takertakeroperatoroperator · company's technology research programme. ... and gas and steam...
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MAY 2010 www.tankeroperator.com
TA�KEROperatorTA�KEROperator
Features:� Raising the cash� UK CoS sets its stall out� Where to put the slops� ECDIS training needed � Winch replacement service� Luboil condition analysis
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May 2010 � TANKEROperator 01
ContentsMarketsChem/prod tankers future
News FocusIGS for smaller tankers discussed
Ship FinanceHope springs eternal
UK Report� UK at the forefront of change
� Equipment manufacturer bullish
Technology18 Tank Servicing/Cleaning� MARPOL explained
� Cylinder gas logistics
� Cargo tank atmosphere control
24 ECDIS� Training essential
� Rules approaching fast
04
10
06
'Simplicity is the key to Success'
www.marinesoftware.co.uk
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Established in 1991, UK based Marine Software Ltd provide low cost, easy to useShip Management Software Solutions tailored for the Worldwide Maritime Industry
NEWLay-Up Module now available
12
Front cover photo ECDIS training is vital, especially fornavigators of large vessels in confinedwaters, such as the approaches to theFawley oil refinery in Southampton Water,where this picture was taken.
18
30 Manoeuvring Systems� Repair task force formed
� Lightweight chain developed
33 Condition Monitoring� Lubricant sensors
� Extended drydocking intervals?
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Many companies and groupings are involved intrying to find the optimum fuel efficient vessel, bothfor economic and environmental reasons.Of late we have seen the return of sail assisted passages, LNG poweredvessels and a host of other initiatives, either undertaken by companiesindividually, or in a group. The latter path is illustrated by the numberof companies involved in the Danish Green Ship of the Future project.
Now another grouping has been formed by Ricardo Marine called theShip Efficiency & Energy Storage Assessment consortium (SeEsA).
With the increasingly strict requirements of maritime emissionsregulations in numerous international jurisdictions and the recent sharpglobal increase in energy costs, ship energy management and efficiencyhas never before carried such economic significance for marineequipment suppliers and shipbuilders, as well as vessel owners andfleet operators, Ricardo said.
Ricardo explained that it had been actively involved in thedevelopment of engines, hybrid propulsion systems, mechanical andelectrical energy storage and fuel cell systems, including fuel-liquid-fuel reformers, for a wide range of interests, as well as through thecompany's technology research programme.
The results of this work - enabled by Ricardo's state-of-the-artsimulation technology - indicated that advanced propulsion systemsbased on the careful selection of well proven propulsion, energystorage, after-treatment and waste heat recovery solutions, have thepotential to bring significant fuel consumption savings while alsomeeting the requirements of existing and planned internationalemissions regulations.
By implementing next-generation energy management andpropulsion technologies, Ricardo said that operational fuel consumptionreductions of between 15% and 25% were possible, compared withconventional existing marine propulsion configurations.
SeEsA is described as a pre-competitive consortium drawn togetherto investigate energy management of the propulsion and auxiliarypower systems and identify potential technology solutions appropriatefor the applications requirements. These include the tanker sector, aswell as other vessel types.
Configurations consideredIn addition to meeting existing and future perceived needs, theflexibility of propulsion configurations in the face of potentiallychanging operating requirements will also be considered.
The work of the consortium will be arranged in a modular formatwith partners subscribing to a core programme of work, which can be
adapted and augmented to meet their specific needs. The first phase will focus in assessing the best energy storage solution
combined with advanced energy recovery systems for a completepropulsion system under different operating conditions, includingnormal operation, slow steaming and up to three additional duty cyclesthat the consortium members agree as most relevant to their needs.
The range of energy storage solutions will include conventional andstate-of-the art battery technologies and ultra capacitors, flywheel basedsystems, thermal and pressure based storage, fuel reformers and liquidnitrogen (LN2) systems. The prime movers covered will include dieseland gas engines, and gas and steam turbine systems, with auxiliarypower systems also including possible fuel cells and Stirling engineapplications.
More detailMeanwhile, the second phase will focus on a more detailed analysis andinvestigate the efficiency of the sub-systems including enginecombustion and air handling methods. Technologies considered willinclude advanced air handling and combustion solutions, with a view toidentifying how future ship operational practice can be optimised as theeconomic climate changes and legislative frameworks evolve.
Commenting on the launch of the new consortium, Ricardo plc groupcommercial director Steve Clarke said: "The international maritimeindustry is facing the twin challenge of meeting the needs of emissionsregulation in a range of jurisdictions, as well as a sharp increase in thecost of energy for both propulsion and on board systems.
“Through the SeEsA consortium we aim to assist vessel designers,specifiers, owners and fleet operators ensure that their existing andfuture fleets are optimised for future energy storage and efficiency whilemeeting legislative requirements and operational needs," he explained.
SeEsA is to remain open to applications from prospective membersthroughout the duration of the work. Organisations wishing to registeran interest in participating in Phase 1 or in any of the future modules, orto obtain further information, should contact [email protected].
Is this the biggest challenge to shipping today? Most certainly, as theindustry strives for greater operational efficiency, both in the office andat sea.
One thing is for certain. The regulators will not let up in their questfor a mandatory reduction in emissions of any type and in carbonemissions in particular.
The shipping industry appears to be fully aware of this and is not shyin offering up vessels for equipment trials. Of course, this helps both thevessel operators and the OEMs, who are trying to solve the problem.
COMMENT
A new grouping to take a major step towards the nextgeneration low carbon marine energy systems
TO
TANKEROperator � May 201002
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INDUSTRY - MARKETS
TANKEROperator � May 201004
Navios’ business strategy1) Capitalise on near-historic low
inflation-adjusted vessel prices in building a fleet of high quality, modern, double-hulled vessels.
2) Strategically manage sector exposure in product and chemical tankers.
3) Maintain an optimum charter mix.4) Maintain a strong balance sheet
and flexible capital structure.5) Implement and sustain a competitive
cost structure.6) Leverage deal flow, operating
experience, brand name, global network of relationships and risk management expertise of Navios Holdings.
Last year, global demand for cleanpetroleum products (CPP)increased year-on-year by 1.51% to437 mill tones.
As industrial output and consumer spendingresumed modest growth in OECD countriesand continued to post healthy gains in non-OECD countries, the translated tonne/miledemand on products tankers increased by5.6% year-on-year as growing economiesimported CPP from overseas refiners, saidMcQuilling Services in its latest report.
The Far East saw the largest gains in cleantanker demand last year, sourcing 22% and23% more trade than the Middle East andnorthern Europe respectively. Similarly, theBaltic/northern Europe region boosted itstonne/mile demand from Asia by 24%.
Conversely, regional product tanker tradeswithin Asia and the Americas fell year-on-yearby 9% and 7% as inter-regional playsproduced more profitable options.Specifically, a growing volume of gas oil fromthe Far East and India was seen moving toEurope, while the latter joined the MiddleEast in selling naphtha back to Asia. Thisallowed some attractive backhaulopportunities for CPP tankers.
In the Atlantic, US refinery gasoline outputproved substantial enough to curb tanker
swapping of LR2 cargoes into smaller LR1sand MR2s, thereby boosting their demand.
Bears v bullsAs for this year, the bears point to the supplyside of the equation. The contango situationhas largely unwound releasing productstankers back on to a market that is alsosuffering from a surfeit of new deliveries.Furthermore, as the LR fleets are relativelynew, it is unlikely that scrapping will have anyeffect on the supply side, McQuilling said.
However, the bulls look at refinery growth.Global refinery throughput is estimated at72.5 mill barrels per day for 1Q10. This is800,000 barrels per day higher than the samequarter in 2009. This marks the first annualincrease since 2Q08, giving hope that theeconomy will resist a ‘W’ shaped recovery.
Refineries in China, India and Russiaposted record high utilisation rates inFebruary, while European throughput fell toits lowest level in 17 years.
Worldwide refinery runs are expected tocontinue to rise, reaching 72.9 mill barrels perday in 2Q10 for a 1.4% increase year-on-year.This should provide further product tankerdemand. However, as India and Russiaincreasingly feed nearby Asian demand, andEuropean refining recovers from a weak firstquarter while Venezuela suffers from overduedownstream investment, the extent to whichCPP demand translates to tonne/miles is yet tobe seen, McQuilling concluded.
Navios’ strategyMeanwhile, the news that drybulk expertNavios has put its toe into the chemical andproduct tanker market begs the question – why?
In a lengthy statement, the companyoutlined its reasons for taking the plunge.Navios Acquisition said that it believed theproduct and chemical tanker sectors are bothfundamentally attractive because of the
Chemical and producttankers - will demand
outstrip supply?We take a look into the future with the aid of a leading analyst
and a shipowner who is heavily investing in this sector.
demand ex Europe by 35%, while maintainingthe arbitrage for US diesel exports to theEurozone, which grew some 10% year-on-year, the report said.
As the overall product tanker demand grewyear-on-year, each of the four sectorsMcQuilling monitored showed substantiallydifferent results. For example, the LR2 sectorlost nearly 16% of its tonne/mile demand lastyear, while LR1s gained 23% of the business.MR2s saw a demand increase of 14%, whileMR1s lost 13%.
With an increase in supply of MR2s, tradershave introduced them on different routeswhere their economies of scale can be realisedwithout compromising the flexibility inherentto smaller parcel sizes.
Despite a demand loss in the LR2 sectorlast year, the past 12 months proved relativelyhealthy for rates when compared with its dirtycounterparts. Demand for storage absorbednearly a third of the LR2 fleet as contangoconditions took hold of the products market.
As a result, the 16% loss in LR2 tonne/miledemand was largely outweighed by asimultaneous 30% reduction in availablesupply. Furthermore, this demand was notnecessarily lost, but switched to LR1s andMR2s, which picked up the slack. Forexample, the MEG/Far East trades saw the
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current opportunity to acquire tankers neartheir inflation adjusted historical low prices.
According to industry sources, producttanker values have declined significantly fromthe recent peak in 2008, with newbuild 50,000dwt tankers declining from an average of$52.1 mill in 2008 to $34.5 mill in 2010.Chemical tanker prices are also near theirinflation adjusted historical low, withnewbuilds in the 25,000 dwt range decliningto an average of $42 mill in 2010.
The recent decade's growth in demand andmacroeconomic drivers suggest continuedincrease in demand as the global recessioneases. During the period 2000-2009, demandfor transporting refined petroleum productsincreased by approximately 8.6% per annum.Demand for transporting bulk liquid chemicalsincreased during this same period byapproximately 5.7% per annum.
Emerging markets were significant demanddrivers and are expected to continue as emergingmarkets, particularly Asia and the Middle East,build additional refinery capacity. Moreover, asthe global economies exit the recession, OECDcountries will likely create significant additionaldemand for tanker services.
Navios head Angeliki Frangou said, "Webelieve that the market opportunity, whichstresses environmental safety and quality ofoperations, highlights our operating strengths.Furthermore, the recent financial crisis andrelated developments in the product andchemical tanker sectors have continued to affectadversely the availability of credit to shippingindustry participants, creating opportunities forwell-capitalised companies with committedavailable financing such as ours."
Focused business strategyNavios Acquisition's business strategy is todevelop a world-leading operator andcharterer of modern, high-quality product andchemical tankers. It’s principal focus is thetransportation of refined clean and dirtypetroleum products and bulk liquid chemicals.
Fleet compositionThe company has initially committed itself to 15vessels, including two options yet to be declared.
Navios Maritime Acquisition Corp -to giveit its full title - is a publicly traded SpecialPurpose Acquisition Corporation (SPAC)formed under the laws of the Marshall Islands.
Navios Acquisition serves as a vehicle foracquisition through a merger, capital stockexchange, asset acquisition, stock purchase orother similar business combination, one ormore assets or operating businesses in themarine transportation and logistics industries.
If the vessel acquisition is approved andcompleted, the new company will have a fleetof 13 tankers, consisting of 11 product tankersand two chemical tankers, plus options topurchase two additional product tankers.
Of the 13 vessels, nine 25,000 dwt.chemical tankers were ordered in 2007 byRestis Maritime (Seacrest Shipping), Greeceat Dae Sun, South Korea. Two will bedelivered ‘as is’ but the remaining seven havebeen renegotiated into 50,000 dwt MRproducts carriers.
Navios also purchased two 74,000 dwtLR1s under construction at SungDong for $40mill apiece with options for two more. Theseller was not revealed. Finally, two existingLR1s, the 2007 built 74,600 dwt Colin Jacoband Ariadne Jacob, were added to the Naviosfleet for $43.5 mill each – $11.5 mill eachhigher than the original newbuilding price -market analysts said.
INDUSTRY - MARKETS
May 2010 � TANKEROperator 05
TO
(40%) (20%) 0% 20% 40% 60%
Middle East to AsiaMiddle East to Europe
Middle East to AmericasInter-Asia
Asia to NEur BalticAsia to Americas
NEur Baltic to AsiaNEur Baltic to Europe
NEur Baltic to AmericasNEur Baltic to Others
Eur Med to EuropeEur Med to Americas
Americas Americas to Europe
Others
Figure 1: 2009 v. 2008 Change in CPP Trade.
(13.0%)
23.2%
(15.8%)
13.9%
5.6%
(18%)
(12%)
(6%)
0%
6%
12%
18%
24%
LR2 LR1 MR2 MR1 Total
Figure 2: 2009 v. 2008 Change in Ton-Mile Demand.
TANK CLEANINGWe assist Tanker Operators with: Chemical Tank Cleaning during cargo changeover from DPP to various CPP, CPP to
Water White Standard, removal of MTBE residues, Inert Gas Soot, Dye, Veg. Oil etc. Preparation and assessment of the required tank cleaning Tank Cleaning Advice and Recommended Tank Cleaning Procedure Delivery of newly IMO-approved Marine Tank Cleaners from stocks world wide Delivery of chemical injection and special spraying equipment Supercargo and Supervision during the cleaning at sea by experienced experts
NAVADAN · Hojvangen 13 · P.O.Box 35 · DK-3060 Espergaerde · Denmark · www.navadan.com Tel. +45-4917 0357 · Fax +45-4917 0657 · E-mail: [email protected]
IMO-approved Chemicals in accordance with MEPC.1 / Circ.590
Source: McQuilling Services Source: McQuilling Services
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TANKEROperator � May 201006
INDUSTRY - NEWS FOCUS
The International Parcel Tankers’Association (IPTA) gave its viewson the proposals to expand inertgas requirements to newchemical tankers and oil tankersof less than 20,000 dwt.These proposals came up for discussionduring the IMO’s sub-committee meeting onfire protection, which was held from 12th to16th April this year.
At previous sessions, agreement had beenreached in principle to the application of inertgas to such tankers, while recognising that thediffering operational demands of chemicaltankers may mean that it would not beappropriate simply to transpose the currentSOLAS requirements for oil tankers over tochemical tankers.
