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MPV Update – Issue 2016

J
Jost Bergmann

The document summarizes DNV GL's new class rules and notations relevant for multi-purpose vessels (MPVs). It introduces a set of new design loading conditions developed by DNV GL to provide improved guidance for structural strength assessment of modern MPVs with long cargo holds. The loading conditions cover scenarios such as block loading, tandem crane operations, deck cargo, and loads on tween decks that go beyond existing industry rules. They are aimed at establishing a common design basis agreed between owners and designers early in a project. Key areas of focus in MPV design under the new rules are also highlighted.

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Briese’s Eco Trader New MPV class notations Open top transport Structural assessment MPV UPDATE 2016
DNV GL 2 MPV UPDATE 04 06 14 The next workhorse ................................................................ 18 Adapting to changing market expectations ....................... 22 A powerful source of information ........................................ 24 Trusted expertise for MPV operators .................................... 26 Cover photo: BBC Chartering A unique design basis for future MPVs ............................... 04 New design loading conditions ........................................... 06 Structural simulation models can do more ......................... 10 Safe transport with an “open top” ........................................ 12 Keeping pace with environmental regulations ................... 14 CONTENT 26
EDITORIAL MPV UPDATE 3 Published by DNV GL Maritime Communications DNV GL – Maritime 1322 Høvik, Norway DNV GL – Maritime 20457 Hamburg, Germany Additional author: Peter Lindemann (PL) Design and production: printprojekt, Hamburg Layout: Lohrengel Mediendesign, Hamburg © DNV GL AS www.dnvgl.com MPV UPDATE Jost Bergmann DNV GL Business Director MPV jost.bergmann@dnvgl.com Welcome to the first MPV UPDATE magazine by DNV GL. MPVs are an important segment for DNV GL. With about 1,400 vessels and a market share of about 21 per cent (GT, based on IHS Fairplay), DNV GL is the leading class in this segment. In this UPDATE we would like to share technical and operational trends and the latest devel- opments related to rules and regulations, and present selected remarkable projects in the MPV segment. When we speak about “MPVs”, we wish to address a broader range of vessels, from general dry cargo ships carrying non-standardized break bulk, bulk or ro-ro cargo, and from geared multi-purpose ships carrying the same type of cargo but in addition having grain, bale and/or container capability, to heavy-lift ships and premium project carriers with a combined lifting capacity greater than 100 t and 250 t respectively, through to semi-submersible MPVs. In this first issue we take a closer look at relevant DNV GL class notations in our new DNV GL rule set. We give a more detailed overview of the new design loading condi- tions applicable to future MPVs with long cargo holds and their practical implications. IMO and IACS are continuously developing new rules and regulations for our industry. Read a summary of “hot topics” and expected future developments. Voluminous project cargo must sometimes be transported with partly or fully open hatch covers. Although this is basically a violation of the load line convention, there are alterna- tive solutions possible for newbuilds as well as for existing vessels on a case-by-case basis. The German owner and operator Briese and its partners have launched a large new- building programme. Find some interesting insights into their state-of-the-art MPV design and the underlying considerations and rationale in our interview feature. Due to changes in trade patterns, Japanese owners and yards are currently confront- ed with new market requirements, which are expected to lead to new MPV designs, as currently considered by NYK. Finally we briefly present two exceptional DNV GL services: warranty surveys for the carriage of unique project cargo, and AIS-based data analyses providing insight into trading patterns and vessel conditions as the basis for performance improvements. Enjoy the read and send us your feedback.
A UNIQUE DESIGN BASIS FOR FUTURE MPVS Since DNV and GL joined forces, a huge effort has been made to consolidate the existing knowledge of both legacy companies and further enhance their standards to serve as a reference for the maritime industry. The new DNV GL rules are now available to support state-of-the-art shipbuilding and operation. The new rules, which represent the best of the combined exper- tise and experience of two leading classification societies, have been evaluated for critical issues and improvement potential by our most experienced technical experts. The rule set was scru- tinized with respect to clarity, practical application and its positive contribution to the overall safety and reliability of vessels. The process involved more than 200 technical experts at DNV GL and the rule set was improved by extensive input from more than 800 shipyards, designers, shipowners and managers. The total effort made to establish these rules is unprecedent- ed in the industry and has resulted in a unique rule set which is efficient, future-ready, consistent, transparent, modern and adaptable. Harvesting operational experience With around 13,000 ships classed by DNV GL, the experience the class society has gained through supporting its customers in their day-to-day operations constitutes an unrivalled knowledge data- base which continues to grow day by day. In parallel with the development of the new DNV GL rules, a research project performed a thorough statistical review of the DNV GL fleet. The aim was to identify possible areas of further rule improvement. More than 3,000 ships in service were closely monitored for design-related defects. Typical defects and their frequency of occurrence were analysed, and the insight gained was incorporated into the new rules. A new and improved technical foundation The incorporation of equivalent design waves (EDW) into the DNV GL rules marks a significant change in the way dynamic loads are calculated. The advanced load concept is a major step towards a more realistic and accurate representation of envir- onmental loads. Along with the state-of-the-art DNV GL capacity models, it implements a more consistent safety level for the entire hull structure while helping overcome challenges related The new DNV GL class rules and notations are geared towards today’s and tomorrow’s needs and provide more flexibility than ever. Steps Key holes Deflection limiters Hatch corners (particular focus on box- shaped solutions) Longitudinal bulkhead (in way of crane columns) Heavy coaming stays Crane–Hull intersection Typical areas of attention for today’s MPV designers. DNV GL 4 MPV UPDATE
DNV GL Expert Jan Rüde (JR), Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com to the development of innovative designs. This provides a basis for achieving an ideal distribution of structural strength, ensuring every ton of steel is used efficiently. With more precise load-related requirements and more advanced capacity formulations, the new DNV GL rules call for more extensive computational capabilities and are supported by powerful software tools ensuring an efficient design process. New set of design loading conditions for modern MPVs To make the implications of various loading patterns of MPVs with one large cargo hold more transparent, a set of new structural design loading conditions has been defined to support ship- owners, yards and designers. Details of this approach are lined out in a separate article in this magazine. Wider range of relevant class notations To enable owners to efficiently customize vessels to suit their needs, the new rules offer a variety of both new and well-proven class notations, inherited from the legacy societies. For MPVs the new rule set is offering two ship type notations: ■■ General dry cargo ship ■■ Multi-purpose dry cargo ship General dry cargo ships are typically focused on break bulk and dry bulk whereas multi-purpose dry cargo ships have a hold arrangement optimized for project cargo but can also carry break bulk, bulk cargo and containers and are mostly geared and often equipped with tween decks. But the choice of the ship type notation rests with the customer. In addition the rules offer a number of voluntary class nota- tions which ensure that a vessel is designed and equipped for its intended operation. The following areas are addressed: ■■ Structural strength and integrity ■■ Propulsion, power generation, auxiliary systems ■■ Navigation, manoeuvring and position keeping ■■ Cargo operations ■■ Equipment and design features ■■ Cold climate ■■ Environment protection and pollution control ■■ Survey requirements The new DNV GL rules thus hold many benefits for the MPV segment, enabling new approaches in ship design and operation along with unprecedented choices and flexibility. ■JR Photos:DNV GL,terskov-fotolia Notation Rule reference Explanation Grab Pt6 Ch1 Sec.1 The inner bottoms and/or coamings and longitudinal bulkheads are strengthened for the use of grabs. Strengthened Pt6 Ch1 Sec.2 Weather deck hatch covers (HA), tween decks (DK) and/or inner bottom (IB) strengthened for heavy cargo. HC(x) Pt6 Ch1 Sec.3 Vessel strengthened for heavy cargo in bulk. Applicable to vessels with L ≥ 150 m. Qual- ifiers A, B, B*, C and M specify additional requirements. Holds may be empty Pt6 Ch1 Sec.4 Indicates which holds may be empty at full draft. RSD Pt6 Ch1 Sec.8 Hull structure has been analysed by means of global finite element analysis according to class guideline and analysis procedure. LCS Pt6 Ch4 Sec.7 On-board computer system running a com- bination of software modules for stability and strength verification. Additionally, these requirements may include integrated systems developed to assist the master, as a decision aid, if the vessel has been subject to damage and subsequent flooding. Notation Rule reference Explanation LC Pt6 Ch4 Sec.10 Lashing computer system, mandatory for vessels carrying containers. RSCS Pt6 Ch4 Sec.11 RSCS (Route Specific Container Stowage) may be applied to vessels carrying containers based on route-specific load assumptions. Container stowage flexibility and capacity is optimized. Container Pt6 Ch5 Sec.1 Mandatory design and outfitting require- ments for vessels equipped for carriage of containers. Hatchcover- less Pt6 Ch5 Sec.2 Requirements for vessels operated with “open top” = without hatch covers in line with MSC/Circ. 608. Crane Pt6 Ch5 Sec.3 Voluntary notation specifying additional re- quirements for vessels equipped with cargo gear. Intended to improve safety and reliabil- ity of crane operation. DG Pt6 Ch5 Sec.2 Vessel arranged for carriage of solid dan- gerous goods both in bulk (DG-B) and in packaged form (DG-P) pursuant to SOLAS Reg. II-2/19. DBC Pt6 Ch5 Sec.2 Arranged for carriage of dangerous goods in solid bulk pursuant to the technical provi- sions of the IMSBC Code. TYPICAL CLASS NOTATIONS RELEVANT FOR MPVS DNV GL worked closely with its customers to make sure the new rules and class notations reflect the realities in the MPV segment. Tandem operation of cargo gear can lead to excessive hull deflections – upper image: load hanging outside; lower picture load hanging inside. By means of global FEM analysis, ref. RSD notation, this challenge can be controlled. MPV UPDATE 5 NEW RULES
NEW DESIGN LOADING CONDITIONS The placement of very heavy block loads in the cargo hold and the use of on-board cranes have implications for structural strength considerations during the design phase. Along with its new class rules, DNV GL has developed a set of new loading conditions, assisting shipowners and designers in agreeing on realistic load assumptions at an early design phase that account for the realities of MPV operation. The basis for determining vessels’ longitudinal strength is the IACS Unified Requirement URS11/11a. However, this is not very specific and may not reflect owner’s requirements regard- ing later loading flexibility, requiring vessels to be designed for ballast condition, homogeneous loading, short voyages and ports. Alternate loading conditions, required only “where applicable”, are however critical from a hull girder strength point of view because they generate the most severe still-water DNV GL 6 MPV UPDATE
bending moments and shear forces. In addition, the IACS rules do not explicitly account for block loading scenarios, tandem crane load cases, deck cargo cases and tween deck loads, which they leave to the discretion of designers and owners. To provide owners and designers with improved transparency and guidance regarding the new IACS rules, DNV GL joined hands with industry representatives to define standard loading con- ditions for multi-purpose vessels. Combining the operational know-how of both DNV GL and its customers, the loading conditions cover relevant operational requirements for these complex ships. “DNV GL is the first classification society to issue standard loading conditions incorporating load cases far beyond the scope of the IACS requirements,” points out Jan Rüde, Ship Type Expert MPV at DNV GL. “They include block loading scenarios, tandem crane load cases, deck cargo cases and tween deck loads.” The new loading conditions are out lined in DNV GL rules Part 5 Chapter 1 Section 5 Paragraph 4 “Loads”. Design envelope curve The permissible still-water design bending moment and shear force curve which define the minimum and maximum loading lim- its for the vessel are generated using the loading manual. Typical- ly the designer calculates all design loading conditions as agreed with the owner, then draws an envelope curve over all bending moment and shear force values. The designers then agree on a safety margin to be applied to the envelope curve for the steel structure design. The design envelope curve is the basis for class approval of the steel structure drawings. When the ship construc- tion is finished, the envelope curve is fed into the loading Photo:Rickmers-Linie DESIGN LOADING CONDITIONS MPV UPDATE 7
