropeller Z-drive units. The Z-Tech designs of these vessels were jointly developed by Robert Allan and PSA Marine in response to the specific requirements and challenges Singaporean operations bring.

Singapore Solutions | 2019

20 | PORTS, TERMINALS AND CONTAINERS

Trade processing and documentation are estimated to add up to 20% to the physical cost of shipping a single container, says IMDA

Blockchain-based bill of lading initiative launched by Singapore authorities The Infocomm Media Development Authority (IMDA) and MPA are partnering up to lead development of Singapore’s TradeTrust initiative for the maritime sector through development of electronic bills of lading (EBLs). Announcing the pilot in Singapore’s parliament on 4 March, Minister for Commnications and Information S Iswaran said “TradeTrust is an initiative to develop a set of standards to help businesses securely exchange digital trade documents. TradeTrust will aim to reduce inefficiencies and complexities of cross-

border trade that arise from paper-based documents such as traditional bills of lading. It will comprise a set of governance and legal frameworks, standards and future-ready digital infrastructure and will be supported by distributed-ledge technology, also known as blockchain, to give participants proof of authenticity and provenance for documents exchanged. IMDA said the maritime sector could be the first industry to benefit from the initative, with trade processing and documentation estimated to add up to 20% to the physical cost of shipping a single container. A memorandum of understanding was

signed between IMDA, MPA, Singapore Customs and the Singapore Shipping Association (SSA) in January 2019 affirming support for the initiative. IMDA and MPA will take the lead in developing TradeTrust for EBLs, with Singapore Customs and SSA providing support. Working together with government and industry, the initial focus of the inititiative will be on developing digital infrastructure, promoting EBLs and carrying out technical trials to demonstrate interoperability of EBLs across different digital ecosystems. IMDA will organise industry consultation workgroups with the maritime trade, logistics and finance sectors to gather feedback on the initiative, and will issue a request for proposal to invite industry proposals on technical implementation of TradeTrust infrastructure.

Digital supply-chain platform aims to make shipping more efficient PSA has partnered with a subsidiary of CrimsonLogic, GeTS and other partners, launching a digital global tradefacilitation and supply-chain ecosystem. The platform is called Calista, an initialism for Cargo Logistics, Inventory Streamlining and Trade Aggregation, and is aimed at facilitating trade and increasing transparency for those involved in the shipping and logistics supply chain. It brings together both non-physical activities, such as financial and regulatory, and physical activities of logistics in a digital ecosystem aimed at serving the entire community of stakeholders in the logistics chain. Through using digital technologies the project aims to streamline the supply chain by interacting with stakeholders’ systems, reducing data duplication, improving the authenticity of data flow and generally streamlining processes, documentation and data as goods move within and across countries and regions. The goal is for manufacturers to have direct increased visibility of their goods in transit, and to enable logistics

Singapore Solutions | 2019

service providers to work together on developing supplychain solutions that add value for customers. Building on GeTS’ existing global trade connectivity offerings, Calista will work with other national trade, regulatory and supply-chain platforms. Strategic partners along the global supply chain will be sought, and partnerships have already been forged with Singapore agencies including the Ministry of Trade and Industry, the Economic Development Board and the National Trade Platform. DBS Bank is providing financial and banking technology services to the partnership. PSA group chief executive Tan Chong Meng said “Greater cargo-flow visibility and improved co-ordination benefits everyone, from manufacturer to consumer.” DBS Bank chief executive Piyush Gupta said: “We are […] honoured to play our part in supporting the digitalisation of the shipping and logistics industries. With cross-border trade growing and Asian enterprises doing more business internationally, Singapore is well placed to lead the charge in digitalising trade financing solutions.” SS

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22 | BUNKERING, LUBRICATION AND LNG

Sembcorp Marine is building Asia’s largest LNG bunker vessel for deployment in Singapore (credit: LMG Marin)

Singapore angles for prime position as LNG bunker hub With LNG-fuelled shipping on the rise, MPA is supporting bunker-vessel newbuilds to help Singapore become a global bunkering hub for the fuel

Singapore Solutions | 2019

lthough the necessary infrastructure is not as advanced as that in Europe, the steps now being taken will help shipowners opting for gas-fuelled vessels as the way to comply with the 0.5% global sulphur cap that enters into force on 1 January 2020. The growing worldwide orderbook of dual-fuel ships includes many large vessels that will require significant volumes of LNG fuel. Asia’s largest LNG bunker vessel will be deployed to the world’s largest bunker port, Singapore, after a subsidiary of Mitsui OSK Lines contracted Sembcorp Marine to build a 12,000-m3 LNG bunker vessel. To be constructed at Sembcorp Marine Tuas Boulevard Yard for Indah Singa Maritime Pte Ltd, the LNG

bunker vessel will be 112 m long and 22 m wide with two GTT Mark III Flex membrane tanks. This will be the first LNG bunker vessel built by Sembcorp Marine, which will also fabricate the vessel’s membrane tanks under a licensing agreement with France’s GTT. Mark III Flex membrane tanks have lower internal pressure, temperature and boil-off rate than IMO Type C tanks, which translates into greater tank durability, safer fuel-transfer operations and reduced cargo loss through evaporation. The Mark III Flex membrane tanks also weigh less and occupy less ship space, allowing the vessel to carry more cargo and consume less fuel during transportation. For cleaner propulsion, the LNG bunker vessel will have dual-fuel engines running on LNG or marine diesel oil. When completed in early 2021, the vessel will go on long-term charter to Singapore state-owned Pavilion Gas Pte Ltd (PGPL) for deployment in Singapore. Commenting on the contract for the new LNG bunker vessel, Sembcorp Marine president and chief executive Wong Weng Sun said, “This project marries Sembcorp Marine’s ship design and construction expertise with GTT’s industry-leading membrane tank

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BUNKERING, LUBRICATION AND LNG | 23

system. We are confident the outcome will be a sophisticated newbuilding that not only delivers optimal technical performance, but also helps MOL and Pavilion Energy contribute to the expected standard of LNG bunkering operations in Singapore.”

THIS LNG BUNKER VESSEL WILL BE THE FIRST OF ITS KIND IN SOUTHEAST ASIA”

MOL teamed up with Sembcorp Marine Specialised Shipbuilding, a subsidiary of Singapore-based Sembcorp Marine Group, to construct the vessel, and Sinanju Tankers, a major bunker barge company, for shipmanagement. The new ship will be the second LNG bunkering vessel in Singapore and is slated to start services after its delivery to PGPL in early 2021. It was also announced in June 2018 that Singapore’s first LNG bunker vessel was being built for FueLNG, a joint venture between Keppel Offshore & Marine Ltd and Shell Eastern Petroleum. Announced in June 2018, the 7,500m3 vessel is being built to the MTD 7500U LNG propietary design by Keppel Offshore & Marine's design and development arm. It will be equipped with dual-fuel generator engines and propelled by a twin-screw azimuthing propulsion system which allows it to perform a crabbing manouevre during bunkering operations reducing fuel consumption and emissions and minimising tug utilisation. The bunker vessel will be able to harness boil-off gas produced as a by-product of bunkering operations as well as evaporating LNG from its cryogenic tank, which would be flared off otherwise. FueLNG chairman and Keppel Offshore & Marine chief executive Chris Ong said “This vessel, which will be the first of its kind in southeast Asia, will enable FueLNG to be the first

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in Singapore to provide ship-to-ship LNG bunkering services within the Singapore port. “This demonstrates our commitment to global customers as the industry increasingly adopts cleaner fuel alternatives. “Tapping on Keppel's shipbuilding expertise enables us to have a highly capable vessel that meets our requirements for safety and efficiency. Supported by Shell's experience, we aim to be a key driver in promoting LNG as marine fuel.” FueLNG director and Shell Downstream LNG general manager Lauran Wetemans said: “I am pleased LNG will be available mid-2020 in Singapore. The decision to develop the LNG bunker vessel demonstrates the confidence FueLNG has in LNG as a marine fuel. “Singapore is a key maritime hub and both partners will contribute specific expertise in the venture with Shell using its global experience to make LNG a reality. “We continue to work closely with the MPA, the port operators and industry stakeholders to ensure LNG bunkering will be available.” MPA will provide a grant of up to S$3.0M (US$2.2M) towards the vessel as part of Singapore’s LNG bunkering pilot programme. Speaking at the Singapore International Bunkering Conference and Exhibition in October 2018, organised by Maritime and Port Authority of Singapore, Senior Minister of State for Transport and Health Dr Lam Pin Min gave further details of MPA’s preparations to make Singapore LNG ready: “MPA has made good progress on LNG bunkering in Singapore over the last few years.” “To kick-start the use of LNG as a marine fuel, MPA has co-funded the construction of eight LNG-fuelled vessels. The first two were delivered this year to Keppel SMIT Towage and Maju Maritime, which have since conducted 15 LNG bunkering operations. “We expect this number to grow as more LNG-fuelled vessels are delivered.” The port authority is also co-funding

the construction of eight LNG-fuelled vessels that will serve in local waters. The first two, a pair of tugs, were delivered in September last year to Keppel SMIT Towage and Maju Maritime, and 15 truck-to-ship LNG bunkering operations have so far been carried out with these vessels. Another member of this LNG-fuelled fleet will be a 7,900-dwt dual-fuel oil bunker vessel being built for Sinanju Tankers. MPA took its first steps to promote LNG bunkering in 2014 when it formed a dual-fuel focus group with the Antwerp, Rotterdam and Zeebrugge port authorities. The initiative now consists of 11 ports and maritime administrations across Asia, Europe and North America. One of the focus group’s members is the Ports and Harbours Bureau of Japan’s Ministry of Land, Infrastructure, Transport, and Tourism. This agency has formed a working group with MPA and the two parties are currently assessing the feasibility of LNG bunkering for car carriers plying between Japan and Singapore. SS

Dr Lam Pin Min: “MPA has made good progress on LNG bunkering in Singapore over the last few years” (credit: IBC Asia)

Singapore Solutions | 2019

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BUNKERING, LUBRICATION AND LNG | 25

AI-enhanced platform makes bunker operations smoother and smarter Tech startup Claritecs is bringing together maritime and data knowhow to make bunkering operations smarter and more efficient, benefiting bunker-tanker operators, vessel owners and charterers

hief executive Wong Hong Lee and chief marketing officer Marianne Choo explained how the startup is planning to revolutionise bunker scheduling. In the 2018 PIER71 Smart Port Challenge, Sinanju and PCL sought a solution to optimising bunker operation scheduling. Singapore is the world’s busiest bunkering hub, with more than 210 bunker tankers receiving fuel from oil terminals to deliver to oceangoing vessels at the city’s ports and anchorages. In 2017, more than 40,700 vessels took on 50.6M tonnes of bunker fuel in Singapore. The bunker-tanker operator’s task of scheduling bunker deliveries is made more complex as changes to vessel arrival times are not tracked in real time on a centralised system, requiring manual checks. This can impact on oceangoingvessel owners as delays in bunker barge arrivals can result in longer port stays and delays to a vessel’s schedule. Claritecs’ solution is BunkerMAESTRO, an AI-enhanced software-as-a-service (SaaS) bunker-scheduling platform. Claritecs observed that many bunker-tanker operators are still handling scheduling manually, using systems such as Excel worksheets and having to respond on an ad hoc basis to changing situations such as vessels running late. “We hope through our platform information can be shared a lot earlier,” explained Ms Choo. “We have spoken to bunker-tanker owners already and they tell us they have to reschedule their entire fleet two or three times a day because of issues like delays,” said Ms Choo, adding “the possibility of errors is high.” Mr Wong said “Our system will integrate data from vessel AIS and available port and pilotage systems to provide seamless tracking of vessels coming to Singapore for bunkering, pilotage assistance and cargo operations.” “We expect BunkerMAESTRO to offer a 30% to 50% increase in work productivity; 15% to 30% increase in bunkertanker utilisation rate; and a 50% reduction in time spent for communication – allowing users to concentrate on addressing key issues and bringing in more revenue with the same amount of resources.” The platform will allow bunker operators, oil terminals, ship agents and shipmanagers of receiving vessels access to bunkering information oversight under a common system.