This session was charged with attempting toreach agreement on details, such as the lowertonnage size limit for application and how theregulations would apply to chemical tankers.
In response to a request from the lastsession of the sub-committee, IPTA and theInternational Chamber of Shipping (ICS)submitted a joint paper providing informationon practical aspects of the application of inertgas to chemical tankers.
The most contentious issue was that of thelower size limit. Japan’s position, based onthe results of a number of Formal SafetyAssessment (FSA) studies, was that there wasno justification for applying inert gas tovessels of below 8,000 dwt.
Japan was supported by a number ofcountries, including China, Brazil, Singapore,Panama and Turkey. However, the Bahamas,Norway and a majority of European memberstates continued to push for application to allSOLAS vessels (ie from 500 gt upwards.)
Strong support was again given byIntertanko and OCIMF for application of the500 gt limit. However, IPTA and ICS did notagree with the 500 gt lower limit, but did notoppose the 8,000 dwt stance.
In accordance with the informationprovided in the joint submission that theproblems associated with the installation ofinert gas systems become increasingly acutebelow 5,000 dwt, we advised that we wouldbe prepared to accept any future compromisedetermined by the IMO member states, aslong as it was no lower than 5,000 dwt, IPTA said.
The issue was complicated somewhat by aproposal from Norway and OCIMF that there
should be a lower limit for installation of inertgas systems, with vessels below that sizebeing obliged to use shore supplied inert gas.IPTA pointed out that since a reliable shoresupply cannot be guaranteed it wasinappropriate to consider mandating it and itwas agreed that the use of inert gas could notbe separated from the installation.
CompromiseThe International Association of Ports andHarbours (IAPH) yet again made it clear thattheir members had no obligation to providenitrogen from the shore. After some lengthydiscussions, during which we were obliged topoint out that providing correct proceduresare observed a non-inerted ship does notconstitute an unsafe ship, the member statessupporting the 500 gt lower limit agreed tocompromise at 5,000 dwt, IPTA explained.
Many of the supporters of the 8,000 dwtlimit were not prepared to change theirposition, pointing out that they had alreadycompromised in going below the 20,000 dwtlimit.
Discussions will continue at the nextsession with a tonnage range of between 5,000dwt and 8,000 dwt in square brackets. Thedraft text for an amendment to SOLASregulation II-2/4.5.5 was agreed reflecting thisand IPTA will promulgate this in due course.
As a result of the data presented in theICS/IPTA submission there was generalagreement with the IPTA position that takinginto account the complexity of operationalprocedures on chemical/parcel tankers duringmulti-port/berth loading rotations and sincethe incidents investigated by the Inter IndustryWorking Groups had been almost exclusivelyduring discharge or tank cleaning, chemicaltankers should be allowed to dispense withinerting prior to loading and allowed tocommence application of inert gas prior tocommencement of discharge and continuethrough the tank cleaning phase until gas free.
A text was considered for a regulation toincorporate this, which will be furtherdeveloped at the next session.
The Bahamas and IAPH who, amongothers, do not support the development of anyseparate SOLAS regulation for chemicaltankers, expressed concern with theseproposals.
It should be noted that although the currentdiscussions are focusing on new ships,Norway, supported by a number of
delegations, reaffirmed their support for theapplication of inert gas to ALL ships.
Once the issue of new ships has been dealtwith we can expect a proposal in respect ofexisting ships very soon afterwards andwhatever parameters are decided in respect ofnew ships will inevitably impinge on thediscussions for existing ships, IPTA warned.
Indeed, some argue that the currentdeliberations on lower size limits are to alarge degree influenced by the expectation thatwhatever the lower limit finally decided fornew ships, this will eventually impact on theexisting fleet.
Enclosed spaces Importantly, the group also took into accountthe issue of ‘Guidelines for Entry intoEnclosed Space’ and noted that as a result ofincidents of asphyxiation on ships carryingwood chips and general reports from MAIFF,the Dangerous Goods, Solid Cargoes andContainers sub-committee (DSC) wasengaged in a review of IMO AssemblyResolution 864 (1997) covering genericrecommendations for entering enclosedspaces on board ships.
Taking into account that the Fires andExplosions agenda item was tanker specific,the group, in considering draft guidelines forchemical tankers, recognised the benefit oftank entry guidelines applicable to all tankerswith particular emphasis being placed onprocedures developed to reduce the risk ofentering cargo tanks after the use of nitrogeninertion.
To this end, it was recommended that thisitem also be forwarded to the Bulk Liquidand Gases sub-committee (BLG), as thecompetent body, for its further considerationof tank entry guidelines applicable to alltankers. It was suggested that thereafter suchguidelines could be appended as Annex to arevised Res A 864.
There was a sole dissenting voice in theworking group to this suggestion but in theplenary a substantial majority agreed thatsince Nitrogen IG could become a mandatoryprovision it was right and proper that theexpertise within the BLG sub-committeeshould further consider robust and universalcargo tank entry procedures on tankers.
As a specialised chemical/parcel tankerNGO in consultative status to the IMO, IPTAwill continue to take a role in consideration ofsuch guidelines, the association confirmed. TO
Inert gas systems proposals on oil and chemical tankers ofless than 20,000 dwt discussed
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May 2010 � TANKEROperator 07
INDUSTRY - NEWS
Information now at a tanker brokers finger tipsMaritime INFOSYS - developers ofspecialist software solutions forthe shipping, oil and gas industries- has unveiled a high-speed shipbrokerage support tool.
Ship Brokering Intelligence Solutions (S-BIS) is claimed to be the industry’s first fully integrated, live web and mobile solutionto help shipbrokers manage the complexfixture process.
Designed to give shipbrokers,owner/managers and charterers fast access tothe very latest information, S-BIS enablesusers to search more than 160,000 ships byover 600 data fields with real-time resultsdelivered in seconds.
Featuring decision support tools andmultiple live data feeds including distancetables from Veson, AIS Live and Worldscale,S-BIS provides data previously only availablefrom numerous independent resources via asingle user friendly interface.
As well as delivering the most accurate andup-to-date data in one site, S-BIS delivers inany location thanks to the system’s web-basedplatform, which gives users total mobile
access. And for even greater cost and timeefficiency, the system streamlines the shipfixing paperwork by pre-populating theinformation into relevant documents.
Because S-BIS is a web-based SaaSproduct, it requires no special software orhardware installation - subscribers simply log-in to www.s-bis.com for access. The product’suser-friendly interface makes learning to useS-BIS as simple as the navigation itself.
“This is about finding the right ship at theright time with the right price and the rightpaperwork—all in one easy-to-navigate helm,”said Maritime INFOSYS founder and chiefarchitect, Roy Devlin. “We take brokering intothe 21st century utilising all that today’stechnology has to offer in one simple solution.”
Founder and CEO Calvin Holt said, “S-BISprovides more than just an integratedinformation system, but freedom, allowingshipbrokers to focus on the art of the dealrather than the science, which is theircompetitive advantage.
“What makes S-BIS different from the rest?We differ in two significant ways from ourclosest competitor. The first is our extremely
simple to use ship search UI that is coupledwith a best in class search algorithm using realtime ship location and specification data –RELATIVE to the port of interest. Second, arethe additional support features of analysingship suitability and commercial negotiation. Afeature we do share is the ability for thebroker to maintain and control their private,proprietary and valuable networks withcomplete privacy and discretion”, Holt said.
For example, analysis will decide which shipis the closest to load port, how far, is it open orfixed, who is the owner, what is its condition?
At Seatrade’s recent tanker conferencewhere the software was launched, Holt saidthat the audience as a whole appreciated thevalue of quickly analysing several relevanttankers at once and ranking them into qualifiedleads through S-BIS' filtering sequence. Anindependent broker, in the dry sectorstated…"Being able to know within minutes,out of hundreds of choices, which few shipsare available and worth pursing and knowingthat the basic show stoppers have beenidentified and cleared - like is the ship evenopen - will make us more productive." TO
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TANKEROperator � May 201008
INDUSTRY – NEWS
Traders and suppliers are bestplaced to utilise existingtechnology and infrastructure tohelp customers initiate carbontrading and drive emissionsreduction, a leading associationsaid.SEAaT (Shipping Emissions Abatement andTrading), the industry association dedicated toshipping emissions abatement and trading, hascalled for the involvement of the bunker fuelindustry in discussions for the establishment of ashipping emissions trading scheme (ETS), citingstrong commercial opportunities for the sector.
An ETS is currently under discussion at theIMO to encourage more efficient shipping andreduce greenhouse gas emissions from theglobal fleet. An ETS was launchedsuccessfully by the EU for large land-basedemitters in 2005 with the inclusion of aviationplanned for 2012.
In UNFCCC and IMO discussions onreducing greenhouse gas emissions in theshipping sector, there is strong support for anETS to operate under the auspices of the twoorganisations.
Under an ETS for shipping, either the shipoperators, or charterers would have to acquirecarbon credits that reflect their bunker fuelconsumption. Bunker fuel traders and supplierscould supply carbon credits in parallel tosupplying fuel, using their existing tradinginfrastructure to secure the best carbon prices.
John Aitken, SEAaT secretary general, said,“The ETS is by far the fairest, mostcommercially-viable means of encouragingmore efficient fuel use. The bunker fuelcompanies are in an excellent position to both
trade credits, and to support their customers ingetting the best deal for their fuel, and helpingdrive environmental compliance strategies.”
Commenting on the current discussions on anETS at the IMO and UNFCCC, Aitkencontinued: “There are both multilateraldiscussions at IMO and UNFCCC, as well asamong the trade associations. SEAaT wouldwelcome the participation of fuel supplycompanies in these, as they have perhaps themost significant knowledge and experience oftrading systems in the entire sector. We wouldalso encourage them to develop knowledge ofcarbon trading by joining SEAaT as associatemembers and participating in the wider debate.”
The ETS used by the EU involvesgreenhouse gas-emitting companies paying fora capped number of carbon-emittingallowances, or ‘credits’. The ‘credits’ can then
be traded openly like commodities, or equities,with the price fluctuating according to demand.
SEAaT is a cross-industry, proactive andself-funding group, whose mission is toencourage and faciliate efficient reduction ofharmful emissions to air from shipping.
It was formed in 2002 to raise awarenessand acceptance of solutions for emissionsreductions that are sustainable, cost effectiveand achievable. Its founding sponsors are theshipping and oil companies committed toexploring and implementing cost effectivemethods of reducing emissions.
The members represent the broadershipping community, and are shipowners,operators and fuel suppliers. They iuncludeCarnival Corporation, BP Shipping, P&OFerries, Shell Shipping, Stena Line, andTsakos Energy Navigation
ETS could offer new commercial opportunities for bunker fuel traders and suppliers
SEAaT general secretary John Aitken.
TO
Tokyo-based class societyClassNK has surged past the 170mill gt mark of entered tonnage. This achievement was claimed to makeClassNK the world’s first class society to passthis milestone.
The announcement was made following theApril meeting of the classification committee,which certified that ClassNK’s register listed7,211 ships, totaling 170,419,317 gt as of theend of March 2010.
The committee also certified that ClassNKnewbuilding registrations for the first threemonths of this year stood at 4.44 mill gt,
pointing to the fact that the society remained ontrack for another year of near-record growth.
The ClassNK register has grown almostcontinuously since the end of World War II,with the most rapid growth occurring over thepast 15 years. It broke through the 100 mill gtbarrier in 1997, shortly before becoming theworld’s largest class society in gross tonnageterms in 1999.
In 2007, ClassNK became the first classsociety in history to have 150 mill gt on itsbooks, and over the past three years alone, theclass society has added a net total of morethan 20 mill gt to its register.
Following the meeting, ClassNK chairmanand president Noboru Ueda cited ClassNK’s“dedication to quality and the aggressiveexpansion of our service network as principalreasons for our continued growth”.
Ueda, who will become the IACS chairmanin July, said, “The success of classificationsocieties like NK depends not only on thestrength of the maritime community, but onthe quality of services offered. Our ability tosucceed despite the recent economic downturnis a clear reflection of our commitment toproviding the best possible service to ourclients anywhere in the world.”
ClassNK reaches next milestone
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INDUSTRY – SHIP FINANCE
Shipping and the capitalmarkets in 2010:
watermarks of calmer seasTwo years after the catastrophic consequences of the subprime mortgage loans and the
precipitous drop in freight rates in the shipping markets, the famous ‘green shoots’
have been springing up giving hope sooner than expected*.
TANKEROperator � May 201010
Freight rates have bounced back tolevels that are cash flow positive,which have positively and severelypredisposed the markets. Asset
prices have stopped declining and have startedappreciating and since the vessels actuallygenerate income, banks feel more comfortableabout their clients and the markets, andowners have been holding back on sellingmodern tonnage on the premise that betterdays are ahead of us.
The tectonic changes that took place in thefinancial markets were expected to affect acapital intense industry like shipping. Duringthe boom years of 2004 – 2008, there wasplenty of liquidity in the system, which whencombined with multi-year high freight rates,allowed for sufficient access to competitivefinancing for both privately held and publiclytraded shipowners.
However, the near death experience of thefinancial system with the alphabet soup ofCDS (credit default swaps), CDOs(collateralised debt obligations), HEL (homeequity line), etc had made availability of fundsand financing if not impossible, at least muchtighter and costlier. Since very few banks andinstitutional investors, in the bigger scheme ofthings, truly focus on the shipping industry,the impact of broken financing has beenmagnified disproportionally.
For private owners looking for vesselacquisitions after the deluge and drop of assetprices, financing options were limited. Forexample, use of their own funds (equity) withaccess to debt finance available in limitedquantities to good credit risks. For publiclytraded companies there were additionalfinancing options, such as issuance of additionalequity (secondary offerings), or raising debtfinancing by accessing the bond markets.
While 2009 was a year of high volatility inthe markets (VLCC spot rates ranged fromless than $10,000 to more than $70,000 per
day, while prompt VLCC resales varied from$150 mill to less than $100 mill), a year ofestablishing a new baseline and accepting thenew reality, and to certain extent a year ofsurvival for many players, 2010 has started ona more hopeful mood.
Recovery on the horizonThe world equity markets improved on theconsensus that a world recovery is on thehorizon, whether it is a ‘V’, ‘U’, ‘W’ shapedrecovery is still to be determined but itdefinitely won’t be an ‘L’ shaped malaise. Asinvestors recouped some of the 2008 and 2009losses and became more comfortable, theappetite for risk (and shipping) increased. Thefact that tanker vessel prices are still a fractionof past prices and the fact that freight rates arecash flow positive in most tanker markets,investors have premised that non-exposure toa volatile industry (a leading indicatorindustry nevertheless) on the rebound was toogood to pass up.