max SF max SF Separate Bilddatei! Case No. 3 Heavy deck loads amidships max SF max SF max SF max SF Separate Bilddatei! Case No. 2 Block loading aft and fore max SF max SF max SF max SF Separate Bilddatei! Case No. 1 Block loading amidships max SF max SF Separate Bilddatei! Case No. 4 Heavy deck loads aft and fore max SF max SF Separate Bilddatei! Case No. 6 Heavy tween deck loading STANDARD FE DESIGN LOAD COMBINATIONS FOR CARGO HOLD ANALYSIS OF DRY CARGO SHIPS WITH A LONG CENTRE HOLD computer for planning the loading of cargo. The challenge is to consider all relevant and critical loading conditions in the steel structure design phase to make sure the ship is strong enough to provide the desired operational flexibility during later operation. Block loading scenarios MPVs with a very long cargo hold are often equipped with a reinforced inner bottom designed for a high uniform distributed load such as 20–25 tonnes per square metre. In practice, however, a block load will typically cover only part of the inner bottom, leav- ing other parts without load. A heavy block load will typically result in excess weight in the loaded parts and excess buoyancy in the empty parts. It should be placed where it creates the most critical conditions from a hull girder point of view. Placing the load block in the middle of the hold creates the worst-case global sagging moment for the hull structure (Case No. 1). Splitting the load block into two units and placing them at the aft and forward ends of the hold results in the worst-case hogging moment (Case No. 2). Hatch cover and tween deck design Most cargo vessels have weather deck hatch covers designed for loads as defined by the Load Line Convention, i.e. approximately OK DESIGN ENVELOPE CURVE The design envelope curve translates the initial building and loading specifications into steel design and loading guidelines. Owner decides on design loading conditions Designer uses the loading conditions for loading manual Steel structure approval based on the envelope curve Envelope curve fed into loading computer used for cargo planning to ensure owner requirements are met in practice The design envelope curve is generated to cover all loading conditions Crane Deformation Block loading Ballast Seagoing conditions Harbour conditions DNV GL 8 MPV UPDATE
Separate Bilddatei! Case No. 111) Crane inboard on partial draught Separate Bilddatei! Case No. 141) Crane outboard with Msw-p-s Separate Bilddatei! Case No. 101) Crane outboard on partial draught Separate Bilddatei! Case No. 131) Crane inboard with Mswp-h Case No. 121) Crane outboard with Msw-p-h Separate Bilddatei! Case No. 151) Crane inboard with Msw-p-s 1) Applicable to cranes with SWL ≥ 150 t only Photos:DNVGL,IconsbyAnhGreen/EpicCoders/GregorCresnarfromwww.flaticon.com three to four tonnes per square metre. However, MPVs often have heavy pontoon covers for carrying heavy project cargoes on the weather deck. These loads generate maximum transverse forces in rolling conditions in beam seas and are critical for the trans- verse side structures (Case No. 3). Here again the load may be centred amidships or be placed at opposite ends (Case No. 4). In addition to weather deck covers, MPVs are typically equipped with heavy tween deck panels capable of handling loads from five to seven tonnes per square metre. The tween deck panels rest on pads integrated into the hull side structure at various levels. The resting pads are exposed to high vertical forces in a magnitude of 100 to 120 tonnes. This loading scenario is critical for buckling of the longitudinal bulkhead under the support pockets and is reflected in Case No. 6. Cranes complicate the picture In addition to seagoing cases, it is also necessary to consider crane loading cases for heavy-lift MPVs when operating in port. A heavylift MPV is normally designed for tandem operation of two cranes lifting cargo in and out of the ship. These scenarios are covered by Cases No. 10 to No. 15. A particular challenge for a long cargo hold in combination with heavy-lift cranes integrated into the side structure of the vessel is how to evaluate and limit the inward and outward deflection of the hold structure. The crane loading cases defined by classification society DNV GL represent the most severe conditions, providing the hatch cover designer with valuable input regarding expected coaming deformation. “DNV GL is the first classification society to issue standard loading conditions incorporating load cases far beyond the scope of the IACS requirements.” Jan Rüde, Ship Type Expert MPV, DNV GL “The new DNV GL rules on Standard Loading Conditions for Multi-Purpose Vessels represent a major milestone for us and our customers,” says Rüde. “They benefit both ship designers and owner’s who must jointly define the design loading conditions for planned newbuilds at an early project phase as they will ensure that the vessels will have the intended operational flexibility whilst taking into account the impact on production costs.” ■JR DNV GL Expert Jan Rüde (JR), Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com DESIGN LOADING CONDITIONS MPV UPDATE 9
Ensuring the structural integrity and safety of the cargo as well as the ship itself are core concerns for the shipper, the vessel owner and operator, and their underwriters. Project-specific strength assessments focusing on proper sea-fastening as well as the structural integrity of the ves- sel and its cargo are therefore standard procedure in heavy-lift projects. In many cases however, the lack of a suitable structural Finite Elements (FE) model for the strength assess- ment is a bottleneck which can cause delays and additional costs. Combined approach Considering the variety of heavy-lift and project cargo jobs, a global 3D FE model of the entire vessel offers the greatest flex- ibility and coverage for structural assessment. Traditional global FE models with web frame spacing as a typical element size do not provide the required level of detail and structural resolution, especially when assessing the double-bottom area. A new modelling approach developed in a joint develop- ment project (JDP) by DNV GL and Samsung Heavy Industries (SHI), called Advanced Whole Ship Analysis (AWSA), can help overcome this issue. AWSA combines global strength and cargo The structural assessment process required for heavy- lift transport projects on board MPVs can benefit vastly from existing models. DNV GL has developed a new approach. Structural simulation models generated during the design phase of a vessel can and should be reused throughout the operational lifetime of the ship, for example when performing structural assess- ments for heavy-lift projects. Doing so not only enables a more sophisticated approach to technical assessments but also signifi- cantly reduces the cost of modelling and generating load cases. In recent years, the multi-purpose vessel segment has seen a growing trend towards individualized transport jobs in the heavy- lift and project cargo businesses, with the items carried growing in size and weight. This development in turn has been driven by a general tendency to minimize the scope of on-site final assembly work to mitigate the associated economic and quality risks. STRUCTURAL SIMULATION MODELS CAN DO MORE The fine-mesh approach which uses frame spacing as the typical element size is needed for double- bottom analysis. DNV GL 10 MPV UPDATE
hold analysis based on fine mesh, i.e. frame spacing as a typical element size, with global FE models. Reusing these fine-mesh global structural FE models from the design phase for strength assessment calculations in heavy-lift projects during the opera- tions phase is a very cost-efficient – if technically sophisticated – approach. Its flexibility makes it suitable for a wide range of applications, from simple double-bottom checks through to full- scale global strength analyses accounting for specific loading and sailing conditions. Depending on the given organization, the available capabili- ties, and the required scope or level of analysis, strength assess- ments for heavy-lift cargo projects may be carried out either by the owner or operator of the vessel, or with support from DNV GL. Development work on the AWSA-based life cycle approach con- tinues, and the method is being streamlined to optimize it as a technically and commercially viable solution. Key items on the agenda include the question of ownership of various structural models, integration of the as-built status, and enabling fast and efficient load generation. ■OD DNV GL Expert Dr Olaf Doerk (OD), Head of Department – Structures, Maritime Advisory Germany Phone: +49 40 36149-4861 E-Mail: olaf.doerk@dnvgl.com Special cargo items transported by MPVs are get- ting bigger and heavier. A struc- tural assessment of every project is crucial. Photos:DNVGL,courtesyofSALHeavyLift A fine-mesh AWSA 3D model of the entire ship provides the resolution and flexibility needed for structural assessment. SIMULATION MODELS MPV UPDATE 11
mandatory model test and on intact stability in flooded condition. Most flag states have issued instructions for switching from one load line mark or certificate to the other, which is quite common among tankers. Model testing MSC/Circ. 608 requires seakeeping model tests to determine the likelihood of water ingress into the open hold. An important parameter is the vertical centre of gravity (KG) or metacentric height (GM) value. The IMO guidelines require model tests to use a GM value that is most relevant for real-life operation. While con- tainer vessels generally use a GM value close to the limit curve, MPVs are expected to sail with higher GM values because of their cargo characteristics. Working together with the Hamburg Ship Model Basin, DNV GL developed an approach using a worst-case GM value, caused by a resonance of the wave encounter frequency with the ship’s rolling period in beam seas. This assumption would cover all conceivable loading scenarios. An alternative approach would be to use a maximum GM chosen by the customer as an upper limit for open-top conditions in the GM limit curve. Additional Multi-purpose vessels (MPVs) carrying oversized cargo too large to close the hatch covers face a regulation dilemma. Working with industry stakeholders, DNV GL wants to close this gap. SAFE TRANSPORT WITH AN “OPEN TOP” When an MPV carries oversized project cargo in its cargo hold, the hatch covers must sometimes remain open. However, the load line convention and other rules prohibit ships from operating with open hatch covers on the open sea because of the risk of taking on water and losing stability. Open hatch covers also can pose fire safety risks. The IMO MSC Circular No. 608 “Interim Guidelines for Open-Top Container Ships” define measures and precautions to establish a level of safety equivalent to that of closed-hatch vessels. DNV GL offers its “Hatchcoverless” class notation which confirms compliance with relevant requirements. However, since MSC/Circ. 608 is tailored for container vessels, it cannot simply be applied to MPVs, due to the different type of cargo carried; the relevant flag states need to be involved in all projects subject to these interim guidelines. Freeboard Voluminous project cargo is often not very heavy and rarely utilizes the full deadweight capacity of the vessel. Assigning a second load line at a reduced draft for open-top operation to increase the freeboard reduces the likelihood of water enter- ing the cargo hold, which again has a positive effect on the Open-top operation is a specific challenge for multi-purpose vessels. DNV GL 12 MPV UPDATE
