Tanker Operator (2014.oct)

TANKEROperator
OCTOBER 2014
www.tankeroperator.com
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Contents
04
Markets
Return of the private investor
23 Technology
23 Ethane carriers
26 Propulsion
Hercules - 2 research starts
Lubrication choice vital for ECAs
30 Efficiency
Speed setting software
Ship machinery simulation
Performance management tool
33 Underwater Maintenance
Hull cleaning ROV
06
Singapore Report
SSAs new head speaks out
Storage capacity at a premium
10
Chemical/Product Tankers
Updated short sea design
Shaft generators for gas fuelled tankers
A look at the markets
13
Satellite Communications
Airbus expands offering
Dual-band antenna
Inmarsat goes to Hollywood
Iridium addresses GMDSS
34 Safety systems
AIS improves safety
Safety equipment training
VDR standards introduced
New equipment launched
40
Tank Servicing
Eco friendly tank coating
Front cover - Becker Marine Systems has sold more than 800 Mewis Ducts, managing director Dirk Lehmann said at SMM. Over 400 have already been
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installed and the 750th was exhibited in Hamburg.
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Installing a Mewis Duct can save around 6% of fuel and the company claimed that some 900,000 tonnes of CO2 emissions had already been saved.
Lehmann also said that the companys overall orderbook had increased by 20% and that turnover was forecast to be 25% higher this year.
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fuel saver
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/FX0SMFBOT 64" CPPUIOP SEUI%FDFNCFS
October 2014
TANKEROperator
01
COMMENT
Its takes two to contango

This comment page is devoted to
contangos, written with more
than a little help from our friends
at McQuilling Services, who have
analysed what they see going
forward.
After the financial collapse in 2008, crude
oil forward curves moved into steep contango,
resulting in fortunes being made in storage
asset plays in 2009-2010.
This is probably the reason that so much
attention is being devoted to the topic today;
however, the contango is much different now
than it was after the recession.
As the US energy revolution continues to
develop, global crude oil supply and demand
dynamics have begun to evolve. The US has
become the worlds largest crude oil producer.
However, US produced crude oil cannot be
exported, apart from a few exceptions, due to
its protectionist policy.
As a result, the US now requires less crude
imports to meet domestic demand and the new
supply and demand re-balances have reduced
the long standing price interdependency
between US and foreign crudes.
McQuilling noted that one interesting
development that has been closely monitored
this summer is the price differential between
the US and European crude oil benchmarks.
WTI, the US benchmark, is currently in a
forward curve formation referred to as
backwardation, while Brent, the European
benchmark, has moved into a forward curve
formation referred to as contango.
In a backwardated market, futures prices are
lower than spot prices; and in a contangoed
market, futures prices are higher than spot
prices. A variety of trading strategies are
developed when forward commodity curves
move into these formations.
Many players have rightly identified the

current contango phenomenon in the Brent
curve and several have begun to link it with
cargo asset plays utilising crude oil tankers for
crude storage in the Atlantic Basin. However,
there are a variety of considerations that must
be taken into account when evaluating floating
storage plays, which many recent reports have
overlooked, the consultancy warned.
The cost of carrying, or storing, the
commodity and the perceived price the cargo
can fetch in the future are critical components
of a storage asset play. For floating storage,
the cost of the vessel, financing, insurance and
crew represent the bulk of the carrying costs.
Storage costs are not uniform, though. For
instance, if you are a tanker owner, crude oil
producer, or a bank with low financing costs,
your cost of implementing a floating storage
play will likely be lower than other nonstrategic players.
However, current market conditions make a
pretty weak case for floating storage
regardless of strategic positioning, McQuilling
argued.
Storage is normally undertaken on the back
of bullish sentiment; but, contango curves
dont necessarily reflect a bullish market. The
current contango is more likely a result of
short-term over-supply in the Atlantic Basin,
which has driven down near-term prices.
The shallow Brent contango levels out by
the end of 2014, not leaving much meat on the
bone for speculators.We do not see a longterm increase in crude oil demand leading to
higher prices in the future that would justify
putting oil into storage at current prices to sell
in a future spot market at a premium, the
consultancy said.
Another meaningful difference between
todays contango and that of 2009 is the price
level at which the contango curves formed,

respectively. Five years ago, the contango took
shape as markets started to recover after the
economic collapse. As the global economy
weakened, so did crude oil demand. As the
global economy recovered, so did crude oil
demand.
Todays contango comes at the top of a
multi-year rally. We are at the top of a
consolidating price range and without
substantial changes to demand, prices will
likely not have much room to the upside.
The physical crude oil markets are soft.
When global crude oil production decreases at
a slower pace than demand, some cargoes may
sit on the water and wait for buyers. This is
the case in Asia and the Atlantic Basin,
McQuilling said.
When there is a surplus of crude oil, clever
traders could delay purchasing cargoes until
the over-supply starts to dissipate and prices
reach a bottom. There is some evidence
pointing at this taking place as recently, the
US Energy Information Administration (IEA)
released inventory data revealing that US East
coast refiners imported 460,000 barrels, as
PADD 1 refinery utilisation increased by
10.2%.
US crude oil production has been so robust
that geopolitical turmoil in key producing
nations like Iraq and Libya seem to have little
effect on prices. While US production is
expected to eventually peak, the one to three
year global supply forecast is very strong. At
the same time, global crude oil demand
forecasts are being pared back.
While floating storage is an enticing
strategy to consider, a meaningful shift in
crude oil supply, demand and futures prices
would have to transpire for this contango to be
more than just an interesting phenomenon. TO
TANKEROperator
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TANKEROperator October 2014
INDUSTRY - MARKETS
Shipping attracts
private investors
Banks are no longer the traditional source of financing for shipowners. Their investment
has continued to decline since the peak of 2007.
ncroaching on the banks business
are private equity players and
hedge funds, as shipping has
become a fashionable sector for
private funds to input some of their capital.
There is speculation that at least $7 bill has
already been invested (up to the end of
August) in all types of vessels from these new
sources with suggestions that this figure could
double by the end of the year, Gibson
Research said in a report.
When this may seem a considerable amount,
it is a mere drop in the ocean when looking
at the combined portfolios of these funds.
For example Golden Tree Asset

Management, who has a 4.8% stake in
Euronav, manages around $21 bill and Oaktree
Capital Management has almost $80 bill under
its control. Entrepreneur Wilbur Ross
estimated that private equity pumped $16 bill
into shipping between 2008 and 2013, which
was two and a half times the amount generated
through IPOs.
Gibson said that the exact involvement of
these funds was difficult to quantify, as most
keep their dealings close to their chests with
precise details not normally in the public
domain.
One of the best indicators are the filings of

public shipping companies who are obliged to
make the information public.
At the end of last year, Euronav spent $980
mill on 15 Maersk VLCCs and more recently
purchased another four VLCCs for $342 mill.
Much of this investment was funded by
private equity groups, such as Blue Mountain
Capital Management, York Capital
Management and Golden Tree Asset
Management, who together control 22.34% of
Euronavs shares.
These investors are betting on this being the
right time in the cycle to invest in the tanker
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INDUSTRY - MARKETS
exible talent
sector. It could well prove to be a reasonable decision with

newbuilding prices at around two thirds of their peak, ie $100 mill
instead of $150 mill for a VLCC.
Also the longer haul nature of the trading and stronger demand for
VLCCs has led to some increased volatility in the spot market with the
result that sentiment and rates have improved thus far this year,
Gibson concluded.
Good timing
Moore Stephens agreed that the timing appears to be good, as a
shipping industry emerging from a protracted slump offered potentially
exciting opportunities for private equity investors.
Newbuilding prices are relatively low, so it makes sense for private
equity funds to invest. Freight rates have not yet returned to the sort of
levels which would normally have private equity investors reaching
for their cheque books, but they are no longer in the doldrums.
There is a reasonable expectation that, if rates rise and values
recover, the returns in the next few years will be above the long-term
average, Moore Stephens said.
Tonnage ordered now may be in the water at a good point in the
industry recovery period. Therefore, investors should be able to sell
promptly for a good price, should they choose to do so. An IPO would
be one of a number of exit strategies. This fits well with the
comparatively short-term horizons of private equity funding, which are
generally reckoned to be of a five-year duration.
Shipping is currently attracting a great deal of interest from
investors in the private equity sector. It has been estimated that at least
$78 bill of private equity funding could find its way into shipping
this year. The shipping industry, however, still accounts for only a tiny
percentage of overall private equity investment, so there is arguably
scope for significantly more.
Oaktree, Blackstone, Riverstone, KKR and others have all made
significant investments in shipping at a low point in the shipping
cycle. There is a clear incentive for others to take the plunge.
Moreover, private equity could provide a viable funding option for
shipping company senior executives looking to set up on their own.
Experienced professionals with a thorough knowledge of the
industry are just the sort of people with whom private equity should be
looking to do business, so it is a perfect example of goal alignment,
Moore Stephens said.
TO
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October 2014
TANKEROperator
INDUSTRY - SINGAPORE REPORT
SSAs new executive

airs his views
Michael Phoon took over as the new Singapore Shipping Associations (SSA) executive
director on 1st August this year, following the retirement of Daniel Tan after 29 years of
service with the SSA.
f there is one thing that Phoon fervently
believes in, it is the power of the people.
Or to put it more accurately, the power
that is within people to perform at even
higher levels than they may have previously
believed themselves.
Apart from holding a Bachelor of Science
Degree in Business administration, the new
SSA executive director is also a certified
master coach, graduating in 2009 at the
Graduate School of Master Coaches at the
Behavioural Coaching Institute in California.
It was during his time at Hewlett Packard as
director and general manager of the companys
enterprise networking business unit for
Southeast Asia, Taiwan and Hong Kong that
he earned his spurs as a behavioural coach.
In all my business roles I have been able to
motivate staff to a higher level of performance
and while shipping may be a different
industry, it is still all about getting staff to
work to higher standards. As employees move
on it is important that they possess a sense of
achievement and a belief that they can develop
to their fullest potential.
Other than normal attrition rates, I am also
lucky enough to have never had an employee
leave me. For me that is a good testimony. I
like coaching and have been a coachee in the
past and have been quick to pass on the
lessons I have been taught, he said.
When you start business coaching someone,
what are the key elements you latch onto?
Phoon said: Well there are two key issues I
see as important. I always believe that
everyone wakes up in the morning and wants
to go to work and do a good job. All of us
wake up with a good intention to bring home
the bacon and once that is in mind, I look at
what levers will motivate an individual
employee? What will make them say I want to
be part of the team and I want to contribute?
It all begins with ownership. On many
occasions, I feel that employees and managers
become disengaged because they have no
sense of ownership. To direct them towards
that, is to get them involved in the day-to-day
06
decision-making process so they understand

what is in store for them. The second key
factor is empowerment; otherwise they wont
want to make a decision. Once they are
empowered, they then have a sense of mission
and empowerment, he said.
Welcoming the new appointment, SSA
honorary secretary Esben Poulsson, who
headed up a committee of four elected SSA
councillors charged with undertaking the
search for the next executive director, said:
The process of choosing a successor to the
Associations long-serving and extremely
talented executive director Daniel Tan has
been a big challenge, given how difficult it
will be for anyone to succeed such an
illustrious and well respected industry figure
as Daniel.
We did, however, interview some highly
impressive candidates and the final choice was
very difficult. Nonetheless, the SSA Council
was unanimous in its choice of Michael Phoon
who, while not being from the industry,
demonstrated a level of understanding,
enthusiasm and passion for the role and was in
the end simply chosen on the basis of being
the best person for the job, he said.
Track record
It was his track record as a results-driven
person, with excellent people management
skills that the SSA believed would enable him
to lead it to the next level.
Indeed as Esben Poulsson stressed, there is
a clear trend for Associations around the world
to be run along more business-like lines and in
this respect, the SSA in the future will be no
exception. With more than 475 member
companies, the SSA has a very solid
foundation from which to grow further and
continue to make its contribution to further
enhancing Singapore as a leading international
maritime centre, Poulsson said.
So what motivates the new executive
director as a person? First of all it is a sense
of achievement. I have always been a resultsdriven person; that is the little spark that fires
me. I have a degree in finance but throughout

my entire career I have only spent about three
years in finance. The rest of my roles have put
me beyond my comfort levels. I like the
challenge because I am very hands on and I
pick up the technical stuff very quickly.
My past successes in roles beyond my
comfort zones, were partly because I had
asked for and received help from colleagues
who knew better than me, and saw my
eagerness to want to learn and contribute,
Phoon said.
Challenged
So does Phoon feel challenged as this is a new
industry? I am thoroughly excited being here
in this industry and, yes, I will be challenged
in some areas of expertise where experiences
built the knowledge. And I have a lot to learn
from my colleagues that is for sure. I wont be
on par, knowledge-wise with them.
But it is in my plans to engage them and I
will see them as collaborative partners. I have
worked long enough to know that if I asked
for help, people are often willing to help. And
I hope to also bring in my own qualities into
the industry, he said.
And the question was put to Phoon as to
what qualities will he bring to the job,
especially when he will immediately embark
on a steep learning curve?
One of the issues I feel committed to is
that I feel the SSA needs to have a higher
profile regionally and internationally. I am a
strong advocate for the business to grow and I
would like to see the SSA grow to be even
more of an important player. Today, the SSA is
a collective voice for all its members so I
believe the SSA should ensure the concerns of
its members are heard inside and outside the
industry loud and clear, he said.
As Singapore continues to stay ahead and
remain relevant in the global world, Phoon
believed that the SSA, must also match its
pace with Singapore. That means the SSA
must be ever ready to step up and to be
engaged collaboratively for its members and
KROHNE Skarpenorrd offers complete

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oring of liquids
The SSAs new head Michael Phoon.
for the industry.