In the table, it can be seen that about $3 billhas been raised in the capital markets inshipping worldwide year-to-date. The smallamount of public money invested in shippingso far this year is especially noteworthy giventhat it comes only a few short months after thefuture of the shipping industry was in questionand when the majority of certain types ofvessels on the water were either in lay-up, oroperating at well below daily operatingbreakeven levels. And, $3 bill, as small as itsounds, will still pay for about 30 newbuildingVLCCs at today’s prices, representing about5% of the world VLCC fleet.
Of the $3 bill invested in shipping in total,about $2.5 bill was raised in the US markets –made up of about $2.4 bill in tankercompanies and about $1.3 bill in shippingbonds. Of the total invested in shipping,about $1.5 bill was in equity offerings, ofwhich about $600 mill was in secondary
offerings and about $800 mill was in initialpublic offerings (IPOs).
Despite the lengthy discussions and debateson whether private equity would heavilyinvest in distressed shipping assets, only $175mill was privately placed to be invested in thecontainership sector.
One of the most touted benefits of publicownership of shipping companies is theiraccess to the capital markets. Last year hadbeen a brutal one in the capital markets andmost of the shipping equity transactions thattook place were dilutive; to be fair, when itcomes to the survival of a company, equitydilution is clearly preferable to bankruptcy.
Vessel acquisitions popularThe small window of opportunity that hasopened thus far in 2010 has allowed shippingcompanies to raise funds not only for generalcorporate purposes and repayment of debt, butalso mainly for further vessels acquisitionsand growth. And vessel acquisitions havebecome popular, resulting in asset prices forsought-after vessel types (usually promptresale of no older than five years built inbrand-name South Korean or Japanese yardsto good specifications) have increased by 10-20% in a matter of a couple of months.
Although each financial transaction isunique and affected by several differentparameters, usually the IPOs are the mostchallenging offerings to conclude and thus asign that the capital markets are receptiveenough of the industry, as least until theringing of the opening bell.
Of the four IPOs that have taken place thusfar this year, one has occurred in the drybulkmarket (Baltic Trading) and the remainingthree have been in the tanker sector. CrudeCarriers (CRU) initiated its public life byacquiring two prompt resale VLCCs and onemodern Suezmax based on a business modelof spot chartering strategy, low leverage and
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distribution of most of the cash flows toshareholders.
Scorpio Tankers (STNG) also has a strategyof low leverage for now and their primaryfocus is on the products tanker market(although crude carriers are candidates aswell) where the vessels are employed undertimecharter. While these two transactionstook place in the US, Saga Tankers isexpected to complete its IPO in theNorwegian markets with a primary focus oflarge sized crude carriers (the company’sinitial fleet consists of three VLCCs).
Included in the table is Navios MaritimeAcquisition Corporation (NNA), which is aspecial purpose acquisition company (SPAC)that although had raised funds of $115 mill inthe boom years of Wall Street, only recentlyidentified an acquisition target of 13 productstankers for a total purchase price of $457 mill.
Given its SPACs nature (with ‘drop dead’deadline for identifying and executing suitablepurchase candidates with the approval of the
shareholders after which the funds have to bereturned to the investors) and also given thatabout $350 mill will have to be raised in thedebt markets, this transaction can be seen as ifthe equity has been recently raised.
Long term implicationsAs welcome as the recent interest of thecapital markets in shipping has been, one hasto ponder about the long term implications onthe industry and the utility of becoming apublicly traded company. The orderbook ofnew vessels admittedly remains high byhistorical standards with very fewcancellations and unbelievably, there has beena renewed interest in placing even morenewbuildings (250 newbuilding contracts havebeen placed so far this year, 70 of which aretankers representing 6 mill dwt) partly due tothe strength of asset prices.
China aside, anemic industrial andeconomic growth would not absorb all thenewbuildings, which will likely lead to a
tonnage oversupply for years to come. And,well placed sources do not doubt that there abubble created in China that can handicap theonly virgin catalyst to drive the market.
To take this one step further, freight rates atpresent cannot justify the recent wave of assetprice appreciation, and if the trend persists, itis likely that investors will not fair well ontheir investments. And, the price at which thenew IPOs took place at solely the price of thesteel (the fair market value of the vessels, ornet asset value) without placing any value, orpremium on the management teams, thefranchise does not sound very enticing. If so,what price will the market pay for a publiclytraded shipowning company, which has easyaccess to the capital markets?
*This article was written forTA�KEROperator by Basil M Karatzas,managing director for projects and financeat Compass Maritime Services. He can becontacted at [email protected] Tel +201 585 9999.
TO
INDUSTRY – SHIP FINANCE
May 2010 � TANKEROperator 11
Selected capital markets transactions in shipping (2010 y-t-d)Shipowner/issuer Placement $ mill Date Exchange Vessel type �otes
/country
Aegean Marine Petroleum (ANW) Equity/secondary $140 Jan-10 NYSE/US Tankers/bunkering
Euroseas / Eton Park & Rhone Capital Equity/JV $175 Jan-10 US Containerships Joint venture with private equity
Teekay Corporation Bond issuing $450 Jan-10 US Tankers Sr secured notes/ 8.625% interest
Nordic American Tankers (NAT) Equity/secondary $122 Feb-10 NYSE/US Tankers/crude
OSG (OSG) Equity/secondary $119 Mar-10 NYSE/US Tankers
Safe Bulkers (SB) Equity/secondary $72 Mar-10 NYSE/US Drybulk
Baltic Trading Limited (BALT) Equity/IPO $228 Mar-10 NYSE/US Drybulk
Crude Carriers Corp (CRU) Equity/IPO $270 Mar-10 NYSE/US Tankers/crude
Scorpio Tankers (STNG) Equity/IPO $163 Mar-10 NYSE/US Tankers/products
Frontline (FRO) Bond issuing $225 Mar-10 Oslo/Norway Tankers/crude Sr unsecured convertible/4.50% Cpn
Berlian Laju Tankers (BLT) Bond issuing $125 Mar-10 JKT/Indonesia Tankers/chemicals Convertible notes/12% interest
OSG (OSG) Bond issuing $300 Mar-10 US Tankers Sr secured notes/ 8.375% interest
Teekay Tankers Equity/secondary $110 Apr-10 NYSE/US Tankers
Navios Mar Acquisition SPAC $115 Apr-10 US Tankers/products Funds had been raised in the past
Dryships (DRYS) Bond issuing $240 Jan-10 US Drybulk Sr unsecuredconvertible/TBP
Saga Tankers Equity/IPO $120 Apr-10 OSE/Norway Tankers/crude Private placement/in progress
TOTAL $2,974
Source: Compass Maritime
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There are many issues to beaddressed, not least the question ofwhich political party will be inpower in the UK when
TA�KEROperator goes to press.Every March at its annual general meeting,
the UK Chamber of Shipping (CoS) unveilsits new president, whose job it is to state UK’sshipping’s case to the government andorganisations, such as the IMO.
This March Shell’s Jan Kopernicki took thechair in time to put shipping’s case towhichever political party triumphs in the UKgeneral election to be held on 6th May.
One of the major problems is that withfrequent government department shuffles, UKshipping executives tend to not know whothey will be dealing with next, which does notcreate an aura of continuity, or stability.
In his keynote address upon taking the helmat the CoS, Kopernicki pointed out that 2010,as the IMO Year of the Seafarer, was a specialyear for global shipping and a year torecognise the incalculable debt the industry,
governments and consumers all owe toseafarers everywhere.
“We must recognise that seafarers still facemany challenges, and new ones emergeconstantly – ranging from more frequent andmore extreme weather events to piracy incertain parts of the world”, he said.
Turning to his presidency, Kopernicki saidthat his main goal throughout his term wouldbe to increase government and industryunderstanding of shipping's importance to theUK economy and to the critical needs of thecountry.
He went on to identify three keydimensions, which he would be focusing on -security, trade and the environment.
Kopernicki said that trade security; “isunder threat in many places. Piracy is a long-running sore in Somalia, and growing off theWest coast of Africa. Resolving this challengedepends heavily on collaboration – bygovernments, national and internationalorganisations, industry and the military.”
He noted that more than 90% of all goods
traded by the UK travel by sea. In terms ofthe UK’s energy supplies, gas is increasinglyimported by sea, in the form of liquefiednatural gas and LNG’s share of the nationalenergy mix could rise from 1% to 35% by2020, only 10 years away.
Kopernicki’s day job is as a member of theShell Trading executive committee and adirector of Shell International Trading andShipping Company, so his expertise is withinthe energy sector.
However, not ignoring other cargoes, hesaid that in addition to the rise in gasshipments, some 18 mill containers will makeover 200 mill trips this year and cruise shipswill carry 18 mill passengers around theglobe.
“Today, this nation is still pre-eminent inmaritime services – including shippingfinance, insurance, brokerage, law andshipping itself,” he pointed out. “There iscompetition from other centres, but Londonremains the final point of reference in mostmaritime matters.
TANKEROperator � May 201012
INDUSTRY - UK REPORT
Many challengeson the horizon for
UK shippingThe UK and its resident institutions will be at the forefront of shipping matters this year
and for many more years as we approach an era of change.
p2-23:p2-7.qxd 30/04/2010 10:41 Page 12
INDUSTRY - UK REPORT
May 2010 � TANKEROperator 13
“I see the Chamber of Shipping playing avital role in helping to maintain that pre-eminence, by engaging on today's issues.Especially, we must focus on ensuring that thetax regime and the employment regime,support the needs of the industry and itsworkers,” he said.
He acknowledged that there had been somepositive developments in recent times. Forexample, the UK tonnage tax is now a wellestablished incentive mechanism. Traininghas seen a dramatic increase in numbers andquality, as a result of the tonnage tax trainingcommitment, and the introduction ofFoundation Degrees in the many maritimecolleges around the country. Seafarers havebenefited significantly. And furtherdiscussions are ongoing with Government.
In addition, many young people arereceiving development opportunities theywould not otherwise have had, in workincentive programmes in the shippingindustry.
“But this is no time for resting on laurels.There are many other specific issues to beaddressed – such as: light dues; and theimplications of the way the new equality lawmay be implemented; and the continuing needto provide a strong and certain businessclimate for shipping, and the wider maritimeservices, in this country”, he warned.
Finally, Kopernicki acknowledged thatwhile shipping is the most carbon-friendlymeans of transporting the world’s trade, newsolutions to current environmental issuesfacing the industry were urgently needed.
Coming from the energy industry, he addedthat he was extremely conscious of the globalchallenges posed by carbon and otheremissions, and said that the CoS’ ongoingcommitment to positive action on carbon –specifically a trading system that puts a value
on carbon – would be a top priority for 2010. Addressing the subject of ballast water
management and the practical issuessurrounding sulphur emissions – not onlyfrom just the view point of safety in fuelswitching operations, but also the economicrealities faced by the short-sea and passengersectors, would also be key areas of work.
“We need practical solutions that willachieve the end goal without – along the way– putting people out of business or movingcargos away from the sea to moreenvironmentally damaging modes oftransport”, he said.
The new president concluded with astatement of his commitment in the year aheadto the promotion of joint action – with the UKGovernment, with the IMO, within MaritimeUK and within the CoS itself – to “bring outthe best in British shipping” and specificallyto enhance maritime security, the pre-eminence of maritime London and the
importance of Maritime UK, and to bringenvironmental solutions.
In its 2009-2010 annual report, the CoS saidthat it had 139 members and associatemembers, who controlled 932 vesselsaggregating 25 mill gt.
Although the UK is facing a generalelection on 6th May, the Government of theday earlier assured the CoS that it wascommitted to working with the Chamber toensure the integrity of the UK tonnage taxsystem.
This is not likely to change in the nearfuture, even if there is a change ofGovernment at Westminster.
The only problem on the horizon is the socalled ‘non-dom’ tax situation, which althoughcould drive individuals away, should not affectthe number of vessels flying the UK flag.
As already mentioned on environmentalissues, the CoS is in favour of a global openemissions trading scheme.
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Jan Kopernicki receives the badge of office from former president Jesper Kjaedegaard.
p2-23:p2-7.qxd 30/04/2010 10:41 Page 13
TANKEROperator � May 201014
INDUSTRY - UK REPORT
A plus point last year was the intake oftrainee officers, which numbered 950. Thiswas twice the number recorded in 2000 andthe highest for over 20 years.
UK Register on the upAs at the end of December, the number ofvessels entered into the UK Register stood at1,553 of 17.46 mill gt.
The registry said that this placed the UKflag in 11th place worldwide and 4th inEurope. The figures were provided byClarkson Research as of December last year.The average age of the fleet was 9.1 years.
During 2008 and 2009, the tonnage enteredincreased by 1.6 mill gt (10.4%).
Alternative compliance schemeIn March of this year, the registry’s controllingbody – the UK Maritime and Safety Agency(MCA) – said that the alternative compliancescheme (ACS) was to continue.
ACS has been on trial since 2003, butfollowing an operational review, it is now anestablished feature, the MCA said.
The scheme allows the MCA to retain anoversight of the vessel through ISM audits andgeneral inspections, while delegating all
hardware surveys to those class societiesauthorised by the agency.
During the trial period, the UK hasremained near the top of the Port StateControl (PSC) ‘White List’ and there has beenno other evidence that the ACS wasdetrimental to ship safety, the MCA claimed.
The ACS has reduced overseas survey costsfor many shipowners and has helped to attracttonnage into the UK flag. Furthermore, itenabled the MCA to focus its marine surveyorresource on inspections through the ISMsystem and targeted visits, the agency said.
At present, there are 332 vessels under thescheme with a gt of 11.33 mill and an averageage of eight years. This represents some 21%of the UK fleet in terms of vessel numbersand 66% in gt terms.
The following conditions apply for a vesselto be eligible to join the scheme –� It has not been detained during the
previous 36 months.� During any PSC inspection within the
previous 12 months, no inspection report shall contain more than five deficiencies.
� It is classed with either ABS, BV, DNV, GL, LR, ClassNK and RINA, which are all authorised by the UK.
� The owner shall allow MCA access to any or all records, files, reports, documents and certificates held or issued by the ACS class society with which the vessel is entered.
� The owner/operator shall notify the MCA one month in advance of all in-water surveys or drydocking dates.
UK tonnage tax trapElsewhere on the theme of the UK tonnagetax, accountant and shipping industry adviserMoore Stephens has warned that companies inthe scheme should urgently review theirfinancing arrangements following the decision
by the UK’s Revenue & Customs (HMRC) towithdraw a concession on the application oftransfer pricing rules to loans made to UKcompanies under the scheme.
This will take effect from December thisyear.
The UK transfer pricing rules apply totransactions between a UK company and anyother person under common control. Theyapply to transactions between UK companies,including transactions with UK tonnage taxcompanies. They also apply to transactionsacross the tonnage tax ring-fence, MooreStephens said.
When tonnage tax was first introduced in2000, it was realised that the effect ofapplying the transfer pricing rules totransactions involving UK tonnage taxcompanies could lead to a trap for the unwary.