tests using the minimum GM from the limit curve for the three worst wave directions from the first test using the maximum GM value are to be run in this case. Damage stability An important input parameter for damage stability analysis is the assumed permeability of the cargo hold. While for container ves- sels the value ranges between 0.7 for a loaded and 0.95 for an unloaded cargo hold, an MPV carrying project cargo may have low displacement even when the load is extremely voluminous. A permeability value of 0.9 would be adequate for a reasonably con- servative calculation for both the subdivision draft and partial draft. Intact stability MSC/Circ. 608 requires proof that the vessel is able to survive the accumulation of water in the cargo hold, also referred to as a flooded cargo hold condition. For container vessels, a flooding level up to the hatch coamings is required. This appears to be rather extreme even in a worst-case scenario. Water ingress into the hold can either be caused by green seas or heavy rainfall. The amount of green water entering is determined during the model tests. The capacity of the vessel’s bilge system must be designed to handle the expected amount of green water. As for heavy rainfall, the worst precipitation ever recorded worldwide reached a 1,825 mm water column within 24 hours, according to the World Meteorological Organization. Based on this informa- tion, a water ingress equivalent to around a two-metre water col- umn in 24 hours would be a very conservative assumption. What is more, under normal circumstances the crew will use the ship’s bilge system to remove the accumulated water and manoeuvre the vessel out of the affected area by means of weather routing. It should also be noted that open-top vessels are required to carry redundant bilge pumps. Assuming a cargo hold completely filled with water doesn’t appear reasonable as it would mean both redundant bilge pump systems being out of order and heavy rainfall eventually combined with rough seas lasting for several days, which is extremely unlikely to happen and conflicts with the idea of “one failure at one point in time” – a key principle normally assumed in SOLAS regulations. DNV GL suggests revising the water level assumption for the analysis of an MPV under flooded cargo hold condition to a more realistic value. Fire protection A fixed CO2 firefighting system would be ineffective with open hatch covers. A water spray system must be used instead. On an MPV, it should be subdivided into sections of suitable length, for example 20–25 metres each, arranged along the cargo hold so that at least two sections operate simultaneously. An alternative solution would be to install a fixed power monitor system with at least two water monitors located on deck, one at the aft and one at the forward end of the cargo hold. On an MPV carrying project load, this would allow the cargo hold to be covered entirely by the monitoring system and conventional firefighting equipment, and a water spray system for cooling the sides of the cargo hold could be omitted. Dangerous goods For dangerous goods in packaged form the provisions given in MSC/ Circ. 608 are to be followed. Dangerous goods in bulk are expected to be carried in closed spaces only, in line with IMBSC code. Single voyage exemption Ships intended for frequent open-top carriage of large project cargo should be designed accordingly. When a vessel operates in open- top condition only occasionally, DNV GL can help the owner obtain flag state approval for a single-voyage exemption, which typically involves a freeboard increase, wind and weather restrictions, weather routing, fitting of additional submersible pumps, daily inspections of the hold and bilge alarm, isolation of the cargo hold CO2 fire extin- guishing system, prohibition of combustible cargo and a DNV GL survey of the arrangements before the voyage starts. Outlook DNV GL plans to further refine and finalize its guidelines for open- top MPVs in an open dialogue with industry stakeholders. With appropriate support from the industry, in particular from flag states and some additional experience, the DNV GL guidelines may eventually form the basis of a submission to IMO. ■JB/MB Photos:DNVGL,courtesyofSALHeavyLift DNV GL Experts Jost Bergmann (JB), DNV GL Business Director MPV Phone: +49 40 36149-6756 E-Mail: jost.bergmann@dnvgl.com Mark Bronsert (MB), Senior Approval Engineer Stability, Load Line & Tonnage Phone: +49 40 36149-5315 E-Mail: mark.bronsert@dnvgl.com MSC/Circ. 608 main requirements Adaptations needed for multi-purpose vessel Freeboard Dual load line recommended Strength in “intact flooded condition” Initial & periodical surveys Open-top model test GM in resonance or upper limit for GM to be considered Damage stability Cargo hold permeability to be adjusted for maximum draught and partial draught Intact stability Cargo hold flooding level to be redefined, based on realistic rainfall assumptions Hold bilge dewatering system Fire protection Water spray system with suitable subdivisions or fire monitors Dangerous goods No DG in “open-top” mode MSC/Circ. 608 main requirements and areas requiring modification for MPVs. MPV UPDATE 13 OPEN TOP
The environmental impact of the shipping industry remains a topic of keen interest for regulators, with agreed regulations entering into force in the near future and new regulations being developed around the world. Understanding the evolving regulatory landscape is of strategic significance when making business decisions. Over the past decade, shipping has seen a surge of environmen- tal regulations. Political pressure and an increasing focus from society at large have driven the International Maritime Organi- zation (IMO), various countries and regions such as the EU to develop steadily more stringent regulations. The consequence is a patchwork regulatory system, where numerous overlaps create challenges for operators. There are unfortunately no indications that this will change. It is important for operators to both under- stand the existing regulatory framework and be aware of forth- coming developments, both at IMO and elsewhere, in order to make the right business decisions. Ballast water management Ballast water management has been a hot topic for a number of years. As of end-July, the Ballast Water Management (BWM) Convention is only 0.13 per cent short of the gross tonnage rati- fication, with in particular ratification by Finland appearing to be both imminent and sufficient. DNV GL thus believes the threshold will be crossed sometime this year. The convention will then enter into force one year later, requiring all ships to comply within the following five years. The content and interpretation of the conven- tion are still evolving. Presumably the IMO Marine Environment Protection Committee (MEPC) 70 will finalize the revision of the technical guidelines in October. There are presently 65 IMO- approved BWM systems on the market. The national ballast water management regulations of the United States entered into force in 2013. New ships now have to comply upon delivery, while existing ships must comply by the first scheduled dry docking after 1 January 2014 or 2016, depending on ballast water capacity. US type approval is required for the ballast water treatment systems of affected ships; so far no such approvals have been granted. To address the obviously paradoxical situation of having to install approved systems when none have obtained type approval, the US Coast Guard (USCG) has issued more than 50 so-called Alternate Management System (AMS) approvals for systems accepted by IMO. These approvals are limited to a five-year validity period. To ease the transition further the US is also liberal in granting time-limited exemptions to individual ships. We believe that once US-approved systems KEEPING PACE WITH ENVIRONMENTAL REGULATIONS DNV GL SOFTWARE TOOL FOR UPCOMING RULES To help owners stay ahead of new developments related to upcoming IMO and ILO regulations, DNV GL offers a software tool called “RequirementExplorer”, which allows customers to browse upcoming new rules and regulations. The tool is available on My DNV GL. It enables efficient searches using ship type, keel-laying date, size and other properties as search criteria. DNV GL 14 MPV UPDATE
become available the extension policy will become significantly more stringent. For more information on different ballast water topics such as treatment systems and approval process please visit dnvgl.com/ bwm. SOX regulations Discussions at IMO are centred on the question of whether the global 0.5 per cent sulphur content requirement should enter into force in 2020 or 2025. An IMO commissioned fuel availability study has been submitted to MEPC70 and will provide a discus- sion basis for IMO deliberations. It is worth noting that a separate, independently commissioned study also has been submitted, and that the two studies reach very different conclusions. Protecting marine ecosystems is an important goal for the shipping community but the regulatory ecosystem causes headaches. DNV GL ECO INSIGHT PROVIDES VISIBILITY INTO FLEET PERFORMANCE With its performance monitoring tool “ECO Insight”, DNV GL offers a convenient means to keep abreast of upcoming MRV requirements and ensure timely compliance: ■■ ECO Insight’s proven onboard data recording application integrates all traditional ship-to- shore reporting into one solu- tion. ■■ Extensive technical and ship- specific plausibility checks deliver high-quality data without “MRV non-conformities”. ■■ Data is automatically compiled in EU and IMO formats for uploading to the respective servers. ■■ Data serves as basis for com- prehensive fleet performance management using ECO Insight, helping to cut operating costs. The ECO Insight portal is a gateway to higher operational efficiency. Photos:DNVGL,TaliaCohen/Unsplash REGUALTIONS MPV UPDATE 15
CHINA IMPOSES SULPHUR LIMITS AND MIGHT ESTABLISH SECA ZONES China has published regulations to establish SECA-like sea areas outside Hong Kong/Guang- zhou (Pearl River Delta) and Shanghai and in the Bohai Sea. In a staged approach, the new regula- tions impose an initial 0.5 per cent sulphur limit for fuel burnt in key ports within these areas, grad- ually expanding the coverage to finally encom- pass these sea areas entirely from 2019 onwards. The sulphur limit might be lowered to 0.1 per cent as of 2020, and a formal ECA application may be submitted to IMO. CHINA Beijing Shanghai Pearl River Delta■■Existing, IMO ■■EU Sulphur Directive ■■Existing, regional ■■Possible future It therefore remains in doubt whether the IMO will be able to conclude at MEPC70 in October 2016. A further complicating fac- tor in the discussions is the EU Sulphur Directive, which stipulates a maximum 0.5 per cent sulphur content for all EU waters by 2020, irrespective of the IMO decision. If different dates are decided by IMO and the EU, shipping will for a period face a three-tier sul- phur content regime. From an operational perspective, this will be challenging. It should also be noted that the Water Framework Directive is putting constraints on the discharge of scrubber water in certain EU countries. Belgium and Germany have in essence prohibited the discharge of scrubber water in most areas, severely constrain- ing the operation of open-loop scrubbers. Other EU countries are following suit to a lesser or greater degree, with no common EU practice likely to be agreed. China has recently published regula- tions for SECA-like fuel requirements in certain coastal areas (see box below). More information and our updated Sulphur guideline are available at dnvgl.com/lowsulphur. NOX regulations NOX Tier III requirements have entered into force in the North American ECA for ships constructed on or after 1 January 2016. In essence, anyone constructing a ship today needs to consider potential operation of the vessel in the North American ECA, whether upon delivery or at some time in the future. If such an operation pattern is conceivable, NOX control technology will be needed for that ship. In contrast to the North American ECA the ECAs in the North Sea and the Baltic do not yet include a NOX requirement. Joint North Sea/Baltic NECA applications have now been made to MEPC 70. Assuming agreement at IMO these Tier III requirements will apply to ships constructed on or after 1 January 2021. CO2 and energy efficiency Climate change remains the driving political force behind CO2 and energy efficiency regulations. In the EU, regulations for Moni- toring, Reporting and Verification (MRV) of CO2 emissions have entered into force, requiring all ships above 5,000 GT sailing to or from European ports to comply. Ships must also report cargo data and average energy efficiency. The EU will make the data publicly available on an annual basis. Monitoring plans are to be submit- ted to verifiers by 31 August 2017, with 2018 being the first year of reporting. Data will be published by the EU in mid-2019. There is extensive work in progress to develop the practical framework and the EU is expected to finalise most practical details towards the end of 2016. Part of the purpose behind the EU MRV regulations is to encourage IMO to work on a similar mechanism with global, not only regional, coverage. The EU has stated that if this happens it will mothball its regulation. It is therefore of great significance that MEPC 69 did agree on a global mechanism for mandatory Photos:DNVGL,TaliaCohen/Unsplash DNV GL 16 MPV UPDATE
DNV GL Expert Eirik Nyhus (EN), Director Environment Phone: +47 926 23 818 E-Mail: eirik.nyhus@dnvgl.com monitoring, reporting and verification of fuel consumption data for all ships above 5,000 GT. The scheme is expected to be adopt- ed at MEPC 70, in which case 2019 will likely be the first year of operation. However, the scheme differs from the EU MRV in sever- al important aspects, including confidentiality of data, calculation of efficiency metrics and requirements regarding the verification of data. While the European Commission sees the IMO work as an important step forward it seems unlikely to view the mechanism as robust enough to reverse its own course on the MRV scheme. DNV GL expects that the shipping sector will have to deal with two different but overlapping reporting regimes for at least some years. IMO is also seeing a reinvigorated discussion on long-term CO2 emission goals following the global climate change agree- ment reached in Paris last year. There is as yet no agreement with- in IMO regarding the need to move beyond establishing a fuel data collection system, and it remains to be seen whether consen- sus can be reached. DNV GL sees a very real risk that unless sig- nificant progress is quickly made at IMO, other bodies outside the shipping industry may attempt to issue regulations. This would not be of benefit to anyone, least of all the shipping sector itself. Open questions regarding the upcoming EU MRV scheme The new EU MRV regulation is coming: in August 2017 shipping companies will have to hand over their new “monitoring plans” to their verifiers, and monitoring of “CO2 emissions based on fuel consumption” will begin in January 2018. How exactly verification is to be performed remains somewhat unclear. DNV GL expects most issues to be settled towards the end of this year, but with a few left open until summer 2017. Some shipping companies are bracing themselves for the new regulation. DNV GL MPV customers like Jüngerhans (Germany) or Masterbulk (Singapore) have invested in advanced fleet perfor- mance management and are using the DNV GL ECO Insight por- tal. ECO Insight includes voyage reporting software which auto- matically delivers pertinent MRV reporting data. The solution also makes the verification process much easier by giving the DNV GL verification team access to relevant information. Shipping companies facing the issues described in the info box on the right are advised to