So what is his plan for the next few months as he settles into his
role?
I have been putting together a work plan which encompasses a
handing over and taking over process before spending time meeting
with key SSA members and their stakeholders and finding what their
market drivers are. I will also look at the events and calendars coming
up. It will also give me an opportunity to start to engage with the ASF
secretariat which is based here in Singapore. The best approach is to
take it all one step at a time.
There is also a drive to increase the broad membership of the SSA
which I believe is too small. My intention is to drive this forward. We
want to know why there are still shipping industry players who are not
yet ready to be members of SSA and so it is important that SSA
continues to be seen as an engaged leader for its members and
observers.
SSA has actively launched many working groups, which are set up
to address matters affecting the shipping industry. These working
groups (committees and sub-committees) comprise of members who
volunteer their time and effort to help address these issues with the
maritime and related authorities. This, to me, is the value that SSA
brings. SSA must be seen as an organisation which the shipping
industry want to be a part of, by offering added value services, a
collective voice, educational seminars, related training programs, etc.
"I said that SSA needs to be relevant and thats why the SSA
executive council and its council members are comprised of
individuals with both domestic and international experiences in the
industry. This is essential because we need that kind of exposure to
grow and engage globally, he concluded.
TO
October 2014
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Lack of land impacts

on storage capacity
expansion
The expansion of Singapore as a leading Asia/Pacific energy hub, combined with the
countrys moratorium on the development of further onshore storage, has led to the hub
expanding beyond national borders to encompass infrastructure in Malaysia.
ccording to a Platts report
published in August entitled FOB
Singapore Beyond Singapore
Towards FOB Straits,
Singapores storage capacity is a key reason
for the countrys status as Asias leading oil
trading hub.
As the islands storage terminal market has
matured, further capacity growth has been
curtailed by limited waterfront land
availability. Terminal storage operators have
opened up in Malaysia and Indonesia to
accommodate higher trading volumes, as
supply and trading of oil has steadily grown
across Asia as a whole.
These developments mean the oil industry is
evolving from a specified loading of free-onboard (FOB) basis Singapore ports, towards a
broader FOB Straits basis, Platts said.
Meanwhile, due to its strategic location, the
island country is one of the worlds leading
bunker suppliers and to tighten up on quality
and quantity issues, from 1st January, 2017
mass flow meters (MFM) will be mandatory
when bunkering in Singapore .
In an announcement made earlier this year,
Lui Tuck Yew, Minister for Transport, claimed
that the port is the first in the world to
mandate the use of flow meters.
Before this, from 1st January next year, all
new bunker tankers applying for a harbour
craft (bunker tanker) licence will be required
to be fitted with a Maritime Port Authority of
Singapore (MPA)-approved MFM system for
fuel oil delivery.
The MPA said it will offer a lump sum
incentive of Sing$80,000 ($63,500) per bunker
tanker to help offset the cost of the new
systems, which will be awarded upon MPA's
approval of each system fitted.
Under the new rules, by 31st December,
2016, all existing bunker tankers operating in
08
From 1st January,

2017, the fitting of
mass flow meters
will be mandatory
in Singapore.
the port must be fitted with a MPA-approved

MFM system.
MPA get tougher

In addition, the MPA has been getting tougher
with bunker suppliers that allegedly flout its
rules.
For example, last month, the MPA cancelled
the bunker supplier and bunker craft operator
licences of Northwest Resources with effect
from 1st September, 2014.
MPA's investigations into Northwest
Resources had disclosed breaches by the
company of the terms and conditions of their
bunker supplier and bunker craft operator
licences.
The cancellation of the bunker licences
follows the conviction of one of the company's
directors for bunkering-related corruption
offences.
In a statement, the MPA reminded all
licensed bunker suppliers and bunker craft
operators to adhere strictly to the terms and
conditions of their bunker licences. It said that
it will take firm action against any bunker
supplier, or bunker craft operator, who has
acted in contravention of their bunker licences,
including suspending, or cancelling their
bunker licences, as appropriate.
For its size, Singapore has a huge service

sector serving shipping, due to the number of
calls made in the terminals, as well as the
various anchorages.
New player
One recent addition to the islands ships
agency sector was Wave Shipping. However,
almost no sooner than it was set up, Wave was
sold to EMS Seven Seas. In addition, Waves
founder and CEO Lars Rosenkrands was
appointed EMS CEO.
Wave Shipping will remain a standalone
division based in Singapore, once the
acquisition goes through.
With more than 1.4 mill port calls recorded
in 2013 and $6 bill in estimated potential
agency revenue, Rosenkrands said that he saw
great potential and opportunity for Wave
Shipping in the market.
Currently, what we see is a highly
fragmented industry with thousands of
relatively small agencies and with the four
global agencies having a combined market
share of less than 15% by volume of port calls
handled. There is an opportunity to
consolidate the industry, improve the overall
customer service competency and eliminate
bureaucratic inertia in the market, he said.
Wave Shipping has offices in Australia and
Singapore. The agency has plans to expand its
operations in the Middle East and other parts
of Asia in the latter part of this year. Its target
is to establish presence in 20 countries over
the next three years and acquire a more
significant market position with 13,000 to
14,000 port calls a year within five years.
A spokesperson for Wave Shipping told
Tanker Operator that the agency was targeting
the various tanker segments as the companys
teams are among the most experienced port
agents in their locations within this segment. TO
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INDUSTRY - CHEMICAL / PRODUCT TANKERS
New short sea

chem/products design
unveiled
Following consultations with shipowners, Wrtsil has upgraded its chemical/products
tanker design first introduced in the late 1990s/early 2000s.
ore than 60 vessels have been
delivered to the original design.
The SK 5054 MkII IMO II
type incorporates the latest
Wrtsil technology applied to its broad
offering of solutions, including the companys
2-stroke engines.
In particular, the new design facilitates the
use of gas as a marine fuel, thereby making it
especially applicable to ships that will operate
within emission control areas (ECAs).
This new design is claimed to offer a 12%
increase in energy efficiency over the original
SK 5054 design. Other notable features
include lower operational costs, an efficient
cargo handling arrangement with minimised
ballast capacity, an emphasis on ease of
maintenance and a strong focus on crew
safety.
The ice class design also implements
Wrtsil's LNG fuel technology, for which the
company's in-house knowledge concerning gas
solutions has been utilised in the development
work.
"The SK 5054 MkII design effectively
raises the bar in terms of innovative designs
that emphasise operational efficiency and
environmental sustainability. In further
improving an established and successful
design to make it even better, we are meeting
the needs of our customers for the challenges
that the industry faces today, and at the same
time, helping to take merchant shipping into
the gas age," said Riku-Pekka Hgg, vice
president, Wrtsil Ship Design.
It is being offered in three versions - basic
burning fuel oil, an SCR scrubber fitted vessel
and a dual-fuel LNG design.
Above and below: SK 5054 Mk ii's hull was re-designed for greater fuel effiicency and
aerodynamics were also introduced also for greater efficiency.
involved in North European and Baltic trades,

where emission controls are needed.
The hull lines were redesigned for greater
fuel efficiency, seakeeping capabilities and for
a high efficiency propeller design. The steel
weight is claimed to be significantly lower
than the first design. Speed flexibility has also
been taken into consideration, while the whole
design is claimed to be aerodynamic for
greater efficiency.
As an LNGC, the new vessel will have a
capacity of 19,500 cu m on a deadweight of

16,700 tonnes.
Jacob Hgh Thygesen, Wrtsil director
sales, merchant ship design solutions, told
Tanker Operator that the new design is
favoured by the oil majors for Northwest
European/Baltic operations.
The vessel is designed for a service speed of
13.5 knots, as there is a need for higher ballast
speeds for economic operations. Thygesen
also said that Wrtsil had designed the vessel
Differing environment
The second version has been designed for a
different environment from that of the first
under strict commercial boundaries, as it is
being marketed to owners and operators
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to keep its residual value for around 10 years,
giving the owner/operator the option to factor
in potential asset play going forward.
The tankers will be be built by the so called
big five Chinese shipyards, but at present it
is a buyers market, as the smaller chemical
trades are relatively weak.
Thygesen said that he was hopeful that the
first orders will be placed by the end of this
year.
At SMM, Wrtsil also introduced its latest
development in large controllable pitch (CP)
propellers, based on the previously E-hub
type.
The new CPP offers greater efficiency and a
reduced environmental impact and has been
designed to address the demands of medium
and large size vessel owners.
It is particularly applicable for special
vessels that are equipped with dynamic
positioning capabilities, as well as vessels
having an ice notation.
Among the benefits claimed are an
increased load capability, a high propulsive
efficiency, reduced fuel consumption created
by the extra efficiency, excellent reliability and
a reduced environmental footprint.
TO
12
Principal Particulars- SK 5054

MkII IMO II Chemical Tanker
Length, oa .............................................144 m
Length, bp...........................................133.8 m
Breadth....................................................23 m
Depth....................................................12.4 m
Draught, design.....................................8.4 m
Draught, maximum..................................9 m
Design deadweight.............................15,000 t
Maximum deadweight.......................16,700 t
Cargo capacity, maximum..........19,500 cu m
LNG fuel capacity, net.....................680 cu m
Service speed.......................................13.5 kn
Shaft generators for gas powered product

tankers introduced
In June of this year, WE Tech
Solutions and Wrtsil Finland
signed a contract for the delivery
of four direct drive permanent
magnet shaft generator systems
to a series of LNG fuelled product
tankers.
Vaasa-based WE Tech is to deliver the shaft
generators to a series of four LNG powered
15,000 dwt product tankers ordered by Danish
shipping company Terntank Rederi.
The tankers will be built by the Chinese
shipyard Avic Dingheng Shipbuilding and the
delivery of the equipment will commence in
April, 2015.
Terntank aims to have the most energy
efficient and environmentally adapted tankers
by using LNG as fuel to achieve significant
environmental advantages.
With the patented WE Drive and the shaft
generator technology from WE Tech, the
energy efficiency of the machinery will reach
unprecedented levels in the

marine industry, the company
claimed.
With its active front-end low
harmonic drive technology, the
WE Drive allows the shaft
generator to operate over the full
main engine speed range, while
generating electricity for the
vessels electrical network with
high efficiency over the entire
range. This feature is particularly
Front of
prominent in electrical part loads
the normal electrical load condition in any
ship.
With the drive and shaft generator in power
take out (PTO) mode, the available power for
the vessels electrical network is up to 600
kW, generated by a fuel efficient 2-stroke, low
pressure, dual-fuel main engine.
In this mode, the auxiliary generators are
not running thus reducing the auxiliaries
the WE Drive.
operating hours giving significant savings.

Reduced running hours also decrease the need
for maintenance.
WE Tech has developed this new type of
variable frequency shaft generator system,
which is claimed to provide many benefits for
shipowners. The companys energy efficient
solutions are suitable for retrofits and for
newbuildings.
TO
Our Unitor
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repair products
keep your vessels
on the move
We know that maintenance and repair is vital to protect your assets.
Thats why we work to constantly improve our products to better
your operational efciency. Delivered by our worldwide network of
marine specialists, they meet global standards so you can be sure
of quality and consistency. Its marine products, done better.
To learn more about our Unitor maintenance and
repair products please visit our website.
wilhelmsen.com/shipsservice
OPTIMISING PERFORMANCE
October 2014
TANKEROperator
13
Markets- LRs to
gain/MRs feel pain
McQuilling Services recently published its mid-year Tanker Market Outlook (TMO),
updating its annual five-year take on the tanker market.
A substantial TCE differential currently
exists between the dirty and clean
Aframax/LR2 and Panamax/LR1 sectors. At
some point, this will compel owners to dirty up
more LR tonnage, limiting some of this supply
growth and leading to higher freight rates in the
LR sectors.
As for MR2s & MR1s, poor fundamentals
are a feature of this sector. On the back of a
string of high contracting years, net fleet
growth is set to expand in 2015 and 2016.
Additional supply pressure comes from a
large and growing IMO II fleet that could
compete with standard MR tankers for cargoes
if the chemical markets is disappointing.
Demand is declining, as the average trade
expense of the LR1 sector, where demand

growth of just 1.2% was expected.
The MR2 sector is anticipated to decline by
2.2% in 2014, compared to 2013, even as the
main trades see increased demand.
As for vessel deliveries, MR2s have
remained robust with 26 tankers joining the
fleet up to August this year.
Demand growth for LR2s & LR1s is forecast
to be robust going forward, as trade transfers
from the MR sectors.
Competition for market share between LR1
and LR2 tonnage will ensue. Supply is also
growing significantly, but overall, the freight
effect is expected to be positive and higher than
the January TMO estimates.
he 50 plus page report contained an

updated outlook for monthly tanker
freight rates and TCE revenues for
13 major tankers on eight vessel
segments for the second half of the year and the
remaining four years of the forecast period.
Some key findings from the report affecting
chemical/products tankers, included the
following:
Demand in the refined products transport
sector was mixed, depending on vessel class.
Robust expansion for LR2 demand is expected
to continue at 13% for 2014 with continued
emphasis on shipping larger parcels and a
return of AG/East condensate volumes.
However, this expansion will be at the
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JOH
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BROWNS NAUTICAL ALMANAC 2015 EDITION