For example, where a UK resident companyhad lent money to a UK tonnage tax companyunder common control, the application of thetransfer pricing rules meant that there wastaxable notional interest income for the lender.The borrower would have notional taxableinterest payable but, because of its tonnage taxstatus, no tax relief was available, and a taxliability was therefore likely to arise. Thisapplied even where the lender was anotherUK tonnage tax company, because the lendingof money is not considered to be a tonnage taxactivity.
Moore Stephens tax partner Sue Billexplained, “Following representations byindustry at the time, HMRC agreed that, inmost cases, the transfer pricing rules wouldnot be applied in the case of loans to UKtonnage tax companies.
“Now, following recent developments, itrecognises that it doesn’t have the authority toagree to any informal concessionary treatmentfor taxpayers. It is therefore withdrawing orlegislating against all informal concessions,and has announced that the concessionarytreatment previously granted will bewithdrawn with effect from 9th December,2010. The result is a different trap for theunwary, unless HMRC reconsiders theposition, which seems highly unlikely
“It is therefore important that all UK tonnagetax companies or groups review their financingarrangements and identify any loans from UKcompanies to UK tonnage tax companies wherethe companies are under common control, evenwhere the lender is another UK tonnage taxcompany. The group should eliminate suchloans, and ensure that no further loans arise.Specific advice should be obtained, and anyrestructuring will need to be carried out by 9thDecember 2010,” Bill concluded. TO
* Equates to 9% of the UK fleet in terms ofnumbers and 11% in terms of gt.
Tankers flying the UK flagType �umber
Oil/chemical 113
LNGCs 4
LPG carriers 7
Nuclear fuel tankers 3
Replenishment tankers 8
Total 135*
Source – MCA
Kopernicki’s actions for 20101) Action with the UK Government –
whichever party comes to power.2) Action with the IMO – so that we
continue to support the IMO’s ground-breaking work and effective leadership across the spectrum: on emissions, security, and much more.
3) To joint action within Maritime UK – presenting a united front across the maritime services sector with our colleagues in the ports and maritime business – shaping solutions, and achieving common goals for the good
of those we represent and the nation as a whole.
4) Action within the Chamber – where I look forward very much to working closely with you all, and in particular with Michael Parker* as the Chamber’s new vice president.
*Michael Parker, chairman of the UKholding company for CMA CGM and itsUK subsidiary MacAndrews & Co, wasappointed CoS vice president at lastMarch’s AGM.
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INDUSTRY - UK REPORT
May 2010 � TANKEROperator 15
One such concern is UK-basedColdharbour, which during thepast three years or so, hasintroduced a range of inert gas
generator (IGG) systems and is currentlydeveloping ballast water treatment (BWT)plant technology.
Both systems have been designed primarilyfor the tanker sector. To this end, Coldharbourhas employed qualified engineers with manyyears experience in operating IGS on boardtankers, at the company’s new office complexat South Normanton, Derbyshire.
CEO Andrew Marshall explained that thecompany used to market flue gas IGS throughan OEM attached to Japanese shipbuilders.However by the year 2000, the currencyexchange had become untenable, leaving thecompany with a choice of stoppingmanufacturing altogether, or go down theAsian manufacture/supply route.
The company decided to stop, take a stepbackwards and try to look at the future.Research found that the market had “stratifiedand was evolving,” Marshall said.
Coldharbour’s research suggested that thefuture of IGS would be in the size ranges of500 to 20,000 cu m per hour gas capacitieswith gas levels going down to 0.1% O2 acrossthe entire range.
At the time, no manufacturer was offering asize range of up to 20,000 cu m per hourcapacity with such gas quality as scaling upproved to be very difficult, due to systemstability problems. As part of its research,Coldharbour also looked at failure modes andfocused on quench, scrubbing and coolingsystems.
Following feedback analysis and muchresearch, a couple of years ago, Coldharbourintroduced its third generation Sea Guardianinert gas generating technology system (IGG)– a move which Marshall claimed was,“……the first significant advance in 20years.”
Marshall claimed that this new IGG systemwas cleaner, more stable, smaller and neededless maintenance than its counterparts.
Basically, he explained that the companywanted a system that could be adapted to allcurrent and foreseeable legislation regardinginert gas specifications in a range ofapplications.
The system works on what is described as,“….a very complete combustion control.” Toachieve this, Coldharbour has developed aspecific venturi type burner, whichincorporates axial flow staged fuel and lowNOx atomisation. The venturi burner wasoriginally introduced by the company for usein power generation.
It was found that older burner technologiesstruggled to achieve stable low residualoxygen while simultaneously generating zerosoot. The company claimed that SeaGuardian’s gas outlet content is around0.2%O2 with zero soot as measured on theBacharach scale. Marshall claimed that thesystems are capable of operating at 0.1%O2levels across the whole size range.
As a result of the research undertaken into
IGG operations, Coldharbour’s system doesnot have spray nozzles, demister pads, orscrubber towers. The latter is renderedobsolete by the use of a new quench scrubberdesign through which the burner’s hot gas ispassed. This is based on a patented inclinedwater curtain system, which incorporates hightemperature, corrosion resistant expandedmetal mesh screen matrix.
The cooled gas then enters a swirl vaneseparator for the removal of any liquiddroplets. The design has beencomprehensively tested for four years with nofailures, blockages, or operational issuesreported, it was claimed. A further advantageof this type of demisting technology is that thepressure drop across this section is not subjectto the variations that are typically seen in thetraditional demister pad technologies, therebymaking the system more suitable forapplications involving re-circulating dryerssuch as on LNG carriers.
A roots type blower of a compact design
Despite the downturn in the UK’s manufacturing industry during the past 20-30 years,
many smaller companies still exist with innovative ideas and big plans for the future.
Coldharbour looks for a line up of new orders.
Coldharbour looksfor new markets
p2-23:p2-7.qxd 30/04/2010 10:41 Page 15
was also incorporated into the IGG system. This type of blower waschosen due to its low noise and maintenance characteristics and it alsofeatures built-in safety relief valves.
In addition, a ‘wet type’ deck water seal is fitted with an externalseal pipe for additional safety. A Coldharbour pressure/vacuum (PV)breaker provides the system’s final protection by releasing excessivepressure, or vacuum, from the cargo tanks. The company’s gas deliveryand control valves are usually of the butterfly type with bonded rubberlinings and corrosion resistant discs and shafts.
A programmable logic controller gives the required control functionsalong with the designated alarms acceptance. The instrumentation andcontrol panels are normally to be found in the engine room, cargocontrol room, or the bridge.
Following extensive testing of the system, which took around threeyears, the company was awarded a Lloyd’s Register performancecertificate showing that the system operates down to 0.2% gas withzero soot. Since then, Coldharbour has received ABS design approvaland launched the system.
The whole system was developed from good base technology andexpertise, plus with the help of collaboration partners. In particular, theLNG carrier sector was looked at, Marshall said, due to its particularneeds.
Ballast water approachColdharbour started to look at ballast water treatment (BWT) technologyabout 3.5 years ago and decided that the technology being put forwardby many companies would not work on all types of vessels.
The company found that the two extremes, in terms of ballast watercapacity, were cruise vessels and VLCCs. For example, a cruise shipmay have 5,000 tonnes of ballast with a pumping capacity of 500tonnes per hour, whereas a VLCC could have 130,000 tonnes of ballastwith an hourly pumping capacity of up to 8,000 tonnes.
A decision was taken to only focus on large tankers and bulk carriersof 50,000 dwt and above. The bulkers must be fitted with IGG systems.
One of the early problems that Coldharbour looked to overcome wasthat of available power. Treating the ballast water in-line as most BWTcompanies advocate (ie, during pumping) means that the BWT isdrawing power at the same time as both the cargo and ballast pumpsare running. This could cause power capacity problems in that extragenerating capacity would be needed to power the in-line BWT system.
However, the Coldharbour system treats the water in the ballasttanks, after the cargo operations have ceased and the vessel is at sea. In
TANKEROperator � May 2010
INDUSTRY - UK REPORT
Sea Guardian characteristics� �o vertical scrubbing section.
� 0.2% O2 inert gas generated @ up to 20,000m3/hr
� Stable zero soot combustion.
� Inherent reliability claimed.
� Low �Ox and SOx emissions.
� Reduced maintenance costs.
� �o demister pads to block.
� �o spray nozzles to block.
� �o venturi scrubbers required, except in FGS/IGG
applications.
� Compact space envelopes.
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INDUSTRY - UK REPORT
May 2010 � TANKEROperator 17
Marine lubricant specialistCastrol Marine has launched aninteractive online tool to helpcustomers optimise theirlubricants and related servicesknowledge.Created using state-of-the-art digitalmodelling techniques, the so called VirtualVessel provides detailed lubricant information.
Paul Lowther, global marketingcommunications manager for Castrol MarineAviation & Energy Lubricants, said: “We
want to make choosing the right marinelubricant as simple as possible for ourcustomers, which is why we invest heavily inresearch and development to ensure ourproducts deliver performance on which theindustry can depend. Virtual Vessel provides awindow into the expertise behind theperformance”
Interactive vessels, including tankers, allowusers to identify detailed information onCastrol products according to their variousapplications around the vessel in a clear and
easy to navigate format. The interactive resource will give customers
an innovative insight into the applications ofCastrol’s marine lubricants, the companyclaimed.
The tool will also be available via touchscreen at Castrol Marine’s booths atforthcoming conferences and exhibitionsand.it was launched at the China MaritimeConference 16th – 18th March, Hong Kong.
It can be accessed viawww.castrol.com/marine.
Castrol launches Virtual Vessel
this way no extra power generating capacitywould be needed to operate the ColdharbourBWT system.
Coldharbour’s system uses the gas outputfrom its ultra low oxygen marine IGG linkedto a specially designed gas lift diffusion(GLD) pipe assembly fitted inside the vessel’sballast tanks. There are no mechanical filtersto block or back flush, no additional seawatercontrol valves, no complex electrical systemsand no space consuming equipment to befitted into a machinery space, the companysaid. In addition, the technology does notinvolve any moving parts and is able tooperate within any ballast depth within a tank.
Most vessels will require only one GLD unitper pipe. However, on vessels fitted with verydeep ballast tanks, two GLD units may be fittedon each diffusion pipe at suitable levels.Automatic selection between the GLDs allowsthe system to cope with fill level variations,while using a standard type marine compressor.
Marshall explained that because the watertreatment takes place at a different time to thecargo handling, the same IGG can be used forboth cargo blanketing and ballast applications,
thereby reducing costs, space requirementsand installation time.
Corrosion protectionColdharbour’s BWT system offers significantsavings in maintenance costs through asubstantial reduction in corrosion – up to 50%- according to Marshall. This is achieved asthe percolated reduced oxygen gas sits in theullage space within the tank thereby protectingthe tank from corrosion. The tanks can also befilled with inert gas when empty.
The savings that can be accrued in ballasttank maintenance and repair costs will be morethan enough to pay for the system, itsinstallation and any maintenance many timesover during the vessel’s lifetime, he claimed. Itis available for both newbuildings and retrofits.
Marshall explained that the most importantconsideration of the Coldharbour design teamwas that there should be no disruption tonormal vessel operations, such as ballasting orde-ballasting.
As larger tankers are normally at sea forlonger periods, there is more than enough timeto ensure that all the water is treated to
whichever applicable standards are in place atthe port of destination. One of the mainworries for shipowners and operators ishaving a large vessel arriving at a port with itsballast water under treated.
He explained that the extermination ofbacteria was found to be the main problem.Coldharbour’s BWT system kills them using astress element, he said. Bacterial re-growthduring the voyage is monitored and can berestricted by periodic ‘top up’ treatments inthe tanks prior to arrival at port.
ApprovalsThe pre-qualification work on the system wassuccessfully undertaken last year under thewatchful eye of the UK’s MCA, Lloyd’sRegister and Plymouth Marine Laboratories.The next step for Coldharbour is to get thesystem tested at the Royal NetherlandsInstitute for Sea Research (NIOZ) and this isscheduled to commence in the next couple of months.
Full scale shipboard testing could start inAugust of this year and Marshall claimed thathe had two or three potential clients lined upto undertake real time testing at sea.Following this, full approval could be grantedby this time next year. He envisaged thatcommercial sales of the system would starttowards the end of this year.
Coldharbour has representation in China,South Korea, Scandinavia, Singapore andGreece. The company also exhibits at severalmajor exhibitions and has Posidonia andSMM on its schedule for this year.
In addition to IGG and BWT technology,the company also offers domestic watermodules for distributing hot and cold water onboard ship. Other equipment include marinejet pumps developed for stripping cargo holdsand ballast tanks, pumps and engine roombilges, chain lockers, bow thruster rooms etc;plus flue gas systems. TO
Coldharbour – ownership changeColdharbour can trace itsorigins back for more than 35years and down the years, thefluid handling products offeredto the marine and offshoremarkets have been broughtunder the one brand name.Until the beginning of this year, thecompany was a division of Transvac.However, due to Transvac’s fast growingexpansion plans, it was decided to spinColdharbour off.
Coldharbour now operates from a newoffice facility just a mile from Transvac,although the company still has its researchand development facility in Transvac’soffice complex.
As for the majority of the shares, theseare owned by Rothschilds InvestmentTrust (RIT) who funded the spin off fromTransvac. Coldharbour’s seniormanagement, led by CEO AndrewMarshall, also has a minority stake in thecompany. �
p2-23:p2-7.qxd 30/04/2010 10:41 Page 17
TANKEROperator � May 201018
TECHNOLOGY - TANK SERVICING/CLEANING
Many of the loading terminalsdon’t have any facilities forreceiving slops. For the onesthat have, the cost of the
service is exorbitant. Some new tankers are fitted with residue oil
tanks. However, their capacity is quite smalland ultimately the contents have to be landedashore.
The normal procedure is that following tankcleaning, the wash water is collected in theslop tanks. After allowing for oily water toseparate, the tanks are drained at sea,complying with MARPOL annex 1 regulation34, which sets the following condition fordischarge of tank washing at sea. 1) Tanker is not within a special area.2) It is more than 50 miles from the nearest
land.3) It is proceeding en route.4) The instantaneous rate of discharge of oil
content does not exceed 30 litres per mile.5) Total quantity of oil discharged into the
sea does not exceed 1/30,000 of the total quantity of a particular cargo of which the residue formed a part (ship delivered after 31st December 1979).
6) It has in operation an ODMC and SLOP tank arrangement.
Normally on an oil tanker with a conventionalpump room, the quantity of oil remaining afterdischarge is much more than 1/30,000 of thelast cargo carried.
Settling is used to separate the oil from
water so that maximum quantity of water isdrained along with maximum permitted oilquantity. Once the quantity of oil is 1/30,000of last cargo carried, the ODME will stop thedischarge and the quantity remaining isretained on board for disposal onshore.
