Horizons. Connecting tomorrow's thinking to the challenges of today - WHAT'S ON THE HORIZON FOR
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Issue 48, April 2019 Horizons. Connecting tomorrow’s thinking to the challenges of today. WHAT’S ON THE HORIZON FOR: Innovation 6 Technology 8 Regulation 10
Welcome to the
Technology
08 first edition of the
LR Chief Surveyor, Iain Wilson, explains how newly re-launched
04 06
shipowners have been weighing up the
efficiency benefits of remote surveys.
Surveys without attendance –
taking it case-by-case.
8 Horizons.
On trend Innovation Regulation
Tim Wilson discusses why a proactive Luis Benito talks about definitions, benefits SOLAS damage stability, EU MRV and IMO
mindset is required for managing the 2020 and the opportunities for the shipping DCS and MARPOL ANNEX VI: what you need
sulphur limit. industry. to know to prepare and comply.
Shipping’s digital shift: classification, 6 IMO adopted regulations in 2019. 10
Sulphur 2020 – Countdown to the 4 twins and health management
switchover. systems. Forthcoming IMO legislation. 12
In focus
14 Technical matters
16 News
18 We need to see
Our world today is one of increasing
complexity and uncertainty, where
we are overloaded with information
and competing interpretations of
challenges and their solutions. At LR
we are concerned with how our industry
successfully navigates this changing
to those that seem a long way off, but
actually impact decision-making today.
Horizons now brings together LR’s insight
into current trends and hot topics in
maritime alongside expert views from our
people on regulation, technology and
Horizons catches up with Piet Mast, our A selection of technical investigation case Catch up on the latest developments at change coming, landscape, capitalising on new innovation. We hope to shine some light
voice on SAMEA, and John Hicks, our voice studies that demonstrate assurance LR from our teams around the globe. opportunities whilst mitigating on how the new technologies that are
on The Americas. beyond Class. learn and equip against emerging areas of risk. being talked about should be approached
Our people – East and West. 14 Assurance beyond Class. 16 What’s happening in our world. 18 ourselves with the How do we effectively manage the
and applied to solve tangible problems
and deliver business outcomes. We also
new capabilities changes that are affecting the maritime
industry?
hope that by providing you with visibility
of what work LR is doing, you will see how
required to face it... We need to see change coming, learn and
this could impact/improve your own
situation and how LR might better support
Meet the team equip ourselves with the new capabilities your business.
required to face it – or know who to turn to
The team behind Horizons is expanding (in more ways than one!). Current Global for advice – so that we can make the right Enjoy the read.
Head of Brand & External Relations – Nicola d’Hubert – is off on maternity leave decisions today that will help secure the
later this month and the team is delighted to welcome industry veteran Nicola Good future.
as her replacement. Nicola is supported by LR stalwart Paul Carrett and newcomer
Viv Lebbon – who joined the team in late 2018. Following a break last year, we have
refreshed the magazine and hope to
If you have any feedback or suggestions for upcoming issues of Horizons, we’d love to now deliver a read that helps you better
hear from you. Please get in touch with Paul at Paul.Carrett@lr.org prepare for all the challenges facing our Nick Brown
industry. From those that are imminent, Marine & Offshore Director
Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates.
Care is taken to ensure that all information provided is accurate and up to date. However, Lloyd’s Register accepts no responsibility for inaccuracies in, or changes to, information.
Lloyd’s Register Group Limited, 2019. A member of the Lloyd’s Register group.
2 Contents Horizons April 2019 3
ON TREND
Sulphur 2020 – countdown
to the switchover.
Tim Wilson, our voice on Sulphur 2020, on why a proactive
mindset is required for managing the 2020 sulphur limit on
marine fuels.
Tim Wilson
Our voice on Sulphur 2020
Sulphur 2020 (MARPOL Annex VI Reg. and tanks; this might involve cleaning
14.1.3) is still dominating headlines tanks, which takes time, effort and money
and, as we draw closer to the 1 January as the ship will need to be off-hire. Owners
2020 deadline, it’s clear that this is a big and operators also have the option to
challenge for numerous players within the leave their tanks and hope that this
All ships should industry, from supplier to the end-user. change of fuel will not damage them or
affect operations. Or, they can consider
have a fuel At this point owners and operators the implications of the diversity of fuels
should have chosen their compliance that might come with this regulation. For
management option. We’re now seeing major fuel example, will this require segregation? If
protocol on board… suppliers announcing their availability
of 0.50% compliant fuel. Last month, BP
so, does the owner or operator have spare
tanks to segregate the fuel?
any incompatibility thus observed
between the different bunkers onboard:
preparatory milestones, so considering
whether there is a need to update their
knows the parameters and targets set out
in ISO-8217 and understands that there
shipowners and announced that they have successfully
tested Low Sulphur Fuel Oil at sea and will Test, prepare and plan
if crews must mix, then working out
the ratio’s involved and any potential
fuel management strategies to include
bunker segregation and fuel compatibility.