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It uses innovative techniques such as robotic process automation and machine learning to ‘scrape’ data from bunkering requests and assign a vessel capable of providing the required fuel in the required quantity at the required time. While it is still in the prototype stage, Mr Wong sees potential for the system to reduce the amount of paperwork involved in a bunker delivery: “If we have the data in our system of what vessels have been bunkered, what type of fuel, in what quantity, and we have mass flow meters measuring what is delivered, all that information can be collated together and put into a bunker delivery note system. “All that needs to be done later on is the engineer signing off to say this is exactly the quantity I received.” Claritecs’ innovation was recognised by its placement in the top 3 of 2018’s PIER71 Smart Port Challenge, where it gained third place out of 122 entries. The company has signed letters of intent with nine Singapore-based bunker tanker operators and shipowners, and anticipates about one third of Singapore’s bunker tanker fleet will be candidates for testbedding BunkerMAESTRO in the first half of 2019 prior to the service hitting the marketplace. SS

Claritecs won third place at the PIER71 Smart Port Challenge pitch day

Singapore Solutions | 2019

26 | BUNKERING, LUBRICATION AND LNG

Pioneering use of mass flow metering in Port of Singapore

ll bunker tankers delivering distillates in the Port of Singapore have been mandated to use mass flow metering (MFM) by MPA as of 1 July 2019. In a statement, MPA said “The use of the MFM system will enhance transparency in the bunkering process, improve operational efficiency, and increase the productivity of the bunkering industry.” In bunker fuel trading, fuel is sold by mass but delivered by volume, which unlike mass can be affected by changes in pressure and temperature. Traditional measuring methods use manual sounding pipes to calculate bunker volumes, followed by manual calculations for bunker transfer volumes carried out with sounding tables to convert from volume to mass. MFM is considered to be a lot more accurate than these methods as it allows fuel to be directly measured by mass, giving a more accurate account of quantity during custody transfers. Further, it removes the possibility of operator error and simplifies operations. The system displays and records critical parameters

Maersk Oil Trading installed the world’s largest bunkering MFM system on MT Eager (credit: Hong Lam Marine)

Singapore Solutions | 2019

Mandatory use of mass flow metering technology is making bunker delivery monitoring more transparent and accurate

in real time, allowing users to address abnormalities on site. It is a tamper-proof technology as MFM devices incorporate an unresettable totaliser and tamperproof seals, ensuring the integrity of the system. The decision to extend mandatory use of MFM to distillates delivery comes after positive feedback from a similar ruling regarding MFM and marine fuel oil deliveries, which took effect on 1 January 2017. Speaking at an International Bunker Industry Association dinner in April 2018, MPA assistant chief executive for operations Captain M Segar said: “As the world’s top bunkering port, it is important that we continue to set the highest bunkering standards to ensure fuel quality and reliability and this can be achieved through the use of MFM. “This will also prepare the industry for an expected increase in delivery of distillates with the introduction of a 0.5% global sulphur cap from 1 January 2020 by the International Maritime Organization.” The MFM working group, established by MPA and Enterprise Singapore and comprising members of Enterprise Singapore’s Weights and Measure Office, National Metrology Centre @ A*Star and other bunkering industry stakeholders, carried out a trial of the system on five bunker tankers: Marine Pamela, Ocean Pioneer, Patimah, Sentek 25 and Wisdom.

After 1 July this year, all existing distillate bunker tankers supplying oceangoing vessels in the Port of Singapore will be required to be fitted with an MPA-approved MFM system. All new bunker tankers that apply for the Harbour Craft (Bunker Tanker) licence will also be required to have an MPA-approved MFM system installed. MPA has set aside S$9M (US$6.7M) to co-fund an initiative to assist companies with the cost of installing MFM systems. For each existing bunker tanker delivering distillates in the Port of Singapore, a company may apply for co-funding of up to S$60,000 (US$44,444). In January 2019, Maersk Oil Trading Singapore installed the world’s largest bunkering MFM. An Endress+Hauser Promass X meter was installed on 110-m high-sulphur fuel oil tanker MT Eager, which has a capacity of 10,296 m3 and is under charter for Maersk Oil Trading from owner Hong Lam Marine. Maersk Oil Trading also plans to install the technology, which uses Coriolis mass flow measurement, on another vessel on charter from Hong Lam Marine. In November 2018, a team from the China Petroleum Circulation Association, an organisation responsible for developing oil policies and legislation in China, visited Singapore on a fact-finding mission to learn about bunkering with MFM. Marine fuel measurement firm Metcore International organised the trip in collaboration with Sinanju Tanker Holdings. The delegates observed a live bunkering operation and application of Singapore’s Technial Reference for Bunker Mass Flow Metering on board the 89-m long bunker tanker Marine Rose, owned by Sinanju, which has a capacity of 6,022 m3. SS

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OFFSHORE SUPPORT VESSELS | 29

Wind industry looks to Singapore for offshore expertise Developers of offshore wind projects are turning to Singapore’s shipyards and operators for solutions by David Foxwell

ung Hua Construction (HHC) has ordered two of Damen’s FCS 2710 fast crew supply vessels for use in Taiwan’s burgeoning offshore wind energy industry. The contract was signed at the end of January and the vessels will be built at Damen Shipyards Singapore for delivery in early 2020. HHC is Taiwan’s largest near-shore construction and dredging company and recently became involved in the offshore wind sector. The twin-hulled FCS 2710 with its Damen trademark Axe Bow is 1 m longer than its predecessor, the FCS 2610. However, it can carry twice as many personnel and offers more flexibility, more tank capacity, greater usable deck space, increased comfort and more accommodation. It can also operate in wave heights exceeding 2 m. The two vessels for HHC will have other small changes to meet the company’s specific demands and optimise them for local Taiwanese requirements and conditions. Damen sales manager, Asia Pacific, Michiel Hendrikx, said “The FCS 2710 is proving to be very successful in the offshore wind market in Europe and we are sure that it will also perform well in

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Taiwanese waters, which can be quite harsh and rough. We are also confident that the market in Asia will have more demand for this type of vessel in the future and so we have decided to start series production of the FCS 2710 in Singapore with two more vessels to be ready for delivery in 2020.” In the longer term, HHC is expected to acquire more CTVs and could expand its fleet up to eight vessels. Elsewhere in Singapore, Sembcorp Marine’s offshore construction unit has netted contracts from offshore wind industry leader Ørsted. The group has signed an agreement with Ørsted Wind Power subsidiary Optimus Wind Ltd for the engineering, procurement, construction, hook-up and commissioning work on two topsides, to be deployed on the Hornsea 2 offshore windfarm in the UK. With a combined weight of approximately 8,700 tonnes, the topsides will be fabricated at Sembcorp

Marine’s integrated yard facilities for delivery in Q1 2021. The 1.4-GW Hornsea 2 offshore windfarm – set to be the world’s largest when operational in 2022 – is 89 km northeast of Grimsby in the North Sea. As highlighted previously, the authorities in Singapore hope getting involved in offshore wind energy can help companies grappling with the effects of a long-term decline in demand for offshore vessels and rigs find work. Sembcorp Marine head of offshore platforms Samuel Wong said: “Sembcorp Marine is honoured to have the customer’s trust in our ability to deliver the topsides safely, on time and with the desired quality. We are very grateful to Ørsted and Optimus for the contract, and for the opportunity to progress further in the competitive offshore renewable energy market.” Sembcorp Marine is best known as a builder of rigs and platforms for the offshore oil and gas industry, where it has a 50-year track record. It focuses on rigs and floaters, repairs and upgrades, offshore platforms and specialised shipbuilding, and counts major oil companies, drilling contractors, shipping companies and owners and operators of floating production units among its customers. It owns and operates shipyards and other facilities in Singapore, Indonesia, Norway, the UK, US and Brazil. SS

HHC’s two FCS 2710 vessels will be optimised for their area of operations offshore Taiwan (credit: Damen)

Singapore Solutions | 2019

30 | OFFSHORE SUPPORT VESSELS

Winds of change bring challenges and opportunities for shipbuilders and operators Most notably in Taiwan but also in Japan, China and South Korea, there is a growing appetite for offshore renewables, with lucrative opportunities for owners, operators, shipyards and suppliers to get in on the ground floor and interesting implications for Singapore’s offshore sector

n a panel discussion at the Asian Offshore Support Journal Conference held in Singapore in 2018, PACC Offshore Services Holdings (POSH) marketing manager Kevin Brown and ST Engineering vice president Mike Bell shared their perspectives on the prospects of this growing market and what it could mean for Singapore. “It’s becoming a general consensus that for Asian offshore wind it’s not a case of ‘will it ever be as big as the European market,’ it’s a case of when it will happen,” said Mr Bell, whose involvement in offshore renewables has been developing, selling and building crew transfer vessels (CTVs) operating in the North Sea. The opportunity – and the risk – for Asia is how to leverage and learn from experiences of the industry in the North Sea and Europe, the first area where offshore wind really took off, he said, adding “It’s a pretty exciting time for this region.” Mr Brown observed that while offshore wind is taking off in Asia, it is still very active in Europe, creating competing demand for vessels and potential opportunities for offshore operators in the Asia-Pacific region. He asked “Should we expect the cavalry from the European sector to come rushing over or is there a real opportunity for us to be in at the front and try to support these operators from stage one with a long-term view in mind?” Well established in the offshore support sector, POSH formed a joint venture with Taiwanese logistics firm Kerry TJ Logistics in July 2018, called POSH Kerry Renewables, to provide a range of services for offshore windfarm developers, EPCI contractors and wind turbine manufacturers. The JV brings together POSH’s fleet of vessels and specialised offshore marine expertise with Kerry TJ’s extensive local network and in-depth market knowledge as Taiwan’s largest logistics provider. POSH Kerry will be joined by other strategic partners that are keen to customise solutions for Taiwan’s offshore renewables market. A memorandum of understanding (MoU) has already been signed with Rolls-Royce to explore suitable

designs for walk-to-work and service operation vessels specific to offshore wind operations. The partnership has also gained traction with clients, including an MoU signed with Macquarie Capital and Swancor to jointly explore collaboration opportunities in the Taiwanese offshore wind market; as well as support from Enterprise Singapore, an agency championing enterprise development. The JV will also work with Taiwan-based marine and towage operator Seagreen Enterprise to recruit, train and build up a pipeline of Taiwanese crew. Mr Brown highlighted several of the challenges operators looking to get involved with the Asian wind sector may face. There is a lack of relevant offshore marine knowledge, he noted, with Taiwanese companies having so far been heavily reliant on partnering with European operators. This may be an opportunity for experienced offshore operators in the region to get involved. He also noted a lack of clarity on local content requirements, and the timescales involved in these. There are also many stakeholders jockeying to get a piece of the pie from different subsectors with differing scopes and liabilities, with no one-stop solutions providers, unlike in the European market where operators can support many activities ranging from survey to cable-lay, installation and inspection. An interesting factor is the increased activity in offshore oil and gas, Mr Brown noted. Sophisticated vessels unable to find work performing their intended duties have been moonlighting in walk-to-work operations at a much lower day rate. As activity in their ‘day jobs’ for these vessels pick up, there may be opportunities for other vessels to fill the gap in the offshore renewables market they leave, Mr Brown observed, noting that platform supply vessel (PSV) conversions could be a solution, with opportunities for such vessels to be converted to fulfil accommodation, survey or remotely operated vehicle work. Concern has been expressed in Taiwan about the lack of a spot market, said Mr Brown. “These large installation vessels come over from Europe, do their job, install and go away – what happens if there’s a breakdown?”

“Some of the field operators are concerned about managing these issues as they can’t just call in a vessel at a day’s notice, while in Europe there’ll be something a day away or a few hours away.” The panel also discussed design considerations in the offshore renewables sector. While converted PSVs may be suitable for some duties, recent years have seen the rise of sophisticated service operation vessels (SOVs) integrating complex systems and often designed with specific projects and end-user requirements in mind. Mr Bell said “There’s been talk of converted PSVs operating in renewables but what you’re seeing now is the introduction of very, very custom and specific SOVs that are dynamic positioning-optimised, with huge steps forward in terms of heave-compensating gangways and cranes.” “These vessels are so bespoke that they really demand long-term contracts or long-term commitments from the end user,” said Mr Brown.

“I don’t think you would go and build one of these on spec,” he said, adding “If you’re going to do that you need to have an eye on having it multirole, where you can hit oil and gas clients and offshore renewables clients.” Another challenge comes from the speed of technological changes both for the vessels themselves and the installations they service. Mr Bell noted “Vessels built for operations four years ago are no longer large enough to support the largest turbines and the same goes for the technology involved in getting people onto those turbines.” “It’s now at the stage where whether the length of build of a vessel be 18 months or 24 months, by the time it gets into service technology and expectations have already moved forward.” Another issue in the southeast Asian context is the risk from typhoons. Mr Bell commented “The purpose of a CTV or an SOV is to put people on turbines, and it is a risky process, there’s a certain amount of danger to it. “If you look back over the last three or four years, people have progressively gone for larger vessels to broaden their operational window in terms of wave height. “The typhoon [issue] in Taiwan obviously offers just another dimension to consider […] It does create more of an interest around larger SOVs able to stay out for longer periods of time in larger wave heights than a smaller CTV.” Mr Brown noted that in the Asian context, turbines are being manufactured on a slightly physically larger scale than in Europe, with the transition pieces higher by as much as 5 m. “It’s not necessarily that operating in the sea conditions is going to be any more dramatic than it is in the North Sea on a windy day, but because of the typhoon element everything’s that little bit bigger, which means the vessels have to be bigger to install it. “And then dealing with the fact that everything’s higher out of the water is another element that just makes life more difficult.” SS

TOP: Kevin Brown (POSH): “Should we expect the cavalry from the European sector to come rushing over or is there a real opportunity for us?” MAIN IMAGE: Windfarm support vessels are growing in size to handle larger wave heights (credit: US Department of Energy)

32 | OFFSHORE SUPPORT VESSELS

Consolidation is not a panacea for the offshore sector, say OSV owners Despite signs of recovery, an adaptive approach to the new realities of the offshore support marketplace is required to ensure long-term survival, say representatives of Singapore’s OSV owners

Duncan Telfer (Swire Pacific Offshore Operations): “Training must continue, but there’s going to be a struggle as we recover to keep positions filled”