The settling of oil is not mandated. If it isundertaken then it should be entered in the oilrecord book part 2,
This says in section (I) as follow -45) Ullage of total contents at start of
discharge.46) Ullage of oil water interface at start of
discharge.51) Ullage of oil water interface at completion
of discharge in metres.Let us take a case of modern product/chemicaltanker of 45,000 dwt and having 14 cargotanks, including slop tanks.
Since she is classed as chemical tanker, shewill have a procedure and arrangementmanual. If she is built after 1st January, 2007,the quantity of cargo remaining in each tankwill be less than 75 litres.
After stripping as per the P&A manual, thetotal oil remaining will be 75 x 14 = 1,050
litres. The total permitted oil disposal to seawill be 45,000/30,000. This equates to 1,500litres. In cubic metres, it will be more as thedensity of all oil products is less than 1 tonneper cu m.
After tank washing, the wash water alongwith remaining oil is shifted to the slop tank.
Allow for one hour of settling. Then startdecanting using ODME. You will find thatslop tanks will be drained completely.
Give the slop tank a small rinse anddischarge it using ODME. It will not shut thedischarge valve as the total quantitydischarged will be less than permitted, ie1,500 cu m in this case.
If we look carefully, MARPOL is notasking for the settling of wash water as longas we are complying with regulation 34 ofMARPOL Annex 1.
If we start pumping out the slops as perregulation 34, we are allowed 45,000/30,000which equals 1,050 litres. Hence we candischarge the entire amount and the vesselwill not have any slops left for dischargingashore.
However, if the number of tanks are moreand quantity of oil carried is less, then thismethod cannot be used.
*This article was written by Capt DevendraKishore who is a master mariner with manyyears experience serving on chemical and oiltankers. He is currently training mariners atSIMS Mumbai, a premier training institute.
MARPOL Annex 1simplified
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TO
p2-23:p2-7.qxd 30/04/2010 10:41 Page 18
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p2-23:p2-7.qxd 30/04/2010 10:41 Page 19
TANKEROperator � May 201020
TECHNOLOGY - TANK SERVICING/CLEANING
T o help alleviate this problem,UK-based Martek Marine haslaunched Fastcalgas, a newcalibration gas supply service
for owners and managers that is claimed tobe the first of its type in the world.
Martek explained that the scale of thechallenge is not at issue. With 16,000tankers of various types in the market, asingle tanker could have up to 15 pieces ofequipment reliant on calibration gas, all ofthem different. Overall, as many as 40different basic calibration gas types can be
used in shipboard gas detection. “In some ports of call, perhaps half of
the required gas types will be available,”said Steve Coulson, Martek Marinemarketing director. “In other ports, therewill be fewer, and in some cases, none ofthe gas types will be available at all.”Because some of the gasses concerned arehazardous cargoes, they are also subject tospecial rules and certification. Certaingasses, for example, can only be transportedby cargo plane.
“Specifying the right gas, organising the
shipment and coinciding delivery fromelsewhere with a ship call is not just timeconsuming; there can be ambiguity onfreight rates, where the owner often doesnot know what the final price of deliverywill be.”
With gas detection one of its core areas ofexpertise, marine engineering concernMartek Marine has worked with some of theleading names in logistics, including Fedexand DHL Danzas, as well as gas productionand distribution specialist Air Liquide, todevelop Fastcalgas - a one stop service to
Calibration gassupplies made easier
Shipowners today face a costly and time consuming logistics headache in delivering the
calibration gas in cylinders needed to keep ships’ gas detection equipment in service.
Fastcalgas will deliver calibration gasses in recyclable aluminiumcylinders.
p2-23:p2-7.qxd 30/04/2010 10:41 Page 20
fastcalgas.com
Online to onboard.
Calibration gas just became a whole lot simpler.
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Fastcalgas is a new service from Martek Marine that allows you to quickly and easily order calibration gas 24 hours a day, 7 days a week; pay online to speed up your order; and have it shipped to meet your ships anywhere in the world.
• Buy calibration gas online – anytime day or night• All hazardous paperwork completed for you• One clear price – including delivery• Stock held in hubs around the world - UK / Dubai / Singapore / Shanghai / USA
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meet all calibration gas delivery needs. Where other serviceproviders negotiate freight rates for different gasses on a case bycase basis, Martek has secured fixed terms covering delivery ofbetween one and 20 cylinders anywhere in the world.
“What we are offering is a door to door delivery service to anydestination able to receive gasses within certification requirementsthat includes a confirmed delivery price for a given number ofcalibration gas cylinders,” said Coulson. “This is something thatowners have simply never had before. In more problematicdestinations, where door to door delivery is not possible, gasseswill be delivered to the nearest available airport.”
Hub operations in Singapore, Shanghai, Fujairah, Maryland andManchester, will be stocked with calibration gasses. Part of theservice will be offered via scheduled passenger air services.Coulson said that for “problem gasses”, where cargo planes had tobe used, Martek Marine would ensure that its five regionaldistribution centres were “always fully stocked up”.
Fastcalgas will be offered via the internet, with owners logginginto a secure website to interrogate the Martek Marine databaseover the availability of any calibration gas, no matter what itsindividual manufacturer nomenclature.
All manufacturer part numbers and descriptions will betranslated into a unified product type, unique to Martek. Byplacing the product in the site’s shopping basket, owners willreceive a proposal by email, which they can then translate into afirm order.
Owners could even pay by credit card, Coulson said, whileFastcalgas included a customer rebate based on owner spend overa 12 month period.
Other issues, such as the non-standardised cylinders used todeliver gasses today, would also be addressed by Fastcalgas. “Thecurrent practice is to rent out cylinders. They can be awkward,potentially hazardous to move around and have to be returned. Wewill offer disposable cylinders that can be recycled in anyaluminium centre.”
Martek Marine will also look to market the new service toshipyards, including repair yards, Coulson added.
The company was created in 2000 by the current directors Mike Pringle, Paul Luen and Steve Coulson with an initialinvestment of £6,000 of their own money and operated out of asingle business unit.
Since those days, the company has experienced meteoricexpansion, both in the size of the business and the range ofproducts offered. Recently, Martek moved into a new purpose built office/factory facility to accommodate the increase inproduction demands.
Several products have been introduced including Bulksafe™, awater ingress detection system was the first of its type;MariNOx™ was the first continuous engine emissions monitoring system to achieve type approval and remains theoverwhelming market leader; while Martek's latest offering, the Lifeforce® Marine AED, is the only automated externaldefibrillator to be type approved for use in the hostile marineenvironment.
Among the products on offer for shipboard tank servicing are –marine gas detection products, cargo tank pressure monitoringdevice, ballast tank gas sampling, high level overfill/alarmmonitoring system; cargo pump room gas detection equipment,vapour emission control system and inert gas oxygen and pressuremonitoring system.
TANK SERVICING/CLEANING
May 2010 � TANKEROperator
TO
p2-23:p2-7.qxd 30/04/2010 10:41 Page 21
TANKEROperator � May 201022
TECHNOLOGY - TANK SERVICING/CLEANING
Pres-Vac is now capable ofproviding a full range of productsto control the atmosphere withinthe cargo tanks, such as
pressure/vacuum valves and cargo tankventing systems, nitrogen generators as wellas deep well cargo pumps.
For the end-user, this means a one stop shopfor solutions, equipment and worldwideservice, the company claimed.
MIGS provides nitrogen generator solutionsto the shipping industry and from February ofthis year, Pres–Vac, together with MIGS, offersnitrogen generators for both newbuildings,retrofits and upgrades and also has a renovationservice for existing nitrogen generators.
Following the purchase, MIGS CEOThomas Billeschou-Hansen moved to Pres-Vac taking up the position of business unitmanager, MIGS.
CEO Bo Knudsen said at the time of theacquisition: “For Pres-Vac this is a naturalstep of expanding ourselves to cover a widerrange of products to the same group of ownersand managers. MIGS has been recognised as aprovider of high quality products and will fitperfectly into Pres-Vac’s product portfolio.Furthermore, the acquisition makes it possiblefor Pres-Vac to expand our service networkworldwide. This will take place during 2010.”
Pres-Vac has warned that on 6th April, 2010the EC Directive 2009/26/EC (5th
Amendment to EC Directive 96/98/EC) cameinto force.
It replaces EC Directive 2008/37/EC (4thAmendment) and additionally includes a non-oscillation requirement of a two secondopening. It encompasses the same testingstandards, excepting that IS0:15364(2000) hasbeen modified to ISO15364 (2007).
This directive applies to all EU-flaggedvessels.
The company said that the two yeartransitional period for marine equipment listedin Annex A 1/3.12 DOES NOT apply todevices to prevent the passage of flame intotanker cargo tanks.
For example, it DOES NOT apply to high
Pres-Vac expandsempire
Earlier this year, Pres-Vac Engineering ApS acquired and integrated
Marine Inert Gas Systems (MIGS) into its operation.
p2-23:p2-7.qxd 30/04/2010 10:41 Page 22
control systems. Plug-and play spare-part units for the
pumps, as well as control systems, are readilyavailable, either on board as a precautionarymeasure, or from service locations around theworld. The plug-and-play system allows apump to be back in service in a matter ofhours, regardless of the nature of the problemencountered, the company claimed.
The PLC control system allows for on-linediagnostics via a common GSM modem.
Spares are readily available from stock.Pres-Vac has service centres, or authorised
service and repair centres, at strategiclocations around the world. All service workis carried out under supervision by trained andauthorised service engineers who work closelywith the customer, using affordable localinventory of spare parts and well-qualifiedfield engineers in order to provide a quick andefficiently service, the company said.
Training can also be offered on the variouspumping, nitrogen generators and ventingsystems offered by the company.
TECHNOLOGY - TANK SERVICING/CLEANING
May 2010 � TANKEROperator 23
TO
velocity pressure/vacuum valves, which arenot new equipment, but represent a change toconformity checking procedures on modulesB& F. The two year transitional period willonly apply for new marine equipment listed inAnnex A 1.
Pres-Vac Engineering was founded in 1952by Poul Lund, after he had worked more than20 years in the field of marine and industrialventing applications. Following Lund’sretirement, the company became a member ofthe Swiss AAS Group of companies,controlled by the Soerensen family.
In 2008, Pres-Vac Engineering was sold bythe Soerensen family to Pres-Vac EngineeringApS and Valpump Gmbh, entities belonging toAndlinger & Company, a private fund whichin Europe focuses on acquiring medium-sizedequipment manufacturing firms and helpingthem to develop their business globally.
Since then, Pres-Vac has steadily expanded
its activities and now provides a broad rangeof tank fittings and engineering services.
The company’s pumps are built to copewith the rugged life at sea. The pump hasbeen designed to enable the crew to quicklycheck it and exchange the whole unit if anerror is detected.
Pres-Vac’s range of pumping systemsincludes – deep well cargo pumps,emergency pumps, ballast pumps and pump
We have heard from Indian andUAE tank cleaning specialist RXMarine International about palmfatty acid cleaning procedures. RX Marine said that as a precaution try toavoid the use of seawater, or untreated freshwater for pre-cleaning of any fatty acid,because due to the presence of calcium andmagnesium in the water, fatty acid will reactand form a sticky precipitate (white) residuein the form of magnesium and calcium soap,which is very difficult to clean.
Cleaning procedures – 1) At least for one to five hours continuously,
Butterworth the tank with hot treated water (at 20 – 30 deg C) , if sea water is the onlyoption then continue the same procedure with sea water. Then immediately flush the tank with fresh water for 10 minutes.
2) Emulsify the layer of fatty acid by addition
of 0.2 to 1 % RXSOL CTC VOLC and 5% RXSOL ALK 2005/ GR-50/LAC with fresh water and recirculate and Butterworth for one to two hours at 70 to 90 deg C.
3) At 60-80 deg C Butterworth the tank for one hour using seawater/fresh treated water.
4) Finally flush the tank with fresh water.5) Inspect the tank. If a white precipitate
layer is found on the tank’s surface, Butterworth the tank with following solution at 50 deg C ( not suitable for epoxy coatings ) - � 3-5% phosphoric acid and 0.2 to 1 %
RXSOL CTC VOLC.� 3-5% nitric acid and 0.2 to 1 % RXSOL
CTC VOLC.� 2-5% of a metal brightener and 0.2 to
1% RXSOL CTC VOLC.� For Epoxy Coatings use 2% RXSOL SB
1006/GR-14/BILGO VEG and 0.2 to 1% RXSOL CTC VOLC.
6) Final step. Butterworth the tank for 30 minutes with fresh water then ventilate, mop and dry the tank.
For any tank cleaning operation, pre-cleaningis the first step usually carried out without anyadditives in order to remove most of theproduct’s residue.
RX Marine said that the first step in anytank cleaning job is of utmost importance andshould be carefully selected. It can be verydifficult to obtain a satisfactory cleaning resultafter an initial failure.
The selection of the proper pre-cleaningprocedure should be based on the physicalproperties and characteristics of the product tobe cleaned, the company warned.
RX Marine has operations in New Bombay,Kandla, Kolkata, Chennai and Fujairah.
Fatty acid cleaning procedures outlined
TO
Pres-Vac’s pumping systems. A pump system can easily be removed and replaced.
“For Pres-Vac this is a natural step of expandingourselves to cover a wider range of products to the same group of owners and managers.
Bo Knudsen, CEO, Pres-Vac Engineering ApS
“
”
p2-23:p2-7.qxd 30/04/2010 10:41 Page 23
These regulatory deadlines create an
artificial marketplace. Many
shipowners will wait until the last-
possible moment to comply, only
to then shop around for the cheapest deals to
meet the minimum specifications.
Manufacturers competing for this business
will have to ramp up their production lines to
meet the surge, only to be faced by a steep
drop-off in demand after the deadline passes.
As a result, some of them will go out of
business, leaving customers without technical
support, or field service, an industry source
said.
The rush for compliant products as the
deadlines approach will no doubt create an
extremely cost-competitive market, driving
down prices and shaving margins for all the
suppliers at both ends of the spectrum.
Training fundamentalTraining is and will be fundamental to
electronic chart operations as the switch from
paper charts accelerates. At the January
meeting of the IMO’s sub-committee on
STCW convention and associated code,
groundwork was completed ready for
submission to the diplomatic conference to be
held in Manila 21st-25th June for adoption of
the amendments.
A number of important changes were
recommended for various chapters of the
convention, including Chapter II - Master and
deck department where changes are envisaged
on certification requirements for able seafarers
(deck); celestial navigation, automatic radar
plotting aids and radar requirements; marine
environment awareness training; leadership
and teamwork; plus vessel-traffic-services
training.
Many, if not most, of the leading navigation
systems manufacturers offer their own
training, both in terms of tutors and equipment
on which their clients’ navigators can learn.