are clauses in the standard that expect the
supplier to have quality assurance within
operators need to be selling 0.50% before 2020. This came
shortly after the International Energy Our Fuel Oil Bunker Analysis and
resultant properties is key. These are all
important considerations and decisions A word of caution
the supply chain and consequently their
responsibilities to heed to that.
go beyond this and Agency projected that almost half of the
global fleet will use marine gas oil in 2020
Advisory Service (FOBAS) team have
been analysing 0.50% fuels to set a
to be made now as part of the ship
implementation plan, as recommended by There is some speculation that, because When it comes to Sulphur 2020, planning
ensure their crew and eventually, 40% will burn Very Low
Sulphur Fuel Oil (VLSFO). We’ve also seen
baseline understanding of composition
and compatibility. From a technical
the International Maritime Organization
(IMO), allowing owners and operators the
we’re going to have a diverse range of fuel
blends, there will be quality issues, so
is critical. Approximately 50% of the world
fleet have little or no experience operating
have a proactive that compliant fuel is available in ports
such as Rotterdam. Importantly, this gives
perspective, we would recommend
implementing a fuel segregation plan.
time to test, prepare and plan. owners and crew will need to make sure
there are barriers in place to protect against
in an Emission Control Area (ECA) and
having to switch to working with low
mindset to comply shipowners and operators the ability to
plan ahead – as they learn which suppliers
Whether that’s considering loading a
light product compared to a heavy one,
Some crews have had limited or no
experience of using LSFO, so crews need
contamination if it occurs. This might not
necessarily happen because all residual
sulphur fuel. Nor have they experienced
this type of change before, so awareness
with the Sulphur have what fuel available and where – or making greater efforts to segregate to be prepared for this, particularly when fuels are for the most part blended and for crews and preparing fuel systems and
helping them to get their fleets and crews and avoid co-mingling fuels, industry it comes to fuel management onboard. blending has been a common practice in tanks is fundamental to get this change
2020 limit. ready for this regulation. experts warn against mixing one bunker All ships should have a fuel management the shipping industry for many decades, safely and effectively implemented.
with another as there’s a high risk of protocol onboard, which is likely to be but it’s right to be cautious. Reputable Yes, there are risks and safety concerns,
The biggest challenge destabilising the fuels and in most a procedure covered in the company’s suppliers should meet the standards set out however the industry can tackle these
situations, crews can’t easily assess the ship management system. However, in ISO-8217, the marine fuel standard that with a sense of confidence if sufficient
For shipowners and operators, the biggest degree of risk of this happening until the shipowners and operators need to go gives the criteria of the core parameters planning, testing and stakeholder
challenge is to prepare their ships for the fuel is already onboard, so segregation of beyond this and ensure their crew have which must be met by any fuel if it’s to engagement is implemented.
switch from High Sulphur Fuel Oil (HSFO) bunkers is important. a proactive mindset to comply with the be used onboard a ship. We recommend
to Low Sulphur Fuel Oil (LSFO). They will Sulphur 2020 limit. This should address an purchasing against the latest revision of
need to work out how much investment is The next step is managing the diversity of additional fuel change plan, for which the the international marine fuel standard If you have any questions or need support,
needed to prepare the ship’s fuel systems the viscosities of the fuels and managing ship implementation plan will include key ISO-8217:2017. With this, the supplier please visit: www.lr.org/sulphur2020
4 On trend Horizons April 2019 5
INNOVATION
Shipping’s digital shift: classification, It is important for us to understand the value digital
can bring to the industry and our clients and how we
twins and health management systems. build confidence in these technologies going forward.
Luis Benito
Luis Benito, our voice on innovation, talks definitions, benefits and the opportunities for Our voice on innovation
the shipping industry.
The maritime and offshore industry is The benefits of digital twins an asset performs under different in operating assets safely, reliably and reliability and the possibility that the confidence and understanding in these
undergoing a digital transformation operating conditions, which is supported economically. They will also become a insights generated from digital twins technologies, LR has collaborated with
that has changed the way the industry We define digital twins as a ‘multi-physics, by mathematical rules based on the key feature of autonomous and remote during operation could be fed back into industry leaders in this area to develop a
thinks about traditional classification. data-driven representation (or model) physics of the real world. systems and vessels as the vessels grow in new, more efficient and reliable process of providing assurance of digital
Technology has underpinned so much of a physical asset, often residing in a size, sophistication, range endurance and equipment and ship designs. twins and digital compliance through a
of this recent evolution and there has cloud-based environment using data Digital twins can also be used to better operational capabilities. data-driven compliance framework. The
been a lot of discussion about digital streamed from the physical asset (e.g. a understand current asset health (fault LR’s digital compliance framework digital compliance framework consists of
twins, digital class and digital health gas turbine, diesel engine, compressors, detection and diagnostics) and create There may be additional benefits of having four approval stages for the system
management (DHM) systems, sparking pumps etc.)’. These can help owners and predictions of asset health in the future a trusted digital twin and DHM systems, Inspired by the potential value to the providers and the owners:
a lot of interest and some confusion operators improve aspects of their (prognostics). such as improving insurance or charter industry provided by digital twins and
too. At LR, we have worked to better operational performance and rates through greater trust in asset DHM systems, and the need to develop
define these terms for the industry, maintenance regimes through insights Digital health management
understanding that these might develop generated by the twins. Another benefit of
over time as the technologies become digital twins is that their data can provide LR has established the term DHM to
more established and as classification greater transparency and repeatability describe digital technologies and systems Stage Description Meaning Audience
evolves to further support them. It is in demonstrating compliance, making it that are used to gather data and insights
important for us to understand the more convenient for owners and on an asset’s health, which could be in
Stage one Digital Twin READY This means we approve the vendor or provider of a DHM system System providers
value digital can bring to the industry operators to provide data to class the form of a digital twin. DHM systems
based on a process and capability assessment.