Singapore Solutions | 2019

“

lot of people talk about mergers and acquisitions and consolidation, and how that needs to happen,” Pacific Radiance managing director James Pang told the Asian Offshore Support Journal Conference held in Singapore in September 2018. “The reality is that it sounds good in theory, but it’s a lot harder to execute and the benefits are a lot harder to realise.” While consolidation can bring economies of scale, this only works if you have the same or similar vessel types, with the same equipment, he added. “[We need to] change the business model, how we approach the market.” Swire Pacific Offshore Operations commercial director Captain Duncan Telfer espoused a similar viewpoint, noting that the level of fragmentation in the global OSV fleet means mergers and acquisitions alone cannot really make a difference to rates until the problem of oversupply – which, based on age and technical specifications, Capt Telfer estimated at around 1,000 vessels – is solved. “It can bring efficiencies, yes, but will it make a difference to oversupply? Not until we get rid of those thousand extra vessels,” he added. Capt Telfer called for owners to focus on keeping vessels that are viable. “Our clients have a choice right now,” he said, noting that the fewer vessels retained, the quicker the market will recover. He noted as particular issues vessels more than 15 years old, vessels that do not have a dynamic positioning notation of DP1 or DP2, and vessels that have been laid up for more than three years, adding “I would suggest there are a lot of vessels that should not be coming back to market.” “A lot of the companies who overbuilt

have to downsize to the right size to survive,” added Kim Heng Offshore and Marine Holdings executive chairman and chief executive Thomas Tan. “We have to keep learning as quickly as the world keeps changing.” Turning to the issue of the talent drain and how this can be addressed, technology and training were identified as key factors to consider. Capt Telfer said “Here in Singapore we’ve got some very good opportunities such as the Maritime One scholarship.” He noted that while it may seem counterintuitive, the current market situation makes it an ideal time to enter the world of offshore. “It teaches us what cash flow is all about – it’s not profit and loss, it’s survival. “We’re coming back into recovery and we need people that are competent and professional, and arguably we’ve lost a lot of them along with the vessels that have exited the market. “We can’t stop investing in training […] Training must continue, but there’s going to be a struggle as we recover to keep those positions filled.” “It’s easy to hire talent but difficult to retain,” said Mr Pang, noting that the younger workforce in its 20s and 30s is tech savvy and wants to work for companies that are likewise. “Companies need to speak their language and provide them with a platform to grow that they’re comfortable with.” This requires embracing technological changes, such as using predictive maintenance, to avoid younger, tech-savvy employees becoming frustrated with the corporate culture, he added. “At the end of the day you need to really invest in technology and develop a sustainable competitive advantage,” he added. SS

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34 | SHIPOWNERS

With 2020 fast approaching, it is very difficult to secure yard space to carry out scrubber installations in time (credit: Gabuchan/flickr)

Singapore’s shipowners prepare for the 2020 sulphur cap In a panel discussion at the 2019 Asian Tanker Conference, leading Singapore-based shipowners and other experts came together to share views on the commercial challenges shipowners will face when IMO’s sulphur cap comes into force in 2020

Singapore Solutions | 2019

he panel comprised Nova Carriers (Singapore) managing director Harpal Cheema, OMC Shipping general manager Captain Jagadeesan Natarajan, Fratelli Cosulich chief executive and board member Timothy Cosulich, Bureau Veritas global market leader for tankers and gas carriers Carlos Guerrero and 21 Knots Design & Consulting founder and chief executive Nitesh Ranvah. From 1 January 2020, an IMOimposed 0.5% sulphur content cap will apply to vessel emissions. A number of options open to shipowners for compliance with this cap were discussed, including using compliant low-sulphur fuel oil (LSFO), installing

exhaust-gas cleaning systems or scrubbers, and using alternative fuels such as liquefied natural gas (LNG). “2020 is around the corner and it’s a big question mark whether everybody in the industry will be ready by then,” said Mr Cosulich, whose company both owns vessels and offers a range of services such as management, adding “We have clients that are ready now […] and then we have clients that literally have no clue about what they’re supposed to do.” Compatibility of compliant fuels was a recurrent issue in the discussion. Mr Cosulich explained: “Different oil majors and suppliers are developing their own LSFOs, and these products

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SHIPOWNERS | 35

are not necessarily compatible with each other. “We’ve done a lot of tests and we see a wide range of viscosity […] For a newer ship you can segregate your tanks and that’s all good, but if your fleet is older that’s not really an option.” “The other problem is availability,” he said, adding “If you’re taking bunkers in ports like Singapore […] there’s not going to be a problem because you’re going to have basically every type of fuel. “But if your calls are in smaller ports there might be an issue because local suppliers will be constrained in terms of availability of storage and barges.” The potential cost impact of compliant fuels and uncertainty on pricing was also an issue for consideration. “If you had a steep increase in fuel charges then that can have a big impact, and related to that is credit,” said Mr Cosulich. “When you buy bunkers usually the standard is that you pay 30 days from delivery and [transactions are] based on operating credit.” “Obviously traders and suppliers are not necessarily going to increase credit lines for every client and that might put cash flows under pressure.” Capt Natarajan, whose company OMCS acts as Mitsui’s shipowning arm, noted that as an owner in most cases charterers are responsible for supplying compliant fuels. However, he continued, the issue for his company comes when the 1 March deadline for removal of non-compliant fuel from bunker tanks hits. He noted that while some charterers are willing to share the cost of this process, others are arguing that under the charter party it is the owner’s responsibility to handle this. Mr Ranvah noted that there is market uncertainty regarding the cost of compliant fuels, as well as compatibility issues. He noted that there are two certain solutions for 2020 compliance, which are installing scrubbers or using LNG as fuel. He noted that installing scrubbers has the benefit of allowing owners to continue to use high-sulphur fuel oil

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(HSFO) and thereby avoid the issues of availability and compatibility that come with switching to LSFO. He also noted that using scrubbers reduces particulate matter levels, which could be a target for IMO regulation in future. On the downside, there are high costs involved, he said, noting this involves the capital expenditure to purchase the equipment itself and installation costs, as well as increased operational expenditure, estimating there will be increased fuel burn of between 2% and 5% when using scrubbers. Capt Natarajan raised the issue of vessel size and whether potential vessel earnings can justify the expense of scrubber installation. “If it’s supramax or handymax size there’s no point fitting scrubbers as it’s not going to give a return [in the present market],” he said. “For a larger-sized vessel it’s feasible to fit scrubbers but I don’t see any economy in fitting a small-sized vessel with scrubbers if it is not going to provide a return.” Owners also need to consider the project-management side of scrubber

Capt Natarajan (OMC Shipping): “I don’t see any economy in fitting a small-sized vessel with scrubbers if it is not going to provide a return”

installations, Mr Ranvah said, highlighting the complexity involved in such projects. He estimated that on a single scrubber installation project, combining all stakeholders from OEMs to shipowners, managers, yards, class societies and engineering partners, there will be an estimated 392 subtasks. This could impose a heavy burden on superintendents. While it may be feasible for small owners with only one or two vessels, he noted that for larger owners with fleets of up to 50 vessels and each superintendent managing five or six ships, this may not be feasible. He said: “It’s practically impossible that a super can take up this kind of huge project management task along with their current responsibilities. “As a shipowner you will need to set up your own project management teams or find a consultant who’s going to do it for you.” Another issue with scrubbers for owners who have not yet settled on a strategy for 2020 compliance is whether it is even possible to get them installed in time for the sulphur cap coming into effect. In response to an audience question on the possibility of a relaxation of the rules for owners who plan to install scrubbers but are not able to meet the deadline, Mr Ranvah said. “There is no relaxation […] if you haven’t done your homework and booked a place then I don’t think you can get away with not burning LSFO.” The economic viability of installations on older vessels was also under discussion. Mr Ranvah said: “I think the whole commercial aspect of making scrubbers lucrative is based on its ROI within 1.5 years or so. “There are two basic parameters: One is your fuel price differentials, second is how many days a year you are going to run your ships. “As long as you are able to run your ships for more than 150 or 200 days a year, and the differential fuel prices between HSFO and compliant fuels holds on for the next 1 to 1.5 years, then yes it makes sense – if you’re running on spot and going to idle them a lot then no, it will not.” SS

Singapore Solutions | 2019

SHIPOWNERS | 37

ONE took delivery of 14,000 TEU container ship ONE Grus in February 2019

Newcomer ONE breaks records as it moves out of choppy waters Born out of consolidation, container firm ONE is breaking stowage productivity records with digital assistance

lthough it may have “set sail in choppier waters than we had expected,” as MOL president and chief executive Junichiro Ikeda put it, Ocean Network Express has already begun breaking records in 2019. Established in 2016 as a joint venture between Japanese companies Nippon Yusen Kaisha, Mitsui OSK Lines and K Line, 2018 saw ONE formally begin trading, with Singapore the site of its global headquarters. The company’s first set of results, released at the beginning of August 2018, showed a net loss of US$120M for Q2 2018 (Japanese Q1 financial year). However, in his 2019 New Year message Mr Ikeda said the way forward is clear. “The cost savings derived from integrating the container-ship operations have surpassed estimates before the integration. We also know exactly what must be done to improve cargo-volume liftings and earnings. We will closely heed the lessons we have learned from ONE’s results to date as we fulfill our governance responsibilities as an investing company of this business venture.” It has made itself well at home in Singapore, having announced on 20 December 2018 it was forming a joint venture (JV) company with PSA at Singapore’s Pasir Panjang Terminal. Set to start operations in the first half of 2019, the JV will operate four mega-container berths with a combined annual handling capacity of 4M TEU. ONE’s chief executive officer Jeremy Nixon said: “Through this joint venture in Singapore, ONE will be enabled to further enhance its terminal- and vessel-planning operations in an even closer co-operation with PSA. “This will improve our service reliability and benefit our customers through better service levels.” The day after the announcement, ONE’s NYK Swan set a productivity record at PSA’s Pasir Panjang terminal, with more than 6,000 container moves accomplished in 18.5 hours, or a gross berth productivity rate of more than 300 ship-shore moves.

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Another record was set, this time for loading, when MOL Tribute took on 19,190 TEU. The vessel, which has a total capacity of 20,146 TEU, achieved the record on 11 February. “As vessel sizes increase, so too do the complexities associated with safe and effective stowage planning,” said ONE general manager global vessel operations Capt Kunihiko Nishimura. “With the help of Navis and PSA Singapore, we were able to accomplish a tremendous feat – not only planning, but successfully executing a vessel call with more than 19,100 containers on board. It is truly remarkable and we will continue to innovate and leverage the best possible technology to further advance our performance to better serve our customers.” ONE partnered with Navis for its expertise in vessel stowage planning – leveraging its StowMan solution on a vessel also equipped with the MACS3 loading computer for the most recent voyage. Prior to the latest achievement, ONE completed two additional record stows aboard MOL Trust and MOL Tradition in its last two calls at PSA Singapore. February 2019 also saw the delivery of 14,000-TEU container ship One Grus. The container ship measures 364 m in length and has a dwt of 138,611. The vessel incorporates innovative ‘dual-rating system’ technology on its main diesel engine, with two selected outputs for ‘high’ or ‘low’ rating, which allows for flexibility of operations and improved fuel efficiency, resulting in lowered emissions. Crack arrest technology boosts the vessel’s structural safety, while the integrated navigation system on the bridge consolidates vessel system functions, reducing the workload of operators. One Grus will operate on THE Alliance’s Asia-Europe 5 service, with a port rotation of Laem Chabang, Cai Mep, Singapore, Colombo, Rotterdam, Hamburg, Antwerp, Southampton, Jeddah, Colombo, Singapore and Laem Chabang. SS

Singapore Solutions | 2019

38 | SHIPOWNERS

PIL trials electronic bill of lading on perishable shipment Pacific International Lines (PIL) had an auspicious start to the new year with a successful trial of a blockchain-based electronic bill of lading (EBL) to track a shipment in real time

uilt on the enterprise-ready IBM blockchain platform, the trial saw an EBL used to track in real time a shipment of approximately 108,000 mandarin oranges being imported to Singapore from China by Hupco in time for the lunar new year celebrations. PIL said using the EBL reduced the administrative time to transfer the title deed on the shipment to just one second from about a week. Hupco chairman and chief executive Tay Khiam Back said “We are delighted with the outcome of the trial. By using the EBL, we have seen how the entire shipment process can be simplified and made more transparent with considerable cost savings.” While mandarin oranges are a common sight at new year celebrations, their choice as cargo was important as they are a perishable item that requires faster document processing and expedited cargo clearing for delivery. Shortened shipping times for such cargoes is therefore especially valuable. Using blockchain technology guarantees the provenance of the documentation as they are rendered both traceable and tamper-proof. The technology is based around decentralised, encrypted ledger technology that creates a permanent, digitised

Using the EBL reduced the administrative time to transfer the title deed on the shipment from a week to just one second