As for electronic chart systems’ training,
Sperry Marine, an integral part of the
Northrop Grumman group, offers extensive
ECDIS courses, including classroom,
computer and simulator, at its three primary
training centres in Charlottesville (US
headquarters), New Malden (UK) and
Hamburg (Germany). The courses are
designed around the IMO curriculum and
provide STCW certification.
Sperry’s approach to training encompasses a
wide range of educational media. This
includes classroom and simulator training at
the company’s facilities in the US and Europe,
mobile classrooms at customer locations, on
board dockside, shipyard and underway
training and – most recently – computer-based
training (CBT) interactive courseware.
Sperry said that it - “focuses on developing
the prudent mariner – one who not only
understands how the system works, but can
intuitively react in times of emergency to keep
the ship safe”.
“Our instruction techniques combine the
human dimensions of judgment, intuition and
instinct with in-depth theory and extensive
hands-on practical exercises to deliver a
positive and lasting training experience”, the
company said.
IMO type syllabusThe five-day training course in the
operational use of ECDIS is based on Sperry
Marine’s type approved ECDIS products.
The syllabus was developed using IMO
Model Course 1.27 in order to comply with
the STCW 95 standards. The curriculum is
designed to give each participant a complete
understanding of the theory and practical use
of ECDIS, ECS and the various types of
electronic charts.
In addition to covering all IMO required
subject areas for ECDIS, the course also
provides detailed instruction in the Automatic
Navigation and Track-keeping Systems
(ANTS) and using the interface between the
radar and VMS-ECDIS.
The training facilities at the three locations
mentioned are identical and they all offer the
same courseware. Each site has been approved
by the appropriate government agency to meet
STCW 95 certification standards.
For example, the US centre has been
certified by the US Coast Guard, while the
New Malden location is certified by the UK’s
Maritime and Coastguard Agency. All
locations offer classroom and simulator
training. The ECDIS operator training
classrooms consist of eight independent
student ECDIS workstations and one
There are some companies that will try to compete for the low end of the ECDIS market
to meet the minimum IMO carriage requirements, a leading source said.
Don’t forget to trainthe navigators
TECHNOLOGY - ECDIS
TANKEROperator � May 201024
Sperry has training facilities located at three centres.
p24-36:p39-50.qxd 30/04/2010 10:47 Page 1
Training is fundamental in the switch from paper to electroniccharts.
May 2010 � TANKEROperator 25
TECHNOLOGY - ECDIS
instructor station.
Each student station has its own simulator
to provide realistic sensor information, ship
control, environmental data and radar target
input. The instructor uses a digital projector
in combination with a touchscreen smart
board to present all materials. The basic skills
are introduced and practiced in the classroom,
then refined in the bridge simulator.
Sperry’s most recent training centre is
located in Hamburg. Here, the simulator
includes three projectors that provide a full-
motion seascape on a 4.2 m wide 120-deg
panoramic screen. The bridge controls, which
are linked to the ship simulator, provide
realistic shiphandling scenarios for different
types of ships under a variety of sea
conditions.
It includes a complete Sperry Marine multi-
console integrated bridge system, including
ECDIS, radars, autopilot, manual steering,
engine and bow thruster controls, heading and
speed indicators and other related systems.
The other two training centres have similar
full-bridge simulator systems.
For classroom maintenance training, actual
working equipment is used to expose the
technicians to the physical components they
will work with on the vessel. Each student
must complete several troubleshooting
exercises where faults are introduced into the
equipment, which they must then diagnose
and repair.
All of the instructors are certified to the
highest military and commercial standards.
They have been approved by the US Coast
Guard under the relevant ‘Train-the-Trainer’
instructions. They are also US Navy Master
Training Specialist Certified.
Video training initiativeSperry has also produced a series of DVDs
containing video training lessons covering
various aspects of VMS operation and
maintenance. The eLearning DVDs condense
several days of normal classroom course
material into a few hours of concentrated video
instruction, which may be used for introductory
or refresher training on board ship.
The company said that it had been creating
high-quality training DVDs for internal
distribution to its worldwide field offices to
ensure that the service personnel are kept
updated on new product installation and
maintenance procedures.
The internal success of these DVD-based
training videos led Sperry to expand this
eLearning initiative toward customer-focused
training packages. It is often impractical for
crew members to attend formal classes at one
of Sperry’s training centres due to distance
and schedules.
These eLearning courses effectively fill
several niches for customers, including
training new recruits who have just reported to
the ship and providing refresher training to
seafarers returning from extended leave.
They also serve as a prerequisite to Sperry’s
traditional STCW-95-compliant ECDIS
training, and provide VMS-specific instruction
to officers who have completed more generic
ECDIS courses.
Sperry also offers a site license providing
unlimited usage for any given vessel, or
location. The company claimed that this
offers an extremely cost effective alternative
for companies who want to train multiple
crew members on board without the cost of
traveling to a training centre. TO
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p24-36:p39-50.qxd 30/04/2010 10:47 Page 2
TECHNOLOGY - ECDIS
Last year, at the IMO’s Maritime
Safety Committee’s 86th session,
amendments were ratified to
SOLAS regulation V/19, to make
mandatory the carriage of Electronic Chart
Display and Information Systems (ECDIS)
and Bridge Navigational Watch Alarm
Systems (BNWAS), under SOLAS chapter V,
Safety of Navigation.
Upon its entry intro force on 1st January
2011, the requirements will be mandatory for
new ships and phased-in for existing ships.
Vessels that are deemed to have only two years
life left before recycling, will be exempt.
The newbuilding phase-in period will start
for new tankers of over 3,000 gt built after 1st
July, 2012, while for existing tankers of over
3,000 gt, the phase-in period will start from
1st July 2015.
There has been much argument about
electronic versus paper charts, the integration
of a dual ECDIS and just as important -
sufficient training. The latter, including
seafarer navigational certification, is being
addressed by the IMO under the banner of the
STCW amendments, which are to be adopted
at a Diplomatic Conference due to meet in
Manila from 21st to 25th June 2010.
TA�KEROperator spoke with several of the
leading navigation system suppliers about the
issues facing shipowners and operators in the
run up to the phasing in of the new rules
regarding the carriage of ECDIS, starting
with the industry’s ability to meet the
mandation dates.
Steve Mariner, business development
manager of Kelvin Hughes (KH) warned;
“The earlier a company prepares for the first
mandation dates, the better.
“The market needs to realise that ECDIS
mandation doesn't just mean the fitting of an
ECDIS. It also means understanding what
ECDIS backup has to be provided, how the
chart data is to be kept up-to-date, what the
flag-state requirement for carriage of paper are
and when and where crews can be trained and
accredited,” he said.
Mark Broster, managing director of ECDIS
Ltd said that it was very difficult to say
whether the industry would be geared up for
mandation. He thought that the supply side
appeared ready, but there were early
indications of slow demand.
“Perhaps the industry is still reviewing the
ever increasing manufacturer options before
choosing an ECDIS. After offering free
guidance to several fleets recently on the
options available, it has become clear that
some shipping companies will be leaving their
procurement to the last minute,” he said.
PC Maritime’s Anne Edmonds was more
emphatic saying that the industry would be ready
to cope with the large tranche of orders expected.
All the companies contacted said that they
offered various forms of packages.
For example, KH is offering what it calls a
complete ‘ECDIS plus’ package, which will
include ECDIS hardware and backup, the
supply of initial chart data based on
operational requirements, the ChartCo update
service, an IMO accredited training course
and management of any additional paper
charts required to be carried by the flag state.
Mariner emphasised; “As with all our
equipment, we provide a global service
capability using either our own service
personnel or those of our service partners.”
As for Transas, the company said that it
uses a project management approach when
working with customers. “So before we
proceed with ECDIS installation, we first of
all analyse customer’s requirements and carry
out installation pre-survey. Installation is than
carried out by Transas service team. Our
service network is spread worldwide and
provides 24/7 support which guarantees full
support to our customers wherever the vessel
is,” the company explained.
Transas offers a complete range of products
that is claimed to bring added- value to an
owner investing in the company’s ECDIS:
� Type-approved ECDIS.
� Transas Admiralty Data service TADS
(ENC/SENC) including 24/7 chart
support.
� Integrated weather routing.
� Port documents.
� Consultancy service for implementation
of ECDIS.
� V-SAT/GMDSS communication solution,
including DNV certified firewall for a
bridge connection.
� Service management including 24/7
hotline support and service centre.
� NTPRO 5000 full mission bridge
simulators.
TANKEROperator � May 201026
In the tanker sector, we have only until the middle of 2012
until the mandatory carriage of an ECDIS kicks in.
ECDIS – better getused to the idea
PC Maritime’s new training partner, ECDIS Ltd, delivers “portable” MCA-approved ECDIScourses in locations that suit the customer, even onboard if the facilities can support it.
p24-36:p39-50.qxd 30/04/2010 10:47 Page 3
� ECDIS class room systems.
� Customised hands-on training up to full
ECDIS model course certified by
Germanischer Lloyd.
As for PC Maritime, Edmonds explained that
a turnkey ECDIS solution is offered. The
company’s aim is to develop long-term
relationships with customers who may need
support, servicing, electronic charts, training
and general advice.
Apart from maintaining its own ECDIS
with in-house software engineers, PC
Maritime is chart agents for Admiralty,
Jeppesen/C-Map and Primar, each of whom
have many years experience of the
technicalities of chart supply and updating,
Edmonds claimed.
To assist customers with the training
problem, PC Maritime is to produce a
computer based training (CBT) program for
Navmaster ECDIS type training, which will
be available later this year.
Edmonds said; “We think CBT is an
essential tool to assist operators to become
proficient in the use of ECDIS. Many of the
problems seen today are due to lack of
training and insufficient familiarity. CBT type
training will also enable companies to get
their crews trained much more cheaply than
sending them on courses.
“For generic ECDIS training, we can make
bookings for our customers either at a college
or using a mobile training classroom with up
to 12 stations, which travels to the customer’s
offices,” she said.
Mariner said that KH is providing an IMO
accredited ECDIS training course at locations
worldwide. This includes the IMO mandatory
40 hours of electronic navigation training
together with a familiarisation module specific
to KH’s equipment.
Transas explained that the company works
with clients during the whole installation
process of the ECDIS system, from advising
what’s going to be required following site
visits through to the end product being
delivered. The company provides operator
training to crew on the actual ECDIS system
once installed but will always advise clients to
look at official ECDIS training courses
through either partner ECDIS Ltd, or any of
the nautical colleges.
ECDIS Ltd said that it offered the whole
package, including certificated fitting and
training to the flag state required standing. The
process takes a ‘paper’ platform to a ‘digital’
platform. From free advice on differing ECDIS
hardware, software and data (charts), bespoke
safety management systems (SMS), including
ECDIS `set-up` and `check-off` cards with
back up arrangements, through to joining the
ship at sea for the final leg of `on board`
training to make the master completely at ease
with his ECDIS, if required.
Mature productMariner thought that most vessels now
carrying ECDIS are fitted with two systems.
“I believe we are moving past the mistrust that
we saw maybe 10 years ago over the
reliability of ECDIS. This is now a mature
product,” he said.
He said that those manufacturers who have
been selling ECDIS since its early days have a
good idea of the expectations that the mariner
has and can provide hardware and
functionality to meet those expectations.
“However, there are still a high number of
ECDIS being fitted to newbuildings that are
not being actively used,” he said.
To navigate fully `digital` very much
depends upon the individual flag requirement,
explained Broster. “However, there is always a
requirement to have a redundancy means of
navigation that equals, or is greater than the
primary. Some achieve this with dual ECDIS.
There certainly is some mistrust with ECDIS,
but the majority of the time I have found it is
due to lack of understanding and good
training, as opposed to reliability”, he said.
Transas said that the company had
witnessed a strong will and determination
within the industry to implement new
technology on board and at the same time, a
wish to see some operational benefit from this
process, not just a cost and a logistical
obligation. “Already today in Transas more
than 60% installations are dual-ECDIS, and
we foresee that this number will increase,” the
company said.
ECDIS will play a significant role in the
future of navigation and to lead this change
TECHNOLOGY - ECDIS
May 2010 � TANKEROperator 27
A route created in Navmaster ECDIS is exported to UKHO’s e-Navigator for chartcalculation and comparison with existing chart holdings. Conversely, routes created ine-Navigator can be sent to PC Maritime’s Navmaster ECDIS.
Dedicated to the highest of standards in safe and efficient
electronic navigation
From equipment choice to international flag state STCW
training and safety management systems
Call or email for free independent expert advice on paperless
digital navigation 0044 1489 611615 www.ecdis.org.uk
p24-36:p39-50.qxd 30/04/2010 10:47 Page 4
TECHNOLOGY - ECDIS
TANKEROperator � May 201028
would be beneficial not only for the company
itself, but also for the captain and crew on
board their vessels, Transas said. Taking into
account the possible cost savings that
paperless navigation would allow in terms of
officer’s ‘time on the bridge’ preparing chart
corrections, it represents a huge difference
compared to traditional corrections. This is
important as is investing in the latest
technologies for employee retention, the
company said.
The fitting of ECDIS is dependent on the
owner’s budget, Edmonds said. She explained
that some operators fit a single ECDIS in
order to gain the benefits and get crews
trained before they need to fit a dual ECDIS.
As for the question of possible port state
control action on a failed ECDIS, this depends
if the operator is using the ECDIS as a
primary method of navigation, or not, KH’s
Mariner said. “If they are, then the backup
that they should be using will be enough to
get them to their intended destination at which
point they have to get the system repaired. If
not, then it does not matter”, he explained.
PC Maritime’s Edmonds claimed that the
company takes great care in providing high
quality support under its annual support and
upgrade contract. “We invariably solve
software, or operating system problems by
personal support to the crew via email or
phone, using Navmaster’s remote diagnostic
capability. Hardware failures can also be
diagnosed remotely. We have a near 100%
success rate in dealing with problems in this
way”, she said.
Replacement parts are stored ready for
immediate shipment to customers, which
Edmonds said will become an essential
service as ships become more dependent on
ECDIS to meet carriage requirements. Some
customers may choose to hold spares on
board, which can be fitted by ships crew
under PC Maritime’s email supervision.
If necessary hardware replacements can be
made available at the next port of call, or type
approved spares could be carried on board
if required.
Broster said that the SOLAS chart carriage
requirements appear clear in that there must
be adequate and suitable back-up. “Without
back-up I would expect the ship to be
detained,” he said. However, there is a degree
of variation between what is perceived as
`adequate backup` depending on class, size
and even between flag states, he thought.
To get round any potential PSC problems,
Transas said everything is duplicated in its
redundant dual ECDIS, including the power
supply and sensor connections. When both
systems are in use all data is automatically
transferred from the master system to the back
up. In the case of a malfunction, or loss of
network communication, the back up system
switches to master mode automatically. It
then returns to normal use when the problem
is solved.