and our clients, and how we build societies and other regulatory bodies. provide functionalities such as fault
confidence in these technologies going Digital twins learn and improve their detection, diagnostics or prognostics,
forward. insight over time by gathering data on how and will have an increasing role to play Stage two Digital Twin APPROVED This means we approve a digital twin developed for a specific asset System providers
by the approved vendor or provider for a marine client.
Stage three Digital Twin COMMISSIONED This means the twin and the DHM System is now connected with Owner/operators
the ship’s/asset’s systems.
Digital Class
Stage four Digital Twin LIVE This means that the owner maintains the approval of the digital Owner/operators
LR’s Digital Class is our vision of how twin insights through its life.
advanced technology and analytical
techniques will allow the
demonstration of compliance with
Class requirements in the future, Stage one, Digital Twin READY, gives an ongoing process which provides the In conclusion, we’ve talked through
remotely, periodically and/or digital twin providers LR’s ‘seal of owners and operators with confidence meanings and benefits of introducing
continuously. Digital Class will also approval’ as a twin builder, helping them that the twin is working as it should, which digital twins and DHMs into day-to-day
allow the submission of Class relevant demonstrate to potential clients that they in time will encourage them to trust the operations, as well as how suppliers and
insights and data either continuously can develop such technologies. If a twin insight that’s generated through the owners and operators alike can use our
or periodically to demonstrate provider reaches stage two, Digital Twin physical asset’s operational lifetime. digital compliance framework to build
compliance, leading to a more targeted APPROVED, it means LR has officially confidence in these technologies and
and flexible approach to physical approved a twin or DHM that has been Our digital compliance framework was use the insight they generate to improve
survey. Our first step towards this developed and deployed for a specific first validated through a co-creation maintenance regimes and operations.
vision, the first ever in our industry, is asset. For owners and operators, stage project with GE, resulting in an AiP to For LR, our work is about supporting the
titled Digital Compliance – establishing three of the framework, Digital Twin Digital Twin READY for GE’s Predix Asset industry’s digitalisation journey to realise
a process for the Assurance of Digital COMMISSIONED gives them the confidence Performance Management, which is a new value and, more importantly,
Twins and how to use the technology that the twin and DHM system works with DHM system that uses digital twins and supporting our clients to build confidence
in demonstrating compliance with their ship or asset properly and is advanced diagnostic/prognostic in these technologies so that they can be
Class requirements. commissioned with the ship’s/asset’s techniques. trusted within the industry to make better,
systems. Stage four, Digital Twin LIVE, is more informed decisions safely.
6 Innovation Horizons April 2019 7
TECHNOLOGY but greater ability to stream high-quality onboard. However, remote surveying
images and video around the world can be very effectively used for specific
enables our surveyors to access the parts of the survey and for the follow-up
data they require in more reliable ways, on the original survey – verifying that What our
Surveys without attendance – sometimes without the need to be
on site.”
minor repairs have been undertaken
and validating deficiencies have been
addressed.”
customers say
What about drones?
taking it case-by-case. A common misunderstanding in maritime
is that the use of drones can equate to a
However, despite the efficiency benefits
of remote surveys, industry concerns
exist around equivalence. According to
“We are grateful for the remote
support and assistance that has
been provided by Lloyd’s Register
survey without attendance, which it does Wilson, organisations like LR have a duty when the remote location of
in respect of the surveyor. Yet the use to confirm that remote surveys offer the port could have resulted in
of unmanned aerial vehicles (UAVs), for the equivalence to a surveyor being delays for vessel departure and
example, still requires a skilled technician in attendance. serious commercial issues for our
onboard to pilot the craft. Charters and Dynagas as well.
“For us to validate the evidence, the Remote support and assistance
Drones are part of the answer, but they collected imagery must genuinely from LR Piraeus has been of
“A survey without attendance has are not the only answer, Wilson points out. represent what is being seen,” he says. great value for us and on some
benefits for both our customers While UAVs can be useful for accessing At present the only person that can occasions, critical.”