PUBLICATIO
T ON DATE
T 1ST OCTOBER 2014
Browns Nautical Almanac is arrangeed in numbered parts for ready reference as follows:
I. Astronomical data in daily use by n
navigators, with explanations of its use.
II. Nautical Taables and Methods.
III. Tide Taables for Home and Foreign Waters, predictions have been comp
piled by the mostt
reliable authorities as acknowledg
ged; The Tidal Constants for British Isles an
nd Foreign Ports.
IV
V. Coastal Courses and Distances arou
und the British Isles. Courses are given in Correct Magnetic
P rooviding Nauticcaal
(2014) and in True (3-gure) notation,
t
distances are to the nearest mile; Taable of Courses
publiccaattions
i for 160 years.
and Distances around the British Issles, North Sea, English Channel and the Baltic Ports.
V. Distance Tables
a
giving a world-wid
de coverage of total distances from the principal ports of
Distriibutors in
n over 30
Britain, U.S.A. and Canada, to all im
mportant ports of the world; Numerous other tables giving
inter-port distances in important ar
a eas.
countries worrldwide
l
.
VI. Miscellaneous Inffoormation: Legal, Teechnical and General.
VII. Lights, Beacons and Buoys of th
he British Isles, including ire and the Channel Islands; websitte:
e www.skiipper.co.uk
Pilotage information.
A mass of Valuab
aluablee inf
information
formation for the M
Merchant
erchant Na
Navy,
vy,
y, Yaach
achtsmen,
tsmen, Shippers
Shippers, Shipping Oces,
Oces, et
etc.
c.
Used
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world
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every
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dayy thr
throughout
oughout the yyear.
earr.
14
e-mail:: info@skip
f
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ppp r.co
. .uk
telephone:: 0141 4229 122334

length shortens in response to more interregional trade from intra-regional deployments
and volumes traditionally reserved for MR
tonnage are increasingly being carried on LR
tonnage.
McQuillings adjusted freight outlook at midyear 2014 was lower for the MR trades in the
forecast period than the expectations last

January.
Asset values were broadly higher in the first
half of 2014 as attention began to shift away
from newbuilds to secondhand tonnage.
LR2 secondhand tonnage is showing almost
30% above where the consultancy had
anticipated.
McQuilling concluded; While believe the
economies of scale may help this tanker class
cannibalise LR1 cargoes, we think the current
values do not support the expected earnings
environment and would be cautious at
buying tonnage at these levels.
TO
Laurin to fit Marinex BWT systems to its

chemical/product tanker fleet
US-based Chemical and products
tanker owner Laurin Maritime has
selected the Trojan Marinex
Ballast Water Treatment (BWT)
system for its 11-vessel fleet.
Our vessels sail in waters in the US and we
are convinced that the Trojan Marinex system
offers Laurin Maritime the ability to meet
emerging regulatory requirements, especially
requirements for US Coast Guard type
approval, explained Capt Pr Brandholm,
environmental & nautical manager, Laurin
Maritime. We were impressed with the amount
of testing that has been conducted and Trojans
overall approach to develop a system
specifically to meet the US requirements.

Our vessels often visit river ports and the
fact that they tested in all water qualities,
specifically freshwater and in very poor water
qualities were very critical factors in our
decision-making process. In addition, not only
is their system available as a single integrated
unit for high flow rates, it also has explosionproof certification which was a requirement for
our vessels, he said.
Vessels sailing in US waters will require
BWT systems that are type approved by the
USCG. Currently, despite the availability of
more than 40 IMO type approved systems, no
system supplier has obtained USCG type
approval.
Trojans Marinex BWT product suite recently
received Alternate Management System (AMS)
acceptance in accordance with the USCG final
rule for Standards for Living Organisms in
Ships Ballast Water Discharged in US Waters.
The suite is one of the few to receive AMS
for all water qualities - freshwater, brackish
water and marine water. In addition, the suite is
tested and IMO type approved to the lowest UV
transmittance value in the industry
(corresponding to poor water quality) under full
flow conditions.
Testing was conducted under the supervision
of DNV.
TO
Air Products nitrogen generators
When reliability matters
Air Products has been Pioneers in the Nitrogen

market since 1982 and more than 1.000 marine N2
generators have been installed onboard ships.
If you wish to learn from our 30 years experience,
contact us and we will share with you.
www.airproducts.no
October 2014
TANKEROperator
15
INDUSTRY - SATELLITE COMMUNICATIONS
Airbus expands
offering to ease IT
access
Airbus Defence and Space has added new features to its XChange communications
management platform and as a result, released version 3.1 at SMM 2014.
eadlining the new version is a
unique system that provides
universal remote access to any
device connected to on board
networks, or the IT network itself and new
functionality that builds on the recently
released BYOD (bring your own device)
solution for XChange.
Universal remote access is a new option for
XChange and provides secure remote access to
computers on board a vessel from anywhere. It
meets the growing need from shipowners,
communications equipment manufacturers,
satcom service providers and maritime service
companies to easily access IT networks on
board from shore for maintenance and
troubleshooting, Airbus explained.
Though its already possible to access
computers and networked equipment on a ship
remotely, our system is the first to provide
universal remote access, meaning equipment
vendors can provide support for their systems
through XChange rather than implementing
proprietary systems. This reduces the number
of access points on board, which in turn
improves security and bandwidth usage for
remote access applications, said Tore Morten
Olsen, head of maritime satcoms, Airbus
Defence and Space at the time of its launch.
XChanges remote access facility differs
from standard remote access solutions, as they
are designed for specific terminals, or protocols
and require their own IP address. The new
system is a universal, single tool to control any
device on board. It supports all protocol
formats and is completely carrier independent,
working on all connectivity types from VSAT
to Inmarsat FleetBroadband and Iridium
OpenPort, or non-satcom connectivity.
In addition XChange version 3.1 includes a
new functionality that automates and hence
reduces action required for managing and
allocating crew credit. XChanges new user
admin and credit management service frees the
Master on board from time consuming admin
16
tasks: They just need to configure the monthly

amount of data allowance per crew member,
which is then renewed automatically month
after month, as long as they are on board.
When a new crew member joins a vessel for
the first time, he, or she can self-register with
one click via the XChange interface. After
registering, the crew member can purchase a
PIN voucher at the crew kiosk and go online,
either using a Crew PC in the mess, or by using
his, or her own device in a cabin.
Airbus Defence and Space has thus far
delivered 1,200 XChange systems, with more
than 80 shipping companies currently using it.
Over 70% of vessels with XChange installed
use it for switching between satellite terminals
on board with a 50:50 split between VSAT and
FleetBroadband services. Over 60% of these
vessels use XChange as their main router.
XChange is a key component of Airbus
Defence and Spaces AuroraGlobal portfolio,
launched in March 2014. This function offers
the full capabilities of Airbus satellite services
and infrastructure, offering flexible solutions
based on X-, Ka-, Ku-, C and L-bands.
WaveCall success
Another Airbus company, Marlink is to supply
WaveCall VSAT services to Scorpio Ship
Managements (SSM) 75 newbuild tankers and
bulkers to be delivered throughout 2015 and
2016.
Following an earlier contract in 2013 to
provide VSAT services for 46 newbuildings and

upgrading of the existing 27 vessels, this new
brings the total of SSM managed vessels to be
fitted to 148.
Marlink was selected for the original 46
newbuildings and existing fleet upgrade in a
competitive bidding process, with WaveCall
winning due to its exceptional quality of service
during testing, the company said.
Happy with the performance offered by
WaveCall, based on 512 kbps uplink and 256
kbps downlink, SSM selected the same service
parameters for its 75 new vessels.
Each vessel is being fitted with a 1 m Ku/Kaband convertible antenna, L-band back-up, and
Iridium handheld with external antenna for
security and anti-piracy applications. It will also
offer HTS satellites when available.
WaveCall is the first maritime innovation
from the AuroraGlobal multi-band portfolio and
will also offering HTS satellites when available.
Marlinks service and support function is
matched by SSMs IT organisation. The
companys service provides the bandwidth that
SSM IT staff need to remotely manage SSM
vessels from ashore. In addition, WaveCall Plus
will enhance the free internet services provided
to the crew on SSM-managed vessels by adding
more bandwidth for crew to use.
Delivery of WaveCall VSAT for the first 46
SSM newbuildings is proceeding as planned,
with 30 installations already completed and
ready for service as of the end of August.
TO
Airbus to sell maritime subsidiaries

After a detailed and
comprehensive portfolio
assessment, Airbus Defence and
Space could be about to sell off
its maritime interests in the near
future.
The group has defined space (launchers &
satellites), military aircraft, missiles and related
systems and services as its future core
businesses.
Some business areas have been identified as
divestment candidates, including the
commercial and para-public communication
business (professional mobile radio and
commercial satellite communications services
activities), which will have better chances for
growth and market success in different
ownership structures, Airbus said.
Dual-band
compatible antenna
introduced
Intellian has developed a dual-band compatible antenna line in readiness for the
introduction of Inmarsats Ka-band Global Xpress (GX) service.
esigned to deliver efficient highspeed global broadband operation
on Ku- and Ka- band services, the
1 m Intellian v100GX VSAT
communications antenna compliments the
recently unveiled 65 cm GX60 VSAT
terminal.
The new dual-band antennas support
automatic satellite and beam switching for GX
coverage when crossing from one satellite
coverage region to another, which can be
achieved in under 10 secs.
In addition, Intellians Gyro-free satellite
search function enables the antennas to acquire
and lock onto the satellite without requiring
separate input from the ships gyrocompass,
thus further simplifying the installation
process. The antennas also support a low
elevation angle (-20 deg) capability to ensure
reliable connectivity even at high latitudes.
The dedicated patented Intellian Aptus
software is used for system control and
monitoring of the v100GX and GX60
antennas. Aptus automatically configures the
antenna to provide true one-touch
commissioning. Available also as a mobile
app, the software allows for even greater
accessibility to the terminal wherever the
operator is located, Intellian claimed.
When space is limited on board a vessel, the
compact GX60 is an ideal option and
comprises an all-new GX below deck unit
(BDU) with a GX modem fully integrated
within the system, saving significant time
during installation. Users also benefit from the
eight network ports on the BDU, providing a
complete communication solution in one
compact unit, the company said.
The v100GX antenna is already in use on
board hundreds of vessels and service
providers and can be upgraded to the
upcoming GX service with minimal
intervention to meet future needs. It takes just
minutes to complete the conversion, which is
October 2014
TANKEROperator
made possible with a quick and easy to use

plug-and-play kit. When converting the
v100GX from Ku-band, the carbon fibre
antenna reflector does not need to be changed
as the RF section is mounted on a single
modular chassis, enabling quick conversion to
Ka-band operation without any system rebalancing.
All Intellian antenna systems are designed,
manufactured and tested to withstand the
companys standards for vibration and extreme
shock in all sea states and weather conditions.
Warranties for all Intellian VSAT antennas last
for three years for parts and one year for
labour.
Inmarsat approved
At SMM, Intellian also showed its latest
Fleetbroadband systems, which have been
approved by Inmarsat for use as part of the
upcoming GX package.
The three products in the Intellian
Fleetbroadband range include - FB150, FB250
and FB500. The FB150 is a high performance
satellite communication solution designed to
provide global, high quality data and voice for
business, operational, or recreational
applications in a compact size and light weight
ADU (above deck unit) with the optional
matching dome solution and simple user
installation.
FB250 enables commercial vessels to enter
the broadband arena providing all the required
functions. A low initial investment and the
Inmarsat FleetBroadband service per MB
pricing reduces the communication cost,
despite the increase in functionality and
frequency of use.
FB500 is the largest of Intellian's
FleetBroadband product range and provides
Inmarsat approved Fleetbroadband system for use with GX.
17
Intellians FB250 allows vessels to enter the broadband communications network.
18
the fastest and most cost-effective

FleetBroadband service available, the
company claimed. It is designed specifically
for intensive use on board vessels using
Inmarsats I4 satellite, global broadband
coverage. It will keep the ships in touch with
their control centre in addition to keeping the
crew connected with home wherever the ships
are operating around the world.
Jon Harrison, vice president communication
systems told Tanker Operator that with the
advent of GX, now was the right time to
deliver more reliability with different modems
having higher throughputs.
Intellian sells its hardware to the satcoms
service providers as a managed service. Some
of the first vessels to take VSAT on board
were the North Sea shuttle tankers and
chemical carriers, the company explained as
the tanker sector greatly benefits from having
this type of communications on board.
The 1 m antenna is proving the most
popular, accounting for 30-40% of the sales.
An average fitting of a three-piece model takes
only around six hours using a crane, Carl
Novello, vice president strategy and US
general manager said.
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Inmarsat goes to the

movies
Inmarsat has secured an exclusive five-year, worldwide movie distribution agreement
for commercial shipping.
he private global mobile satellite
communications service provider
and NT Digital Partners launched
Fleet Media this Summer.
The five-year agreement covers the digital
distribution of the latest Hollywood releases,
as well as television programming and sports
and news content. It is available to vessels, via
any Inmarsat broadband package.
Fleet Media offers a selection of movie and
television programming packages every
month. The packages are sent directly to
participating vessels over the Inmarsat
network for off-line viewing on PCs, laptops
and tablets.
The service is available to Inmarsat
broadband service subscribers with the content
securely downloaded and stored on the
vessels Inmarsat iFUSION* box. Any
shipowner subscribing to the new digital
packages is able to take their service with
them when they upgrade from one Inmarsat
service to another (eg, FleetBroadband to
XpressLink, or XpressLink to Global Xpress).
The content packages are created by NT
Digital Partners and its co-owner Spafax, a
WPP company. Spafax is a leader in inflight

entertainment with customers including British
Airways and Air Canada.
Inmarsat is extremely excited by this
agreement and the opportunities to bring more
benefits to seafarers, said Frank Coles,
president, Inmarsat Maritime. This service
continues our commitment to welfare at sea.
We will be offering this service through our
global distribution channel.
Tim Swank, Chairman of NT Digital
Partners, said, Our unique and exclusive
partnership with Inmarsat brings together the
best of both worlds. Inmarsat and NT Digital
Partners are able to leverage Inmarsat's stateof-the-art satellite distribution network with
NT Digital Partners streaming technology and
our exclusive relationships with the
Hollywood studios for a product that will
forever change the crew member experience."
Fleet Media offers an on-demand video
experience with hundreds of hours of
programming. The new service, which is
available to shipowners via their Inmarsat
distribution partner (DP), is claimed to be an
improvement over traditional DVD
Inmarsats Frank Coles.
distribution methods with the streamed content

specifically licensed and selected for
commercial ships.
To meet their specific needs, vessel owners
can select from multiple tiered offerings.
*Inmarsats iFUSION box can incorporate
an Inmarsat FleetBroadband terminal, a
localised GSM network, an IP network router,
firewall, proxy and email system into an
integrated rack-mountable solution.
TO
Iridium gears up for GMDSS

In July of this year, Iridium
Communications application to
the IMO to provide mobile
satellite communications in the
Global Maritime Distress and
Safety System (GMDSS) was
reviewed by the IMO subcommittee on Navigation,
Communications and Search and
Rescue (NCSR).
As a result, the application will be presented
to the November Maritime Safety Committee
(MSC) meeting, before advancing to a group
of experts for comprehensive technical and
operational evaluation.
Final approval will be down to the MSC,
following review of the experts' report by
20
NCSR, which is expected by mid-2016.