take action now to ensure compli- ance with the EU MRV regulation. ■EN All technical and regulatory news can be found at dnvgl.com/ tecreg. Shipping companies facing at least one of these issues should address them now. Where a proper voyage reporting system is in place, the data should be processed, for example as part of a performance management scheme. Apart from the obvious benefits of performance management, doing so will improve data quality. Where no voyage or noon-time e-mail reporting is customary, an appropriate software-based voyage reporting system should be implemented which will deliver MRV reports automatically and run internal checks to ensure proper data quality. The DNV GL ECO Insight on-board reporting tool Navigator Insight is the most common application worldwide. ISSUES TO CONSIDER WHEN PREPARING FOR THE UPCOMING EU MRV REGULATION There is no voyage reporting available/taking place In shipping it is widely accepted practice to report the position, time, speed, distance, consumption, cargo, weather and other key data at key points of a voyage, including the departure, beginning of sea passage, noon and end of sea passage. If no such reporting routine is in place, or if reports are sent to the charterer only but not to the owner, this needs to be changed. Only vessels sailing exclusively in EU waters or executing more than 300 voyages in one year are exempt from voyage reporting. Voyage reporting is done via plain e-mail without any further onshore processing Many voyage reports are simple, daily e-mails in a defined format which are sent by the master to a list of recipients. Most of the recipients use these messages to simply confirm that the vessel is still “alive”. The data stays on the mail server without undergoing any further onshore processing. DNV GL believes that a proper electronic voyage abstract will be required for verification. Creating such a record manually from hundreds of e-mails every year for every vessel of a fleet will be an impossible task. Voyage reporting data is not processed further / data quality is unknown Even if the voyage data is electronically available in an onshore database, the biggest challenge remains: without further processing for purposes such as post-voyage calculations or performance management, the quality of the data may be compromised by issues such as a broken voyage event sequence, missing reports, incorrect time stamps or positions and implausible consumption, cargo or speed data. Under the MRV scheme, this will result in denial of verification or even a poor EEOI ranking and damage to the owner’s and operator’s reputation. Find more DNV GL blogs at blogs.dnvgl.com/performance REGUALTIONS MPV UPDATE 17
Being able to rely on in-house operating expertise when designing a new ship is definitely an advan- tage. The German MPV owner Briese and its partners have developed a next-generation vessel for their fleet that combines all the features tomorrow’s ships will need to prevail in the market. THE NEXT WORKHORSE FACTS & FIGURES ■■ Classification: GL + 100 A5 E3 BC G IW BWM (D2)DG DBC LC EP-D + MC E3 AUT strengthened for heavy cargoes, equipped for the carriage of containers and dangerous goods ■■ Deadweight (summer): abt. 12,500 mt ■■ Max. draft (summer): 8.10 m ■■ Length o.a.: 147.00 m ■■ Breadth moulded: 22.80 m ■■ Service speed: 15.0 knots Fuel consumption: 16.0 mt RMG 380 fuel per day at sea ■■ Cargo hold capacity: 17,600 cbm / 621,537 cbft ■■ Main hold dimensions: 76.50 m x 17.60 m ■■ Floor space under deck: 2,950 sqm / 31,753 sqft ■■ Floor space on deck: 2,170 sqm / 23,357 sqft ■■ Crane capacity: 2 Liebherr cranes situated portside at 18 m outreach: 250 mt capacity each / 500 mt combined at 33 m outreach: 120 mt capacity each / 240 mt combined Lifting height: > 35 m at 10 m outreach Shipbuilding, will be commissioned, with unique characteristics designed to meet future market requirements. This is the second time Briese and Krey have jointly developed a multi-purpose vessel with heavy-lift capability in the 12,000 dwt category. The last one, first built around the turn of the millen- nium, became the workhorse of the business segment. Its innova- tive successor promises to follow in its footsteps as the next work- horse of the industry – and an icon of eco-friendly trading. Based on market observations, new technologies, and statistical evalua- tions of the company’s fleet and its operating profiles, the Briese newbuilding team identified seven areas on the legacy vessel with wide-ranging improvement potential (see info box). Flexible and economically feasible “We call it the Magic Seven of optimization,” says Bernd Boening, Newbuilding Manager at Briese Schiffahrt. The first Eco Trader, the BBC Birte H. owned by Krey Shipping, is in service already. “The data from her virgin voyage have exceeded our expect- ations. We hope that our long-term findings It is all about fleet performance, and at Briese Schiffahrt, nothing is left to chance. Based in Leer, Germany’s second largest ship- owning centre after Hamburg, the company is a leading global owner of heavy-lift and multi-purpose cargo vessels. In a highly competitive market environment plagued by overcapacities, Briese manages a fleet of roughly 150 ships. Most of them are operated by Briese’s subsidiary, BBC Chartering. Any port, any cargo – wherever something big and heavy needs to be transported, BBC is never far. “Our ships are designed for flexible deployments and reliable carriage of practi- cally any conceivable cargo,” says Raymond E. Fisch, Senior Vice President Strategic Projects at BBC Chartering. But the demands are getting tougher. “There is a clear trend towards bigger and more expensive cargo, especially in the pro- ject business, and it forces us to be even more flexible,” says Fisch. To cope with stricter environmental regulations, the growing importance of the “environmental footprint”, and enormous cost pressures, and to prevail in the market, shipowners must invest in innovative technology. In Leer, the future is now: together with its partner shipowners Krey Shipping and Auerbach, Briese has launched the next MPV/HL generation, the 12,500 dwt Eco Trader MPV 500. Six ships, built at the Chinese shipyards Jiangsu Hongqiang Marine Heavy Industry and Jiangxi Jiangzhou Union DNV GL 18 MPV UPDATE
will confirm this first impression,” says BBC Senior Vice President Fisch. Drawing the right conclusions from practical experiences is standard procedure at Briese Schiffahrt, and a key success factor for the current newbuilding project. “You have to be intimately familiar with the interrelated requirements of the shipowning and affreightment businesses that the new vessels will have to live up to,” says project head Boening. It is extremely helpful to work closely with the charterer, who can provide all the relevant infor- mation regarding long-term market trends as well as cargo types and their handling requirements, he adds. “The most important criteria for the design concept are econom- ic feasibility and flexibility,” says Boening. It begins with determin- ing the size of the ship, followed by the optimization of the hull for the intended cargoes and operating modes, and the performance requirements for the cranes and their interaction with the hatch cover system, through to the selection of the best propulsion sys- tem. “A good hull shape is always the fundament for fuel efficiency,” says Boening. A statistical analysis of the speed, draught, and trim- ming records from roughly two dozen ships in the Briese fleet was the starting point for developing the future operating profile and defining the optimization targets for the Eco Trader’s lines plan. Team spirit and top technology A single-point optimising of an MPV hull only for full draught would be a grave mistake. Plenty of volume but often little weight: in the project business, where an MPV may haul rotor blades for wind turbines or FPSO accommodation topsides, the ship’s payload is rarely fully utilized. What is more, the load is often not evenly distributed, says Boening. “Our ships sail at reduced draught most of the time.” For best results, Boening’s newbuilding team worked very closely with the Shanghai-based design team, overseeing and directing its activities. After all, the quality and sustainability of the vessel will influence its value on the used ship market later on. “We reviewed a total of more than 300 design drawings,” the project manager points out. The classification society plays a key role in such a scenario. A host of topics needed to be discussed with the DNV GL ship type expert, says Boening. “Cooperation with DNV GL was excellent, we were supported by expertise and advice throughout the entire project.” The result proves the Leer engineers right. The Eco Trader 12,500 has an outstanding energy efficiency design index (EEDI) and far exceeds the requirements newbuilds must meet as of 2025. Underscoring their environmental compatibility and sustainability, Photos:BrieseSchiffahrt,BBCChartering The Eco Trader builds upon the practical experience gained with its predecessor model, which was likewise developed by Briese and their partners. Typical project cargo with large block dimensions usually doesn’t exhaust the ship’s carrying capacity, an important aspect for the designers to consider. ECO TRADER MPV UPDATE 19
the DNV GL-classed vessels bear the additional EP-D class notation. ”We are delighted to have contributed to this next-gen- eration heavy-lift multi-purpose vessel,“ says Jan Rüde, Ship Type Expert MPV at DNV GL. “Market-leading DNV GL know-how in this segment has helped maximize cargo flexibility and minimize operating costs and risks so the vessel can meet future market demands.“ All in all, the Magic Seven improvements have cut fuel consump- tion and CO2 emissions by roughly 30 per cent compared with exist- ing tonnage. Apart from the hull design and the application of a low- resistance, anti-fouling paint system which performs exceptionally well over the wide range of operating conditions the new MPVs will be exposed to in their deployment regions, the propulsion system is also of extraordinary importance. A milestone for the segment The MAN B&W 5G45ME-C9.5 engine is the vessel’s new heart. The concept combines a low-speed, ultra-long-stroke design with full electronic control. The new G45 series, built by STX in South Korea under licence by MAN Diesel & Turbo and certified by DNV GL, is considerably more fuel-efficient than comparable engines. Taking advantage of this advanced engine technology is a milestone achievement for the MPV/HL segment. The most important opportunity to reduce the required pro- pulsion energy however is the use of a larger propeller. ”The new G-type engine with its lower rpm range enables us to enlarge the propeller diameter from the legacy vessels’ 4.9 metres to 5.7 metres, which gives the efficiency a real boost,“ explains Boening. Apart from the measures taken concerning propulsion power, speed-controlled cooling water pumps and engine room fans as well as an intelligent power management system for heat consumers will limit the demand for auxiliary power. Fuel consumption and the propeller shaft power output are continuously measured and evaluated by an intelligent Perfor- mance Monitoring System. The data is available quickly and transmitted to the inland office as well. If the vessel is found to be operating outside its most efficient range, action can be taken immediately. “But the most important benefit is that the system raises the crew’s awareness of efficient operating practices. That alone will make a big difference,” says project head Boening. Improved fuel efficiency is one major benefit of the new Eco Traders; increased flexibility and cargo handling performance is another. The cranes are the most important equipment on board a heavy lifter. “Customizing a standard product to make it an optimal fit for the ship and its cargo requirements is an art,” says Boening. But capacity is not everything. Crane outreach, lifting heights, and the fine-tuning between the crane and the hatch cover system are major performance-enhancing features. Each Eco Trader has two 250-ton Liebherr cranes capable of delivering their full 500-ton capacity in tandem operation with an outreach of 11 m from the ship’s side over the pier when using a lifting beam. The cranes can utilize a major portion of their lift- ing capacity across the entire deck area, which makes it easier to load and transport extremely bulky cargo items. The cranes are BBC Birte H. is the first Eco Trader to be commissioned. She will be followed by identical sister ships which can be used interchangeably. Case 1: Midships block loading Case 2: Block loading aft and fore SPECIAL LOAD CASES Briese instructed the designers to account for special load cases which involve block loads (r.) and HL crane operation to determine the stability and strength limits. Class rules did not require this in the past. Briese amended their stability manual to provide the crew with reliable information for extreme cases. DNV GL has incorporated these specific load cases for project shipping into its new rule set. 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 16.0 15.5 15.0 14.5 14.0 13.5 13.0 12.5 12.0 11.5 11.0 10.5 10.010.010.0 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0 relativefrequency(%) 12.512.5 speed (kn) mid-draft (m) 0.0–0.5% 0.5–1.0% 1.0–1.5% 1.5–2.0% 2.0–2.5% 2.5–3.0% 3.0–3.5% 3.5–4.0% 4.0–4.5% 4.5–5.0% 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 A statistical analysis of the speed, draught, and trimming records from two dozen ships was the basis for developing the future operating profile and the lines plan. PERFORMANCE DATA TO BUILD ON Photos:DNVGL,BrieseSchiffahrt,BBCChartering DNV GL 20 MPV UPDATE