Singapore Solutions | 2019

chain of transactions grouped in blocks. All members of the business network are given access to a copy of the encrypted ledger that they can read and edit. Any amendments to the ledger require validation using a consensus process, and once given this is instantly committed to all ledgers in the network. PIL executive director Lisa Teo said “We are pleased with the steady progress of our blockchain collaboration with IBM. “To date we have received very positive feedback from the industry and authorities, and we are enthused by the possibilities of how our blockchain developments can transform and inject a much-needed boost in efficiency and innovation into the industry.” IBM and PIL formally started work on the concept, along with MPA, by signing a memorandum of understanding at the Singapore Regional Business Forum in July 2017. A proof-of-concept exercise took place that concluded in February 2018, using a blockchain-based supply-chain platform to track and trace cargo movement from Chongqing to Singapore via the southern transport corridor. IBM Asia Pacific chief executive and chairman Harriet Green said “A blockchain-based trade network will be a game-changer, and we have a great opportunity here with our partner PIL to revolutionise the documentation processes in a way that benefits the entire industry.” Plans for the Lunar New Year trial were announced in October 2018, when Ms Teo said: “As an international shipping company, we believe we have a role to play in enhancing efficiencies within the intermodal transport logistics ecosystem. Working with a complex logistics network comprising ports and terminals, agencies, government entities, banks and shippers, systematic supply-chain management is increasingly important to lower costs through the chain by cutting unnecessary expense, movements and handling. “Traditionally, information flow is predominantly handled via manual processes and the supply chain is slowed down when there are many points of communication within its framework. The use of blockchain technology to allow for the direct exchange of documents and information via the decentralised network to boost transparency [and] eliminate disputes forgeries and unnecessary risks will be key for this industry to progress.” SS

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40 | SHIPMANAGERS & SERVICES

Crew retention vital to pre-empting offshore skills shortages As recovery in the offshore sector picks up pace there will be fierce demand for skilled crew

manpower shortage could be on the cards for offshore operations in the near future, according to Global Radiance Group chairman and managing director Abdul Lateef Siddiqui.“There will be a big vacuum, because now most of the offshore crew have gone,” he said. As a result of shortages, a higher intake of crew will be required and promotions without adequate handson experience may take place faster. This could lead to less experienced crew members in positions of authority, raising the possibility of breakdowns, incidents, accidents, off-hire and insurance claims. “Unfortunately, our industry is

reactive not proactive, and who pays? The shipowner.” Global Radiance Group provides services including ship management, project management, offshore management and manpower management. Mr Siddiqui, who joined in 2015 bringing 35 years of direct experience in the shipping industry, spoke to Singapore Solutions about the company’s activities and plans for future growth. “The main principle in our organisation is that the owner’s money is our money,” he said, explaining the Group’s business ethos. “We treat the owner like a partner, [because] if the owner grows, we grow, and if the owner is happy we are happy.” The company currently manages a range of vessels, Mr Siddiqui explained, noting that these include three livestock carriers, six chemical tankers and one floating storage and offloading unit. He added that Global Radiance holds documents of compliance and has personnel competent in managing

Global Radiance Group prioritises retention and training of crew to boost cost-effectiveness and operational efficiency

Singapore Solutions | 2019

vessels including oil tankers, chemical tankers, gas carriers, offshore support vessels, floating production, storage and offloading units, container ships, bulk carriers, roros and general cargo vessels. And the company’s managed fleet looks set to grow. “In ship management the fleet size definitely will increase,” said Mr Siddiqui. Global Radiance is currently in discussions to take on two more livestock carriers for an existing client, and further carriers for other clients. The company is also looking at taking on two more chemical tankers and three MR tanker newbuilds. “We have moved to double digits with the start of 2019,” Mr Siddiqui added, noting that even during the recent downturn the company was able to grow from managing one vessel to 10. The company has also expanded globally, having in recent months launched joint ventures with local partners in Bangladesh and Qatar and opened an office in the UAE. “We don’t want to rush, but we do want controlled growth while making sure we do not over-commit to our clients,” he said. “Whatever we promise, we should meet or exceed their expectations.” “One thing which really makes me feel confident and proud of my team ashore, sea staff on board and this company, is the confidence of my clients.” Mr Siddiqui has his own ideas about how to handle crew retention, noting “I have a very good team [with] very good retention, both the sea staff and the shore staff.” At least one of the reasons for this is quite straightforward: “I hire the best cook.” He explained that he tells his crew managers that when selecting crew they shouldn’t take the easiest way, but instead ensure that once a good crew member, such as a cook, is taken onto the company’s books, they do not change up. Quality is more important than cheapness when providing for the crew’s catering needs, he added, saying “For me the important thing is that if the crew are fed properly, they are working hard.” SS

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SHIPMANAGERS & SERVICES | 41

Owners active in Taiwan’s offshore wind industry have expressed interest in West Marine's gangway (credit: Andy Dingley/Wikimedia Commons)

Containerised walk-to-work system makes for simple crew transfer Singapore-based West Marine has produced a containerised walkto-work gangway well suited for the Asian offshore wind market that can be easily transferred between vessels within a fleet. West Marine managing director Raymond Tian spoke to Singapore Solutions about his company’s innovation, and his views on competition between LNG and exhaust-gas cleaning systems, or scrubbers, for compliance with IMO’s 2020 sulphur cap. Mr Tian’s core business designs, engineers and manufactures lifting appliances, he said, adding that the company is bringing to market a 13.5-m active motioncompensated gangway aimed at the offshore energy industry. This is suitable for installing on smaller vessels that lack their own dynamic positioning (DP) system, with the gangway able to fully compensate for motion from wind and waves. West Marine’s system is fully containerised, allowing it to be transferred between vessels as required. At the time of writing,

this system was under review with ABS for approval, Mr Tian said, adding that vessel owners active in Taiwan’s offshore wind industry had already expressed interest. West Marine is also involved in the exhaust-gas cleaning systems business, in partnership with the Shanghai Marine Diesel Engine Research Institute (SMDERI), Mr Tian said. The units cost around S$1.5M (US$1.1M) for an open-loop system suitable for a 7,500-TEU container ship, with a service life of around 20 years. He noted West Marine can also offer custom solutions for shorter service lives. Looking ahead to 2020 and IMO’s sulphur cap coming into force, Mr Tian said “I think the right strategy for the big shipowners must be balance.” Owners should not put all their eggs in one basket, he said, advocating for owners to mix use of scrubbers and other fuels such as LNG in their fleets.

Well-maintained turbochargers have a role to play in emissions control Dalwin Marine’s group managing director Satyabrata Pattnaik spoke to Singapore Solutions about what shipowners need to consider when it comes to turbocharger maintenance. Mr Pattnaik noted how important a well-maintained turbocharger matched precisely with its engine is in minimising emissions. “If a turbocharger is not matched properly with the engine, you get a greater amount of NOx and SOx,” he said. This is an area Dalwin can help with, offering options such as retrofits to bring older assemblies up to date with new or updated versions of turbochargers that reduce fuel oil consumption and emisisons, while improving engine output and making maintenance easier.

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Based in Singapore, Dalwin has a global presence, with offices in Bangladesh, India, the UAE, the UK and Panama. Malaysia is the next target for expansion, said Mr Pattnaik, adding that Dalwin is also considering setting up an office in China. Mr Pattnaik recommends dynamic balancing of turbochargers to prevent excessive vibration of the machinery, which produces high levels of noise and also can substantially reduce the service life of bearings and the turbocharger itself, and increase the risk of costly breakdowns. All of Dalwin’s workshops are equipped with computer-aided Schenk balancing machinery that can remedy this, said Mr Pattnaik. “Every two or three years a new

technology or development is coming,” said Mr Pattnaik, looking to the future. “Two-stage turbocharging is going to be the next big thing.” This development is based around two turbochargers of different sizes connected in series, and enables turbocharger charge-air pressure to be increased substantially while reducing emissions. “The most important thing is for the market to accept [this development],” he added, noting that the shipping industry continues to go through difficult times and that cost savings remain a priority for owners – something that Dalwin sees itself as able to assist with through the greater efficiencies gained with well-maintained and balanced turbochargers. SS

Singapore Solutions | 2019

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SHIPMANAGERS & SERVICES | 43

How shipmanagers are meeting changing market demands “

he impending 2020 sulphur cap is a key regulatory challenge for many players in the maritime ecosystem,” Capt Peter tells Singapore Solutions, noting that BSM has been working closely with customers to advise them on options for regulatory compliance. Looking at exhaust-gas cleaning systems, he says BSM considers market reports, experiences of owners and managers, space on board, cost and crew training before advising owners. However, he notes BSM Singapore has seen owners reluctant to invest in such equipment because of the significant investment outlay and other factors. “The consensus is that there will be sufficient low sulphur fuel stocks available from 1 January 2020 at main ports, but availability at our ports may

Capt Raymond Peter (BSM Singapore): Shipping as an industry should digitalise to an even greater extent and this will give us greater efficiencies

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IMO’s 2020 sulphur cap and changing expectations from owners bring fresh challenges to shipmanagers, says BSM Singapore's managing director Captain Raymond Peter be a problem initially,” Capt Peter adds. BSM has about 120 vessels under management, mostly chemical/oil tankers as well as bulkers, gas tankers and container vessels. Looking ahead, the company plans to diversify into the offshore market, though Capt Peter is aware this may bring its own challenges. “With more than 1,000 vessels still in lay-up conditions, we need to be prudent and cautious when and where we place our resources,” he says, noting “[However] we are optimistic that the offshore market will pick up.” In terms of its own service offerings, BSM says customers are increasingly expecting more of managers beyond core crew and technical management. “BSM has responded by increasing the diversity of complementary services ranging from software applications, hospitality, travel, fleet maintenance and repair, and newbuilding and conversion.” Considering the digital change, Capt Peter says: “The third-party shipmanagement industry is generally aware that embracing new technologies that produce automation, the application of artificial intelligence, digital technology and the growth of online training are essential, more so than ever before. “BSM is no exception,” he says, adding “We believe embracing digitalisation will allow us to offer

even greater value to owners, not just in terms of cost but also quality service and superior safety levels.” The company is reviewing its training methodologies and competency-management systems and has undertaken a revision of its methods to cope with future challenges, Capt Peter says. “This includes, for example, modernising training videos to become more interactive and we have also started experimenting with the first virtual-reality training,” he adds. “In general, the digital transformation of the shipping industry has brought about positive change,” Capt Peter says, adding “We believe shipping as an industry should digitalise to an even greater extent, and this will give us greater efficiencies via the application of big data, artificial intelligence [and other technologies].” BSM’s priority in introducing more digitalisation and automation on board vessels is ensuring secure and safe shipboard operations. To this end, BSM has introduced a centralised log-management portal report and alert on security threats and vulnerabilities, and a multifactor authentication system with a dedicated 24/7 information security operations centre team that provides monitoring, analysis, response and remediation actions. Considering Singapore as a maritime business environment, Capt Peter highlights that BSM has benefited from the country’s infrastructure. “The country’s status as a hub for both shipping and communications, and the well-connected nature of the maritime community, means exigencies can be addressed effectively. The efficiency of carrying out shipping operations in Singapore is exemplary.” SS

Singapore Solutions | 2019

44 | SHIPMANAGERS & SERVICES

WSM boosts shipmanagement efficiency through data analysis Wilhelmsen Ship Management is streamlining its operations through digitalisation and preparing for a renewable future

ilhelmsen Ship Management (WSM) decided to relocate its global headquarters from Kuala Lumpur, Malaysia, to Singapore at the beginning of 2018. WSM’s president Carl Schou spoke to Singapore Solutions about the rationale behind the move, and areas of focus for growth in the long and short term. A key driver for the move was that Singapore was seen as having an advantage in terms of the “front-end” of shipping, Mr Schou said. “You have the ship managers, shipowners, ship suppliers, banks and insurance, you have everything […] It is a very concentrated hub for shipping.” “Singapore’s authorities have a clear goal of being the front runner when it comes to digitalisation in shipping,” added Mr Schou, explaining another reason behind the decision to relocate. “Everybody sees this digital wave that is sweeping over shipping […] Whether you like it or not it is coming, and we want to be in the forefront of this.” For WSM, digitalisation is focused around operational improvements – developing software and tools to boost efficiency. Key to this is data analysis, Mr Schou explained. WSM is carrying out analysis of more than 1M lines of procurement history to identify trends and to better plan procurement. The company is also developing an e-procurement system in collaboration with a software company that will simplify the procurement process, allowing crew on board vessels to order items directly rather than going through a lengthy tendering process.

Singapore Solutions | 2019

Carl Schou (Wilhelmsen Ship Management): “Whether you like it or not, digitalisation is coming”

Another area of technological innovation relating to procurement is a piece of software being referred to by the working name ‘The Commodity Planner.’ This analyses what bulk items a vessel regularly buys or services it requires, and cross-references these with the prices for these goods and services at ports on the vessel’s itinerary to identify how to take on supplies and discharge waste most cost effectively. This has been tested with one client with a six-vessel fleet in advance of a wider rollout. Internet-of-things technology is being used to analyse bunkers on vessels, Mr Schou said, noting that on one vessel savings of approximately US$1M per year had been achieved by gathering and analysing bunker data.