This is particularly important for coverage
of Polar regions, where the current GMDSS
provider (Inmarsat) is not able to provide a
service, Iridium claimed.
Iridium's constellation of 66 low-Earth orbit,
inter-connected satellites operates as a fullymeshed network and provides coverage
worldwide - including Polar regions - where
demand for reliable voice and data
communications is on the rise, as shipping and
trade routes continue to expand into the area.
The company will begin deploying its
second generation constellation -Iridium
NEXT - in 2015, offering greater capacity,
bandwidth and data speeds, as well as
backwards compatibility for existing products
Iridiums Dan Mercer.
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and services in the market.
Dan Mercer, Iridiums vice president and
general manager for Europe, Middle East,
Africa and Russia told Tanker Operator; We
see a desire for increased bandwidth in the
future as a result of new real-time applications
that enable operational efficiencies and safety
benefits. We are actively working to support
these market requirements through the
development of our second-generation
broadband products and services that will
deliver data speeds up to 1.5 Mbps. We are
developing this technology in conjunction with
soon-to-be-announced equipment
manufacturers and expect them to be
commercially available in the second half of
2016.
As vessels operate in more remote and
treacherous waters, the coverage of a satellite
network is increasingly critical for ship
operators. Not all satellite networks and service
providers offer the same coverage, so it is
essential that buyers do their homework as to
what the actual service offering entails.
Satellite access remains a key selling point
as users become aware of vulnerabilities that
exist with other technologies. Many terrestrialbased solutions advertise coverage, which may
be inconsistent, and higher throughput satellite
solutions such as Ku and Ka-band have
demonstrated susceptibility to inclement
weather, which is not the case for Iridium
devices.
Reliable satellite connectivity remains a key
selling point because users are coming to
understand that not all networks have the same
level of reliability and as users adopt more
real-time shipboard monitoring, it is imperative
that they have a reliable source of connectivity
to support their business operations.
We believe that our second-generation
broadband products and services will provide
the opportunity to further reduce the cost of
connectivity for vessel operators. The primary
cost reduction is likely to be achieved through
lower-priced equipment that can still deliver
VSAT-like functionality.
At present, most VSAT equipment is twice
as expensive as L-band terminals, so an
Iridium terminal that can provide VSAT
functionality at half the size and half the cost
would be very attractive to the market, he
said.
Addressing the specific needs of the Arctic
region, Mercer said; We have seen increasing
utilisation of our products and services in the
Arctic regions. While it is still early for the
maritime market, the forecast for growth in the
Northern Arctic is expected to further increase
in use over the coming years.
22
The rescue co-ordination centre responsible

for Arctic waters have been very supportive of
our GMDSS efforts and we expect them to be
some of the early adopters of our service, as
Iridium is the only reliable means of
communications in this region, he stressed.
In anticipation of IMO recognition, Iridium
said that it was working with established
maritime communications equipment
manufacturers for the production and
certification of GMDSS terminals that use the
Iridium network, along with Maritime Rescue
Co-ordination Centres and service providers
for the provision of maritime safety
communications.
Mercer confirmed that the company is
engaged in active discussions with multiple
equipment manufacturers who are looking to
build a GMDSS terminal that uses the Iridium
network. However, we do not expect to

formally sign any manufacturing partners until
an approved equipment specification has been
adopted by the IMO. We would expect this to
take place in 2016, he explained.
Once approved, the shipboard terminals will
meet both the GMDSS and operational
communications needs of a vessel, giving the
industry the option of a single, affordable
communications terminal to satisfy both safety
and business communications wherever they
operate.
Expected to be available before the end of
2015, GMDSS terminals using the Iridium
network are designed to have an operational
longevity of nearly 20 years, eliminating the
need for vessel owners and operators to
purchase new equipment every few years, the
company claimed.
TO
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TECHNOLOGY - SHIP DESCRIPTION - ETHANE CARRIERS
Interest in ethane
carriers hots up
Earlier this year Norwegian shipping investment firm Ocean Yield ordered three
Liquefied Ethylene Gas (LEG) carriers of 36,000 cu m capacity each from Sinopacific.
he three vessels are claimed to be
the worlds first ethane fuelled
LEG carriers ordered.
Upon their delivery from the second half of

2016 onwards, they will be bareboat chartered
to the Leer-based Hartmann Group for 15
years. For the first 10 years, the charter will be
at a fixed daily rate, while the last five years
will be concluded at a floating daily charter
rate.
In turn, Hartmann has agreed to sub-charter
the vessels to SABIC Petrochemicals, a
subsidiary of Saudi Arabian petrochemical
company SABIC. This charter was concluded
through Hartmanns commercial management
subsidiary- GasChem Services.
SABIC has also recently announced that it
will upgrade its cracker on Teesside, UK, to
use imported ethane from the US as feedstock.
The cracker upgrade is scheduled to be
completed during 2016. The three gas carriers
will be used to ship ethane from the US to the
UK following the crackers conversion.
Hartmann will be responsible for the full
vessel operations.
The eco-friendly LEG carriers are of a new
design - ECO STAR 36K - developed by
Hartmann Reederei in co-operation with
engineering consultants HB Hunte
Engineering, The new design was developed
with a Svelte type bow.
This new vessel type differs fundamentally
from conventional gas carriers in that its
superstructure will be located at the bowanother first claimed for a gas tanker. This
results in optimised distribution of weight and,
therefore, a reduced demand for ballast water
which again leads to reduced fuel
consumption and emissions, Hartmann
claimed. The new Svelte bow design also
enables the vessel to improve seakeeping at
higher sailing speeds and improved fuel
efficiency.
Each vessel will each be fitted with the
latest generation MAN B&W ME-GI 2-stroke
dual-fuel engine and will be able to operate on
HFO, MDO and gas oil, as well as LNG and
October 2014
TANKEROperator
Schematic of the new 36,000 cu m LEG-carrier under construction at Sinopacific.

photo credit: Hartmann Reederei/HB Hunte Engineering.
Principal Particulars - ECO

STAR 36K
Length, oa......................................................................................abt 188 m
Length, bp......................................................................................abt 179 m
Breadth, moulded..................................................................................29 m
Depth to main deck, moulded.........................................................17.50 m
Depth to trunk deck...................................................................abt 23.50 m
Design draught (ethane)....................................................................9.50 m
Carrying capacity......................................................................36,000 cu m
Principal Particulars - ECO

STAR 85K
Length, oa...........................................................................................231.6 m
Length, bp...........................................................................................225.5 m
Breadth, maximum...............................................................................36.6 m
Deadweight, maximum...............................................................abt 50,000 t
Scantling draught................................................................................12.3 m
Carrying capacity........................................................................85,000 cu m
Classification: Germanischer Lloyd: GL 100A5 Liquefied Gas Carrier, 104 C; 0,602 t/m, 4,1 bar g; type 2-G; NAV, IW; BWM (D2); INERT; NLS;
ERS GL MC AUT GF; RI; CM-PS; EP-D.
23

engines will be set
up to be easily
converted to run on
methane.
Propulsion
efficiency will be
further improved by
adopting a MAN
Kappel propeller
with rudder bulb
system and a twistflow rudder
developed by HB
Hunte Engineering.
Ship model tests
conducted at
Schematic of the new Star Trilobe tanks.
Hamburgische
photo credit: Hartmann Reederei/HB Hunte Engineering.
SchiffbauVersuchsanstalt (HSVA) resulted in reduced
ethane. Furthermore, it can utilise the boil-off
energy loss and improved propulsion
gas from its cargo. The engines low emissions
will also meet the requirements of IMO Tier II. efficiency with this system fitted.
The vessels separate gas fuel tanks will be
MAN Diesel & Turbo said that ethane was
built to contain ethane and LNG and will
chosen as a fuel, in preference to HFO, due to
its more competitive pricing and, as well as the enable the vessels to operate to a range of
about 10,000 nautical miles. In addition, the
significantly shorter bunkering time needed.
design encompasses heavy fuel oil tanks for
The engine manufacturer also said that the
the vessels to operate
to the same distance.
If necessary, it will be
possible to switch
over from gas to
diesel operation and
vice versa
immediately.
The gas plant,
which was jointly
developed by
Hartmann Reederei
and HB Hunte
Engineering, will be
located in a sheltered
space behind the
superstructure. Its
components will be
provided by ACINOX.
Compared to
conventional gas
carriers with
cylindrical, or bilobe
tanks, ECO STAR
36K adopts a new
w Shipbroking and Chartering - Dry & Wet
tank design developed
Cargo
Heating
Management
Service
Crude,
Fuel,
Veg.
Oils
and
w
by Hartmann
Petrochemicals
Reederei: the Starw Marine IT - Oil Record Book Intelligent Tool (ORB-IT), Cargo Heating
Inerting & Purging (CHIP), E-NoA/D Filling and Tracking System
Trilobe-tank. This
design consists of
w Vessel & Voyage Performance Monitoring and Optimization
three cylinders
w Maritime Arbitration/ADR
combined into one.
w Virtual Arrival Services
Due to better space
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Marine
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Re-invented
24
utilisation of the cargo areas, this results in

higher efficiency and allows an increase in
cargo capacity by nearly 30%, compared to
another gas ship of the same dimensions
leading to reduced shipping costs through
higher economies of scale, Hartmann claimed.
The new vessels offer a cargo capacity of
36,000 cu m each for liquefied gas cargoes up
to -104 deg C. As well as being the first ethane
powered vessels, they will be the largest LEGcarriers worldwide when delivered.
Ocean Yield CEO Lars Solbakken said in a
comment: "We are pleased to announce the
sub-charter for the gas carriers to SABIC, one
of the world's largest petrochemicals
manufacturers. The design of the gas carriers is
very innovative and together with the
Hartmann Group we are able to offer SABIC a
very cost efficient shipping service."
Hartmann Reederei has been specialising in
the development and management of gas
carriers for 30 years and today has a fleet of 36
gas carriers and 74 vessels overall.
Since the launch of its first gas carrier in
1984, the company said that it had constantly
developed and improved gas carrier design.
HB Hunte Engineering was founded in the
1990s by the Brand family. It offers services
for the shipbuilding and offshore industries
and specialises in the design and construction
of gas carriers and gas plants. Due to the
companys background in the shipbuilding
industry, the managements experience in gas
carriers and gas plants dates back to 1959.
Co-operation between Hartmann Reederei
and HB Hunte Engineering started 15 years
ago. Since then, they have jointly develop new
ship designs. Among others, this resulted in
concepts for 8,400 cu m LPG/LEP, 8,600 cu m
LPG/LEP, 6,500 cu m LPG/LEP gas carriers
and the design for a 5,000 cu m LPG fullypressurised gas carrier. Thus far, 16
newbuildings have been designed by the joint
venture.
GasChem Services is a Hamburg based
shipping company, which provides shipping
services and commercial management to a
fleet of fully refrigerated, semi-refrigerated
and pressurised gas tankers for the major oil
and chemical industry worldwide. The
company was established in 1990 and is a
member of the Hartmann Group.
Large VLECs series
Since then, interest as accelerated in the
development of ethane carriers of over 80,000
cu m (VLECs).
At least two tranches of VLECs have thus
far been ordered. For example, ABS has
confirmed that it will class a series of six