hard-to-reach areas of a vessel, the guarantee equivalence is the surveyor
and surveyors in the appropriate suitability of their use must be assessed as they have the experience of knowing Christos Vlachos, Head of
circumstances. However, safety on a case-by-case basis. They can be exactly what they want to see or are Technical Dept, Dynagas Ltd
must always be and remain the an effective alternative when other seeing, but we are building up experience
first consideration.” equipment that is traditionally used to now that remote surveying has gone
reach difficult areas such as cherry pickers beyond proof of concept and has been “We would like to express
may not be readily available. released to clients. our sincere appreciation
Nick Brown, and gratitude to the remote/
So, can the annual survey be conducted “We must keep our eyes open to the administrative survey service
Marine & Offshore Director without attendance? benefits and the potential risks,” Wilson provided by LR Piraeus to
stresses. “It’s important that all of us our company. Your valuable
“Not yet,” says Wilson. “The technology in the industry get this right given the consideration based on rational
is evolving rapidly, but given the current regulatory scrutiny around this capability. judgement for specific and rather
range and the scope of the annual Moving too fast and getting it wrong could difficult and peculiar cases has
LR Chief Surveyor, Iain Wilson, speaks to Horizons on how uncertainties means that a 30-minute job survey, skilled surveyors are still required be a huge a setback for everyone.” provided an invaluable assistance
can be completed much more efficiently allowing owners/managers to
shipowners have been weighing up the efficiency benefits for all parties. properly follow up and resolve
of remote surveys since LR issued its 2018 guidance. issues, avoiding unnecessary and
According to Wilson, a wide range of costly delays.”
surveys can be managed through video
Remote survey techniques have been the answer to everything, they can ensure and picture evidence using everyday Nikos Nitsopoulos, Technical
in use for many years, but advances in that there are fewer attendances on a technologies. He believes that the scope When are remote surveys used? Manager, Empire Bulkers Ltd
technology, as well as data storage and vessel and a reduction in the number of remote surveys will continue to increase
transfer, have provided more options. of interventions that may be required as the capabilities of the technologies
As the benefits of this capability have through the year. This is a huge advantage increase and their cost effectiveness A remote survey may be appropriate when: “ We would like to express thanks
become clearer, applications of these for owners and operators and has is improved. for the remote assistance we have
technologies have become more significant benefits for LR’s surveyors, • The vessel is at sea when damage is sustained received in a number of cases for
widespread, spurring LR’s decision in 2018 he says. “It is important, however, that the right • The vessel is at a port, terminal or location where the services of a surveyor which, due to various reasons,
to issue guidance notes on requests for technology is used in the right situation,” are not available normal survey practices could not
surveys without attendance. A surveyor’s skill is rooted in analysing he stresses, adding that he expects that • The location is remote, and no other surveys are due be employed. The value of such
the collected data the greatest adoption of remote survey • A minor statutory finding relates to the verification of documentation or the remote assistance is considered
The classification society has now technology will be for assets where access replacement of spare parts of utmost importance for our
undertaken several hundred remote Undertaking an inspection can be is most difficult, and the downtime costs • A Condition of Class (COC) relates to the verification of documentation or the smooth business operation and
surveys, says LR Chief Surveyor Iain time consuming and remote surveying are high. replacement of spare parts at the same time compliance with
Wilson, with the “people who understand techniques can facilitate a more efficient • The outstanding documentation can be readily verified using electronic the LR Rules and Regulations.”
the technology pushing for it and using it”. collection of data while allowing LR’s Marine and Offshore Director, Nick communication.
surveyors to focus their energies on the Brown confirms that the introduction of Vassilis Moschovakos, Technical
At present, a remote survey, which LR interpretation of the evidence, enhanced surveying practices utilising Circumstances under which LR would consider giving a remote survey: Manager, Eletson Corporation
defines as a survey without surveyor he explains. modern communication tools and
attendance, can be used for smaller technology, such as live video feed • Where new damage is sustained, but it is not possible for a surveyor to attend
tasks such as verifying a repair has been Remote surveys can also spare a surveyor etc, is an area that is commanding onboard in the vessel’s current location
undertaken or ensuring minor damage from the rigours of travel – eliminating significant interest from the organisation’s • Deletion or revision of a Condition of Class of a minor nature
has been rectified. the scheduling and safety risks from customers. • Deletion/revision of a minor statutory finding
flying, driving, or a boat transfer that • Provision/update of documentation.
Speaking to Horizons, Wilson explains may be involved in getting an expert to “This technology expands upon what
that while remote surveys aren’t always the right location. Removing these travel our surveyors have been using for years,
8 Technology Horizons April 2019 9
REGULATION
IMO adopted regulations in 2019.
have been updated with a new Part II to ship has an alternative arrangement such
SOLAS damage stability, EU MRV and IMO DCS and MARPOL ANNEX VI: provide the ship-specific methodology as a scrubber, shipowners and managers
and processes to be followed for the data will need to consider debunkering any
what you need to know to prepare and comply. collection. New ships will need to have high sulphur fuel oil that is not used up
this upon delivery. After verified data has before 1 January 2020.
been reported, it will be transferred to the
IMO Ship Fuel Oil Consumption Database The IMO has also adopted a requirement
where it will be kept anonymised. This to prohibit ships from carrying fuel oil
will help the IMO to produce annual with a sulphur content above 0.50% if its
reports and evaluate the need for further purpose is for combustion for propulsion
technical and operational measures or operations on board, unless the ship
Andrew Sillitoe for enhancing the energy efficiency of has an approved equivalent arrangement
Our voice on regulation international shipping. in place. This is to help support full global
compliance. Due to the IMO procedural
For ships subject to the EU MRV requirements for amendments to
regulation, the first monitoring period MARPOL, this will enter into force on
has now finished and the collected 1 March 2020, but it is worth clarifying
monitoring reports need to be submitted that this does not change the sulphur limit
2019 is a busy year in terms of adopted Amendments to SOLAS Chapter II-1 • Permitting a butterfly valve at the for verification. For LR clients, all reduction date.