Not overcomplicatedTurning to criticism that too many overlays on
the screen confuses the navigator and the
system will become over complicated,
Mariner said; “We haven't found this to be a
problem - more users comment about the
complexity of the user interface on some
manufacturer's ECDIS. This has always been
an area that we have concentrated on to ensure
that we produce an effective tool for the
navigator that is easy to understand and use”.
Solid training will show the navigator all
the capabilities of the system, and the perils,
ECDIS Ltd said. The individual mariner
should be given the opportunity to set-up the
system to their capacity level. “This is the
reason why we put so much effort in
highlighting the importance in the vessel
having bespoke `set-up` or `check-off` cards
that will optimise the ECDIS for the
appropriate conditions - ie separate cards for
confined waters through to deepsea, what to
do and how to set the system up in areas of
GPS denial, or navigating in an area of non-
known datum. Such cards, and the
appropriate use of such cards, are provided on
our recommended courses,“ Broster said.
Transas said that as a consequence of
growing ECDIS use, the need for qualified
training will be huge, as ECDIS, apart from
other navigational equipment, is a complex
system where various suppliers have
completely different MMI and operating
principles. One very important factor when it
comes to paperless navigation is that the crew
on board has to be certified on the system and
also be well prepared for the future vetting
inspections.
To be able to utilise all the features and
secure full operational use of the system,
training is a must, otherwise most mariners
will become ‘Zoom-In-Out-Operators’. The
generic IMO Model Course 1.27 is available,
and in addition to that it is essential that this
relatively massive implementation of ECDIS
be accompanied by the enhancing of ECDIS
simulators within maritime training institutions
to the latest standards with the full integration
of targets (including AIS), faults etc.
Transas said that it considered hands-on
training offered by system suppliers as an
essential tool in order to familiarise operators
with specific ECDIS functionalities and use
all benefits of the system.
AVCS’ global coverage.
One very important factor when it comes to
paperless navigation is that the crew on board
has to be certified on the system and also be
well prepared for the future vetting inspections.
“
”
p24-36:p39-50.qxd 30/04/2010 10:47 Page 5
TECHNOLOGY - ECDIS
May 2010 � TANKEROperator 29
ECDIS simulation is really the best and
only way forward in terms of highlighting the
benefits and limitations of such technology. It
is essential that this relatively massive
implementation of ECDIS be accompanied by
the enhancing of ECDIS simulators within
maritime training institutions to the latest
standards with the full integration of targets
(including AIS), faults etc. Avoiding ‘ECDIS
assisted collisions’ is an absolute priority, the
company said.
Edmonds thought that the ECDIS display
confusion was almost entirely due to lack of
training. “It is a fact that few ECDIS
operators today have had adequate training,
especially in respect of the appropriate
selection of chart detail for the task in hand.
This problem will diminish in time”, she said.
Mariner said that he thought that the
carriage rules were fairly clear. “What is more
complicated are the flag state requirements
surrounding ECDIS backup and the carriage
of a ‘get you home’ set of paper charts. We
can provide these folios of charts together
with their updates to meet the various (and
differing) flag state requirements,” he said.
Managing chartsKelvin Hughes not surprisingly recommended
ChartCo as the most efficient and cost
effective method of managing the corrections
of a chart folio (either paper or electronic or
both) for vessels at sea. “Vessels fitted with
broadband receiving equipment can receive
the service over an internet connection, those
without can receive the broadcast service,”
Mariner explained.
Transas recommended ENCs when
purchasing an ECDIS system, one of the main
ones being the Transas Admiralty Data
Service (TADs), which is the company’s own
type approved ENC charts.
The company’s ECDIS also works with the
UKHO’s AVCS and ARCS charts. Updates to
these charts are provided on a weekly basis,
which can be sent out via email, or
downloaded from the internet to a
communication station on the bridge.
A vessel doesn’t necessarily have to have
broadband at sea fitted, but some of the files
could become large so a good data transfer
would be required, the company said.
There is still a misunderstanding regarding
supply channels and the use of official and
unofficial charts, as well as ordering
optimisation and associated cost impact.
Transas said that with the possibility to
‘buy-as-you-go’ and flexible license options
starting from a three month subscription, it
has been proven that moving to ENC and
paperless navigation can actually lower the
cost for charts and publications.
Updates can be received either on CD, or
downloaded from Transas chart server.
Recently, the company launched a DNV
certified solution for direct communication
from the Transas navigation system on the
bridge via TRANSAS FIREWALL and
ANTIVIRUS PROTECTION (TFAP) systems
to the shore. TFAP can be used for data
transfer, such as charts, chart updates, weather
forecasts etc.
PC Maritime also recommend the use of
ENCs as they are a requirement for paperless
operation. “Updating is quick and effected in
the background so that the ECDIS continues
to function throughout. Broadband is the best
method of communications although the size
of updates can be quite small and delivered
via email attachment, so it is not necessary for
the ECDIS itself to be connected to the
internet,” Edmonds said.
Route planning is another key element in
today’s shipboard operations. Mariner claimed
that an ECDIS simplifies this shipboard
function. “This is especially true on coastal
passages where traditionally the route may
have been plotted over numerous paper charts
of different scales with different amounts of
overlap.
“Transferring the exit from one chart to the
entry on the next has always been time
consuming and prone to error. On the ECDIS
this is greatly simplified as the route can be
planned initially at a small scale and each
section can be looked at in detail simply by
zooming in. Possibly the greatest safety
feature is that as the route is planned the
intended vessel track is checked against the
chart database. This will warn the navigator in
the event that there is a depth or isolated
danger problem along the track,“ he said.
Broster thought that huge savings could
be made, especially with long passages
when the ECDIS great circle capabilities
are utilised properly, tied in with ship
routing overlays.
KH’s Steve Mariner.
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TO
p24-36:p39-50.qxd 30/04/2010 10:47 Page 6
TANKEROperator � May 201030
Uetersen Maschinenfabrik Hatlapa has unveiled a new task-force-service
to assist companies in need of repairs, or replacement, of winches.
Winch and steeringgear task force to
reduce vesseldowntime
Since the ordering of new vessels is
declining due to the economic
downturn, most companies have
found that service, repairs,
alterations and spare parts delivery are of
growing importance in the marine industry.
Hatlapa is one and said that the company is
fully aware of the potential that these aspects
could have in producing a profit. The new
department’s core responsibility is to take on
special assignments with a more flexible and
quicker response time. “This means huge time
savings for the shipowners, vessels and
shipmanagers as the task force can assist them
a lot quicker”, Hatlapa’s service manager
Hartmut Opitz explained.
The first point of contact at Hatlapa when a
vessel needs assistance is the marine
engineers. This improves response time,
which was recently shown when a damaged
ship could be repaired very quickly and on
another occasion this response time enabled a
cruise ship to continue its voyage to the
Caribbean on schedule.
One example was Hatlapa’s successful
exchange of a winch in a record time of six
weeks, rather than the predicted six months,
thus saving the shipowner valuable time.
“Another time, Hatlapa showed its ability to
respond to sudden changes to a customer’s
needs and was able to bring the delivery date
forward by a month”, said Opitz.
Although tanker repairs can be undertaken
as they can any type of vessel, Hatlapa gave
examples of containership and cruise vessel
repairs to illustrate the flexibility of the
service.
In the case of the German containership,
she suffered a collision in the North Sea with
a much larger vessel. As a result, the steering
gear had been damaged.
The collision had been so severe that the
260 m long vessel suffered a leak measuring
the height of the port-side engine room. As
water continued to run through the leak, the
vessel was towed to shallower waters in order
to prevent her from sinking.
During the accident, a fire had also started
on board but was extinguished by the crew:
three of the 900 containers went overboard
and the crew suffered from smoke inhalation
and had to seek medical assistance.
Hatlapa received a call from the Hamburg
shipowner the following morning as both of
the combined anchor and mooring winches in
the ship’s bow had been severely damaged in
the accident and had to be replaced, while the
vessel had to go through a complete overhaul.
The owner had originally been told that
the delivery time for replacement winches
was six months. However, he did not want to
wait that long and started making phone
calls to different companies selling deck
machinery.
Emailed damage detailsOpitz received all of the data on the
damaged machinery via email and discussed
with the different departments within
Hatlapa how they could provide a solution to
the dilemma swiftly. The specialist winches
that the damaged vessel had fitted on board
were no longer in stock, but it was possible
to attain the four winches from another
customer’s order and reassemble them,
making two specialist winches that matched
the specification of those from the damaged
vessel.
A particular challenge was that the chain
sprockets had to be manufactured in house,
due to very long lead times. Hatlapa was
then asked to put together a formal quotation
for the delivery and fitting of the machinery.
Opitz spoke to all departments involved to
start the quotation process and had an
estimate ready the next day, quoting a lead
time of of nine weeks for delivery and
installation of the machinery. However, this
TECHNOLOGY – MANOEUVRING SYSTEMS
Replacement winch deliveries can takesome time.
p24-36:p39-50.qxd 30/04/2010 10:47 Page 7
TECHNOLOGY – MANOEUVRING SYSTEMS
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May 2010 � TANKEROperator 31
was still too long as far as the shipowner
was concerned.
This is when the task force service team
became involved. This group was created
three years ago for cases such as this. Within
this group are department managers from
engineering, purchasing, service, sales and
production. They investigated how to shorten
the lead time. “We have come to the
conclusion that in special cases like this, with
considerable effort, the lead time could be
reduced to seven weeks”, recalled Opitz. This
entailed shift work and overtime at weekends.
In the end, the shipowner approved the order
only 16 days after the collision.
Six weeks later, a week earlier than
agreed, the winches were delivered from
Uetersen to the Hamburg repair yard and
two weeks later the vessel was back in the
water – less than three months after the
collision.
Another task involved a 170 m long cruise
vessel, which was in need of new, more
powerful steering gear. Hatlapa was to deliver
two completely new steering systems, each of
which was to deliver 500 KN metres of rudder
torque at the blade, thus enabling the vessel to
turn 45 deg.
The initial lead time to build and install
the systems was six months, but suddenly;
the shipowner changed the terms, ie the
steering gear was to be ready a month
earlier, so Hatlapa was informed by the main
contractor.
Each delay would cause problems, which
could kill the project off completely, Hatlapa
was told. The company was told that the
cruise ship was not to miss the considerable
profit generated from the Christmas and New
Year-celebration cruises in the Caribbean
under any circumstances.
In-house time savingsService manager Opitz called the task force
for consultation. However, there was not
much flexibility in the making of the steel
castings and forgings that had been sub-
contracted out. This work alone was to take
10-12 weeks. As a result, the time savings
had to be made within Hatlapa’s internal
processes and installation of the equipment –
a highy challenging task for everyone
involved, Opitz said.
Opitz said; “We shed blood, sweat and
tears.” The determination of the workers paid
off in the end: the new, tighter schedule was
kept and the steering gear was delivered on
time. Opitz’s conclusion was “We were happy
to be able to assist the shipowner so quickly
and without much paperwork and at the same
stayed in line with the technical specifications
and our standards”.
Every fifth task undertaken at HATLAPA
today is aimed at the service and spares
business and the number is increasing steadily.
“Whether is it deck machinery or steering
gear, we can take on any task regardless on
the type of vessel,” Opitz said.
Whether it is a ferry, tanker, freight vessel
or a cruise ship – the company can provide the
solution to the problem. Even a NATO navy
supply vessel is currently being fitted with a
completely new steering gear system.
“Globally, we are the only company that can
produce all types and sizes of steering gear.
And if necessary, we have the in-house
expertise needed to fulfil any customer
needs,” Opitz claimed. TO
p24-36:p39-50.qxd 30/04/2010 10:47 Page 8
Progress with the European ShipArrestor Project has beenboosted following thedevelopment of a suitablelightweight chain. Norway’s Miko Marine said that the two-
year Ship Arrestor project is aimed at
introducing a technique that will enable a
tow line and sea anchor to be attached to
an unmanned vessel suffering from an
engine failure.
The sea anchor will reduce the ship’s drift
and create more time for rescue vessels to
reach the casualty before it runs aground. It
is designed to be deployed by a
conventional search and rescue helicopter
that will drop the tow line around the winch
gear on the foredeck of the abandoned
vessel.
The helicopter will then lay the line
upwind and will release it attached to a sea
anchor. Because the tow line must pass
around deck equipment and over the ship’s
side, it is subject to considerable chafing
and only chain can be used for the first
few metres.
Unfortunately, the weight of conventional
steel chain was found to be too great for
helicopter deployment and threatened the
viability of the entire project. Titanium
chain was rejected because it was brittle and
too expensive. However, it transpired that
one of the project partners had access to
steel compositions developed in the former
Soviet Union for space and defense
purposes.
These were subsequently used to produce
a stud-less 24 mm chain weighing just 11 kg
per metre yet with a tested minimum
breaking load of 1,250 kN. This is far
superior to the breaking load of 1,308 kN
for a conventional R4 quality 34mm stud
link anchor chain that weighs 27 kg per m.
Miko said that the company is now also able
to supply the chain to customers in the
marine and offshore industries, or wherever
the need for such a product might exist.
Further trialsThe new 24 x 86 mm link chain was
produced, tested and approved. The first
consignment has arrived in Norway and will
be installed within the Ship Arrestor system
for further trials later in the Spring.
These trials will require the new chain to
be fitted into an inflatable deployment ring
that hangs below the helicopter while in
flight. When inflated, the ring has a
circumference wide enough to encircle a
ship’s winches and deck gear and trials have
shown it to have satisfactory handling
characteristics for the helicopter.
When the ring is lowered around the deck
gear the chain is released to make a
connection with the ship. The anchor line is
then paid-out upwind by the helicopter and
the sea anchor deployed.
The success of the Ship Arrestor Project
could have a major effect upon maritime
and environmental safety. When a sea
anchor is deployed either by helicopter, or
by the ship itself, its effect is almost
immediate. Tests have shown that a 30 m
diameter nylon parachute sea anchor can
quickly turn a 100,000 dwt tanker into the
wind and reduce its drift speed by 50%.
This dramatically improves its sea-
keeping ability and could be a vital factor in
the ship’s survival by creating more time for
the distressed vessel to be reached by rescue
tugs. On arrival at the scene, the tug can
pick-up the the sea anchor and ShipArrestor
line and effect a rescue.
The patent for the Ship Arrestor is held by
Miko Marine of Norway, which is leading a
consortium of eight European organisations.
It has been created to include companies
from Norway, France, Germany,
Netherlands and Austria, as well as the
Norwegian Institute of Technology and the
UK’s Ship Stability Research Centre.
By applying their individual expertise to
the challenge, it is hoped that it will be
possible to develop a technique that will
reduce the likelihood of groundings and the
pollution that can result from them.
TECHNOLOGY - MANOEUVRING SYSTEMS
TO
TANKEROperator � May 201032
Lightweight chain aids Ship Arrestor project
The parachute sea anchor can quickly turn an Aframax.