Gas Solutions, Patrick
Janssens. "As a result of
the shale gas boom in the
US, ethane is developing
as an exciting new
market with great
potential, requiring the
development of new ship
types. This award is an
industry testament to the
diversity of ABS'
technical knowledge and
our commitment to
remain at the forefront of
classification for gas
carriers."
ABS classed the
world's first LNG carrier
MAN workshop assembly and testing of a 4.5 m four-bladed
and currently claims to
MAN Kappel CP propeller with fairing cone. This example is
have the largest number
similar to the one chosen for the ECO STAR 36Ks.
photo credit: MAN Diesel & Turbo.
of classed LNGCs on its
books.
This VLEC award marks one year since
87,000 cu m VLECs and available options.
ABS unveiled its Global Gas Solutions team, a
The ships will be built at Samsung Heavy
multi-disciplinary group of gas specialists
Industriesshipyard in Geoje, South Korea for
formed to respond to the rapidly escalating
unnamed Asian interests.
number of gas-related projects, including LNG
"We are delighted to have received the class
and LPG transportation, plus the growing use
contract for the world's first large ethane
of LNG and LPG as fuel for the commercial
carriers," said ABS vice president of Global
Hartmann said that it could not name the builder of the five ECO STAR 85K United Ethane
Carriers VLECs just yet, but the charterer is Oriental Energy.
fleet.
The second tranche comes in the form of a
letter of intent, which was recently signed by
Hartmann Schiffahrts, Jaccar Holdings, HB
Hunte Engineering and DNV GL, for the
classification of five ECO STAR 85k VLECs.
The five ECO STAR 85K ethane-fuelled
VLECs will have a capacity of 85,000 cu m
each. The cargo tanks will be of the StarTriLobe type.
To operate the vessels, Luxembourg-based
Jaccar Holdings and the Hartmann Group have
formed a joint venture for the commercial
management of ethane carriers.
The new company, - United Ethane Carriers
(UEC) - will be based in Singapore. Its
purpose is to develop the ethane business,
focusing on marketing, branding and
commercial management of ethane carriers
internationally.
Weve known each other for a long time
now, meaning that we also know and
appreciate the other ones strengths, said
Jacques de Chateauvieux, Jaccar Holdings
CEO. We found that our strengths
complement each other very well, particularly
in this highly specialised market.
The ethane-fuelled VLECs will be
employed on a long term timecharter to
Oriental Energy.
Evergas (a Jaccar Holdings company) and
GasChem Services (a Hartmann Group
company) will continue to serve their client
relationships independently of the new UEC
joint venture.
Jaccar Holdings is a privately owned
investment company with its main focus
within the maritime sector. It has
shareholdings in offshore, fishing and drybulk
concerns, plus Greenship Gas and EVERGAS
(Ethylene, Ethane and LPG). The company
has also invested in Sinopacific Shipbuilding,
a private shipyard in China.
TO
S E E YO U AT
T
U T S TM
a s oni c
Ta n k
Sw
w itc h
7-10 Oct. 2014, Copenhagen

Stand No.B0-0 01
Fu l l r a n g e o f u n i q u e s e n s o r s
B all a s t m ea s u rem ent s y s tems
I n d e p e n d e nt hi g h le ve l al a r m s y s t e m s
Co m p lete inte gr ate d auto matio n s o lutio n s
Cargo control systems for tankers and gas carriers
k
l
G D TM
Ta n k
u g in
i g
e v i ce
API M ar ine A pS Troensevej 12 DK-9220 Aalborg Oest Denmark Tel.: +45 9634 5070 w w w.api-mar ine.com info@api-mar ine.com
October 2014
TANKEROperator
25
TECHNOLOGY - PROPULSION
EU research project
into lowering
emissions continues
The two leading OEMs, Wrtsil and MAN Diesel & Turbo (MDT), have initiated the
Hercules-2 research project aimed at minimising vessel emissions
he Hercules R&D programme
originally started in 2004 to
develop large engine technologies
is to continue, pending approval
under the Horizon 2020 EU Framework
Programme for Research and Innovation.
Hercules-2 is aimed at developing a fuelflexible marine engine that is optimally
adaptive to its operating environment. The
work will focus on four areas of integrated
R&D:
WPG 1 - a fuel flexible engine;
WPG II - new materials (for engine
applications);
WPG III - an adaptive power plant for
lifetime performance;
WPG IV - a near zero emissions engine.
The latest initiative will build upon and
improve on the targets of the previous
Hercules projects by going beyond the limits
set by the regulatory authorities, the OEMs
explained. By combining the latest
technologies and through the use of integrated
solutions, Hercules-2 aims to achieve
significant reductions in fuel consumption and
exhaust emissions. The research will include
several full-scale prototypes and shipboard
demonstrators that will speed the development
of commercially available products.
Other European companies, as well as
Wrtsil and MDT, plus universities and
research institutions, will be involved. The
project will further accelerate the shipping
industry's transition to better fuel efficiency
and a significantly reduced environmental
footprint, while strengthening the position of
the participating partners in the market place,
the OEMs said.
The consortium is made up of 32 partners,
of which 30% are industrial and 70% are
universities and research institutes. The budget
is divided between industry and the
universities on a 63% - 37% basis,
26
respectively.
The original HERCULES programme was
conceived in 2002 to develop new
technologies to increase marine engine
efficiency. The three previous projects within
this programme ran from 2004 to 2014.
Several presentations at SMM last month
concerned vessel propulsion in the light of
impending emissions controls.
There is no revolutionary propulsion system
on the horizon for standard vessels, such as
tankers. The choices are and will be made by
the owners/operators as to how they reduce
emissions and fuel costs, while not loosing
efficiency.
All of the main engine manufacturers have
unveiled engines to burn gas, to operate as
dual fuel engines and/or to burn other fuels,
such as ethane and methane.
2-stroke here to stay
At SMM, ABBs Eero Lehtovaara stressed that
the 2-stroke engine was still by far the best
way to propel vessels, while MDTs Dr
Stephen Timmermann claimed that big steps in
propulsion efficiency were still possible.
Timmermann thought that NOx/SOx
technologies would be strongly influenced by
ECA/SECA areas, the development of the
MDO and gas prices, gas logistics and
legislation, wet scrubber legislation and
logistics additives, such as urea, etc.
The ultra long stroke slow speed engine
with an adapted propeller is the way forward,
according to the OEMs with an extra 10%
stroke. Timmermann said that the longer
stroke with a lower rev/min and larger
propeller fitted would equate to higher
propulsion efficiency, which would add up to
fuel and thus CO2 emissions savings. A saving
of around 5% could be made on the specific
fuel oil consumption, he claimed.
Some criticisms were aired, such as the lack
of studies into black carbon and methane slip.

An EU spokesman said that the question of
port reception facilities to house scrubber
waste water was being addressed. By 2025,
some ports will also have to provide LNG
infrastructure, he said. A study will be released
in about two years.
At SMM, MDT signed a new license
agreement with Qingdao Haixi Marine Diesel
(QMD), a member of the CSIC Group,
together with Dalian Marine Diesel and
Yichang Marine Diesel Engine.
Thus, QMD became MDTs 12th Chinese
licensee. QMD boasts a modern facility
dedicated to the production of large, 2-stroke
engines in NE China.
New turbocharger
In addition, MDT has developed a new
turbocharger series, TCT, which are
specifically matched to the requirements of 2stroke engines.
For the first time, MDT will develop a
turbocharger series exclusively for 2-stroke
engines that is especially designed and
optimised to fulfill Tier III requirements, the
company said.
Compared to the TCA turbocharger range,
introduced by the company during the last
decade, TCT efficiency shows an increase of
5% through using newly-developed
compressor and turbine-wheel geometry,
consequently increasing waste-heat-recovery
potential by 30%.
The TCT range will also deliver a 10%
greater air flow at a turbocharging pressure
25% higher, while being 30% smaller and
40% lighter than the existing TCA range.
MDT said that the first TCT turbocharger is
expected to be ready in 2016 after an
extensive validation and field-testing
programme.
TO
Lubrication selection
of prime importance
Most of the main lubricant manufacturers have introduced new products this year in
order to combat engine problems caused by slow steaming and the use
of low sulphur fuel oil (LSFO).
anker Operator has taken a look
at the latest initiatives taken in
strict alphabetical order of
companies.
Castrol has rather bucked the trend in
developing low base number (BN) lubricants
by sticking with its BN 40 product.
Marketing director Jonathan Hutchinson
explained that the longevity of trials and the
fact that it has been around for five years and
has been used with low sulphur fuel oil
(LSFO) very successfully, the company saw
no reason to change to a lower BN.
Some of the challenges are thrown up by
Brazilian and Russian supplied LSFO and
marine gas oil, Hutchinson explained. Cold
corrosion will not go away. Sales of BN 100
have increased, while sales of BN 80 have
nearly doubled, he said. Those using higher
BN lubes will have to take two products on
board, he warned..
Introducing a new lubricant takes some
time, while additives can be made in only
one, or two months, he said.
There is a certain amount of uncertainty
today and both the OEMs and luboil suppliers
will have to work together. Customers need
help now, he stressed.
For the tanker sector, Castrol is attempting
to optimise luboil purchasing, as supplies can
be unreliable. When berthed on a finger jetty,
barging becomes more important, he
explained, as products could be required at
short notice.
Castrol has the use of three barges in
Singapore, which can carry more than one BN
product in bulk, while Salalah has become a
busier supply point for lubes, he said.
Lower BN
Those opting for a lower BN include
Chevron Marine Products, which has
launched two new products - one for 2-stroke
engines and the other for 4-stroke engines both for continuous operation with LSFOs.
For 2-stroke engines, Chevron unveiled
Taro Special HT LF, which is claimed to be
October 2014
TANKEROperator
one of the first products to be fully approved

for continuous operation using low sulphur
distillate fuel oil.
This lubricant is a 25 BN SAE 50 cylinder
oil. Prior to its launch, the product has been
thoroughly tested, including several sea trials
over a three-year period, running continuously
on distillate fuel. The tests were carried out
on board a crude oil tanker operating in the
CARB area off California.
Key customer benefits were claimed as Reduced liner and piston ring wear and
improved corrosion protection.
Detergent/dispersant properties help to
prevent ring sticking and minimise deposit
formation throughout the combustion
chamber exhaust areas.
Excellent lubrication properties help
maintain an oil film under different load
conditions, thereby reducing frictional
wear
and preventing scuffing of liners,
pistons
and rings.
Powered by both Wrtsil and MAN Diesel &
Turbo (MDT) engines, back to back testing
was carried out using the new lubricant and a
40 BN oil. While cylinder to cylinder
variation would be expected to be significant
in an engine of this nature, averaged wear
rates, as measured by iron entrainment within
the lubricant, were at least equivalent using
Taro Special HT LF.
At the same time, it was found that the
avoidance of ring and top land deposits was at
least as good using the new lubricant as the
reference base lubricant. The new lubricant is
now being used on board vessels fitted with
MAN G-type engines and Chevron has no
objection letters from both OEMs.
Meanwhile, Delo SHP has been developed
for use on 4-stroke direct drive medium and
high speed engines and generator sets.
This lubricant has also been thoroughly
tested and has been approved by MDT, Rolls
Royce, Wrtsil- Deutz SBVM628 and MaK
(Caterpillar).
Chevron said that when switching to
continuous low sulphur fuel, owners and
operators should recognise that their existing

lubricant is unlikely to be optimised for their
new, less acid forming fuel.
Both lubricants will be available as of 1st
December this year at key Chevron ports in
ECAs, as well as in Singapore and South
Korea, where the company has distribution
facilities.
As for ExxonMobil, this lubricant supplier
has launched the patented Mobilgard 525, a
high performance cylinder oil designed to
support marine operators using 0.1% sulphur
fuels in slow- speed engines when entering
ECAs after 1st January, 2015.
New challenges
The company said that the switch to low
sulphur fuels, such as marine gas oil (MGO),
presents new lubrication challenges when
compared to the use of heavy fuel oil (HFO).
Mobilgard 525 has been engineered to address
issues, such as deposit formation and scuffing
related engine wear that can occur when
operating on low sulphur fuel.
Among the benefits claimed are BN 25 cylinder oil for use with fuel
containing 0.1% sulphur.
Approved by MAN and Wrtsil for use in
Above and overleaf - Condition of piston

rings using Mobilgard 525.
27
engine is the challenge today.
See page 27.
2-stroke engines.
Joins Mobilgard cylinder oil range that
helps optimise the performance and extend
the life of slow-speed marine engines.
The 25 BN formulation has been engineered
using high quality base oils and an advanced
balanced formulation approach. In field
trials, Mobilgard 525 has delivered superior
piston ring deposit control, engine cleanliness
and high temperature protection when
compared to a 40 BN marine cylinder oil. It
was developed in close collaboration with
leading marine OEMs and meets both MDTs
and Wrtsil requirements for use in engines
operating on low sulphur fuels.
Mobilgard 525 joins Mobilgard 5100 and
Mobilgard 570 in ExxonMobils cylinder oil
range, which helps optimise the performance
of current and next generation marine diesel
engines. The unique slow-speed solution of
high performance cylinder oils and the
MobilGard Cylinder Condition Monitoring
(CCM) programme helps vessel operators
increase reliability and reduce operating costs,
the company claimed.
Iain White, field marketing manager,
ExxonMobil Marine Fuels & Lubricants, said
that Wrtsil had dropped the lubricant level
needed to 15-25 BN, as 40 BN was too high.
Higher BN oils, such as BN 70, have many
additives, which can cause deposits to stick to
the high temperature areas at the top of the
pistons.
Separate tanks would be needed for
different BN oils carried on board ship, he
warned.
He also said that ExxonMobil was talking
with the OEMs about the problem of 2-stroke
modern engines in an effort to formulate a
best practice approach The company has had
experience with corrosive 4-stroke engines on
land-based applications, but the 2-stroke
28
BN tester launched
Geserco has launched a digital rapid oil tester
aimed at quickly determining the total base
number (TBN) value of lubricating oils up to
100 BN.
This system is a documenting tester that
provides fast, simple and accurate results for
water in oil and BN, but also makes it easier
to monitor the condition of used oil over time,
the company claimed.
The tester features different functions to
ensure it is an easy and user-friendly tool for
monitoring oil condition, including: accurate
measurement within three minutes; extra-large
and easy-to-read digital display providing
instructions and results; test result pass/fail
evaluation; built-in memory for recording up
to 99 test results; USB communication port for
downloading test results to a computer; and an
interchangeable battery.
It is well suited to monitoring the BN
depletion of latest generation marine cylinder
oils, which are formulated with a very high
BN in order to prevent the corrosion of
cylinders.
The new version features:
Accurate measurement within three
minutes.
Extra large and easy to read digital display
providing instructions and results.
Test result pass/fail evaluation.
Built in memory for recording up to 90 test
results.
USB communication port for downloading
test results to a computer.
Interchangeable battery
Geserco has been supplying a comprehensive
range of on board mini laboratories and
instruments for the condition monitoring of
lubricating oils since 1973.
The test kits are claimed to be easy-to-use
and designed to give rapid feedback on
lubricants condition, allowing immediate
corrective action to be taken to safeguard
correct machinery operation.
They are designed to be robust in marine
applications and to give reliable and repeatable
results, the company said.
During SMM, Shell Marine Products
(SMP) introduced Shell Alexia S3, a solution
for large vessels with 2-stroke engines
entering into ECAs. The new product - a BN
25 SA 15 lubricant for LSFOs of 0.1% sulphur
content -will be available from December
2014 in 22 countries across SMPs network of
over 500 ports in over 40 countries.
SMP said that it can now offer a complete
suite of lubricants for all types of engines.