The company is also involved in a robotic process automation (RPA) trial in Kuala Lumpur, Mr Schou said. This is a technology that trains software to carry out small, repetitive tasks that would normally be done by human input. Aside from freeing up human workers for other duties, RPA is able to run 24/7, boosting efficiency. It is especially useful in finance and accounting, and WSM has started two projects based around this with its accounting teams. WSM is also positioning itself to take advantage of the boom in offshore wind. Mr Schou described the company’s strategy in this area as “very aggressive”. “Renewable energy is of course the way forward, but what we are seeing is a need for a shipmanagement style of managing [windfarm] assets,” he said. “It is actually a very good match, said Mr Schou, noting that conceptually converter platforms found at windfarms are very similar to rigs found in the offshore oil and gas sector and that operators are still very cost focused and looking for economies of scale, which WSM is able to provide. Looking to the future, Mr Schou said that as Taiwan is going to be rolling out a substantial amount of wind assets in the next few years, WSM is well placed to be a part of this. Along with aiming to double its managed fleet of conventional vessels within five years, renewables form a key part of WSM’s future plans, Mr Schou said, adding “The strategy for renewable energy will be very aggressive, so there is no stopping us.” SS

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As a lot of heavy data communication occurs when vessels are near shore, the ability to switch to 4G/LTE in these solutions is advantageous (credit: Marco Vech/flickr)

Near-shore shipping benefits from 4G connectivity Communications with shore have always been a challenge for seafarers, but improvements in 4G technology in recent years are opening up opportunities to address this

ingapore-based Blue Wireless specialises in 4G/LTE, providing routers to ensure sustained connectivity. Chief executive Ivan Landen spoke with Singapore Solutions about the increasing availability of 4G/LTE in maritime and how it can benefit vessel owners and operators. The rise of 4G/LTE is being boosted by technologies such as internet of things (IoT) and cloud-based applications, which need a sustained level of connectivity. Due to the much higher speeds and much lower costs 4G/LTE offers over satellite communications, new uses for this connectivity can be found, such as crew wifi and corporate wide-area network access, Mr Landen said. “Companies are getting used to this now as a new alternative,” he added. “This is something a lot of people need to have a look at – it’ll save a lot of money compared to satellite.” Mr Landen noted that while digitalisation technologies such as IoT, condition monitoring and autonomous technology are very attractive to shipowners, none of these can be implemented without having the backbone of connectivity in place. While satellite connectivity is still important when operating on the open seas, for near-shore operations 4G/ LTE is increasingly the go-to solution. Reliable connectivity is attainable as far out as 25 nautical miles from shore, or even further in countries such as Australia using LTE bands in the 600-800 Mhz range, Mr Landen said. This is reflected in the vessel types on Blue Wireless’s

Singapore Solutions | 2019

orderbooks, which comprise craft such as pilot craft, tugboats and ferries, including Sydney’s harbour ferries and transnational ferries on routes such as Indonesia-Singapore. Offshore rigs and platforms are also good candidates for such connectivity. But even vessels that operate farther out could see benefits from having 4G/LTE connectivity on board alongside a satellite connection. As a lot of heavy data communication occurs when vessels are near shore, such as transferring loading bills, clearance and shipping instructions, the ability to switch to 4G/LTE in these situations could be a real boon and produce significant cost savings. A key element of Blue Wireless’ offering in this arena is that it can offer turnkey solutions, Mr Landen said. Based around rugged Cradlepoint 4G/LTE routers, which are designed to handle heat, vibration and humidity, Blue Wireless provides customers with multi-provider SIMs loaded with high-usage plans and pricing tailored to particular locations, uses and applications. Cradlepoint equipment uses software-defined cloud technology that means it can be deployed rapidly and controlled via a cloud portal that works via any network access. This removes dependency on public or fixed IP addressing, and the need for configuring VPNs. It also removes the need for onboard IT managers and staff, meaning owners can control all vessel connectivity including usage, profiles and filtering from shore. While adoption of 4G is growing worldwide, Asia is leading the way in this respect, said Mr Landen, adding that the next step, 5G, is currently undergoing trials in Japan, South Korea and Australia. The only limitation is infrastructure, he said, adding “We’re all relying on mobile operators to continuously improve their network.” “As networks get better, faster and cheaper, adoption of 4G in maritime will grow,” he said. SS

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48 | SHIPMANAGERS & SERVICES

Rates and utilisation on the increase in southeast Asia Shipmanagers share their views on maritime growth areas

he southeast Asian offshore market is showing increasing signs of health, Wootz Global managing director Vivek Khabya told Singapore Solutions. The company is active in several fields, including leasing, chartering, trading and brokerage of bulkers, tankers and offshore support vessels, and Mr Khabya explained that he has observed several forward indicators signifying a return to health for the offshore market, including a move away from decommissioning work and toward moving assets to new projects. “This is the first time we are seeing projects go right into the monsoon,” he said, citing the example of a contract to move an FPSO from a dead field in East Malaysia to a

new field in West Malaysia. The work scope of such a job involves flow line management, installation, removal and heavy lifting of the FPSO, followed by towing, escort towing and standby, he explained, with an estimated duration of four to five weeks. What is unusual about this particular job is that the client requested it during the height of the monsoon season – during which such tasks would not normally be undertaken – to take advantage of the stronger market as soon as practicable. Another indicator Mr Khabya has observed is a decrease in vessel availability, resulting in higher utilisation and owners feeling comfortable in pushing for higher rates. “We are seeing 20%-40% higher quotations,” he said, noting that as budgets from charterers are yet to catch up with increased rates from owners, negotiation skills are required. This is a reality the industry needs to be aware of, he added. SS

Shipmanager sees growth from Greece and Japan Interorient Shipmanagment is continuing to grow following establishing its Singapore office in 2016. While initially opened as a representative office, following Interorient acquiring a document of compliance for both wet and dry tonnage, the profile has changed to a management office for the company’s full range of management services. These include full management, crew management, technical management, newbuild supervision, ship survey, marine consultancy and International Safety Management Code and International Ship and Port Facility Security Code auditing. Speaking to Singapore Solutions, Captain Sandip Mirchandani, who heads up the Singapore office, outlined the company’s growth priorities and areas he sees as important in shipmanagement. “An openness to new ideas is essential,” he said, adding “You can’t have ‘I, me, my,’ in ship management […] Ideas have to come from all sides.” The Singapore office’s growth priority lies in increasing critical mass, he said, noting that Greece and Japan are strong growth areas for the company and it is particularly interested in hearing from Japanese owners.

Singapore Solutions | 2019

Vivek Khabya of Wootz Global has observed a move away from decommissioning work and toward moving assets to new projects

Singapore-based manager expands presence to Atlantic Union Marine Management Services (UMMS) has spread to the other side of the world, opening an office in Norway, its first outside Asia. The Norway office allows UMMS to offer operations between the Middle East and US east coast, while UMMS Singapore offers the company’s services from the Middle East to the US west coast, giving effective global coverage and allowing for more efficient allocation of resources. As well as ship management, the company offers newbuild supervision and other technical services. The 30-plus vessels it manages include bulk carriers and pure car/truck carriers.

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SHIPMANAGERS & SERVICES | 49

Bringing digital enablers to shipmanagement Singapore provides a launchpad for the satellite services driving shipping’s digital transformation

nmarsat launched its new fully managed crew wifi portal, Crew Xpress, at this year’s Singapore Maritime Week. The new service package serves crew demand for connectivity, but also harnesses that demand to encourage engagement by a key owner and ship management group with higher-speed broadband services. Inmarsat Maritime president Ronald Spithout said “Certain shipmanagers seek fully managed wifi connectivity that crew can use on a self-service basis but do not yet have the business data needs that require, for example, the sensor-driven equipment maintenance or IoT-based route planning enabled by Ka-band. “Crew Xpress allows them to offer a managed, high-speed crew internet solution while staying on an allowance plan that could migrate at any time to full-scale Fleet Xpress.” Crew Xpress includes a separate, managed wifi fleet hotspot, a leased 60-cm Fleet Xpress antenna and a 6-GB business allowance plan. Usage can be paid for through credits or by top up payments by crew, so the package could yield a revenue stream for managers. In addition, Mr Spithout said a regional ship management company had been among the first to commit to Inmarsat’s new Fleet Data service, developed to support application-based vesselmanagement efficiencies. Inmarsat’sservice overcomes the delay between data capture at sea and data availability on land, which shipowners cite as frustrating their ambitions for digitalisation. In a survey of 125 shipping

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companies, 51% said the time lag was making their IoT-based solutions sub-optimal – 11% ahead of any other explanation. Developed with Danelec Marine, Fleet Data uses a vessel remote server that pre-processes ship data and uploads it to a secure cloud-based platform with a dashboard and an application program interface (API). Through the API, shipmanagers can access and analyse the data they need to enhance vessel safety, efficiency or environmental footprint, or make it available to third-party applications. The unspecified shipmanager committed to use the service after inservice fuel monitoring management trials on board two ships over a six-month period, Mr Spithout said. Mr Spithout said it was fitting that the debut of Crew Xpress and the first commitment to Fleet Data should be announced in Singapore – home to Inmarsat’s Asia Pacific headquarters, with its own ‘solutions lab’ and training facilities, as well as an energetic ship management community. SS

Designer sees market gap for shallowdraught cargo vessels Tanker and containership owners could be missing out on a lucrative opportunity by overlooking shallow-draught vessels. Focal Marine & Offshore general manager Shu Jun explained that owners have been wary of these types of vessels in the past as they perceive the operating expenditure is high. However, Mr Shu believes this overlooks savings on operational expenditure per unit of cargo. “Most of the time for shallower water they use a standard-size vessel and partially load it to satisfy the draught limitation. “Actually this is very inefficient,” he said, citing the example of a mediumrange tanker operating in shallow waters, noting such vessels may carry only half of their normal capacity. However, an owner needs to be willing to step up and take advantage of this opportunity, he said, adding that shallowdraught design brings considerable efficiencies. Elsewhere, Mr Shu still sees some level of demand for offshore support vessels such as emergency response and rescue vessels, which the company has experience designing and local regulatory regimes require for operations in the North Sea.

LEFT: Ronald Spithout (Inmarsat): “Certain ship managers seek fully managed wifi connectivity that crew can use on a selfservice basis”

Singapore Solutions | 2019

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SHIPBUILDING AND REPAIR | 51

Keppel is readying its yards to take advantage of growing demand for solutions such as FSRUs and FPSOs

Keppel repositions itself for long-term growth Singapore’s shipyards are well positioned to capitalise on retrofit demand and the pickup in the offshore oil and gas industry

he global oil and gas market’s revival is evident when looking at Keppel’s orderbook over the past year or so – as is the impact of preparations for IMO’s 2020 sulphur cap coming into force on 1 January 2020. Financial results released in January 2019 showed contracts secured by the offshore and marine division in FY2018 totalled S$1.7Bn (US$1.2Bn), of which more than S$600M (US$443M) was made up of LNG and scrubber projects. The net orderbook at the end of 2018 stood at S$4.3Bn (US$3.2Bn), compared with S$3.9Bn (US$2.9Bn) at end-2017. Commenting on the results, Keppel’s chief executive Loh Chin Hua said “2018 was a transformational year for Keppel, as we continued to reinvent and position ourselves for longterm growth.” Focusing on the company’s offshore and marine arm, he added “Notwithstanding the recent volatility in oil prices, there is growing optimism in the [offshore and marine] sector, with more projects sanctioned at oil prices of between US$55 and US$65 a barrel. “With the gradually declining rig supply overhang, as well as increased tendering activity, there are signs of improvements in the offshore rig sector, though we do not envisage a V-shaped recovery.” The company is positioning itself to take advantage of growing demand for solutions such as floating storage, production and offloading vessels (FPSOs) in the oil market and floating storage and regasification units (FSRUs) in the gas market. Mr Loh said: “We see opportunities in FPSOs, especially conversions, with several projects approaching final investment decisions (FID) in 2019 and 2020. Global demand for gas, led by Asia, continues to grow, with a few FSRU

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projects also targeting FID later this year.” He also noted that Keppel’s shiprepair business has seen a pick-up in workflow, boosted by exhaust-gas scrubber retrofits, with 65 contracts secured in 2018. Keppel installed the first scrubber retrofit in Singapore on a very large crude carrier in July 2018, with a turnaround time of less than 30 days. The company undertakes 3D scanning and detailed engineering as well as fitting the scrubber and supporting systems in a prefabricated module, allowing for a quick turnaround when the vessel comes in for the retrofit. The company announced on 26 December confirmation of several contracts with a combined value of around S$300M (US$221M), including designing and constructing an ice-class LNG bunker vessel, refurbishing an FPSO and the previously mentioned scrubber installations. The bunker vessel contract is with Shturman Koshelev LLC, and is scheduled for completion in Q4 2020. Built to Keppel’s proprietary MTD 5800V LNG design, the vessel will have an Ice Class Arc 4 notation and a cargo capacity of 5,800 m3. Upon delivery the vessel will be chartered to Gazpromneft Marine Bunker Ltd for operations in the Baltic Sea. The project combines Keppel’s skills in the areas of both LNG and ice-class vessels. Keppel has so far delivered 11 ice-class vessels and is currently constructing several LNGfuelled vessels. The FPSO contract is with an undisclosed vessel operator and is set to commence in Q1 2019, with delivery due by the end of 2020. Keppel will be responsible for designing the aft hull, equipment procurement, fabrication, outfitting, integration and commissioning work on the vessel. A new accommodation block will be installed with capacity for up to 140 personnel. SS

Singapore Solutions | 2019

52 | SHIPBUILDING AND REPAIR

Sembcorp Marine builds first FSO and prepares for retrofit demand Shipbuilding and repair group Sembcorp Marine has taken full ownership of technologies developed in partnership with Ecospec as it aims to capitalise on an uptick in environmental retrofits

he Semb-Eco ballast water treatment system, EIMag cathodic protection, BioMag fouling control, ScaMag boiler water treatment and CSNOx emissions abatement technologies all deploy ultra-low frequency wave technology patented by Ecospec. As part of a share swap, Sembcorp Marine will both relinquish its investment in Ecospec and acquire intellectual property around these technologies. A Sembcorp Marine spokesman told Singapore Solutions that the company has been working with Ecospec to develop scrubbers and ballast water treatment systems since 2012. “As we scale up our efforts, we have come to an agreement for Sembcorp Marine to drive the process forward,” he said. “Through this transaction, Sembcorp Marine further strengthens its intellectual property and knowledge to facilitate research and development of solutions for the global offshore and marine sectors,” said Sembcorp Marine president Wong Weng Sun. “This in turn supports our efforts to move up the value chain so that we can do more for our customers.” The environmental technologies complement Sembcorp Marine’s retrofitting business, which includes installing scrubbers and ballast water management systems. The company provides project management, vessel survey, integration design engineering and green-technology equipment supply as well as retrofitting, conducted within scheduled drydockings. A spokesman confirmed that the UV-based Semb-Eco BWMS – the only such system to be researched, developed, manufactured and factory tested in Singapore – is expected to receive US Coast Guard type-approval certification “in the coming months”. The introduction of IMO’s global sulphur cap and the ongoing installation timeframe for its Ballast Water Management Convention are responsible for driving a boom in shiprepairs, noted by several brokers in the first weeks of 2019. In September, Maran Tankers contracted Sembcorp Marine to install marine scrubbers and ballast water management systems on 13 vessels – the yard group’s biggest environmental retrofitting deal to date.