International Maritime Organisation on damage stability collision bulkhead on cargo ships. documentation (monitoring plans and
(IMO) regulation. These include the • Requiring testing of watertight hatches. emission report evidence packs), except
forthcoming SOLAS amendments, Amendments to SOLAS Chapter II-1 to • Requiring air pipes which terminate emission reports, should be submitted to
significant milestones for the fuel oil harmonise cargo ship and passenger in a superstructure to be considered CO2 Verifier. The regulation requires that
consumption data collection system ship damage stability came into force in unprotected openings unless fitted with clients submit emission reports directly
(DCS) along with the EU’s Monitoring, 2009. These made probabilistic damage a watertight means of closure. to THETIS-MRV, which is operated by the
Reporting and Verification (MRV) stability the main method for calculating • Removing the possibility of leaving European Maritime Safety Agency (EMSA).
regulation, and the MARPOL Annex damage stability for passenger ships watertight doors open. As the accredited verification body,
VI global sulphur limit coming into and general cargo ships. Once the LR will then retrieve the reports from
force in January 2020. Andrew Sillitoe, amendments came into use, the need for These amendments need to be taken into THETIS-MRV for verification and upload
Principal Specialist of Regulatory Risk, a number of revisions became apparent, account in the design of ships contracted them to CO2 Verifier along with related LR For further information about these
Development and Compliance, talks so the IMO undertook a major review from 1 January 2020. deliverables. or any other upcoming regulatory
about the key considerations and why of the subdivision and damage stability changes, please contact your local
these regulations are important to requirements in Chapter II-1 of SOLAS. Monitoring and reporting of fuel oil Global fuel sulphur limit reduction to LR office or visit www.lr.org/imo
shipowners and operators. Significant changes include, amongst consumption and CO2 emissions 0.50% and associated carriage ban
others: Here you will find various IMO
2019 brings significant milestones in both From 1 January 2020, MARPOL Annex VI Committee and Sub-Committee
• Requiring limiting stability information the EU’s MRV regulation and the IMO’s will require all new and existing ships meeting documents, including: Agenda
to include trim. fuel oil consumption DCS requirements to comply with the new global 0.50% Previews, Summary Reports and
• Modifying the required subdivision under MARPOL Annex VI. For EU MRV, the sulphur limit using the most appropriate Future IMO Legislation documents.
index, R, for passenger ships. first year of monitoring ended in 2018 method for that ship. The options include
• Amending the calculation for S factor. and the first reporting is taking place in low sulphur fuels and alternative fuels, Click here to subscribe to receive
• Providing limits on the distance between early 2019. For IMO DCS, 2019 is the first or alternative arrangements such as an our bulletin with updates of
small wells and the keel line unless a monitoring period. In order to comply with exhaust gas cleaning system (also known IMO agendas, reports and our
damage stability check is made and the IMO DCS requirements, each affected as scrubbers). The global limit means forthcoming legislation document.
introducing a minimum limit for the existing vessel’s Ship Energy Efficiency that this applies to all areas outside of
vertical damage extent. Management Plan (SEEMP) will by now Emission Control Areas (ECAs). Unless a
10 Regulation Horizons April 2019 11
REGULATION
Forthcoming SAFETY REGULATIONS
Industry viewpoint
“The EU MRV will always be a nuisance
IMO legislation. to the shipping industry adding
administrative burdens to shipping
companies and ships’ crews by requiring
IMDG Code 39-18: Damage stability: Significant changes to the subdivision piecemeal information about ships’
Articles with lithium batteries and damage stability requirements in SOLAS II-1 emissions and movements. The IMO has
Samples of energetic materials for testing included mandatory requirements for
collection of complete information about
ships’ emissions and movements, and
Fire protection of boilers: Intact Stability Code 2008:
The IMO’s MARPOL Annex VI sulphur limit reduction has alignment of the EU MRV requirements
Amending requirements for boilers Anchor handling, towing, lifting,
been dominating the industry headlines recently, but this is on monitoring parameters would at least
IN FOCUS
Our people – East and West.
Horizons catches up with Piet Mast, our voice on South Asia,
the Middle East and Africa (SAMEA), and John Hicks, our voice
on The Americas.
As an industry, maritime must collaborate
more. A holistic approach is required for
meeting the challenges ahead.
John Hicks Piet Mast
Our voice on the Americas Our voice on South Asia, the Middle East and Africa
You have been with LR for 22 years. alternative fuels. Many in cruise will use You have been with LR for just over Have you had a favourite project?