Shell Alexia S3 is the latest in SMP's line of
2-stroke engine oil and is formulated for use
with LSFO and distillate fuels of up to 0.5%
sulphur content. SMP also offers Shell Gadinia
for medium-speed 4-stroke engines and Shell
Mysella, used in vessels with gas powered
engines such as Shells chartered barge
Greenstream, the worlds first 100% LNGpowered barge which operates on the River
Rhine.
"We are dedicated to providing our
customers with the right solution, at the right
place, at the right time," said Surinderdeep
Singh, SMP general manager in Hamburg.
The introduction of Shell Alexia S3
completes our portfolio, ensuring all our
customers will have the right lubricant suitable
for their shipping needs.
Test centre
SMP is also celebrating the 10th anniversary
of its Marine & Power Innovation Centre
(MPIC) located in Hamburg.
Established in 2004 within Shell
Technology Centre Hamburg, MPIC has been
pivotal in SMPs ability to meet the fastchanging demands placed on cylinder oil
performance in todays maritime landscape. Its
team of scientists and engineers working
together are constantly using insights from
Shells legacy of almost six decades of marine
lubricant development, from the first
successful alkaline cylinder oil Shell Alexia
Gesercos BN tester.
A in 1955 to Shell Alexia S5 and S6,
introduced in late 2013, the company claimed.
It is fitting that our 10th anniversary
coincides with the SMM maritime fair here in
Hamburg, said Jerry Hammett, General
Manager for Marine & Power Engine Oil
Technology. Here in the Centre we can put
promising formulations through their paces
before field trials and OEM validation tests.
Our testing takes into account extreme
conditions and involves rigorous attention to
the control of our test engines, to ensure that
the only test variable is the lubricant itself.
MPIC runs four test engines of up to 800
kW in power, covering 2-stroke and 4-stroke
applications running on both residual and
distillate fuel. Each engine can simulate harsh
working conditions and measurements can be
taken on almost every aspect of the engine.
A product development cycle can take up to
three years to complete during which, engine
testing is key.
The facility works closely with OEMs and
employs experienced technicians and
engineers who are Co-ordinating Research
Council (CRC)-accredited to ensure that each
test run can be properly evaluated and
compared with all previous and future test
runs for any particular lubricant. Having an
engine test bed and a laboratory in one place is
an advantage, Shell said.
If engine developments have been rapid in
recent years, there are more developments to
come, added Hammett, MPIC will continue
to be critical to sustaining our close relations
with OEMs, as well as offering robust and
reliable data to support our products, the
performance claims we make and the services
we offer. Responsible suppliers embrace
change and the centre represents SMPs
commitment to invest in its technology and the
support that addresses the challenges faced by
shipping as a whole.
Last year, the centre saw a substantial
increase in new investment,

leading to a new building and
updated laboratories. This year,
saw the opening of a new
technology centre in Shanghai.
More analysis is being
undertaken on board ship,
especially when it comes to the
drain oil, especially as engine
development is moving at a rapid
pace.
Range of lubricants
As well as redesigning vessels for greater efficiency,
The industry will need a range of owners/operators must be aware of which BN lubes to
use. Photo credit - NORDEN.
lubricants while an ECA will
deliver a different stress profile for
Letters confirming that the lubricant is
the machinery. If you change fuel, you will
suitable for use in their 2-stroke engines.
have to change lubes as well, the company
Total Lubmarine already offers a lubricant
said at a presentation during SMM. Two
for low sulphur residual fuels, TALUSIA LS
luboil tanks will have to be fitted on board
40, while its single oil concept TALUSIA
and the product must match the performance
Universal is suitable for residual fuels with
required, Shell stressed.
sulphur contents ranging between 0.5 and
Finally, Total Lubmarine has also
introduced a new lubricant for ECA compliant 3.5%. For modern engines affected by cold
corrosion, TALUSIA Universal 100 provides
0.1% sulphur distillates.
exceptional neutralisation efficiency, thus
The company has unveiled TALUSIA LS
reducing the risk of severe wear.
25, a low alkaline lubricant specifically
While our latest lubricants will ensure that
designed for slow speed 2- stroke engines
ship operators can comply with ECA
running on distillates with 0.1% sulphur
whatever fuel they choose to use, we believe
content. It will be available from late October
that modern chemistry is the key to a longin major shipping hubs worldwide.
Total Lubmarine global marketing manager, term solution for the marine industry and our
laboratories are at the forefront of research in
Serge Dal Farra said: TALUSIA LS 25 is an
this area, said Dal Farra. Shipping is a
innovative solution for ship operators looking
complex business with frequent changes to a
for a reliable lubricant specifically designed
vessels schedule, its fuels and cargoes.
to meet the challenging requirements of
Total Lubmarines global port network
running engines, including the latest
supports its customers not just through a
generation of crosshead 2- stroke engines, on
wide choice of lubricant, but has an expert
distillate fuel. TALUSIA LS 25 will protect
team that ensures prompt delivery worldwide,
engines by offering excellent cleanliness
engine inspections, on board and laboratory
thanks to its low-ash chemistry.
The new lubricant has undergone successful testing, training and advice, he
concluded.
trials with engine manufacturers MDT and
Wrtsil who have both issued No Objection
TO
Investing in
the original
pay
ys off
jetsgroup.com
October 2014
TANKEROperator
29
TECHNOLOGY - EFFICIENCY
Optimum speed
settings software
released
StormGeo subsidiary Applied Weather Technology (AWT) has launched the patented
AWT SmartSpeed software.
his software is believed to be the
first route advisory service to use
advanced optimisation to set both
the optimum route and optimum
speed for each segment of a voyage with daily
updates.
AWT SmartSpeed combines vessel
specifications and voyage details with AWTs
large database of nearly 20 years weather and
oceanographic information, to calculate
optimum speed settings across an entire
voyage. This allows operators and Masters to
improve the performance of their vessels and
burn less fuel, the company said.
AWT said that the software is suited for
anyone operating a vessel that is affected by
weather conditions who needs to ensure safe
and efficient passage and where the speed can
be varied.
Because AWT routes 50,000 ship voyages
per year, we have access to millions of speed
and consumption records in all types of
weather. This gives us a unique ability to

calculate a vessels consumption and the
effects of weather, said George Schlinkert,
vice president of ship route advisory services
at AWT. To provide variable speed and
variable route optimisation has been the goal
of ship routing for years, but only today, with
massive computing power, is this made
possible.
Prior to a voyage, AWT supplies shorebased ship operators with a pre-voyage plan
for each segment of the voyage and the
operator can then send this information to the
ship.
During a voyage, users are provided with
the tools to proactively minimise fuel costs,
achieve on-time arrival and actively monitor
daily fuel consumption. When the voyage is
completed, AWT Voyage Reports allow users
to monitor compliance with the speed orders
to the ships. On a monthly or quarterly basis, a
return on investment (ROI) analysis is
provided to document fuel savings.

Schlinkert said that the company and its
clients were getting ready for the Asian
typhoon season. The company is advocating
more consultation ashore on weather routing
and associated problems, as there is a lack of
experience on board ship.
One of the ways to save money is to burn
less fuel in an ECA area by steaming more
slowly and increase speed outside the ECA
when burning cheaper HFO. Why plough
through heavy weather at high speed?
Schlinkert asked. Why round the Cape of
Good Hope in 12 m waves when this could be
avoided? Why go against the current in the
Gulf Stream?
Another example where savings can be
made is when using the Great Circle Route,
where up to six days could be spent in an ECA
area. By using weather and current
calculations, high wave situations can be
avoided.
TO
Although the speeds on the graphic are a bit high for a tanker, the principle is the same.
30
Computer module
simulates complex
ship machinery
High bunker prices, environment-focused regulations and overcapacity in certain
segments, create pressure on shipping companies finances, leading to a focus on
higher energy efficiency and fuel savings.*
hese conditions also drive the
development, evaluation and
adoption of new technologies and
alternative fuels.
Operations and new technology
configurations are thus becoming increasingly
complex and novel computer-based methods
that can provide an integrated systems
perspective are needed to take coherent
decisions on design and operational
improvements.
DNV GL Research & Innovation Greece has
developed the DNV GL COSSMOS computer
tool that can simulate and optimise complex
ship machinery systems with regard to energy
efficiency, emissions, safety and costs.
For tankers, COSSMOS is used in a variety
of applications, from techno-economic design
evaluations and the optimisation of waste heat
recovery systems (eg, exhaust gas
economisers, steam turbine generators) to
performance assessments, the optimisation of
cargo discharge operations and holistic energy
management, via advanced thermodynamics
and energy analysis.

One of a tankers important and challenging
daily operations is to discharge its crude oil
cargo. Discharges are an energy-efficiency
focus area for many operations. The
COSSMOS module developed by DNV GL
can simulate the discharge operations under
realistic conditions.
The module may serve as a performance
assessment baseline for evaluating the
condition of various components and the
effectiveness of applied operational strategies.
It may also be used to optimise the overall
discharge operations - both the engine room
and the cargo handling functions- by making
the optimal selection of discharge control
variables for given terminal schedules, tank
capacities and operational constraints.
On board measurements
It is customised and calibrated based on each
vessels actual system in order to reflect the
behaviour of the discharge system. On board
measurements that are collected during the
discharge operations- manually, or

automatically - are used as input in the
simulations.
The module can be used to execute a wide
range of studies, such as an assessment of the
discharge process with regard to energy
efficiency and fuel consumption. Iterating this
procedure for various discharges can
benchmark each operation against the systems
good as new performance.
In addition, the findings of these studies
provide a means of identifying ways of
improving operational and crew procedures
and assess the condition of the system
components.
Finally, the module can be used to provide
sensitivity analysis of important operational
variables, which may increase the operators
system knowledge.
The potential fuel savings and other findings
depend on the systems condition, on the
understanding of the governing processes and
interaction between components and on the
crews operational experience and
communications. The COSSMOS discharge
module has been successfully applied in a
series of projects and demonstrated a fuel
savings potential of up to 10%.
Thus far, a series of COSSMOS projects
have been used by leading Greek tanker
concerns, such as Consolidated Marine
Management, Minerva Marine, Samos
Steamship and Thenamaris Ships
TO
Management.
*This article was written by DNV GL
Greeces Nikolaos Kakalis and first appeared
in the class societys Tanker Update.
Power flow of the discharge system.
October 2014
TANKEROperator
Photo credit - DNV GL.
31
Performance
management tool
unveiled
DNV GL has also introduced ECO Insight, a performance management portal.
ombined with the new Navigator
Insight data collection and logging
software, ECO Insight gives
shipping companies a fast track to
an effective performance management system,
the class society said.
ECO Insight allows our customers to take
the next step to greater efficiency. After
exploiting measures to improve the vessels,
like retrofitting, or engine de-rating, many of
our customers are taking an intensive look at
how their vessels are being operated, said
Albrecht Grell, head of DNV GLs Maritime
Advisory division. In order to enhance the
way vessels are operated, the natural starting
point is to begin to monitor them in a
structured way.
ECO Insight is claimed to provide a
comprehensive and easily accessible way to
manage the performance of a fleet, including
voyage, hull & propeller, engine & systems
performance. It adds to owners and operators
own fleet reports with industry data, such as
AIS, weather, or fuel and provides unique
benchmarking capabilities.
Advanced engineering systems, for example
hull fouling prediction, are also packaged into
the portal. Navigator Insight, due to many
smart plausibility checks against specific vessel
particulars, will ensure high quality data
collection on board, DNV GL said.
Head of Maritime - Tor Svensen, who is

promoting the concept of the
Connected Ship.
32
As we tap into to existing data collection

processes on board, with pre-defined
dashboards and a web-based access to hosted
data, getting performance management up and
running in a shipping company is a matter of
several weeks, not months, said Dr Torsten
Bssow, head of the performance management
unit at DNV GL. There is no additional
hardware or data collection systems investment
required.
The ECO Insight portal will also be open for
industry partners. For example, at SMM, an
agreement was signed with the Icelandic
energy management company, Marorka.
This agreement will allow DNV GL and
Marorka to integrate their data onto the ECO
Insight platform, in order to allow customers to
manage their complete fleets using the same
dashboards and benchmarks for vessels even
if different data collection approaches are in
place on different vessels.
Extensive tests
ECO Insight and Navigator Insight have each
been extensively tested on some 80 vessels by
10 shipping companies worldwide and are in
productive use. Another 15 shipping companies
have already signed up to use DNV GLs
performance management portal, the class
society said.
In conversation with Pierre Sames, DNV
GLs director of technology and R&D for the
maritime sector, he explained that one of the
methods was to take away standard procedures
from the crew and make these procedures
automated. This will give seafarers more time
to concentrate of safety, he said.
To achieve this, there would be continuous
support from the shore via remote access to
systems on board. This was something to
think about and learn from, he said. This was
also the idea behind the Connected Ship
where remote operations could take over some
of the tasks faced by the crew.
With bandwidth communications costs going
down and the fitting of sensors becoming
easier and less costly, the storage of data is
DNV GLs Albrecht Grell.
becoming easier. AIS, radar and ECDIS are the