MAGIC SEVEN OF OPTIMIZATION LOWER FUEL CONSUMPTION ■■ Achieved by: individual hull line optimization to owner specifications, reviewed by FutureShip and the Hamburg Ship Model Basin (HSVA) ■■ Two-stroke main engine plus fixed propeller with largest possible diameter ■■ Low-resistance anti-fouling hull coating system ■■ Performance monitoring system ■■ Speed-controlled cooling water pumps and fans ■■ Power management system for heat consumers FAST LOADING AND UNLOADING ■■ Combined weather deck hatch system with folding covers and only two pontoon covers which are self-driven ■■ Tween deck covers can be moved using the cranes’ auxiliary hoisting gear ■■ Cranes can be used in continuous bulk operation ■■ No stabilization pontoons NO SHIPPING ROUTE RESTRICTIONS ■■ Great Lakes / AMSA / US fitted ■■ E3 ice class ■■ Draught allows to call draught-restricted ports DESIGN OPTIMIZED FOR PROJECT CARGO ■■ Long hatch (no. 2 hatch – 76.5 x 17.6 m), hold is near-box- shaped, no steps, width narrows to 12.5 m only over the final 9.75 m of the aft portion of the long hatch ■■ High permissible deck loads (tank top: 18 t/m2 ; in three areas 25 t/m2 ; LR2 tween deck: 4 t/m2 / LR1: 2.5 t/m2 ; weather deck: 4 t/m2 on folding covers / 8 t/m2 on pontoon covers) ■■ Enlarged usable deck area thanks to lateral cargo rails; bridge panel between hatches 1 and 2 and superstructure above engine room ■■ In ballast, the ship can lift 500 tons ■■ Crane outreach in tandem operation with heavy lift beam, 2 x 250 tons: 10.9 m from side of ship over the pier ■■ Extended crane lifting height (more than 35 m with 10 m outreach / more than 30 m with 20 m outreach) ■■ Meeting room for project meetings on poop deck ■■ Two guest cabins plus one spare cabin for customer representatives FLEXIBILITY ■■ Interchangeable with sister ships as well as (conditionally) legacy 12,000 dwt vessels (identical hold width) LOWER OPERATING COSTS ■■ High-quality equipment ensured by makers list “GREEN SHIP” IMAGE ■■ EP-D class notation (Environmental Passport) ■■ EEDI below 2025 limit 1 2 3 4 5 6 7 also approved for continuous bulk operation. The developers at the Rostock-based crane manufacturer Liebherr MCCtec worked closely with the Briese newbuilding team. The list of requirements they received from Leer was long, but the result was well worth the effort: “No other ship in our fleet offers better crane reach and lift- ing heights,” says Boening. Because of the ship’s dimensions, there is no need for stabilization pontoons. “This allows us to utilize all of the available space for payload.” A combined hatch cover system consisting of mainly folding covers and only two pontoon covers in the midship area between the cranes will avoid time-consuming cargo turnover. The main cargo hold is 76.5 metres long and 17.6 metres wide, and the tank top can bear deck loads of up to 25 tons per square metre. “The two-hatch system has increased loading flexibility signifi- cantly,” says Boening. “The new ships can carry large, bulky cargo such as wind turbine rotor blades below deck.” Greater flexibility Amidships, the two pontoon covers which close the gap between the folding covers can carry 8 tons per square metre. “Using both hatch covers together we can transport very heavy single cargo such as cable reels with a gross weight of up to 3,750 tons not only below deck but also on deck,” says Boening. The movable tween decks, which can be lifted using auxiliary hoists, support up to 4 tons per square metre, further increasing cargo loading flexibility. Special attention was given to the vessel’s stability and strength lim- its for safe operation (refer to info box ”special load cases“). Any port, any cargo – the fact that each Eco Trader is interchange- able with her sister vessels and, with some limitations, with her predecessor series as well, gives BBC Chartering even greater flex- ibility in the market. This is especially helpful for fleet performance management, which is much more complex in tramping than in liner or cargo type-specific shipping. “Making the best possible use of a ship’s capacity is the high art of affreightment,” says Fisch. But com- petition is tough in tramping, and follow-on jobs are difficult to plan. Innovative, highly cost-efficient and flexible ships make business a lot easier. After all, fleet performance makes the difference. ■PL DNV GL Expert Jan Rüde, Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com “Cooperation with DNVGL was excellent, we were supported by expertise and advice throughout the entire project.” Bernd Boening, Newbuilding Manager Briese Schiffahrt ECO TRADER MPV UPDATE 21
Among Japan’s top yards is Shin Kurushima Group whose Shin Kurushima Dockyard Co. Ltd. (SKDY) and Shin Kochi Jyuko Co. Ltd. jointly account for the biggest share of the advanced MPV market. Honda Heavy Industries Co., Ltd. has also been supplying MPVs to European owners in addition to its traditional Japanese market. Shifting focus “Japanese shipping companies have traditionally been relying on exports from and imports to Japan,” explains Motoyuki Nose, Man- aging Director of Tokyo-based NYK Bulk & Project Carriers (NBP; see info box). “We should open our eyes and adopt a more global view. The Japanese economy has matured, and we shouldn’t expect much further growth. Rather, we should shift our focus to other countries and regions where further economic growth is expected.” For example, opportunities exist in South East Asian countries, such as steel exports from Indonesia and Vietnam, or between West Africa and Europe. “We should be ready to respond to changing industrial structures and markets and be more aggres- sive in grasping these new opportunities, even though markets may be tough and price competition intense.” In response to changing needs and expectations in the MPV segment, NBP’s multi-purpose vessels deployed in the South Pacific accept a wide range of diverse, small-quantity trans- port tasks but also take on bulk cargo, containers or cars. NBP Most Japanese shipping companies have traditionally focused on trades to and from Japan utilizing vessels built at domestic yards. Prompted by changing trade patterns, especially in the project cargo market, Japanese owners are entering new markets where more efficient and flexible MPVs are needed. ADAPTING TO CHANGING MARKET EXPECTATIONS For Japan as a high-tech country par excellence, a focus on sophisticated, highly specialized vessels in a fiercely competitive shipbuilding industry is plain common sense. High quality and timely delivery have always been hallmarks of Japanese ship- building. Today Japanese yards are strong in efficiency-enhancing and eco-friendly technologies. With the demand for high-value tonnage and leading-edge designs increasing, driven in part by offshore wind energy as well as remote oil and gas exploration ini- tiatives, Japanese shipbuilders are ready to seize the opportunity to develop and build next-generation MPVs. There is a clear trend towards larger and more sophisticated MPVs, especially ships designed for specific trades or purposes, such as heavy lifters or offshore vessels – fields of expertise where DNV GL can provide the unique know-how highly professional owners appreciate. These ships serve a market where cargo oper- ations are planned precisely, cargo officers attend ships during critical operations, and safety and risk management are on top of the agenda. At the same time, ensuring flexibility to accommodate a broad variety of cargo types, in particular project cargo, as well as global tradability are key objectives for Japanese MPV owners. Com- mon applications today include open-top transport, voyages with topped-up cranes, or heavy-lift vessels capable of using tandem cranes for extreme loads. Longer cargo holds, more powerful cranes, emission control: NBP Managing Director Motoyuki Nose bets on advanced vessels. DNV GL 22 MPV UPDATE
currently operates two heavy lifters equipped with 450t cranes on tramper service mainly in Asia. But market demand calls for MPVs with higher cargo efficiency, so NBP is planning to replace these two ships with newbuilds featuring more powerful cranes that will double their capacity. This will enable NBP to transport big- ger project cargo but also larger quantities of conventional cargo between Japan and Europe. The new ships will have longer holds that can be used for a greater variety of goods. “Future MPVs should be able to carry heavy and large project cargo, which requires more careful and stringent control of cargo handling and securing as well as improved navigation systems to ensure safe and efficient transport,” says Motoyuki Nose. “At NBP we have established technical support teams to respond to new challenges facing our next-generation MPVs. Our teams comprise about 20 engineers with expertise in safe navigation, marine engineering and other fields and broad experience in the safe transport of break bulk, project and module cargo.” Market challenges Today’s newbuilding projects must account for the tightening global environmental requirements, such as NOX and SOX limits in ECA zones, which inevitably cause newbuilding costs to rise. NBP’s motto, “Facing challenges with a pioneering spirit can create new business,” defines the company’s approach to such issues, reflecting a philosophy which has kept Japan’s shipbuild- ing and shipping industry going in stormy times. “Value-added service sets us apart,” says Nose. “Using alternative fuels such as low-sulphur fuel oil or LNG is one way to achieve cleaner operation, but the industry is still evaluating what might be the best solution,” Nose explains. NBP ships may call at many ports lacking bunkering infrastructure for alternative fuels, so installing scrubbers would be the most realis- tic option. “However, technical challenges remain,” Nose cautions. “This is where we depend on the scientific research and expertise of classification societies such as DNV GL. We are very thankful for the support we have received from DNV GL in ensuring safe ships and fleet maintenance. DNV GL has accumulated enormous knowledge and experience working with German owners specif- ically in the MPV segment, and we hope to continue benefitting from this knowledge in driving innovation, building better MPVs and launching new services.” ■YM Photos:DNVGL,NYKLine NO. OF MPVS BUILT IN JAPAN SINCE 1990 >=5,000 dwt 1990–1999 2000–2009 2010–2019 295 242 175 Higaki S.B. Shin Kurushima Dock. Shin Kochi H.I. Nishi S.B. Honda H.I. Kegoya Dock Kanda S.B. Kyokuyo S.B. Others 138 120 60 56 55 34 28 19 202 MAJOR MPV SHIPBUILDERS IN JAPAN numbers since 1990 BRINGING VALUE TO LIFE NYK Bulk & Projects Carriers (NBP) is a wholly owned subsidiary of Japan’s largest shipping company, Nippon Yusen Kaisha (NYK), and one of the world’s leading ocean carriers of project cargo, heavy lift cargo, steel products and bulk cargo. “Bringing value to life” is the company’s philosophy. NBP was established in 2013 through the merger of NYK- HINODE LINE and NYK Global Bulk Corporation. NBP operates about 180 vessels. Its core fleet of about 140 vessels includes 40 crane-equipped MPVs and project vessels, two module vessels, and 100 Handy/Handymax vessels. NBP provides on-demand and modularized cargo transport as well as traditional semi-liner- and bulk services, covering routes from the Far East to Europe, North and South America, the Persian Gulf, India and the South Pacific including Tahiti and Fiji, as well as inter-Asian trades and routes between Europe and Africa. Flexibility counts in a changing market where project cargo may alternate with conventional cargo. DNV GL Expert Yoshinori Miura (YM), Head of Class Operations Japan Phone: +81 78 291 1301 E-Mail: yoshinori.miura@dnvgl.com JAPANESE MARKET MPV UPDATE 23 712TOTAL SHIPS
DNV GL has successfully used AIS data analytics to help customers in the MPV heavy-lift segment answer some key questions and increase revenue potential while reducing costs. A POWERFUL SOURCE OF INFORMATION Improvement area Typical customer questions DNV GL AIS-based analyses Vessel design parameters ■■ What are the most common actual speed and draft patterns to use as a basis for design parameter optimization? ■■ What designs can be operated at higher operational speeds even in rougher sea conditions? Analysis and benchmarking of actual operational profiles of individual vessels and entire subsegments Deployment / revenue potential ■■ Where do my competitors trade? ■■ How well are vessels utilized on key trade routes? Analysis and benchmarking of fleet and vessel deployment in comparison to utilization / value-adding time Operational performance / fuel costs ■■ What are my waiting times in key ports compared to competitors’? ■■ Do my vessels operate with erratic speed patterns? Analysis and benchmarking of fleet and vessel operational performance Originally introduced to improve navigational safety, Automatic Identification Systems (AIS) on board ships collect and transmit information such as the identification, position, and draught of the given vessel along with a time stamp. DNV GL has created a unique tool which combines analytics, processing, and data ware- housing capabilities to extract meaningful information from AIS big data. The tool aggregates this information with existing tech- nical ship data, such as installed engines, and granular geospatial objects, such as individual berths. DNV GL customers can use this insight for a great variety of business purposes to gain competi- tive advantage. To give an example, the DNV GL tool can calculate a load fac- tor for the main engine by comparing the calculated ship speed with the actual service speed. Based on the installed main engine power, specific fuel oil consumption (SFOC), and AIS-derived load factors, DNV GL can estimate fuel consumption at the speed over ground recorded since the last observation. All AIS records are then combined to generate vessel and fleet performance esti- mates for specific periods. DNV GL has broad experience in supporting customers in the MPV heavy-lift segment using this tool and performing add- itional AIS data mining on billions of data sets and terabytes of preprocessed global fleet data covering several years. Given that all this data is in the public domain, DNV GL is not only able to analyse a customer’s own fleet but also anonymized competitor performance data. PUTTING THE SHIPPING INDUSTRY’S BIG DATA TO WORK DNV GL has identified several areas where AIS data analysis can deliver answers to key operational and business questions: 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Total 100%Total Legend High share of time Low share of time Speed in kn.Draft in m TRADE ROUTES Deployment heat map example – MPV heavy-lift subsegment. BUSINESS INTELLIGENCE FOR HEAVY LIFTERS Speed vs draught heat map example – MPV heavy-lift subsegment (share of time at speed /draft combination). DNV GL 24 MPV UPDATE