Singapore Solutions | 2019

The terms of the contract said four of Maran Tankers’ Suezmax tankers are to be fitted with scrubbers and BWMS between Q3 2018 and Q4 2019, with nine VLCCs to be fitted with scrubbers between May 2019 and February 2020. The systems will be installed at Sembcorp Marine’s Tuas Boulevard Yard and Admiralty Yard. This contract brings Sembcorp Marine’s installation track record up to four scrubber systems and 23 ballast water management systems, with customers including ASP Shipmanagement, ASEAN Cableship, Carnival Corp, Chevron Shipping, KLC Shipping, MOL Shipping, Naftomar Shipping, Petroleum Geo-Services, Solvang Skibs AS and Wilhelmsen Ship Management. Sembcorp Marine has also made news in the oil and gas sector, completing the world’s first floating storage and offloading (FSO) unit with a 40-year hull lifespan. The FSO, named Ailsa, is working in the Culzean gas field in the UK North Sea for a joint venture between Total, BP and JX Nippon. The vessel has a 430,000-barrel condensate storage facility and can operate for up to 25 years continuously without the need for drydocking, in full compliance with UK safety regulations for harsh-environment operations in the field. Mr Wong said “The successful completion of FSO Ailsa demonstrates that we are now supporting the energy, offshore and marine value chain with a broader and deeper suite of innovative solutions.” Ailsa is Sembcorp marine’s first FSO newbuild project and was constructed over 22 months with zero lost-time incidents. The vessel was designed inhouse, with a proprietary hull design provided by subsidiary LMG Marin. SS

Ailsa, the yard’s first floating storage and offloading unit, under construction (credit: Sembcorp marine)

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54 | TECHNOLOGY

Machine learning makes for smarter logistics Technological solutions such as heuristic algorithms and robotic process automation are bringing smoother, more efficient logistics across the whole chain

yberLogitec Global managing director Jason Hyeon and business service team manager Wai Mung Low spoke to Singapore Solutions about how the business is leveraging smart technologies to make efficiency gains in logistics. CyberLogitec offers a suite of six tools across the maritime, ports and logistics spaces. In the maritime segment, ALLEGRO – container carrier operations solution; CARA – carriers’ collaboration platform; and OPUS Stowage – containerised vessels’ stowage planning system; in the port segment OPUS Terminal – terminal operations system and EAGLE EYE – terminal automation system; and in the logistics segment OPUS Logistics – freight forwarding and warehousing system. Mr Low and Mr Hyeon highlight some of these products to explain how operators can benefit from CyberLogitec’s knowhow. Mr Low characterises ALLEGRO as a “lifeline of shipping enterprise resource planning” for container shipping carriers. He says “Any process or task that a container carrier needs to run the business operation, we have it all covered… everything from vessel operations, to pricing, space allocation and control, booking and documentation, equipment management, cost management, business performance analyses and more.” The OPUS Stowage system incorporates an optimisation engine, which plans out stowage on board container vessels. The engine applies heuristic algorithms to automate the stowage process, factoring in variables such as container destination, cargo weight, ship stability, ballast optimisation and more, to optimise stability, stowage capacity and efficiency, reducing wastage and improving planning productivity. Mr Low notes that for a vessel capable of carrying 5,000-8,000 containers, a planner might need three hours or more to produce a stowage plan, while OPUS Stowage can produce an optimised plan in as little as 20 minutes. He notes that as vessel sizes are increasing rapidly, with mega-vessels carrying in excess of 19,000 TEU, and with carriers pushing to keep port stays as short as possible, the probability of human error increases exponentially, increasing health and safety risks as a result of higher stress levels and tiredness from overtime working. Cloud technology improves communication between shore staff and seafarers enabling better decision making ahead of vessels docking, while the automated system can make better judgements than humans.

Singapore Solutions | 2019

L-R: Wai Mung Low, head of business consulting services; Jason Hyeon, managing director; and Tevin Choi, head of global sales The result is shorter port calls for vessels, and ports and terminals having a quicker turnaround of berths. The OPUS Terminal system, which has been deployed at more than 30 terminals globally, was chosen by Safiport Derence for its newest container terminal in the Marmara region of Turkey in November 2018. Safiport Derence’s IT manager Tanzer Genc says “We have established Safiport to become the most advanced container terminal operator in Turkey. “By implementing CyberLogitec’s OPUS Terminal, we believe that Safi will be able to better support its customers, streamline operational processes and enhance efficiency.” The company’s future innovation team is looking into ways in which technological developments can be used to enhance its offerings, Mr Hyeon said. One such example is adopting machine learning and robotic process automation – the heuristic engine introduced into the OPUS range. This simplifies booking requests, allowing the system to execute unstructured document analysis and automate simple and repeatable data-entry tasks, automatically picking relevant information to register a booking out of emails from clients without filling in a form. “The shipping business is very data driven, yet carriers are finding less and less people willing to do the data-entry work,” says Mr Low, explaining that this means the timing is ideal for bringing this kind of technology in. SS

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TECHNOLOGY | 55

Connectivity is key to harness full potential of digitalisation Reliable, secure connectivity is needed to enable IoT-based solutions and make the most of digitalisation, according to Singtel

Bukit Timah Satellite Earth Station, a key part of Singtel’s satellite communications infrastructure (credit: mailer_ diablo/Wikimedia Commons)

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he process of digitalisation can bring considerable cost savings and efficiencies to the maritime sector. However, in order for the full benefits of digitalisation to be felt, supporting pillars of connectivity, security and innovation are needed, said Singtel’s associate director for satellite products Adam See-toh, speaking to Singapore Solutions about the company’s activities in these areas. Digitalisation requires increasing levels of connectivity to allow transfer of data from ship to shore, said Mr See-toh. In August 2018, the company announced a partnership with global satellite and maritime communications provider KVH Industries to accommodate this. As traditional satellite broadband services would not be sufficient to support this growth in data transfer, Singtel looked to KVH Industries as a partner to provide a high-throughput satellite (HTS) service, in this case KVH’s miniVSAT Broadband system, to enable ship operators to attain the desired level of connectivity. Singtel’s head of satellite Ng Kheng Ghee said “With 90% of the world’s trade carried by seaborne vessels, it is imperative for the shipping industry to adopt innovative technologies in order to operate more efficiently. “This service provides an accessible highspeed broadband connectivity that enables digital technologies such as the internet of things (IoT), cloud and data analytics to be deployed on board ships.” In November 2017, Singtel partnered up with Alpha Ori Technology to provide secured broadband satellite, with IoT applications in mind. The Alpha Ori Smartship Application is bundled with Singtel’s high-speed broadband satellite link to deliver a compelling solution to help customers better manage their fleet. The Smartship app provides real-time

information of more than 5,000 data points on board from systems for navigation, engines, cargo management, etc. All data is collected and analysed on an onboard server to provide the captain with a view of the ship. Critical data is also sent back to shore via satellite, for further analysis via cloud servers, and shore managers can have the same view as the captains. This allows for seamless exchange of information about the status of the ship and will be useful when troubleshooting problems encountered on board. The analysed data can also be used for other tasks such as preventive maintenance of the ship engines. This helps shipmanagers better monitor and manage their equipment on board and improve operations efficiency. For 2019, Singtel will focus most of its efforts on bringing high-speed broadband service to its customers to enable their digitalisation journey, Mr See-toh said. “Maritime IoT services will be our key focus to help ship managers improve their visibility and efficiency of their vessels and more importantly, recognise cost savings.” “Our future plans include deepening efforts in our value proposition and creating an ecosystem of partners to bundle valueadded services to help customers improve operational efficiencies and crew welfare,” said Mr See-toh. “Areas we are working on are maritime IoT and managed security services,” said Mr See-toh, adding that making good use of the data collected in a manner that will help a shipowner or manager better manage their business will be the key to success.“Very soon, everything on board will be paperless,” he added. “Big data storage and analytics will be the new normal and with digitalisation, cyber security becomes more prominent and is an area that should not be missed.” SS

Singapore Solutions | 2019

56 | CLASSIFICATION

Facilitating digitalisation at sea and in port As a smart city, Singapore is an ideal proving ground for DNV GL’s efforts to facilitate digital transformation

eptember 2018 saw the launch of DNV GL’s Singapore-based digital hub. DNV GL Digital Solutions regional manager for digital consulting and smart cities Mathias Steck spoke to Singapore Solutions about how the hub will help facilitate the digital transformation in the maritime sector and other areas. The first focus area of the hub is use of data analytics for more efficient operation of assets. One area this is being applied is in bunkering, with DNV GL analysing operational data to improve efficiency of bunker-barge operations and bunkering activities by implementing better scheduling and routeing. The second area is focused on cyber security from the perspectives of both operational technology and information technology. With increased use of data and connectivity, DNV GL’s mission of safeguarding life, property and the environment has become a cyber-physical issue, said Mr Steck, with the possibility of serious damage to physical assets as a result of cyber attacks. Mr Steck discussed navigation and communications systems as an area of focus for this. DNV GL has a pilot relating to ECDIS systems, which are vulnerable to spoofing attacks with false data that could push vessels off course or even lead to collisions, and

Singapore Solutions | 2019

how these can be safeguarded. The third area is again data-led and relates to disaster mitigation, said Mr Steck. DNV GL has a pilot scheme for data-led disaster mitigation with the Philippines Red Cross, combining data from sources such as geographic information systems and meteorological services with in-field feedback during incidents to visualise the impact of a disaster. This then assists responders to co-ordinate rescue efforts and services efficiently. This technology could have wide-reaching applications in future, said Mr Steck, noting it could be applied in areas such as ports that have assets that may be at risk during a disaster. Looking ahead, DNV GL’s two main areas of focus are to improve the quality of its existing services and introduce new services, underpinning these with high-quality data. “The big ambition for us is to digitalise our existing services so that we can provide them more efficiently and potentially with higher quality, and with easier access for the clients,” said Mr Steck. DNV GL is pushing more of its services onto its open industry data platform Veracity, pushing more and more software solutions into the cloud and making them available on a software-as-a-service model. It is also developing new services based on digitalisation and IoT

Mathias Steck (DNV GL): We at DNV GL feel very strongly about the requirement for data quality and maturity

technology to give better insight to clients. “One very interesting thing is unlocking the power of combining data,” said Mr Steck, noting that this is made challenging by issues of data ownership and access to data. DNV GL see opportunities in combining confidential and publicly available data to unlock value, he explained, citing an example of a project with Norwegian paint manufacturer Jotun. By combining data from DNV GL about estimated arrival times of vessels with data in their own enterprise resource planning system about storage capacities and inventory at particular locations, they are able to proactively offer better scheduling of painting services to customers and optimise the supply chain to ensure paints and coatings are where they need to be. “Something we at DNV GL feel very strongly about is the requirement for data quality and maturity,” said Mr Steck. “We put a lot of emphasis on continuously developing new and better algorithms to assess and visualise the quality of data [...] Any decisions you make or insights we gain, the quality of those cannot be any better than the quality of data we throw in.” SS

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CLASSIFICATION | 57

Building a future for additive manufacturing in Singapore Lloyd’s Register is taking a leading role in making Singapore a centre of expertise for additive manufacturing

eptember 2018 saw Lloyd’s Register award a facility qualification certificate to 3D Metalforge, the first end-toend additive manufacturing (AM) centre in Singapore. Lloyd’s Register Global Technology Centre strategic projects lead Hussain Quraishi said “Singapore has long been a key maritime hub and is rapidly establishing itself as a global leader in [AM].” “We are pleased to be able to qualify 3D Metalforge and work with them to provide our clients in the region the ability to take advantage of the technical and commercial benefits AM allows. “As an LR-qualified facility with both powder bed fusion and laser metal deposition AM processes available, 3D Metalforge will be able to print both smaller complex parts as well as larger parts demanded by the marine and offshore sectors. 3D Metalforge first opened in 2017, offering metal printing services including design, engineering, material advisory, diagnostics, testing, printing and post-production. Chief executive Matthew Waterhouse said “We chose Lloyd’s Register’s facility qualification programme because like us, it’s innovating in a fast-changing industry.” “Gaining facility qualification according to LR and TWI’s guidance means we can better communicate our value to key industrial clients, providing the assurance only LR can provide.” Elsewhere, LR’s Singapore team, alongside colleagues

Additive manufacturing can be used to print both small, complex parts and larger parts demanded by the marine and offshore sectors (credit: LR)

in South Korea, Indonesia and China, contributed to the success of 26,000-m3 floating storage and regasification unit Karunia Dewata. The PaxOcean-built, Jaya Samudra Karunia-owned vessel is the largest FSRU built in China and the first to feature Type C cargo tanks. It was built in accordance with LR’s Rules for the Classification of Ships and Provisional Rules for LNG Ships and Barges Equipped with Regasification Systems. LR assisted PaxOcean with building its first FSRU through connections with equipment manufacturers it had previously worked with, ensuring efficient procedures and delivery on schedule and in accordance with LR requirements. SS

Class-backed initiative seeks to promote and advance use of LNG The American Bureau of Shipping (ABS), Sembcorp Marine and A*Star’s Institute of High Performance Computing (IHPC) are collaborating on technology to advance adoption of LNG as a preferred fuel. On 19 September 2018, the three partners signed a memorandum of understanding (MoU) at Sembcorp Marine’s Tanjong Kling Yard. The goal of the MoU is to make LNG more accessible, reliable and safer for industry and domestic consumption.