What’s changed the most in maritime LNG as fuel in the medium term but there 30 years. What’s changed the most in
during this period? is awareness that this technology is not the maritime during this period? I have always enjoyed my involvement
end-game and alternatives are required with the heavy-lift sector and one of my
There has been a large amount of growth given that vessels being designed now are When I started at Lloyd’s Register career highlights was supporting Allseas
John Hicks, LR Area Marine in the industry since I started, and assets more than likely to be in service in 2050 maritime relationships were very Engineering with the design of their heavy Piet Mast, LR Area Marine &
& Offshore Manager – The have got bigger, but the most significant traditional, especially the way the parties lift vessel ship ‘Pioneering Spirit’. I was Offshore Manager – SAMEA
Americas (based in Houston) impact has been the pace of regulation LR has committed considerable effort interacted with each other. Now there is a engaged with the project for more than (based in Singapore)
and the bureaucracy and administration and a significant chunk of its research greater focus on the commercial aspects 25 years, from the initial design review to
John started his maritime that it brings. This can have huge business and development spending on looking at of business relationships. Everyone used offering support when the vessel was built A Dutch national, Piet had
career with the United States impacts. the viability of zero-carbon fuels are as a to do their own thing, but nowadays you in South Korea and commissioned in the wanted to become a farmer
Coast Guard Academy where scalable alternative. We’re already piloting see much more collaboration. Maritime Netherlands. like his father, but was told
he studied for a Bachelor of What do you see as the most significant a range of innovative technologies and companies are working much more closely he had to get a qualification
Science in naval architecture change ahead? supporting clients as they deploy them. to share information and data and they What issues are most concerning for first. He opted for a four-year
and marine engineering. He are actively looking for ways to improve SAMEA clients? marine engineering course
followed up with a Masters Without a doubt it’s digitalisation. The What issues are most concerning for the industry. at Rotterdam University of
in Naval Architecture at the connectivity and speed with which we can Americas clients? Where are they looking Most of our SAMEA customers are Applied Sciences, a move that
University of Michigan. A now share data has impacted on all of us in to LR for support? What do you see as the most significant shipowners and ship managers looking kickstarted his maritime career.
keen hiker, who joined LR in both our personal and business lives, but change ahead? to control or reduce operational costs After 11 years spent at sea,
1997, John has impeccable digitalisation still requires people with the The Americas is no different from during the lifetime of their vessels Piet joined LR on 1 December
transportation credentials knowledge to interpret and manage data. elsewhere – the impact of the International Finding ways to reduce greenhouse gases while continuing to comply with 1988 and rose to leadership
because he also has an MSC in Maritime Organisation’s 2020 sulphur limit (GHGs) to the International Maritime impending regulation and preparing for positions in the Benelux and
aerospace and a passion for Passenger shipping is one of your key is the issue dominating shipping attentions. Organisation’s required level by 2050 is a decarbonisation. There is no one-size- Nordic regions before he moved
rallycross. focus areas. What opportunities and Most shipowners have made the decision key concern for everyone. We are working fits-all solution on this because every to Singapore in July 2015 to
risks do you see in the sector? What is regarding how they will comply and are with our customers to support them on customer has different needs. We have take on his current role. While
LR doing about them? now looking for support with making the this journey, assisting them in bringing the knowledge, experience and network he didn’t come from a shipping
required changes. People are actively their vessels into compliance while they to help. family, he has created one – his
The cruise sector tends to grow in fits and looking for advice on compliant fuels and navigate new and impending legislation. son is now a second officer
starts. Things slowed down a bit around blending, compatibility issues and how to Do you have a key message for shipping? working for Holland America
the global financial crisis in 2008, but manage the switchover. Line.
it’s come back with a vengeance and the As an industry, maritime must collaborate
sector boasts a very healthy orderbook. So, what’s on your Horizon? more. A holistic approach is required for
Cruise ships are among the most complex meeting the challenges ahead.
of asset types and the sector is embracing Digitalisation and how it could disrupt the
digitalisation, new materials and standard class model.
14 In focus Horizons April 2019 15
TECHNICAL MATTERS
Assurance beyond Class. Risk studies to support safe LNG bunkering.
As part of a regional development parallel, to ensure that they do
A selection of case studies that investigate assurance beyond Class. programme, the Port of Marseille is not initiate a loss of containment
seeking to expand its existing services (LOC) event or escalate the severity
to offer LNG bunkering, to include of one.
CFD minimum power calculation. ship-to-ship (STS) bunkering for LNG
fuelled cruise ships and truck-to-ship 3. Using advanced 3D CFD modelling to
(TTS) for LNG fuelled ferries. assess the safety distances (flammable,
There is a general concern that ships The most adverse conditions were found cryogenic) of the unplanned LOC
will be constructed with dangerously for wave peak periods of 10.5s (lower two LR supported the Port by: events identified by the HAZID
low installed power to comply with EEDI plots) for which the installed power and incorporating fluid structure
requirements. Because of this, the complies with the regulations with a 1. Identifying and consolidating the interaction to determine port and
IMO’s MEPC requires the installed power margin of 5%. applicable rules, regulations, standards operation specific (realistic) safety
to be no less than that needed to and guidance documentation that zone distances. This delivered a higher
maintain manoeuvrability in adverse This study was submitted and accepted by form the framework for safe bunkering degree of accuracy when modelling
conditions such as sea states. In this the flag as proof of the minimum power of LNG. the safety zones, providing the port
instance, the owner of a 55,600 DWT performance for the first time, instead of and other stakeholder’s with greater
chemical tanker needed to demonstrate towing tank tests. 2. Completing a HAZID study to confidence in the results.