Improving vessel design Newbuilding projects can benefit significantly from AIS-based analytical data, such as a specific vessel’s actual speed and draft patterns over a chosen period of time, or data for an entire sub- segment of the owner’s or a competitor’s fleet. This is especially valuable for customers planning to enter subsegments in which they have no prior experience and no data of their own. Informa- tion on operational profiles can be aggregated, for example in a speed vs draft heat map (refer to box), as a starting point for dis- cussions about optimizing design parameters. Additional insights can be gained by combining AIS data with other information, such as weather records. For example, a com- parison of speed patterns from various ship designs at different wind speeds enables engineers to identify designs capable of operating at higher operational speeds even in rough seas with- out risking cargo damage. Optimized deployment Matching fleet or vessel deployment data with utilization informa- tion derived from AIS analyses can be a source of competitive intelligence and helps identify utilization and revenue improve- ment potential. This may include identification of top-performing loading and unloading ports or evaluating main trades by vessel subsegment or operator. Including navigational status informa- tion (such as “underway using engine”) and draught conditions can be helpful when analysing big data involving AIS information. DNV GL generally tailors its analyses to the customer’s needs, from reviewing specific subsegments or operators to investigating vessels or individual trades. Operational performance Analysing AIS data also helps identify potential for cutting fuel costs by benchmarking fleet and vessel performance. A proven approach is to benchmark fuel consumption within the customer’s own fleet, then against competitors with similar operational pro- files. AIS analysis can also be used to pinpoint specific areas of improvement, such as individual vessels exhibiting more erratic speed patterns than the relevant peer group — an indication of inefficient navigational practices. Excessive waiting times before entering ports would suggest inadequate ship-to-port communi- cations and poor adjustment of ship speed to berth availability. With its AIS analytics services DNV GL can help operators resolve these and many other operational issues sustainably. ■MS Photos:DNVGL,Fotolia DNV GL Expert Merten Stein (MS), Head of Department, Shipping Advisory Germany Phone: +49 40 36149-4052 E-Mail: merten.stein@dnvgl.com AIS MPV UPDATE 25
Insurance providers, operators, authorities and other stakeholders have for decades been supported by the expertise of independent marine warranty surveyors to assess risks and monitor operations. Now the MPV segment can benefit as well. Marine warranty surveyors (MWS) play a critical role in mitigating risk for major offshore projects and complex marine operations, ensuring that best industry practice and correct procedures are followed. They help protect customers’ interests by performing independent reviews, verification and approvals of projects in sectors as diverse as offshore oil and gas, cargo stowage, towage and heavy-lift operations, shipyards, large construction projects, and ports and terminals. This is a consultancy service offered by DNV GL not connected to our more commonly known role as class. DNV GL is a leading advisor on operational risks and the feasi- bility of working practices across all aspects of marine operations. TRUSTED EXPERTISE FOR MPV OPERATORS Noble Denton marine assurance and advisory services by DNV GL has been active in the marine warranty market for more than half a century. DNV GL surveyors perform technical readiness audits for marine operations and provide independent and impartial advice to vessel owners, operators and underwriters. Extending services to MPVs All this experience from the offshore field can also benefit multi- purpose vessel (MPV) customers. Cargo units carried by MPVs are becoming increasingly heavy and voluminous; consequently the transport operations such as loading, lashing, carriage and unloading are becoming more complex and prone to risks. These DNV GL 26 MPV UPDATE
■■ cables for an offshore wind farm from Korea to the Netherlands ■■ gantry cranes from China to Germany ■■ various turbines, generators, transformers and cold boxes. Global teams of specialist engineers, mariners and naval architects work with customers to review docu- ments related to a wide range of temporary-phase marine operations and land transport. Activities relevant for MPVs include load-out analysis review and approval for lifting, skid- ding and roll-on/roll-off procedures; transport analysis review and approval for operations such as sea-fastening, stability and motion response; and installation analysis, review and approval for lifting, mooring, float-overs and other procedures. A digital first In June 2016 DNV GL published its new standard DNVGL-ST-N001 Marine operations and marine warranty. “This new standard combines best practices with the technical and analytical strengths and practical guidance from the DNV GL legacy companies,” says Kim Rolfsen, Global Service Area Leader – Noble Denton marine services, DNV GL – Oil & Gas. “DNV GL pioneered the concept of marine warranty surveying in the 1960s. Since that time, our legacy businesses have been the industry’s only organizations to continually produce industry standards for marine operations and warranty approvals. These have been followed by most marine contractors and even adopted by our competitors.” A digital interface available on the My DNV GL customer portal (refer to text box) allows industry professionals to utilize automated search functionality to retrieve project-specific require- ments from the new DNV GL standard. This solution spares indus- try professionals the effort of having to sift through a 500-page standard looking for information relevant to their project. ■TH transports are sometimes part of the project scope, and some- times arranged separately based on individual contracts. Inde- pendent, third-party approval can help shipping companies get better insurance policies at lower rates or obtain coverage within the client’s or project CAR insurance policy. DNV GL has acted as marine warranty surveyor for example to verify the sea fastening in the transportation of: ■■ two huge jack-up installation vessels from Asia to Europe ■■ pipe reels from the US to Europe ■■ piles and jackets for wind turbines from Spain to the Baltic DNV GL Expert Thomas Hoffmann (TH), Head of Section Marine Operations DNV GL – Oil & Gas Phone: +49 40 36149-4174 E-Mail: thomas.hoffmann@dnvgl.com DNVGL-ST-N001 ON MY DNV GL The My DNV GL customer portal provides industry pro- fessionals with an easy interface to submit details about the specific type of asset, operation and structural code they would like to be audited. The DNV GL online Stand- ards Wizard will then select pertinent requirements from DNVGL-ST-N001 Marine operations and marine warranty. The wizard will generate a simple and clear document showing the elements of the standard needed to get on with the specific job. Photos:DNV GL,KreySchiffahrtsGmbH Marine warranty surveying experience gained in offshore operations can benefit MPV operators as well. MARINE WARRANTY SURVEY MPV UPDATE 27
SAFER, SMARTER, GREENER DNV GL Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil & gas and energy industries. We also provide certification services to customers across a wide range of industries. Combining leading technical and operational expertise, risk methodology and in-depth industry knowledge, we empower our customers’ decisions and actions with trust and confidence. We continuously invest in research and collaborative innovation to provide customers and society with operational and technological foresight. With origins stretching back to 1864, DNV GL’s reach today is global. Operating in more than 100 countries, our professionals are dedicated to helping customers make the world safer, smarter and greener. Disclaimer: All information is correct to the best of our knowledge. Contributions by external authors do not necessarily reflect the views of the editors and DNV GL. Americas 1400 Ravello Dr. Katy, TX 77494 USA Phone: +1 2813961000 houston.maritime@dnvgl.com Greater China 1591 Hong Qiao Road House No. 9 200336 Shanghai, China Phone: +86 21 3208 4518 marketing.rgc@dnvgl.com North Europe Johan Berentsens vei 109-111 Postbox 7400 5020 Bergen, Norway Phone: +47 55943600 bergen.maritime@dnvgl.com South East Europe & Middle East 5, Aitolikou Street 18545 Piraeus, Greece Phone: +30 210 41 00 200 piraeus@dnvgl.com Germany Brooktorkai 18 20457 Hamburg, Germany Phone: +49 40 36149-8786 region-germany.maritime @dnvgl.com Korea & Japan 18F Kyobo Bldg. Jong-ro 1, Jongno-gu 110714 Seoul, South Korea Phone: +82 2 734 7326/7 region.korea@dnvgl.com South East Asia & India 16 Science Park Drive 118227 Singapore Singapore Phone: +65 65 0 837 50 sng.fis@dnvgl.com West Europe & Africa 3 Cathedral Street Palace House London, SE1 9DE United Kingdom Phone: +44 207 357 6080 london.maritime@dnvgl.com Regional Maritime offices DNV GL AS NO-1322 Høvik, Norway Tel: +47 67 57 99 00 www.dnvgl.com DNV GL – Maritime Brooktorkai 18 20457 Hamburg, Germany Tel: +49 40 36149-0 www.dnvgl.com/maritime The trademarks DNV GL and the Horizon Graphic are the property of DNV GL AS. All rights reserved. ©DNV GL 09/2016 ID 1144799

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MPV Update – Issue 2016

  • 1. Briese’s Eco Trader New MPV class notations Open top transport Structural assessment MPV UPDATE 2016
  • 2. DNV GL 2 MPV UPDATE 04 06 14 The next workhorse ................................................................ 18 Adapting to changing market expectations ....................... 22 A powerful source of information ........................................ 24 Trusted expertise for MPV operators .................................... 26 Cover photo: BBC Chartering A unique design basis for future MPVs ............................... 04 New design loading conditions ........................................... 06 Structural simulation models can do more ......................... 10 Safe transport with an “open top” ........................................ 12 Keeping pace with environmental regulations ................... 14 CONTENT 26
  • 3. EDITORIAL MPV UPDATE 3 Published by DNV GL Maritime Communications DNV GL – Maritime 1322 Høvik, Norway DNV GL – Maritime 20457 Hamburg, Germany Additional author: Peter Lindemann (PL) Design and production: printprojekt, Hamburg Layout: Lohrengel Mediendesign, Hamburg © DNV GL AS www.dnvgl.com MPV UPDATE Jost Bergmann DNV GL Business Director MPV jost.bergmann@dnvgl.com Welcome to the first MPV UPDATE magazine by DNV GL. MPVs are an important segment for DNV GL. With about 1,400 vessels and a market share of about 21 per cent (GT, based on IHS Fairplay), DNV GL is the leading class in this segment. In this UPDATE we would like to share technical and operational trends and the latest devel- opments related to rules and regulations, and present selected remarkable projects in the MPV segment. When we speak about “MPVs”, we wish to address a broader range of vessels, from general dry cargo ships carrying non-standardized break bulk, bulk or ro-ro cargo, and from geared multi-purpose ships carrying the same type of cargo but in addition having grain, bale and/or container capability, to heavy-lift ships and premium project carriers with a combined lifting capacity greater than 100 t and 250 t respectively, through to semi-submersible MPVs. In this first issue we take a closer look at relevant DNV GL class notations in our new DNV GL rule set. We give a more detailed overview of the new design loading condi- tions applicable to future MPVs with long cargo holds and their practical implications. IMO and IACS are continuously developing new rules and regulations for our industry. Read a summary of “hot topics” and expected future developments. Voluminous project cargo must sometimes be transported with partly or fully open hatch covers. Although this is basically a violation of the load line convention, there are alterna- tive solutions possible for newbuilds as well as for existing vessels on a case-by-case basis. The German owner and operator Briese and its partners have launched a large new- building programme. Find some interesting insights into their state-of-the-art MPV design and the underlying considerations and rationale in our interview feature. Due to changes in trade patterns, Japanese owners and yards are currently confront- ed with new market requirements, which are expected to lead to new MPV designs, as currently considered by NYK. Finally we briefly present two exceptional DNV GL services: warranty surveys for the carriage of unique project cargo, and AIS-based data analyses providing insight into trading patterns and vessel conditions as the basis for performance improvements. Enjoy the read and send us your feedback.