The new chain is extremely lightweight.
p24-36:p39-50.qxd 30/04/2010 10:48 Page 9
TECHNOLOGY - CONDITION MONITORING
May 2010 � TANKEROperator 33
Increasing demand has driven significant advancement in fuel oil analysis over
the past few years, both from within and outside of the laboratory environment*.
Lubricant conditionsensors now widely
accepted
Recent breakthroughs has meant
that relying solely on people in
white coats to analyse and
interpret test results is no longer
necessary – onsite diagnostic equipment now
provides laboratory grade results and
empowers engineers to make fast and
informed decisions with confidence.
The condition monitoring arena has been
influenced by a number of innovations, which
today allow engineers to enjoy the benefits of
onsite and lab testing working in unison. More
detailed, but potentially delayed, sample
results from a laboratory supplement the real
time information delivered by onsite testing.
On board test kits and wear debris monitors
can provide accurate information in minutes,
but the real value comes from continuous
monitoring of these critical systems. Online
sensors for monitoring the health of equipment,
such as vibration sensors, have been in use for
many years and are well trusted.
However, only in the past few years have
lubricant condition sensors become widely
accepted. Now, the condition of the lubricant,
the presence of contaminants - including water
leaks from seal failures - and even the amount
of wear debris and the wear mechanism
occurring can be monitored online.
Online, of course, refers to sensor
technology, which is advancing at a furious
pace. Dependable sensors mounted in the oil
circuit provide an early warning system
designed to monitor remotely and in real time,
the bearing and gear wear debris, lubricant
health and remaining life, as well as lubricant
moisture content. Sensors and modern
interface methods provide simple to
understand results through a multitude of
communication channels and are undoubtedly
the future of lubricant condition monitoring.
There is a clear benefit in knowing what is
going on at an exact point in time - not just
when the engineer can get to a machine for a
routine, scheduled sample and analysis. Onsite
kits enable rapid testing and action, and online
sensors remove sampling errors, which are
often responsible for un-representative samples.
Triangular paradigmSo today’s oil analysis follows a new
triangular paradigm. Real time, online oil
analysis via sensors is a no-brainer for
machines in remote locations such as vessels.
Coupled with effective portable testing
equipment, many existing and potential
problems can be detected and addressed
within minutes rather than days. This is still
fundamentally supported by offsite, laboratory
analysis to provide more detailed analysis,
plug information gaps and validate decisions.
Oil analysis is usually conceded to be the
most revealing form of non-destructive testing
(NDT). And now that oil analysis has finally
caught up with vibration analysis as a real
time monitoring tool, the two principal forms
of NDT can literally work together, employing
other techniques for clarification as needed.
Downtime costs money and impacts
profitability, which must be steadfastly avoided,
especially in today’s financial climate. So with
the spectre of downtime ever present, condition
monitoring systems and oil analysis programmes
are the first means of defence in diagnosing
problems with critical plant machinery and
equipment. The impact of successful
troubleshooting using a combination of the state-
of-the-art diagnostic equipment available can
equate to millions of dollars in savings.
*This article was written by Michael Dines,fuel and oil testing manager, KittiwakeDevelopments.
From the left can be seen a metallic particle sensor, ferrous wear debris sensor,viscosity sensor, oil condition sensor and moisture sensor.
Kittiwake’s Michael Dines.
TO
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The consortium has been createdto carry out the work that beganin the EC's CAS project, a projectfocused on improving efficiency inthe process of measuring thethickness of ships in serviceelectronically. The CAS project has created a standard
format to support this process and for the
exchange of measurement data. The
consortium will maintain the latest version of
the standard format for exchanging data,
called OpenHCM, as well as its evolution
and ensure it is promoted and updated
when needed.
The first version of the standard format
developed by the project CAS has been used
for two years and is now recognised that new
versions are required to consolidate its
evolution. The standard format is used for
values associated with plates, reinforcements,
compartments, thickness measurements and
cranny of the ship. It is directed primarily to
shipyards, shipowners, classification societies
and thickness measurement companies.
Exchange formats are written in XML and can
be visualised by 3D models. The consortium
partners have also developed commercial tools
for handling 3D models and related data,
including automatic measurement data from
robotic systems.
Along with SENER, the initial members
of IACS class society members, included
Bureau Veritas, Germanischer Lloyd,
Russian Maritime Register of Shipping,
testing and inspection specialist Dutch
Materiaal Meting Europe and
French robotics Cybernétix solutions
provider. Consortium members believe that
it is of interest to the maritime industry that
the standard OpenHCM be widely used
to provide rapid communication, efficiently
and reliably across all business processes.
Through future practical implementations,
the consortium members intend that the
standard format will be made official
by the IACS members and other
regulatory bodies.
TANKEROperator � May 201034
TECHNOLOGY - CONDITION MONITORING
In a move that should involveincreased condition monitoringand planned maintenanceoperations, the Liberian Registryhas initiated a pilot scheme toextend the compulsorydrydocking intervals to 7.5 years. The intervals, or periods between external
ships’ bottom inspections, which are laid out
in SOLAS as well as in class society
regulations, say that a minimum of two
exterior inspections of a ship’s bottom should
be undertaken during the five-year validity
period of the Safety Construction Certificate.
It has been widely recognised by class
societies and others that the coatings
technology has come a long way in recent
years, resulting in new products being
launched that are more durable and last longer
compared with the time the rules were first
introduced.
As a result, class societies, including
Germanischer Lloyd (GL), have recognised
the need to reduce frequent drydocking
periods to maintain and recoat a vessel’s hull.
It was also recognised that drydocking cycles
were no longer inexorably linked to class
renewal cycles.
In-water surveysUnder the new scheme, class renewals would be
undertaken via in-water surveys and the vessels
could get authorisation to be drydocked at a
later date. The scheme requires a qualifying
vessel to be docked every 7.5 years, provided
that two in-water surveys are successfully
undertaken during the intervening period.
The scheme could continue until the vessel
reached 15 years of age, but could possibly be
extended to 20 years, subject to satisfactory
service experience. Flag state and class society
approval would be required in each case.
Suitably documented preparatory reviews
would be required prior to the scheme’s
introduction, covering items such as service
experience with high-resistance hull coatings
and with applicable rudder and stern bearing
arrangements, plus a range of condition and
maintenance reports.
The Liberian Registry said that this scheme
was one means by which to ease some of the
pressure which as built up on owners and
operators. It is the responsibility of service
providers, such as ship registers, to alleviate
through proactive initiatives wherever possible,
without compromising safety or efficiency.
Liberia has already co-operated with Lloyd’s
Register, GL, ClassNK and DNV. GL’s Dr
Hermann Klein said that GL was co-operating
with Liberia, Antigua and Barbuda and the
German flag administration in the pilot scheme.
He said that maintenance schedules depend
on the owners. He warned that the so called
‘crash maintenance’ undertaken quickly
before a special survey was due was not as
good as undertaking a continuous
maintenance programme.
Klein outlined the drydocking scheme as,
for example encompassing an in-water survey
after 2.5 years, another after 5 years followed
by a full docking after 7.5 years. This
programme could be repeated for another 7.5
years before the scheduled docking period
returned to five years.
Hull inspectionsOne software program that would support such
a drydocking scheme is GL’s HullManager. It
is a software application designed to support
the entire hull structure inspection process,
including planning, preparation, execution,
assessment and reporting.
It is based on a 3D geometric representation
of the particular vessel. Input data is generated
both on board and on shore by the crew and
superintendents. This easy-to-use tool assists
with the definition and implementation of hull
condition monitoring and the on-board
inspection process.
GL HullManager visualises the vessel using a
3D model and provides a complete overview of
upcoming inspections. It supports the inspection
process by supplying images of the shape and
internals of tanks, etc and comes with a
convenient reporting function that pinpoints the
exact location of points of concern by
interacting with the 3D model. The tool also
displays thickness measurement results.
Offering a fast overview of the fleet status,
it helps to avoid recurring problems among
sister vessels of a series.
GL claimed that the software gives
shipmanagers transparency into the fleet that
they operate, allowing them to take a systematic
approach in ensuring and documenting the
structural integrity of their ships.
The integrated reporting functionality
improves communication with repair yards by
generating sketches of the areas to repair.
Since the hull maintenance information is
stored centrally onshore, fleet managers can
compare the hull status of different vessels.
For the first time ever, identical hull status
data is available on board as well as onshore,
indicating any degradation symptoms present
in the structure. Warning managers proactively
about degrading hull conditions, the software
helps to avoid costly repairs, GL said.
Condition monitoring key to extended drydocking intervals
SENER participates in CAS consortium
TO
TO
p24-36:p39-50.qxd 30/04/2010 10:48 Page 11
TECHNOLOGY - NEWS
May 2010 � TANKEROperator
International coatings producer Hempel has openeda new manufacturing facility located in Buk, Poland. The factory will provide at least 100 new jobs in the region – and help
Hempel meet increasing demand for coatings across Europe.
Hempel CEO Pierre-Yves Jullien cut the ribbon officially opening
the new factory in Niepruszewo, near Buk in the Poznan area of
Poland. The event was attended by a number of guests, including the
Danish Ambassador to Poland Hans Michael Kofoed-Hansen, members
of the Hempel board and representatives from the company.
According to Jacob Gulmann, Hempel’s group vice president for
Europe, Buk was the ideal location for the factory. “Buk has a good
infrastructure and its location means we can deliver coatings quickly to
customers throughout Europe,” he said. “We received excellent local
support for the project, and we’re very pleased with the speed that it
was completed. The factory means we’re in an even better position to
provide our protective, marine, decorative and yacht customers in
Europe with high quality coatings.”
Able to produce the full range of Hempel coatings, the factory has a
total capacity of 40 mill litres per year and can be expanded to supply
60 mill litres a year if needed. The factory was co-financed by the
European Regional Development Fund under the Innovative Economy
Operational Programme.
As part of the deal, Hempel will create at least 100 new jobs – and
factory staff have already completed training courses in Denmark,
Spain and Portugal covering the latest production methods.
The factory complies fully with all EU legislation regarding health,
safety and the environment. There are a number of systems in place to
keep the working environment healthy for employees, including a
ventilation system that ensures the building is supplied with fresh air
and an automatic materials handling system that eliminates much of the
strenuous manual work normally seen in the coatings industry.
The factory will also have minimal impact on the environment. It
produces no industrial waste water, and releases very few air emissions
thanks to a cleaning unit fitted in the ventilation system.
The €25 mill turnkey project was completed in just nine months.
Jakon was the main contractor, with DHV-Polska as leading consultant,
while the main equipment supplier was PROFARB.
Hempel opens new Polishfactory
TO
Hempel’s new manufacturing plant in Poland.
p24-36:p39-50.qxd 30/04/2010 10:48 Page 12
TANKEROperator � May 201036
TECHNOLOGY - NEWS
Rutter’s Ice Navigator has been installed on board several ice classtankers.
Rutter Technologies conducts in-house training sessions forcustomers who order or operateits Sigma S6 Ice Navigator radarsystem. The training is aimed at select dealer
technicians. It covers installation,
commissioning and system maintenance.
Rutter explained that by training these
technicians, the company helps them become
familiar with the finer points of the Sigma S6
radar processing system, which is claimed to be
unique, thus enabling the company to properly
demonstrate its operation to end users.
The company also emphasised that the Sigma
S6 training, which takes place in its training
facility, called Rutter College, does not train
people on how to navigate in ice, but rather on
how to install, commission and maintain the
systems and also on how to train radar operators
in the best use of the Sigma S6 system.
Dealers can also be trained at their
respective specific locations, as an alternative
to attending the Rutter College. In either case,
both simulator and hands on equipment
training are undertaken in the dealer’s
premises and also often on board ship.
The Rutter College is based at the
company’s headquarters at St John’s,
Newfoundland and the course lasts four days.
The training facility is fitted with two Sigma
S6 Ice Navigator systems, each of which can
accommodate up to four students.
The company said that with the opening up of
the Arctic region, more demand for ice navig-
ation system training is anticipated in the future.
Rutter claimed that the Sigma S6 Ice
Navigator gives sufficient detail to allow for
optimised routing, enabling the vessel to
manoeuvre around difficult sea areas, thus
saving time, fuel and possible ice damage.
Thus far, since the first Ice Navigator
systems were installed on board BP’s ice class
1A and 1B tankers in 2007, the following
tanker/gas operators have installed the Sigma
S6 radar system on board some of their ice
class vessel: Knutsen OAS, PRISCO,
Unicom/Sovcomflot, Interorient, Capital Ship
Management, KOGAS (LNGC) and Tokyo
LNG/MOL (three LNGCs). These include Ice
Class 1A, 1B and 1C vessels.
Other vessels fitted include rigs, FPSOs,
OSVs and icebreakers, all of which operate,
or will operate, in ice conditions.
Rutter provides equipment training for ice navigation
S6 Ice Navigator standardfeatures� Converts analog radar signals to digital.
� High definition image display.
� 8/12-bit sample resolution at rates to 60 MHz.
� Software selectable image processing.
� Pulse-to-pulse filtering.
� Scan-to-scan averaging.
� CFAR.
� Scan conversion.
� Advanced functions available using optional modules.
� Enhanced radar display.
� Plot extraction.
� Target tracking.
� Support for third party applications via a DLL interface.
� Raw data can be recorded to tape or disc.
� Screen capture recording also available.
TO
Cylinder liner measurement monitoringChris-Marine AB has launched anew liner diameter measurementinstrument (LDM) in order toquickly investigate the conditionin cylinder liners for 2-strokeengines.The main advantage of this new LDM is that
the cylinder head or exhaust valve housing
does not need to be removed, the company
said.
By replacing the traditional internal
micrometer, the LDM is inserted in the liner
through the scavenging ports.
A complete liner measurement is now made
in fractions of the time previously used with
traditional methods, where the removal (and
assembly) of the head did not only take
several hours, but it was also at a risk of
failure during assembly, Chris-Marine
claimed.
The LDM can be preset with engine data
for most of the existing 2-stroke engines,
weighs 3.6 kg and is suitable for 2-stroke
liners with a bore between 500 – 980 mm.
Up to 12 measured diameters can be
obtained on each level in the cylinder liner.
The system accuracy is claimed to be better
than 0.03 mm and the total time to measure is
about one hour per liner for measurement of
four diameters on nine heights (of which the
set up time is about 20 minutes).
The system consists of the actual measuring
unit and a wireless hand held terminal.
Measured data is transmitted via a radiolink to
an antenna inserted in the start air valve
pocket. The stored data can be transferred to
an excel application in any PC by Bluetooth,
USB or by SD-card.
The instrument fitted with a radio
transmitter has a CE-label, which is required
for use within the EU and Turkey.
Further tests will be carried out for
verifying compliance with other standards, of
which the most immediate are US, Japan,
China and South Korea. TO
p24-36:p39-50.qxd 30/04/2010 10:48 Page 13
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