to flag, compliance with minimum identify, assess and manage the risks
power at short notice. The client benefited from a swift associated with transit, mooring, 4. Completing a navigation simulation
turnaround for solving their ship’s preparation, connection, bunkering to understand the manoeuvrability
LR’s Ship Performance Group (SPG) carried minimum power challenge thanks to the and disconnection operations. capabilities of a 7,500 m3 LNG bunker
out a level 2 minimum power assessment of experience and CFD capability of LR’s SPG. This included a simultaneous vessel. This was used to define a
the chemical tanker according to MEPC 232 The alternative approach was to use model operations (SIMOPs) assessment in weather envelope for safe transit and
(65) applying Computational Fluid tests that had three key disadvantages: order to understand activities and bunker operations and input into the
Dynamics (CFD) for the calculation of the they offer a slow turnaround time; their operations that could be completed in Ports safe transiting practises.
added resistance in waves. The calculations results have a much higher degree of
were carried out for the ship sailing under uncertainty due to technical challenges of
self-propulsion at 4.0kn for scantling measuring the added resistance in waves
draught and JONSWAP (top plot) sea states and the cost would have been much higher.
of Hs=4.0m and wave periods from 7 to 15s.
LR TID attended the remote location for
the entire duration of the defect repair.
Subject matter expertise was provided
on propeller shaft misalignment and
Flotation cell damage assessment. correction, and provided the owner
with technical assurance with on-site
rectification tasks being conducted by
The client had to determine if deformations were added to the initial FE the inexperienced repair yard.
a damaged flotation cell on an offshore model, then analysed for the full allowable
platform could still support the design pressure range. The stress levels and The measurements taken by TID identified
loads and remain in service. deformations expected under normal that the slope mismatch between the
loads were determined. The predicted bearing surface and the shaft did not meet
The client suspected that an unintentional stress levels were low and no significant Class requirements. TID advised that the
negative over-pressure loading had deformations were predicted for this replacement bearing should be machined
damaged the offshore platform flotation pressure range. Finally, a buckling analysis with different offsets to correct the poorly
cell. Inspections showed evidence of of the deformed configuration identified aligned condition, which was the cause of
yielding and permanent deformations in the load levels and locations at which the damage.
the cell walls. buckling would be expected.
Stern tube bearing failure. Having LR TID on-site throughout the
In order to determine the structural The conclusion from these analyses was defect repair provided the client with
integrity of the cell, LR’s Applied that the structural integrity of the cell confidence and assurance that the stern
Technology Group (ATG) performed a would not be compromised under normal A client approached LR’s Technical around for the vessel was required tube bearing repair could be conducted
series of Finite Element (FE) analyses to load conditions and the over-pressure was Investigation Department (TID) to assist by the client. at a less experienced ship repair and dry
reproduce the observed damage. However, not the cause of the deformations. with a stern tube bearing failure that dock facility.
the results from an analysis of the cell’s occurred on a 64,000 DWT bulk carrier. Due to unavailability of suitable dry
response to the initial vacuum pressure The client was given confidence that the The single, plain, white metal lined dock facilities to handle the vessel, TID’s knowledge and expertise on shaft
incident did not match the observed flotation cell could stay in service and bearing had suffered damage to the the owner was faced with taking their alignment has been built up over the
permanent deformations. would function in a safe manner, avoiding aft end where the bearing surface had vessel to a location that lacked the past 71 years, with processes and
the cost and delays caused by been ‘wiped’. A shaft misalignment was technical support to conduct the repair techniques that are tried and tested and
As a next step, the measured permanent an immediate replacement. suspected as the cause and a quick turn efficiently. highly respected in the marine sector.
16 Technical matters Horizons April 2019 17
NEWS
Approval for verification activity
What’s happening in our world. on Norwegian Continental Shelf.
The Norwegian Maritime Authority potential and existing international clients
(NMA) has approved LR as a recognised in the NCS area. All can be confident that
Our world doesn’t stand still and neither do we. Catch up on the latest developments classification society for the LR will perform verification activities Events
construction of mobile units in the safely and in compliance with the NORSOK
at LR from our teams around the globe. Norwegian Continental Shelf (NCS). regulations. Meet our technical experts at
This follows a change to section three of these upcoming events:
the Petroleum Safety Authority’s (PSA) LR’s Department Manager, Alain Doumit,
framework HSE regulations, which says: “By working closely with the local OTC 2019
now permits mobile units employed in government in Norway, we have actively Date: 6-9 May 2019
petroleum activities on the NCS to be built a strong relationship with the PSA LR stand: 3761
designed in accordance with relevant and this long-term effort demonstrates Location: Houston, Texas, USA
maritime requirements. that LR is a strategic, trustworthy partner
that can deliver effective multi-service Nor-Shipping 2019
The PSA’s decision to list LR in its support. Our clients, international and Date: 4-7 June 2019
framework enables LR to perform local, will benefit from specialist support LR stand: Hall C 02-36
verification services for facilities within the and greater choice as the market opens, Location: Oslo, Norway
Download the Zero-Emission NCS for mobile drilling, well-intervention, particularly as the Norwegian government
Vessels: Transition Pathways multi-use and certain types of mobile is keen to encourage international players
study at www.lr.org/zev production. This means LR can work with to begin exploration activity in the NCS.”