  • 4. A UNIQUE DESIGN BASIS FOR FUTURE MPVS Since DNV and GL joined forces, a huge effort has been made to consolidate the existing knowledge of both legacy companies and further enhance their standards to serve as a reference for the maritime industry. The new DNV GL rules are now available to support state-of-the-art shipbuilding and operation. The new rules, which represent the best of the combined exper- tise and experience of two leading classification societies, have been evaluated for critical issues and improvement potential by our most experienced technical experts. The rule set was scru- tinized with respect to clarity, practical application and its positive contribution to the overall safety and reliability of vessels. The process involved more than 200 technical experts at DNV GL and the rule set was improved by extensive input from more than 800 shipyards, designers, shipowners and managers. The total effort made to establish these rules is unprecedent- ed in the industry and has resulted in a unique rule set which is efficient, future-ready, consistent, transparent, modern and adaptable. Harvesting operational experience With around 13,000 ships classed by DNV GL, the experience the class society has gained through supporting its customers in their day-to-day operations constitutes an unrivalled knowledge data- base which continues to grow day by day. In parallel with the development of the new DNV GL rules, a research project performed a thorough statistical review of the DNV GL fleet. The aim was to identify possible areas of further rule improvement. More than 3,000 ships in service were closely monitored for design-related defects. Typical defects and their frequency of occurrence were analysed, and the insight gained was incorporated into the new rules. A new and improved technical foundation The incorporation of equivalent design waves (EDW) into the DNV GL rules marks a significant change in the way dynamic loads are calculated. The advanced load concept is a major step towards a more realistic and accurate representation of envir- onmental loads. Along with the state-of-the-art DNV GL capacity models, it implements a more consistent safety level for the entire hull structure while helping overcome challenges related The new DNV GL class rules and notations are geared towards today’s and tomorrow’s needs and provide more flexibility than ever. Steps Key holes Deflection limiters Hatch corners (particular focus on box- shaped solutions) Longitudinal bulkhead (in way of crane columns) Heavy coaming stays Crane–Hull intersection Typical areas of attention for today’s MPV designers. DNV GL 4 MPV UPDATE
  • 5. DNV GL Expert Jan Rüde (JR), Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com to the development of innovative designs. This provides a basis for achieving an ideal distribution of structural strength, ensuring every ton of steel is used efficiently. With more precise load-related requirements and more advanced capacity formulations, the new DNV GL rules call for more extensive computational capabilities and are supported by powerful software tools ensuring an efficient design process. New set of design loading conditions for modern MPVs To make the implications of various loading patterns of MPVs with one large cargo hold more transparent, a set of new structural design loading conditions has been defined to support ship- owners, yards and designers. Details of this approach are lined out in a separate article in this magazine. Wider range of relevant class notations To enable owners to efficiently customize vessels to suit their needs, the new rules offer a variety of both new and well-proven class notations, inherited from the legacy societies. For MPVs the new rule set is offering two ship type notations: ■■ General dry cargo ship ■■ Multi-purpose dry cargo ship General dry cargo ships are typically focused on break bulk and dry bulk whereas multi-purpose dry cargo ships have a hold arrangement optimized for project cargo but can also carry break bulk, bulk cargo and containers and are mostly geared and often equipped with tween decks. But the choice of the ship type notation rests with the customer. In addition the rules offer a number of voluntary class nota- tions which ensure that a vessel is designed and equipped for its intended operation. The following areas are addressed: ■■ Structural strength and integrity ■■ Propulsion, power generation, auxiliary systems ■■ Navigation, manoeuvring and position keeping ■■ Cargo operations ■■ Equipment and design features ■■ Cold climate ■■ Environment protection and pollution control ■■ Survey requirements The new DNV GL rules thus hold many benefits for the MPV segment, enabling new approaches in ship design and operation along with unprecedented choices and flexibility. ■JR Photos:DNV GL,terskov-fotolia Notation Rule reference Explanation Grab Pt6 Ch1 Sec.1 The inner bottoms and/or coamings and longitudinal bulkheads are strengthened for the use of grabs. Strengthened Pt6 Ch1 Sec.2 Weather deck hatch covers (HA), tween decks (DK) and/or inner bottom (IB) strengthened for heavy cargo. HC(x) Pt6 Ch1 Sec.3 Vessel strengthened for heavy cargo in bulk. Applicable to vessels with L ≥ 150 m. Qual- ifiers A, B, B*, C and M specify additional requirements. Holds may be empty Pt6 Ch1 Sec.4 Indicates which holds may be empty at full draft. RSD Pt6 Ch1 Sec.8 Hull structure has been analysed by means of global finite element analysis according to class guideline and analysis procedure. LCS Pt6 Ch4 Sec.7 On-board computer system running a com- bination of software modules for stability and strength verification. Additionally, these requirements may include integrated systems developed to assist the master, as a decision aid, if the vessel has been subject to damage and subsequent flooding. Notation Rule reference Explanation LC Pt6 Ch4 Sec.10 Lashing computer system, mandatory for vessels carrying containers. RSCS Pt6 Ch4 Sec.11 RSCS (Route Specific Container Stowage) may be applied to vessels carrying containers based on route-specific load assumptions. Container stowage flexibility and capacity is optimized. Container Pt6 Ch5 Sec.1 Mandatory design and outfitting require- ments for vessels equipped for carriage of containers. Hatchcover- less Pt6 Ch5 Sec.2 Requirements for vessels operated with “open top” = without hatch covers in line with MSC/Circ. 608. Crane Pt6 Ch5 Sec.3 Voluntary notation specifying additional re- quirements for vessels equipped with cargo gear. Intended to improve safety and reliabil- ity of crane operation. DG Pt6 Ch5 Sec.2 Vessel arranged for carriage of solid dan- gerous goods both in bulk (DG-B) and in packaged form (DG-P) pursuant to SOLAS Reg. II-2/19. DBC Pt6 Ch5 Sec.2 Arranged for carriage of dangerous goods in solid bulk pursuant to the technical provi- sions of the IMSBC Code. TYPICAL CLASS NOTATIONS RELEVANT FOR MPVS DNV GL worked closely with its customers to make sure the new rules and class notations reflect the realities in the MPV segment. Tandem operation of cargo gear can lead to excessive hull deflections – upper image: load hanging outside; lower picture load hanging inside. By means of global FEM analysis, ref. RSD notation, this challenge can be controlled. MPV UPDATE 5 NEW RULES
  • 6. NEW DESIGN LOADING CONDITIONS The placement of very heavy block loads in the cargo hold and the use of on-board cranes have implications for structural strength considerations during the design phase. Along with its new class rules, DNV GL has developed a set of new loading conditions, assisting shipowners and designers in agreeing on realistic load assumptions at an early design phase that account for the realities of MPV operation. The basis for determining vessels’ longitudinal strength is the IACS Unified Requirement URS11/11a. However, this is not very specific and may not reflect owner’s requirements regard- ing later loading flexibility, requiring vessels to be designed for ballast condition, homogeneous loading, short voyages and ports. Alternate loading conditions, required only “where applicable”, are however critical from a hull girder strength point of view because they generate the most severe still-water DNV GL 6 MPV UPDATE
  • 7. bending moments and shear forces. In addition, the IACS rules do not explicitly account for block loading scenarios, tandem crane load cases, deck cargo cases and tween deck loads, which they leave to the discretion of designers and owners. To provide owners and designers with improved transparency and guidance regarding the new IACS rules, DNV GL joined hands with industry representatives to define standard loading con- ditions for multi-purpose vessels. Combining the operational know-how of both DNV GL and its customers, the loading conditions cover relevant operational requirements for these complex ships. “DNV GL is the first classification society to issue standard loading conditions incorporating load cases far beyond the scope of the IACS requirements,” points out Jan Rüde, Ship Type Expert MPV at DNV GL. “They include block loading scenarios, tandem crane load cases, deck cargo cases and tween deck loads.” The new loading conditions are out lined in DNV GL rules Part 5 Chapter 1 Section 5 Paragraph 4 “Loads”. Design envelope curve The permissible still-water design bending moment and shear force curve which define the minimum and maximum loading lim- its for the vessel are generated using the loading manual. Typical- ly the designer calculates all design loading conditions as agreed with the owner, then draws an envelope curve over all bending moment and shear force values. The designers then agree on a safety margin to be applied to the envelope curve for the steel structure design. The design envelope curve is the basis for class approval of the steel structure drawings. When the ship construc- tion is finished, the envelope curve is fed into the loading Photo:Rickmers-Linie DESIGN LOADING CONDITIONS MPV UPDATE 7
  • 8. max SF max SF Separate Bilddatei! Case No. 3 Heavy deck loads amidships max SF max SF max SF max SF Separate Bilddatei! Case No. 2 Block loading aft and fore max SF max SF max SF max SF Separate Bilddatei! Case No. 1 Block loading amidships max SF max SF Separate Bilddatei! Case No. 4 Heavy deck loads aft and fore max SF max SF Separate Bilddatei! Case No. 6 Heavy tween deck loading STANDARD FE DESIGN LOAD COMBINATIONS FOR CARGO HOLD ANALYSIS OF DRY CARGO SHIPS WITH A LONG CENTRE HOLD computer for planning the loading of cargo. The challenge is to consider all relevant and critical loading conditions in the steel structure design phase to make sure the ship is strong enough to provide the desired operational flexibility during later operation. Block loading scenarios MPVs with a very long cargo hold are often equipped with a reinforced inner bottom designed for a high uniform distributed load such as 20–25 tonnes per square metre. In practice, however, a block load will typically cover only part of the inner bottom, leav- ing other parts without load. A heavy block load will typically result in excess weight in the loaded parts and excess buoyancy in the empty parts. It should be placed where it creates the most critical conditions from a hull girder point of view. Placing the load block in the middle of the hold creates the worst-case global sagging moment for the hull structure (Case No. 1). Splitting the load block into two units and placing them at the aft and forward ends of the hold results in the worst-case hogging moment (Case No. 2). Hatch cover and tween deck design Most cargo vessels have weather deck hatch covers designed for loads as defined by the Load Line Convention, i.e. approximately OK DESIGN ENVELOPE CURVE The design envelope curve translates the initial building and loading specifications into steel design and loading guidelines. Owner decides on design loading conditions Designer uses the loading conditions for loading manual Steel structure approval based on the envelope curve Envelope curve fed into loading computer used for cargo planning to ensure owner requirements are met in practice The design envelope curve is generated to cover all loading conditions Crane Deformation Block loading Ballast Seagoing conditions Harbour conditions DNV GL 8 MPV UPDATE