building blocks to create software analysis.
However, there is a need to consolidate the
data and collate it. We need to integrate,
standardise and verify the data, he said.
He confirmed that there were a number of
projects underway at DNV GL. One pilot
project involves 3,000 sensors which are
connected to a server in about one second.
We can offer reliability research. It is the
drive for energy efficiency that is propelling
this move to more remote control, he
TO
stressed.
Pierre Sames.
TECHNOLOGY - UNDERWATER MAINTENANCE
Improving defences
against underwater
hull growth
In this article, Simon Doran, managing director of GAC EnvironHull, explains how a
diver-free, remotely controlled underwater hull cleaning system delivers significant
operational savings for tanker owners and operators.
tudies show that even a slight
build-up of slime on a ships hull
can cause a speed loss of around
0.5 knots, increasing fuel
consumption by up to 20%.
If a tanker burns 60 tonnes of fuel every day
for 250 days, that adds up to 3,000 tonnes of
fuel lost every year. At a time when fuel prices
are rising daily, thats an expense no owner
and operator can afford to ignore, so keeping
hulls free from harmful micro-organisms is a
priority.
Protective hull coatings containing toxic
copper, organotin compounds and biocides
used to be the main weapon in the war against
invasive species, slime and bio-foul that try to
find a home on the underside of vessels. But
they are no longer an option, due to measures
introduced to eliminate the use of toxic
materials in the delicate marine environment.
Such anti-fouling paints containing harmful
organotins have been prohibited in the IMOs
International Convention on the Control of
Harmful Anti-fouling Systems on Ships. Antifouling coatings now permitted for use are
much less effective, so shipowners have to
find ways to physically remove marine fouling
from hulls more frequently, while keeping the
disruption to their schedules to a minimum usually while the vessel is in the water, using
divers driving brush-carts. But thats an
arduous, time-consuming and expensive
process and it can remove 10-30% of the
protective coating with each clean.
GAC EnvironHulls HullWiper was
developed as a response to this dilemma by
offering an alternative that optimises hull
cleaning, while protecting coatings, efficiently
and without compromising the delicate
balance of the marine environment.
It is a remotely operated diver-free
underwater hull cleaning system that uses a
brushless cleaning technology to remove
fouling from ships hulls. The HullWiper
remotely operated vehicle (ROV) uses
October 2014
TANKEROperator
adjustable high-pressure water jets to spray

seawater directly onto the hull at a very high
velocity, delivering an environmentallyfriendly, efficient and effective clean.
Because only the water jets come into
contact with the hull surface and no harsh
chemicals, or scrubbing action is used, the
anti-fouling coatings and hull surface are not
damaged in any way.
risk of potential fines, the GAC EnvironHull

option makes sound economic sense.
The entire operation is also recorded by an
on board camera and presented along with
cleaning reports so that owners and operators
can be assured of the work done.
At a time when owners and operators are
squeezed from all sides, using new
technologies to find efficiency solutions is key
to protecting their profits and reputation. GAC
EnvironHull works closely with customers,
coating manufacturers and port authorities to
integrate hull cleaning into day-to-day
operations, avoiding costly deviations or
downtime and unnecessary additional costs.
We now have HullWiper ROVs operating
in the Swedish port of Gothenburg, as well as
in Jebel Ali, Sharjah and Fujairah with
permission from UAE Environmental
Department. We can also provide services
within all Norwegian ports with approval from
the Norwegian Climate and Pollution Agency
KFT.
Further expansion is in the pipeline to meet
the needs of international clients seeking a
cost-effective and green solution.
GAC EnvironHull is part of the GAC
Group, a global provider of integrated
shipping, logistics and marine services. In
operation since 1956, GAC employs over
10,000 people in more than 300 offices
TO
worldwide.
ROV advantages
In terms of the operational efficiency of
vessels, the ROV solution offers significant
advantages for owners and operators.
Environmental and safety regulations mean
that traditional hull cleaning using divers must
be specially scheduled, as it cannot go ahead
within port waters. However, HullWiper is
remotely controlled from the GAC support
vessel and requires no diver involvement, so
theres no danger to life, no issue working
during the hours of darkness, or at very low
temperatures and no waiting around for the
right moment.
In addition, waste and pollutants removed
from the hull are captured, filtered and
disposed of in an environmentally friendly
manner onshore once cleaning is complete. As
such, cleaning with HullWiper can be
undertaken in port while a vessel is in
resupplying, loading cargo, or between
voyages, avoiding costly downtime.
ROV cleaning is also much faster.
Our system can clean 1,000-1,500 sq
m of hull per hour compared to the
200-300 sq m cleaned per hour with
conventional methods. For example,
cleaning the vertical sides of a VLCC,
approximately 8,000 sq m, would take
around eight hours with HullWiper,
instead of 16 hours using divers and
that means big time savings for
operators. Add that to the fact that the
HullWiper method causes no damage
to expensive coatings and carries no
A HullWiper ROV.
33
TECHNOLOGY - SAFETY SYSTEMS
Improving maritime
safety, security and
efficiency with AIS
Understanding and monitoring our oceans and their use is vital to our national defence.
It also affects the safety of marine transportation.*
his requires a variety of ocean
observation and maritime domain
awareness (MDA) technologies,
including the use of AIS data.
These technologies are available through the
private sector and the US Coast Guards
(USCG) National AIS (NAIS) initiative.
Last May, I testified before the US House
Subcommittee on USCG & Marine
Transportation about AIS and related
technologies, including the potential impacts
of federal regulatory activities in this area.
As a leading provider of AIS solutions and
data through our PortVision service, we work
with a wide variety of vessel operators,
marine terminals, government agencies and
every major oil company. We also provide
patented tools and technologies that increase
MDA and improve waterway safety, security,
and efficiency.
To do this, we maintain a global network of
VHF receivers that detect the AIS collisionavoidance signals transmitted by vessels
around the world. Today, our PortVision AIS
network processes over 50 mill real-time
vessel position reports each day and we
maintain a data warehouse of over 40 bill
arrival, departure and individual vessel
movements, dating back to 2006.
While some might consider PortVisions
AIS network to simply be a commercial
variation on the USCGs NAIS initiative, the
latter is focused primarily on aggregating AIS
data around the US and its territories. In
contrast, the PortVision service has extended
real-time vessel detection globally through
both terrestrial and satellite AIS receivers.
Another important distinction is that NAIS
is primarily focused on AIS data acquisition
for use in VTS and related operational
environments, while PortVision is focused on
data harvesting and analysis to generate
business intelligence and enhance maritime
visibility, efficiency and decision-making. As
34
a result, current government systems

generally appear to be good at collecting and
displaying real-time data, but not aggregating
and making it broadly accessible to field
personnel so they can clearly understand
waterway utilisation.
Many of our commercial (non-government)
users have the benefit of commercial tools
like PortVision to support their mission, while
frequently, USCG, Army Corps and other
government field personnel do not have the
benefit of such tools.
The availability of AIS tools that go beyond
simple data aggregation creates many new
opportunities for companies as well as
government organisations. These include
scheduling vessels at oil refineries, supporting
incident response operations and supporting
homeland security and law enforcement
activities.
AIS value growth
In addition to being used in these new and
emerging applications, AIS value, in general,
continues to grow. For instance, AIS has been
used to support operations related to key
incidents, such as the Deepwater Horizon oil
spill, major hurricane and weather events and
numerous compliance and law enforcement
activities.
AIS is also helping the maritime business
community accommodate todays surge of US
Gulf traffic, including vessels transporting
crude oil shipments from new finds in
locations including the Dakotas, West Texas,
and Mexico. It is also being used for new
applications in pipeline, bridge and offshore
asset protection.
As an example, PortVision has partnered
with the Coastal and Marine Operators
(CAMO) industry trade association on a
system to pro-actively notify vessels and
pipeline operators when there is imminent risk
that a vessel might damage pipeline
infrastructure. Over the last 20 years there has

been more than $100 mill in property damage
and in excess of 25 fatalities associated with
these coastal and marine pipeline incidents.
Another AIS application is identifying bad
actors and driving regulatory compliance. For
example, PortVision has participated with the
Offshore Marine Service Association to
identify and report Jones Act violators. In a
similar type of application, port authorities
use PortVision to enforce speed and emission
reduction initiatives. Other customers in the
Federal Government use PortVision data and
services to support homeland security and
intelligence operations.
These applications and their associated
benefits are only possible if carriers transmit a
persistent AIS signal with accurate data,
which means that the Federal Government
must ensure that all vessels required to
transmit AIS maintain a consistent,
uninterrupted and accurate AIS transmission.
We know of no uniform enforcement, or
educational campaign by the USCG to ensure
compliance. While some regional Vessel
Traffic Service (VTS) offices are vigilant
about compliance, other regions have
significantly less active oversight if any.
Finally, it is also important that federal
agencies move beyond government-funded
build-versus-buy MDA initiatives. The
commercial sector and small businesses offer
proven, valuable services at very low cost.
However, a not invented here culture can
hinder their adoption by federal agencies and
prevent many USCG and other government
field personnel from operating as effectively
as their industry partners who are already
using AIS-based MDA tools.
TO
*This article was written by Dean
Rosenberg, PortVisions director, products,
oceaneering global data solutions.
VIKING introduces
training
Danish-based marine safety equipment manufacturer VIKING Life-Saving Equipment
has introduced what it claims is the first on board training system.
his enables owners/operators to
design and build their own, fully
customised courses for any
training task.
The move into training came as a result of
the recent purchase of VIKING Saatsea, a
maritime software developer. VIKING Saatsea
develops 24/7 on board training systems for
STCW crew certification, enabling owners and
operators to continuously train their crews by
offering a combined solution that manages
planning, implementation and documentation.
VIKING Saatseas CEO, Kim Baarse, said;
Vessel and rig owners desperately need to
improve their training capabilities. To start
with, training has to speed up. Due to
scheduling delays and the need to conduct
most training at land-based facilities, the time
from identification of a crew certification
requirement to the certificate actually being
available when its time to sail can be up to
three months. Thats far too long and a real
problem for any sector that needs to mobilise
crew quickly to meet business opportunities.
Often, personnel are urgently required at
sea but, even if they have recently completed
required training, they cant report for work
until they have been appropriately certified or
re-certified. And that becomes very costly for
the business, he said.
VIKING Saatseas market research showed

that the current costs of training a crew
member are widely considered to be too high.
At the same time, certificate administration
finding out which crew members are available
with the right certification for the job, who
needs their skills upgraded or refreshed and
the current status of training activities by
vessel, or individual is far too resourceheavy.
At SMM, VIKING Saatsea released new
refresher packages designed to help
shipowners comply with the tougher demands
of STCW 2010, which comes into force on 1st
January, 2017.
With 15 months still to go, every available
seat in land-based training facilities will soon
be booked, the company claimed. The new
refresher packages let vessel owners keep
basic education on board up-to-date by
combining theoretical with practical exercises
and reducing land-based training to a single
day every five years.
Fixed price service
Meanwhile, parent VIKING has introduced a
new fixed-price offering to follow its
Shipowner Agreements, enabling customers to
leverage the manufacturers global reach,
broad range and worldwide stock points to
streamline day-to-day
safety equipment
purchases in ports
worldwide.
VIKINGs new
Global Safety Product
Agreement is claimed
to be a unique,
centralised safety
equipment purchasing
agreement designed to
help shipowners who
need to acquire, or
replace safety equipment
in a variety of ports
around the world and
who want to avoid
wasting valuable
resources and time to find the right product at

the right price.
Anyone whose vessels sail among multiple
ports is familiar with the problem, the
company said when a routine purchase
decision is made to replace pyrotechnics, an
EEBD, or other item needed to ensure safety
and safety rules compliance on board a
vessel.
While the item itself requires only a modest
expense, its true cost needs to reflect the time
and resources it takes to procure it. Over a
period of time, these hidden costs can inflate
the shipowners total safety equipment
investment. And to make matters worse,
varying local conditions mean that vessels
often buy products whose pricing, quality and
compliance can swing widely from port to
port.
VIKING CEO Henrik Uhd Christensen
explained: Shipowners dont want to spend
too much time dealing with minor, one-off
purchases, they dont want to risk buying substandard equipment and they certainly dont
want to overpay for anything in the name of
convenience.
Highly efficient shipping operations, for
example, have carefully specified the types of
equipment that make business sense for their
fleet. But working with local marine suppliers
takes time and they may not have a similar
product in terms of quality, compliance, or
price in stock, he explained.
At SMM, VIKING also released new
developments in PPE clothing, safety
equipment outsourcing, on board training
solutions and evacuation systems, as well as a
catalogue that almost doubles the number of
maritime products.
These included a new constant wear work
lifejacket, the PV9340. Designed for tough
marine and offshore work applications, it
combines superior in-water performance and
durability with a comfortable, ergonomic
design. Also introduced was the patented
LifeCraft a hybrid new super-sized, flexible
evacuation system that brings together the
TO
best of lifeboats and liferafts in one.
VIKING CEO Henrik Uhd Christensen.
October 2014
TANKEROperator
35
New VDR standards