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ABS executive vice president and chief operating officer Tony Nassif said “As a global leader in gas, ABS is collaborating with innovative companies and organisations such as Sembcorp Marine and IHPC, to support the delivery of technologies that minimise the environmental impact of shipping.” The MoU commits the three parties to work together in the following areas: Developing market-ready LNG solutions; LNG technology development; and

developing LNG-related capabilities. Sembcorp Marine, ABS and IHPC have also committed to work together on joint development projects relating to LNG in the areas of processing, transfer, containment and use as a sustainable fuel. The partners also plan to carry out research on optimising the energy efficiency performance of Sembcorp Marine's LNG-powered ship designs, including LNG-battery hybrid tugs.

Singapore Solutions | 2019

FINANCE AND BUSINESS | 59

Green loan financing could help with 2020 compliance Shipowners wary of the capex needed to comply with IMO’s 2020 sulphur cap may be able to use sustainable financing known as ‘green loans’, which has been pioneered in Singapore

Emissions-reducing scrubbers could be eligible for green-loan funding

uch financing is made available exclusively for projects that meet certain environmental criteria set out in a code that requires investments to be both sustainable and environmentally positive. In the maritime arena, attempts at emissions reduction may qualify for such funding. In December 2018, Singapore-based Quantum Pacific Shipping (QPS) booked a US$40M green loan – the first issued in the Asia Pacific region – to fund the purchase and installation of exhaust-gas cleaning systems, or scrubbers, on its fleet. The loan, arranged on Quantum Pacific’s behalf by its management company Eastern Pacific, highlights the rush by shipowners to install exhaustgas cleaning systems ahead of IMO’s emissions regulations in 2020. In the case of Quantum Pacific, lender BNP Paribas said it made the loan only after a rigorous third-party assessment by Vigeo Eiris, a group

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that analyses the environmental and sustainable credentials of companies. Law firm Watson Farley Williams advised BNP Paribas in connection with the loan. A Green Loan Framework was prepared in conjunction with the bilateral green loan, and the framework was developed in alignment with the Green Loan Principles published in March 2018 by the EMEA Loan Market Association and the Asia Pacific Loan Market Association. The loan is to finance the cost of purchasing and installing marine exhaust gas cleaning systems for 16 vessels in the QPS fleet, which comprises more than 120 container vessels, bulk and ore carriers, crude, chemicals and gas tankers, and pure car truck carriers. BNP Paribas’ head for southeast Asia and chief executive for Singapore Joris Dierckx, said: “As a bank that connects corporates with sustainable finance,

BNP Paribas is pleased to provide this green loan to Quantum Pacific Shipping – the first green loan issued to a shipping company in Asia Pacific. “The rigorous structuring and approval process undertaken for the green loan – along with the high level of assurance expressed by Vigeo Eiris for both the holding company and loan – underscore Eastern Pacific Shipping’s strong environmental and social commitments. “By combining our expertise as a top shipping bank and a leader in sustainable finance and investment globally, we’re happy to play our part in helping our clients strengthen their commitment to the environment.” Eastern Pacific chief executive Cyril Ducau said “We strive to be the shipping industry’s provider of choice for safe and efficient transportation. “This means that instead of taking a wait-and-see approach towards environmental regulations, we proactively identify and make timely commitments to green initiatives that reduce the environmental impact wherever we operate. We are pleased to receive this green loan as it validates our position in this area.” The news followed an announcement by the Norwegian Export Credit Guarantee Agency (GIEK), which is backing a US$72M loan facility from KfW IPEX-Bank for QPS to purchase scrubbers from Norway-based Clean Marine. Both GIEK and KfW IPEX-Bank were represented by Stephenson Harwood, Singapore for the loan documentation. The 176,943 dwt Capesize bulk carrier Mount Faber was announced as the first vessel to be fitted with a scrubber following the loan in January 2019. SS

Singapore Solutions | 2019

60 | FINANCE AND BUSINESS

Accelerator programmes bring startup innovation to shipping The accelerator programme model is taking off in Singapore, bringing tech startup innovation to the shipping and maritime sectors

hipmanager Eastern Pacific Shipping (EPS) has announced a maritime tech accelerator targeted at startups that can bring disruption to the maritime sector in relation to regulations, fuel efficiency, vessel operations, digitalisation and navigation. Established in collaboration with US-based seed accelerator fund Techstars, EPS announced the programme, officially titled the EPS MaritimeTech Accelerator Powered by Techstars, in January 2019. EPS business development manager Gil Ofer said “The merchant maritime industry is one of the oldest in the world, yet advancements in the business come slowly, lagging behind the latest technological trends that other mature industries readily adopt.” “Eastern Pacific Shipping aims to address this longstanding issue by partnering with Techstars to launch the world’s first global MaritimeTech accelerator to cultivate and mentor the next generation of entrepreneurs in an industry that is ripe for disruption.” The programme will be open to applications from 8 April to 7 July this year and will formally start on 4 November, with a demo day set for 13 February 2020. Ten companies will be be selected for the inaugural class, which will comprise an intensive three-month programme of research and development, mentorship and collaboration. On the demo day the startups will pitch their ideas to an audience of venture capitalists, corporate innovation leaders and industry experts. Elsewhere in the startup incubation and acceleration space, CMA CGM’s venture capital arm ZeBox and PSA’s external innovation and corporate venture capital arm PSA Unboxed are working together to jointly drive digitalisation and innovation in the shipping and supply-chain ecosystem. ZeBox focuses on technological areas such as blockchain and cyber security, virtual and enhanced reality, artificial intelligence, internet of things and robotics, with an emphasis on applications for shipping. PSA Unboxed’s mission is to identify and enable startups that can aid in moving toward what it calls Container Port 4.0, which it describes as “an intelligent container port

Singapore Solutions | 2019

enabled by smart real-time connectivity and embedded within the larger supply chain, driving synchronised co-ordination among all stakeholders.” The agreement will see the two companies work together to share resources to support mutual growth, as well as leveraging each other’s industry knowledge and experience in their respective fields of shipping and supply-chain management to produce problem statements and to testbed ideas in response to these. They will also work to support each other’s mentorship programmes by providing experienced mentors to startups they are investing in. ZeBox will open a satellite office in PSA Unboxed’s Singapore premsises. CMA CGM Group chairman and chief executive Rodolphe Saadé said “Through this collaboration, we will mentor startups and offer them access to key knowledge and expertise, so that they are well placed to succeed. “This partnership will accelerate our digital strategy to achieve better customer experience and operational efficiency.” PSA International group chief executive Tan Chong Meng said “Logistics is a team sport, and PSA and CMA CGM have different and yet complementary strengths in the global supply chain. “This technological collaboration will add depth and diversity to our respective innovation efforts, as we seek to co-create meaningful and impactful solutions in the face of technological disruptions and changing customer needs.” The signing of the MoU follows successful collaboration between parent groups CMA CGM Group and PSA International on other projects such as the CMA CGM-PSA Lion Terminal in Singapore. SS

Initiatives such as accelerator programmes are bringing technical innovation to Singapore's maritime sector

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62 | LAW FIRMS

Based in Singapore’s Supreme Court Building, SAL is a promotion and development agency for the country's legal industry (credit: Socksiong/Wikimedia Commons)

SAL programme recognises expert maritime and shipping lawyers The Singapore Academy of Law (SAL) has awarded 29 specialist accreditations to lawyers with expertise in shipping and maritime law as part of its Specialist Accreditation scheme this year

nder the two-tier system, 24 lawyers were awarded the title of senior accredited specialist and five junior lawyers were awarded the title of accredited specialist. Established in 2017, the Specialist Accreditation programme is a voluntary scheme intended to recognise high levels of proficiency by legal practitioners in their chosen area and promote continued personal professional development. It provides a reliable means of identifying legal practitioners who have proved themselves to possess the requisite skills and knowledge in a practice area and promotes continued development of standards, quality and delivery of legal services. SAL, a promotion and development agency for Singapore’s legal industry based out of offices at the country’s Supreme Court building, aims to build an exhaustive directory of specialists from both tiers of the scheme for those seeking legal services. The organisation defines ‘maritime and shipping’ law as relating to all aspects of shipping and admiralty matters for all stakeholders in the shipping industry including shipowners, charterers, operators, shipbuilders, cargo interests, insurers and financial institutions. Applicants for the senior accredited specialist designation need at least 10 years of post-qualification experience in their respective field of specialism for consideration.

Singapore Solutions | 2019

A selection panel comprising industry practitioners and members of the judiciary assessed the applicants, taking into consideration the complexity and type of cases handled and time spent practicing law in the specialism. Junior lawyers applying for the accredited specialist designation needed at least five years’ post-qualification experience and to pass a written examination. Lawyers recognised under the scheme are permitted to use the title of senior accredited specialist or accredited specialist for two years from the date of accreditation, with accreditation renewed every two years. Firms represented in this year’s accreditation include Oon & Bazul LLP, Haridass Ho & Partners, Allen & Gledhill LLP, Joseph Tan Jude Benny LLP, Rajah & Tann Singapore LLP, AsiaLegal LLC, Gurbani & Co LLC, Ang & Partners, Resource Law LLC, and Hill Dickinson LLP. SAL chief executive Serene Wee said “We are encouraged by the positive response to the accreditation scheme. “The scheme benefits both lawyers and users of legal services – the former benefit from the increased recognition the accreditation offers them, while users of legal services can tap on a comprehensive list of specialists when procuring legal assistance. We look forward to the continued contribution of appointees to the development of law and practice.” In an interview published by SAL, Resource Law LLC managing director S Mohan, who is a senior accredited specialist, said “You have new players coming into Singapore [such as] shipping companies, ship management companies, new commodities trading houses setting up here who may not be that familiar with the market… So if they are looking for market expertise I think the accreditation will help.” Certificates of specialist accreditation were distributed by Judge of Appeal Stephen Chong in a ceremony on 24 January, when legal specialists in the area of building and construction were also recognised. SS

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LAW FIRMS | 63

Singapore’s law courts cater for crossborder maritime and shipping industry Law firm Dentons Rodyk successfully represented its clients in a case that could have interesting implications for how Singapore may establish jurisdiction in transnational disputes

he case saw the Singapore High Court reverse a lower court decision and exercise jurisdiction over non-Singaporean parties in a case concerning transnational fuel consumption fraud. A Norway and Singapore-based shipowner brought a claim against a multinational manufacturer that had provided engines for vessels being constructed in China. The owner claimed to have incurred fuel costs of tens of millions of dollars due to the engines consuming fuel at a different rate to that stated by the engine maker. The claim was made in Singapore on the basis that this was where its shipping business was controlled and managed for most of the years in which loss and damages occurred. The engine manufacturer had applied for a Singapore court to stay the proceedings in that country on the basis of 'forum non conveniens', a legal term meaning that the court would not be an appropriate forum for the claim. The Singapore High Court held the view that given the distribution of factual and legal connections across diverse geographical and jurisdictional regions – covering Norway, Germany, China, Hong Kong and Singapore – this case was a good candidate to be handled by an international panel of

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judges such as those available under Singapore’s International Commercial Court (SICC). The High Court also held that foreign law being applicable to the claim would carry less weight in determining forum non conveniens if the Singapore courts in the form of SICC’s international judges – who come from jurisdictions including Singapore, the US, Australia, England, France, Canada, Hong Kong and Japan – were familiar with and able to apply that foreign law. Dentons Rodyk said “The Court’s analysis provides insight into how Singapore court jurisdiction over parties in transnational commercial disputes may be established in future.” The engine makers have appealed to the Singapore Court of Appeal. SS

Law firms must innovate in competitive maritime sector Technology is changing the way the maritime sector chooses lawyers and what it expects of them. Law firms in maritime are adapting to stay competitive as the maritime sector undergoes tumultuous times, Norton Rose Fulbright’s head of shipping for Asia Ben Rose told Singapore Solutions. “The shipping market itself continues to reflect the difficult times across the maritime sector caused by the continuing over-supply and reduced demand for many classes of ships.” “As a result, it is very difficult for all but the largest owners – who benefit from economies of scale and ‘bankable’ names – to remain competitive and funded.”