LR launches industry first airborne noise notation for ships in ports.
LR has released a new airborne noise assist ports in determining which and emissions to gain access to noise sensitive
emission notation (ABN) and ShipRight how many ships can access the most areas, such as ports in city centres or
LR and UMAS release ‘Zero-Emission Vessels Transition Pathways’ study. procedure to meet increasing demand noise sensitive areas of the port. It will natural sanctuaries.
for a standard and methodology to also allow ports to specify ships require
control airborne noise emissions from a certain ABN notation to stay in a noise Airborne noise levels present similar
In January, LR and University Maritime 2020 – 2030 is the most significant wider energy system, so a clear signal ships. sensitive area of the port, for example challenges for inland waterways. Directive
Advisory Services (UMAS) released decade, stressing the urgency for early needs to be given to the potential those locations close to residential areas. (EU)2016/1629 specifies the maximum
‘Zero-Emission Vessels Transition action fuel producers. We expect to see a The new notation defines a set of limit noise level from a ship in the EU when
Pathways’, a study that examines three consolidation of what the dominant levels for airborne noise emission from Similarly, the new ABN notation enables sailing and at berth, however, achieving
key energy pathways to help identify • There is still uncertainty when choosing technologies for use onboard will be ships. This enables ports to better monitor ship owners to demonstrate that their the ABN notation will ensure that the ship
the actions required for the shipping one fuel, one technology and one route and the interactions between end-fuel overall noise levels from ship calls. It will vessels have controlled airborne noise complies with these requirements.
industry to transition to a zero-carbon and therefore this decade will need to price, machinery costs and revenue loss
future by 2050. see full-scale pilots and prototypes, the will be better understood. We will start
development of policy, standards and to see ships being designed to store
The study aims to show what is needed rules, and will be characterised by first less energy on board and changes to
to enable the transition, both at the ship adopters driven by consumer pressure. their operating profile to bunker more LR surveyor positioned in South Island of New Zealand.
and supply infrastructure level, to deliver frequently.
zero-emission vessels (ZEVs) that are • Batteries in short-sea markets, or if
crucial to achieve the IMO’s Greenhouse used as hybrids, and on-shore power Up to the 2050s LR now has a senior surveyor Pierre de Chateau Thierry, LR’s Marine
Gas (GHG) Strategy 2050 ambition. The supply will play an important role in permanently based in Lyttelton Business Development Manager for
study demonstrates to all stakeholders reducing the dependency on fossil fuels. • Although the likelihood of any pathway Port, Christchurch, New Zealand, Australasia, says: “LR is the only class society
what action needs to be taken now and in Easy to store zero or low-carbon fuels is difficult to assess, we may experience to better service local and global with a full-time surveyor based in the South
the next three decades. (for example, sustainable biofuel and more than one switch. For example, a clients operating in the area. This Island of New Zealand, demonstrating our
methanol) may also be an attractive growing share of biofuels in the 2020s initiative will provide increased levels commitment to ensuring we are where our
The ‘Zero-Emission Vessels Transition solution as existing infrastructure and with on-going efforts to develop fuels of responsiveness, convenience and customers need us to be, even in remote
Pathways’ study found that: machinery can be used to ease the produced from renewable electricity, cost savings for clients requiring survey areas like Lyttelton. LR’s combination of
transition. referred to as electro-fuels, resulting activity in the South Island global reach and local presence makes a
• All pathways explored with the study in a major shift to electro-fuels in the of New Zealand. huge difference to our customers.”
will achieve the IMO’s ambition of at The 2030s – scaling up of zero-carbon 2040s and 2050s. We expect that by
least 50% reduction in GHG emissions solutions 2050, and beyond consolidation of LR surveyor Peter Hatton took up the post Lyttelton Port is the main port in the South
by 2050 and go beyond to show that the market, to see an end fuel mix in July 2018 and has been with LR for 11 Island of New Zealand and is visited by many
zero-carbon is possible. • The evolution of shipping’s fuel mix is dominated by one family of fuels. years, previously working in the Sydney and global trade vessels along with local vessels
closely linked to the evolution of the Perth offices. such as fishing trawlers, tugs and work boats
that operate in the area.
18 News Horizons April 2019 19Get in touch Please visit www.lr.org for more information Lloyd’s Register Group 71 Fenchurch Street London EC3M 4BS UK Lloyd’s Register is a trading name of Lloyd’s Register Group Limited and its subsidiaries. For further details please see www.lr.org/entities © Lloyd’s Register Group Limited 2019
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