lead to new
innovations
Voyage Data Recorders (VDRs) are in the news again, as from 1st July, 2014, all
recorders installed must comply with the new standard as set out in IMO
resolution MSC.333(90) and IEC61996-1 Ed 2.0.
anelec Marine, a leading supplier
of VDRs and ECDIS, has created
up to 20 certified service centres
in key locations, as part of a
global strategy to upgrade its existing
distributor network.
Augmenting the companys service
coverage in more than 50 countries, the
centres will maintain a large inventory of
replacement units and spares to ensure
availability at short notice to ships anywhere
in the world.
SRH Marine Electronics, based in Piraeus,
is among the first Danelec Marine distributors
to become a certified centre.
This is a major element in our structured
programme of continuous improvement in our
worldwide service support network, said
Hans Ottosen, Danelec Marine CEO. We are
also setting up new distribution partners in
countries where we believe our service
capability is not up to our standards.
In many cases, Port State Control
authorities may not allow a ship to depart until
the VDR or ECDIS is repaired and tested to be
functioning properly. Thats why we ensure
Danelecs systems memory cards can be easily taken from a malfunctioning VDR.
that qualified service technicians and spares

are available worldwide and that our products
are designed for fast and easy serviceability,
he said.
Ottosen also explained that the companys
new-generation VDR products incorporate the
companys SoftWare Advanced Protection
(SWAP) technology, which saves time and
money in shipboard service by removing

repairs from ship to shore. All of the VDRs
software programs and configuration files are
on a hot-swappable memory card. If the VDR
fails, the service technicians simply remove
the memory card from the malfunctioning
VDR and insert it into a replacement unit. The
old unit is then taken to shore for repair in one
Markusnet Type MS is designed for man overboard recovery

on all types of ships, offshore installations and dams with less
than 40 metre height from water level upto rescue deck or
platform.
Markus MOB boat rescue-net
Markus Scramble-net
Hvaleyrarbraut 3
Hafnarfjordur, IS-220
Iceland
Tel: +354 5651375
Markus Scramble net Type SCN6 is a mobile light weight

scramble-net / cradle recovery system for deck vessels and
offshore installations with either rail or special fastenings inside
bulwark where they are to be used. Less than 1/6 of the weight
of traditional scramble-nets.
Main partners:
Markus MOB boat rescue-net is light, quick fastening, takes

little space, provides easy and fast method to place the
casualty in the net, is soft but firm around the casualty,
provides easy lift by one or two persons and is easy to repack
after use.
UK: Energy Marine Ltd.

Tel: +44 (0)1525 851234
USA: Marine Rescue Technologies Inc.
Tel: +1 772 388 1326
Markusnet Type: MS
sales@markusnet.com - www.MarkusLifenet.com
Man overboard safety and rescue is our concern and speciality

36

of Danelecs certified workshops.
Danelec also unveiled VDRConnect, a Webbased remote access service available with the
Danelec DM100 VDR.
VDRConnect is an interface module that
provides selective transmission of data from
the Danelec DM100 via satellite to the home
office. The VDRConnect module connects
directly to the ships IT and satellite
communication systems without the need for a
separate PC.
Ottosen said that the Oil Companies
International Marine Forum (OCIMF) has
called for proactive use of VDRs to enhance
safety at sea. OCIMF believes that the VDR
can be a very useful tool for detecting unsafe
practices, analysing incidents and correcting
navigational mistakes.
Using data from the VDR, the
shipmanager can set up remedial crew
training, correct poor practices and create
event-driven rules for parameters such as
depth beneath keel at speed, traffic separation
scheme adherence or voyage plans, with
automatic warnings for deviations detected,
he said.
Other shipboard systems not mandated by
the IMO standard, such as fuel meters, main
engines, generators, auxiliary machinery and

weather sensors, can also be connected to the
VDR.
The DM100 is claimed to be the first VDR
to be type-approved and Wheelmarked under
the new IMO VDR Standard, which came into
force at the beginning of July.
Transas has selected Danelec Marine as one
of the companys suppliers of VDRs. Under
the agreement, Transas has become an
authorised partner for Danelec Marine,
providing VDRs for newbuilds and retrofits
through its sales offices and representatives
around the world.
Kelvin Hughes new X-VDR also meets
these stricter regulations and also offers more
flexibility, functionality and features.
In line with the new MSC resolution, the XVDR has both a fixed and float free capsule,
each capable of holding a minimum of 48
hours of voyage data, as well as a long term
storage medium which will record 30 days of
data before overwriting the oldest record.
The recording of ECDIS and a second radar
is enabled via an Ethernet connection along
with the ability to interface for data download
via the high resolution, touch screen, bridgemounted console display.
Kevin Hughes new X-VDR.
The X-VDR system comprises a Main

Electronic Unit (MEU) which features a
compact and innovative cable gland design
with specialised cable entries for installing
VGA, video, power and capsule cables
directly into the VDR, enabling customisation
for individual vessels. The MEU also contains
an easy swap out OS drive as its long-term
storage medium.
In addition, the X-VDR features 10
individual channels, allowing up to 16
microphones and 4 VHF inputs.
TO
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TANKEROperator
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37
Smallest personal locator beacon

UK-based safety and
communications specialist Ocean
Signal has launched what it
claims is the worlds smallest
personal locator beacon rescueME PLB1.
Easy to use and 30% smaller than other
personal locator beacons, rescueME PLB1 is
claimed to be ideal for a range of applications
in the commercial market.
Used to alert search and rescue services in
the event of an emergency at sea, another
product - the SafeSea E100G EPIRB - has the
longest quoted operational battery life in the
industry with enough capacity to operate the
EPIRB continuously, typically for four days,
even using the E100G with GPS fix. It is fitted
with a 50-channel, integral GPS.
Ocean Signals SafeSea S100 SART is
designed to assist in the rescue and recovery
of liferafts and survival craft and transmits a

series of pulses which provide a bearing, while
the
SafeSea V100 survival craft hand portable
radiotelephone is ultra-rugged and easy to use,
both on-board and in distress situations, the
company said.
The company has recently expanded its
production space and research and
development facilities by 40% to meet
increased global demand for its range of safety
products for the commercial sector and to
prepare for the production and distribution of
new products later this year.
Ocean Signal has also announced several
new distribution agreements in recent months,
including FURUNO Italia in Italy, All Sat
Communications in Australia and True
Heading in the Netherlands, bringing the
number of countries served to more than 40. TO
The minute size of the locator beacon can

clearly be seen.
Servowatch unveils new off-the-shelf alarm,

monitoring & control system (AMC)
Servowatch Systems, a specialist in marine
automation and system integration, has introduced
ServoCore, a new AMC (alarm, monitoring and control)
solution.
The UK-based company, a business unit of the Electrical & Automation
division of Indias engineering conglomerate Larsen & Toubro, has
adapted its technology used in its bespoke automation and integration
solutions supplied to the naval and specialist ship sectors to meet
commercial shipping needs.
Servowatch Systems head of R&D, Stafford Williams, said: Drawing
on our knowledge and expertise from approaching 40 years in systems
integration development, we have designed a new COTS (commercial-offthe-shelf) range of entry level systems that offer a reliable and highly costeffective solution that meets the robust demands of the commercial
shipping fleet.
ServoCore has been specifically developed to deliver COTS solutions
for all shipping sectors, including tankers. The standard packages are
future-proofed for the integration of additional components.
The companys patented software solution WinMon is at the heart of the
new AMC solution.
Both the companys ServoCore and ServoFusion solutions can also be
expanded to incorporate the ship safety and security management aspects
of the companys new ServoSecurity offering. This can be integrated to
manage shipboard fire, flood and emergency situations and optimising
evacuation processes.
Last year, Servowatch secured a large contract to provide IPMS for the
Royal Fleet Auxiliarys new MARS (Military Afloat Reach and
Sustainability) tankers, currently under construction by South Korean
shipbuilder Daewoo Shipbuilding and Marine Engineering (DSME).
The four 38 000 gt MARS tankers, which are due for delivery from
2016, will receive a Servowatch scope of supply that includes operator
interfaces for all the vessels shipboard machinery.
TO
38
THE FOUNDATION FOR SAFETY OF NAVIGATION

AND ENVIRONMENT PROTECTION
SHIP HANDLING RESEARCH

AND TRAINING CENTRE
ILAWA
Our Training Centre offers you:
SPECIALIZED COURSES IN HANDLING OF

LARGE TANKERS!
Two fully equipped manned models representing

tankers of capacity 150 000 DWT and 280 000 DWT
are available;
STS operations, approaching SBM and FPSO are
included in the programme;
Harbour manoeuvres are supported by manned
models of large ASD and tractor tugs.
For further information please contact:
Ship Handling Research and Training Centre,

Ilawa, Poland
tel./fax: +48 89 648 74 90 or +48 58 341 59 19
e-mail: office@portilawa.com
www.ilawashiphandling.com.pl

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TECHNOLOGY - TANK SERVICING
Eco-friendly tank
coating hits the
market
More than 600 ships have now been treated with Advanced Polymer Coatings (APC)
patented MarineLine tank coating.
he number is expected to climb in
the coming months, as new
coatings advancements are
introduced and coatings contracts
are signed, APC said.
APC has recently developed a new ecofriendly MarineLine 784 formulation with
added performance benefits.
MarineLine 784s VOC level has been
reduced to only 30 grams per litre, which is
the lowest level of any other cargo tank
coating, the company claimed.
This new coating formulation can be
sprayed using several methods. The first
method uses plural component equipment to
separately hold the coating components (resin
and catalyst) until spraying occurs. This
reduces waste and eliminates the need for
added solvent.
Another method - airless spraying - can be
used after adding in a recommended amount
of non-VOC solvent to the coating prior to
application. APC said that it is trying to lead
the maritime industry into using more
advanced spray technologies used by other
industrial markets.
Methanol resistant
A key performance feature of new coating is
its ability to resist Methanol up to 50 deg C.
This is a growing need by shipowners and
operators, especially carrying Methanol in the
Middle East region, where temperatures can
escalate. This is made possible because APC
has engineered even tighter crosslinking in
MarineLine 784s ladder-like structure, with
very small openings between the rungs. This
is far superior to the large openings of Phenol
Epoxy coatings, the company said.
When cured, MarineLine 784 is virtually
impenetrable by preventing even very small
chemical molecules from entering into the
polymer structure. With over 600 chemical
40
and product tankers coated with MarineLine,

this is the only proven high performance
cargo tank lining that withstands all IMO
approved chemical cargoes, APC said.
The new coating provides more chemical
resistance than stainless steel and phenolic
epoxies, with superior resistance to acids,
alkalis and solvents, such as Methanol.
APC is also marketing its patented
GuardLine cargo tank coating. This low
temperature cure tank coating is offered at a
lower cost than MarineLine, as the coating
does not require heat curing.
This provides shipowners and operators
with a choice of MarineLine 784 for
higher level chemical service, or GuardLine
for its ability to carry less severe cargoes,
such as CPP, bio-fuels, vegetable and edible
oils and DPP.
APC claimed that GuardLines unique
advantages are greater versatility and
chemical resistance than any Phenolic Epoxy,
or Zinc, coating on the market today, but at a

cost that is comparable to these coatings.
GuardLine, with its distinctive blue colour,
only requires an ambient cure at +25 deg C
(+77 deg F) to achieve high service
capability. This tank coating is also
engineered with an eco-friendly ultra low
VOC formulation and can be applied by
plural component, or airless spray equipment.
Because of the broad versatility of both
coatings, APC said that it is now working on
several vessels and signing contracts for
others. Currently, a multi-vessel tank coating
project is underway at YARDIMCI Shipyard
in Tuzla, Turkey, which is using GuardLine
cargo tank coating for product tankers under
construction for Palmali Shipping.
In addition, APC is working with a number
of shipowners and shipyards on new
contracts for 2015 and beyond, the company
said.
TO
An APC inspector checks the application of the GuardLine cargo tank coating at the
YARDIMCI Shipyard in Turkey on a newbuild Palmali Shipping vessel.
service and quality are within your reach
IRI International Registries GmbH

tel: +49 40 361 6681 30 | hamburg@register-iri.com
www.register-iri.com

Tanker Operator (2014.oct)

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installed and the 750th was exhibited in Hamburg.

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Its takes two to contango

Many players have rightly identified the

level at which the contango curves formed,

TANKEROperator October 2014

For example Golden Tree Asset

One of the best indicators are the filings of

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TANKEROperator October 2014

sector. It could well prove to be a reasonable decision with

Honeywell is a global partner providing

To learn more about Honeywells marine offerings visit

INDUSTRY - SINGAPORE REPORT

SSAs new executive

decision-making process so they understand

me. I have a degree in finance but throughout

TANKEROperator October 2014

INDUSTRY - SINGAPORE REPORT

KROHNE Skarpenorrd offers complete

The SSAs new head Michael Phoon.

for the industry.

INDUSTRY - SINGAPORE REPORT

Lack of land impacts

From 1st January,

the port must be fitted with a MPA-approved

MPA get tougher

For its size, Singapore has a huge service

TANKEROperator October 2014

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INDUSTRY - CHEMICAL / PRODUCT TANKERS

New short sea

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TANKEROperator October 2014

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Class start: September 2015

INDUSTRY - CHEMICAL / PRODUCT TANKERS

Principal Particulars- SK 5054

TANKEROperator October 2014

INDUSTRY - CHEMICAL / PRODUCT TANKERS

Shaft generators for gas powered product

unprecedented levels in the

operating hours giving significant savings.

INDUSTRY - CHEMICAL / PRODUCT TANKERS

expense of the LR1 sector, where demand

he 50 plus page report contained an

day of 20 Time Zone Seccurity Level

DGPS OR RANGE / BEARING

CAPTAIN / CHHIEF OFFFICER

TOTAL STEAMING TIME

GENERAL AVG SPEED

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