Dentons Rodyk said the analysis provides insight into how Singapore court jurisdiction over parties in transnational commercial disputes may be established in future

“In terms of significant issues in the legal landscape for Singapore’s maritime sector, it’s clear that AI, automation and technology are changing the way the maritime sector chooses its lawyers and what law firms are doing about this.” He added “Although this will not replace the human touch, what clients want of their lawyers is no longer limited to traditional legal advice.” “Law firms, like the shipping companies and the banks they service, need to adapt to the changing times.” Norton Rose Fulbright is doing this through enhancing its offerings with new technology, such as N-Accelerate, an inhouse process that automates large volumes of complex documents in a fast, secure and cost-efficient way, he added. The firm has also instituted NRF Transform, a change and innovation programme that enhances service to clients through more efficient working, optimal resourcing and a long-term investment strategy for emerging technologies.

Singapore Solutions | 2019

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OFFSHORE MARINE SERVICES | 65

Supporting the offshore sector through rocky times Captain Mike Meade sees that Singapore’s offshore industry still has struggles ahead and calls for finance to be made available to the country’s shipyards

Capt. Mike Meade (M3 Marine group): “Buckle up, you are still in for a rough ride”

ounded in 2005, Capt Mike Meade’s M3 Marine Group spans offshore vessel brokerage, vessel and equipment valuation, specialist offshore marine consultancy services and remote survey and inspection. Capt Meade first went to sea at 16 and has spent more than 40 years working in the maritime sector. He sat down with Singapore Solutions to share his views on the prospects for Singapore’s offshore sector. “Things are getting better, but they are not great and they are not going to get great any time soon. “There are not many of us in this business who lived through the earlier downcycle like this one.

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“The last one was in 1985 and it took 15 years for it to get to where things started to look rosy again, and it is going to be the same this time.” Capt Meade sees China as being key to understanding how this the situation in 2019 differs from that of 1985. “In 1985 nobody built OSVs in China, we didn’t have many PSVs, the default ship was a tow/supply or AHTS, we didn’t have cheap Chinese capital and, when we went into the recession in 1985 all the tonnage was on the water, unlike 2014. When we went into the recession this time there were still 1,000 ships being constructed.” Reflecting on finance and his role as counsellor and chair of the offshore services committee at the Singapore Shipping Association, Capt Meade said “Our advice to Singapore Inc is to lend money to infrastructure, so support your shipyards. “You have fantastic shipyards here, the biggest builders of jack-up drilling rigs in the world. “When the resurgence does come back all these rigs that have been built in China won’t be commissioned in China – if you invest in and give financial support to Singapore’s yards, then that work will come to Singapore.” Moving on to his own company’s experiences with the downturn, Capt Meade said that while the company seems to be in recovery, things still are not great. “It has been difficult for us since 2015, 2016 was our worst year. The

consultancy business has done very well and it has kept its head above water right through this recession, but we went from being capital support for newbuilds to service support of existing assets.” “We also grew our valuations business and we are now one of the largest valuers of offshore equipment in Asia.” Another new area of business M3 is venturing into is inspections using drones and ROVs, Capt Meade said. “The equipment is not expensive, what you have to develop is the people. You have to train them and offer a service." He noted that this area of business is so young that class societies are still establishing rules for how best to assess it: “So, we are helping guide class as well as trying to get class to sign us off.” M3 is working with Singapore University of Technology and Design and Performance Rotors, a Singaporean company, to develop a locally produced drone to undertake such inspections, Capt Meade said. “That is where I see the future because we can replace traditional methods of survey,” he added. “You minimise the risk, you minimise the time, and you reduce costs. Those three things are the drivers.” Returning to the offshore sector to close, Capt Meade’s advice is straightforward. “Buckle up, you are still in for a rough ride.” Capt Meade spoke on the outlook for the offshore support vessel sector in Asia and Africa, including Singapore, at the Annual Offshore Support Journal Conference in London in January 2019. SS

Singapore Solutions | 2019

66 | EDUCATION AND TRAINING

Maritime Cluster Fund supports workforce development Financial support is available for enterprises and individuals looking to futureproof their skillsets in maritime

oth the Sea Transport and Marine & Offshore Industry Transformation Maps (ITMs) make training and education a key pillar, calling for initiatives to attract skilled young people to the maritime industries and for the existing workforce to keep its skills up-to-date to remain competitive. Under the Sea Transport ITM, more than 5,000 new jobs will be created in the next 10 years, while the Marine & Offshore ITM aims to create 1,500 new jobs by 2025. MCF-Manpower Development is part of MPA’s Maritime Cluster Fund (MCF) initiative that supports Singapore’s maritime cluster’s industry manpower and business development efforts that specifically focus on training and workforce capabilities in the maritime sector. In 2018, MPA announced a S$100M (US$74M) top-up of the fund. Aimed at both companies and individuals, MCFManpower Development focuses on both developing and enhancing employees’ skills, and has three main pillars. Training@MaritimeSingapore is intended to upgrade

Building a future-ready workforce is a key part of the Sea Transport and Offshore & Marine Industry Transformation Maps

knowledge and expertise of local maritime personnel through attendance of MPA-approved training programmes. This can be in the form of external training such as short and certifiable courses, with co-funding for short courses set at 50% and for short/certifiable courses at 70%. It also covers internal training, providing 50% cofunding support for maritime enterprises to provide inhouse training to employees. Talent@MaritimeSingapore encourages companies to invest in developing expertise by career development programmes and attachments. These can take the form of industry attachments in local or overseas offices, overseas attachments for employees to acquire specific skills or market knowledge, with cofunding support set at 50%. It also includes management associate programmes, to support local talent preparing for management and leadership positions, with cofunding support again set at 50%. InvestManpower@MaritimeSingapore is aimed at maritime enterprises and industry associations, and encourages adoption of well-structured HR and training infrastructure, tools and processes to attract talent, and support its training and development. This can be in the form of industry and strategic-level development, encouraging organisations to work together to attract talent and improve workforce capabilities that will bring about industry-specific or nationallevel benefits to Singapore’s maritime sector. Alternatively they could be enterprise-specific, aimed at establishing good HR practices, tools and training infrastructure for enterprises, with cofunding support set at 50%. SS

University launches maritime business operations courses A Singapore university has launched a series of courses focused on maritime business operations. Developed by Singapore Management University’s (SMU) International Trading Institute and the Lee Kong Chian School of Business following discussions with MPA and industry partners,, the Maritime Business Operations Track (MBOT) is available for students majoring in operations. It is a multidisciplinary programme that

Singapore Solutions | 2019

provides students with a firm foundation in business operations, providing sectorspecific knowledge and contextualised skills for maritime-related roles. There is a big focus on experiential learning opportunities such as internships, overseas industry-study missions and site visits to maritime companies on the course. Taught by both SMU faculty and industry professionals, the track’s courses cover topics including supply-

chain management, international trade law, port-focal logistics and maritime operations, tanker chartering, ship finance and maritime supply chain. Industry professionals will also offer noncredit short courses offering students further education on specific areas of the maritime industry. The MBOT was launched in January 2019 and is open to new students as well as those going into the second year of their course.

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EDUCATION AND TRAINING | 67

Academic institutions collaborate on centres of maritime expertise Singapore’s academic institutions have embarked on partnerships that will enhance maritime technology and knowledge

ingapore Polytechnic (SP) and the Singapore Maritime Institute (SMI) have partnered up to launch a S$14M (US$10M) research centre aimed at improving maritime safety standards. The Centre of Excellence in Maritime Safety (CEMS) is focused on the two key areas of maritime navigation and onboard operations. Through collaboration with the maritime industry and the research community, CEMS will seek to develop new technologies and training systems to reduce accidents and safety incidents. One of CEMS’ first projects will be developing the Next Generation Navigation Simulator, which will provide the ability to perform modelling and simulation of a complex port environment, new vessel designs and operational concepts. It will also function as an innovative training system that will aid in upgrading the current maritime workforce and developing the future workforce in relevant technologies for new maritime operations, such as autonomous shipping. The project to develop the simulator, which will be the first of its kind in Singapore, will have an estimated duration of five years. SP’s principal and chief executive officer Soh Wai Wah said “We are pleased to be able to contribute with our expert maritime knowledge and also our capabilities in various technological areas to support the maritime industry in the long term.” SMI’s executive director Toh Ah Cheong said “The establishment of the Centre of Excellence in Maritime Safety will deepen and further leverage Singapore Polytechnic’s knowledge in navigational safety to enhance capabilities and further raise awareness for safety within the maritime sector.” MPA’s outgoing chief executive Andrew Tan said “This latest initiative will further position Singapore as a standards bearer in the areas of safety, security and sustainability. “It will also contribute towards Singapore’s development of the regulatory framework on autonomous vessels, which will include man-ship interface with varying levels of autonomy at the national and international levels.” SMI has also collaborated on a research centre with the National University of Singapore (NUS), the Centre of Excellence in modelling and Simulation for Next-

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Generation Ports (C4NGP). Part of NUS’ engineering faculty, the S$18M (US$13M) C4NGP was announced in June 2018, with a stated goal of helping Singapore’s maritime and port industries develop innovative capabilities and enhance global competitiveness. Over the next five years, about 20 researchers at the centre will undertake projects in the areas of designing and building maritime systems, conducting navigational channel capacity studies, studying various port terminal systems and examining land transport-related systems. The centre will work with businesses to ensure its research and development efforts are aligned with the needs of industry and to improve their technical knowledge, efficiency and productivity. C4NGP will be jointly led by associate Professor Chew Ek Peng and Associate Professor Lee Loo Hay from NUS’ Faculty of Engineering’s Department of Industrial Systems Engineering and Management. A governing board chaired by NUS senior vice-president of graduate education and research translation Professor Freddy Boey will comprise representatives from key stakeholders including MPA, SMI and other industry partners. Professor Boey said “This concerted effort will greatly enhance the long-term competitiveness of the maritime and port industries, and further strengthen Singapore's strong reputation as a global maritime hub." In October 2018, C4NGP signed a memoranda of understanding with Jurong Port, Optimization Analytics Technology, PSA Marine, CEMS, Surbana Jurong, Softship Data Processing and ZPMC Southeast Asia to create digital twins of various port, land and sea systems. SS

C4NGP’s formal opening took place in October 2018 (credit: National University of Singapore)

Singapore Solutions | 2019

68 | EDUCATION AND TRAINING

PSA partners with academia to ensure smart port has a smart workforce Co-operating with universities will ensure PSA’s workforce has the required skills for the Tuas megaport's next-generation technologies

ne of the key pillars of Singapore’s Sea Transport Industry Transformation Map is developing what is described as “a future-ready maritime workforce.” Across a range of disciplines and career paths, academic institutions, local authorities and business have come together to put in place initiatives to foster the next generation of maritime talent needed to maintain Singapore’s position as a major maritime centre. The Tuas Megaport, set to open in in stages starting in 2021, will incorporate a host of next-generation technologies such as automation, intelligent control systems, and sustainable technologies. Some of the high-tech systems the port will incorporate include unmanned vehicles such as automated yard cranes, drones and driverless trucks for port transport. PSA has engaged in several partnerships to ensure its workforce at the port will have a deep understanding of these systems. In December 2018, Singapore University of Technology and Design (SUTD) and PSA signed a memorandum of understanding (MoU) aimed at developing talent in the areas of data science, info-comms and engineering for the new Tuas port. The new port will be ‘smart’, utilising big data, automation technologies and smart systems to raise terminal productivity and service quality. To build the skillsets

An artist’s rendering of the new Tuas port (credit: Maritime and Port Authority of Singapore)

Singapore Solutions | 2019

needed to manage these technologies, PSA is contributing content to SUTD’s curriculum, giving students exposure and advancing their knowledge in smart technologies and systems used in port operations. Internships with PSA will be made available to SUTD students, enabling them to learn and apply engineering principles, infocommunications, cyber security, and data science knowledge and skills to modern port operations and equipment. The two parties will also collaborate on building a talent pipeline to provide skilled staff able to support PSA’s extensive network of ICT infrastructure. SUTD’s president, Professor Chong Tow Chong, said: “SUTD’s strategic partnership with PSA will not only offer our students valuable hands-on experience in the actual global port environment, but also encourage the free flow of information, ideas and innovation between both organisations. “Together, we look forward to forging new frontiers for the maritime sector and innovate new processes applicable to the industry’s needs.” The collaboration between PSA and the Singapore Institute of Technology (SIT) bore fruit in August 2018 with the graduation of the first batch of 29 PSA engineers and ICT managers from SIT’s Systems Engineering programme. This was established as part of an MoU signed by PSA and SIT in March 2017 on collaborations including developing and implementing a training programme focusing on automation technology to meet PSA’s capability development for the new Tuas Port. The part-time, 12-month Systems Engineering programme was developed by SIT’s lifelong-learning division, SITLEARN Professional Development, in partnership with PSA. The course aims to equips participants with practical skills enabling them to appreciate the inter-relationships between various systems, and to design and maintain complex automated systems seen as vital by PSA for the new generation of ultra-modern and intelligent container terminals at Tuas Port. Addressing the cohort, PSA International’s regional chief executive for southeast Asia Ong Kim Pong said “As technology and digitalisation drive rapid changes in the workplace, continuous learning has increasingly become a requisite job skill, and I am heartened that our PSA leaders continue to upgrade themselves and adopt lifelong learning at work. “This will stand them in good stead when they apply what they have learnt to their work, while at the same time ensuring that they are future-ready for our next-generation port.” SS

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