  • 9. Separate Bilddatei! Case No. 111) Crane inboard on partial draught Separate Bilddatei! Case No. 141) Crane outboard with Msw-p-s Separate Bilddatei! Case No. 101) Crane outboard on partial draught Separate Bilddatei! Case No. 131) Crane inboard with Mswp-h Case No. 121) Crane outboard with Msw-p-h Separate Bilddatei! Case No. 151) Crane inboard with Msw-p-s 1) Applicable to cranes with SWL ≥ 150 t only Photos:DNVGL,IconsbyAnhGreen/EpicCoders/GregorCresnarfromwww.flaticon.com three to four tonnes per square metre. However, MPVs often have heavy pontoon covers for carrying heavy project cargoes on the weather deck. These loads generate maximum transverse forces in rolling conditions in beam seas and are critical for the trans- verse side structures (Case No. 3). Here again the load may be centred amidships or be placed at opposite ends (Case No. 4). In addition to weather deck covers, MPVs are typically equipped with heavy tween deck panels capable of handling loads from five to seven tonnes per square metre. The tween deck panels rest on pads integrated into the hull side structure at various levels. The resting pads are exposed to high vertical forces in a magnitude of 100 to 120 tonnes. This loading scenario is critical for buckling of the longitudinal bulkhead under the support pockets and is reflected in Case No. 6. Cranes complicate the picture In addition to seagoing cases, it is also necessary to consider crane loading cases for heavy-lift MPVs when operating in port. A heavylift MPV is normally designed for tandem operation of two cranes lifting cargo in and out of the ship. These scenarios are covered by Cases No. 10 to No. 15. A particular challenge for a long cargo hold in combination with heavy-lift cranes integrated into the side structure of the vessel is how to evaluate and limit the inward and outward deflection of the hold structure. The crane loading cases defined by classification society DNV GL represent the most severe conditions, providing the hatch cover designer with valuable input regarding expected coaming deformation. “DNV GL is the first classification society to issue standard loading conditions incorporating load cases far beyond the scope of the IACS requirements.” Jan Rüde, Ship Type Expert MPV, DNV GL “The new DNV GL rules on Standard Loading Conditions for Multi-Purpose Vessels represent a major milestone for us and our customers,” says Rüde. “They benefit both ship designers and owner’s who must jointly define the design loading conditions for planned newbuilds at an early project phase as they will ensure that the vessels will have the intended operational flexibility whilst taking into account the impact on production costs.” ■JR DNV GL Expert Jan Rüde (JR), Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com DESIGN LOADING CONDITIONS MPV UPDATE 9
  • 10. Ensuring the structural integrity and safety of the cargo as well as the ship itself are core concerns for the shipper, the vessel owner and operator, and their underwriters. Project-specific strength assessments focusing on proper sea-fastening as well as the structural integrity of the ves- sel and its cargo are therefore standard procedure in heavy-lift projects. In many cases however, the lack of a suitable structural Finite Elements (FE) model for the strength assess- ment is a bottleneck which can cause delays and additional costs. Combined approach Considering the variety of heavy-lift and project cargo jobs, a global 3D FE model of the entire vessel offers the greatest flex- ibility and coverage for structural assessment. Traditional global FE models with web frame spacing as a typical element size do not provide the required level of detail and structural resolution, especially when assessing the double-bottom area. A new modelling approach developed in a joint develop- ment project (JDP) by DNV GL and Samsung Heavy Industries (SHI), called Advanced Whole Ship Analysis (AWSA), can help overcome this issue. AWSA combines global strength and cargo The structural assessment process required for heavy- lift transport projects on board MPVs can benefit vastly from existing models. DNV GL has developed a new approach. Structural simulation models generated during the design phase of a vessel can and should be reused throughout the operational lifetime of the ship, for example when performing structural assess- ments for heavy-lift projects. Doing so not only enables a more sophisticated approach to technical assessments but also signifi- cantly reduces the cost of modelling and generating load cases. In recent years, the multi-purpose vessel segment has seen a growing trend towards individualized transport jobs in the heavy- lift and project cargo businesses, with the items carried growing in size and weight. This development in turn has been driven by a general tendency to minimize the scope of on-site final assembly work to mitigate the associated economic and quality risks. STRUCTURAL SIMULATION MODELS CAN DO MORE The fine-mesh approach which uses frame spacing as the typical element size is needed for double- bottom analysis. DNV GL 10 MPV UPDATE
  • 11. hold analysis based on fine mesh, i.e. frame spacing as a typical element size, with global FE models. Reusing these fine-mesh global structural FE models from the design phase for strength assessment calculations in heavy-lift projects during the opera- tions phase is a very cost-efficient – if technically sophisticated – approach. Its flexibility makes it suitable for a wide range of applications, from simple double-bottom checks through to full- scale global strength analyses accounting for specific loading and sailing conditions. Depending on the given organization, the available capabili- ties, and the required scope or level of analysis, strength assess- ments for heavy-lift cargo projects may be carried out either by the owner or operator of the vessel, or with support from DNV GL. Development work on the AWSA-based life cycle approach con- tinues, and the method is being streamlined to optimize it as a technically and commercially viable solution. Key items on the agenda include the question of ownership of various structural models, integration of the as-built status, and enabling fast and efficient load generation. ■OD DNV GL Expert Dr Olaf Doerk (OD), Head of Department – Structures, Maritime Advisory Germany Phone: +49 40 36149-4861 E-Mail: olaf.doerk@dnvgl.com Special cargo items transported by MPVs are get- ting bigger and heavier. A struc- tural assessment of every project is crucial. Photos:DNVGL,courtesyofSALHeavyLift A fine-mesh AWSA 3D model of the entire ship provides the resolution and flexibility needed for structural assessment. SIMULATION MODELS MPV UPDATE 11
  • 12. mandatory model test and on intact stability in flooded condition. Most flag states have issued instructions for switching from one load line mark or certificate to the other, which is quite common among tankers. Model testing MSC/Circ. 608 requires seakeeping model tests to determine the likelihood of water ingress into the open hold. An important parameter is the vertical centre of gravity (KG) or metacentric height (GM) value. The IMO guidelines require model tests to use a GM value that is most relevant for real-life operation. While con- tainer vessels generally use a GM value close to the limit curve, MPVs are expected to sail with higher GM values because of their cargo characteristics. Working together with the Hamburg Ship Model Basin, DNV GL developed an approach using a worst-case GM value, caused by a resonance of the wave encounter frequency with the ship’s rolling period in beam seas. This assumption would cover all conceivable loading scenarios. An alternative approach would be to use a maximum GM chosen by the customer as an upper limit for open-top conditions in the GM limit curve. Additional Multi-purpose vessels (MPVs) carrying oversized cargo too large to close the hatch covers face a regulation dilemma. Working with industry stakeholders, DNV GL wants to close this gap. SAFE TRANSPORT WITH AN “OPEN TOP” When an MPV carries oversized project cargo in its cargo hold, the hatch covers must sometimes remain open. However, the load line convention and other rules prohibit ships from operating with open hatch covers on the open sea because of the risk of taking on water and losing stability. Open hatch covers also can pose fire safety risks. The IMO MSC Circular No. 608 “Interim Guidelines for Open-Top Container Ships” define measures and precautions to establish a level of safety equivalent to that of closed-hatch vessels. DNV GL offers its “Hatchcoverless” class notation which confirms compliance with relevant requirements. However, since MSC/Circ. 608 is tailored for container vessels, it cannot simply be applied to MPVs, due to the different type of cargo carried; the relevant flag states need to be involved in all projects subject to these interim guidelines. Freeboard Voluminous project cargo is often not very heavy and rarely utilizes the full deadweight capacity of the vessel. Assigning a second load line at a reduced draft for open-top operation to increase the freeboard reduces the likelihood of water enter- ing the cargo hold, which again has a positive effect on the Open-top operation is a specific challenge for multi-purpose vessels. DNV GL 12 MPV UPDATE
  • 13. tests using the minimum GM from the limit curve for the three worst wave directions from the first test using the maximum GM value are to be run in this case. Damage stability An important input parameter for damage stability analysis is the assumed permeability of the cargo hold. While for container ves- sels the value ranges between 0.7 for a loaded and 0.95 for an unloaded cargo hold, an MPV carrying project cargo may have low displacement even when the load is extremely voluminous. A permeability value of 0.9 would be adequate for a reasonably con- servative calculation for both the subdivision draft and partial draft. Intact stability MSC/Circ. 608 requires proof that the vessel is able to survive the accumulation of water in the cargo hold, also referred to as a flooded cargo hold condition. For container vessels, a flooding level up to the hatch coamings is required. This appears to be rather extreme even in a worst-case scenario. Water ingress into the hold can either be caused by green seas or heavy rainfall. The amount of green water entering is determined during the model tests. The capacity of the vessel’s bilge system must be designed to handle the expected amount of green water. As for heavy rainfall, the worst precipitation ever recorded worldwide reached a 1,825 mm water column within 24 hours, according to the World Meteorological Organization. Based on this informa- tion, a water ingress equivalent to around a two-metre water col- umn in 24 hours would be a very conservative assumption. What is more, under normal circumstances the crew will use the ship’s bilge system to remove the accumulated water and manoeuvre the vessel out of the affected area by means of weather routing. It should also be noted that open-top vessels are required to carry redundant bilge pumps. Assuming a cargo hold completely filled with water doesn’t appear reasonable as it would mean both redundant bilge pump systems being out of order and heavy rainfall eventually combined with rough seas lasting for several days, which is extremely unlikely to happen and conflicts with the idea of “one failure at one point in time” – a key principle normally assumed in SOLAS regulations. DNV GL suggests revising the water level assumption for the analysis of an MPV under flooded cargo hold condition to a more realistic value. Fire protection A fixed CO2 firefighting system would be ineffective with open hatch covers. A water spray system must be used instead. On an MPV, it should be subdivided into sections of suitable length, for example 20–25 metres each, arranged along the cargo hold so that at least two sections operate simultaneously. An alternative solution would be to install a fixed power monitor system with at least two water monitors located on deck, one at the aft and one at the forward end of the cargo hold. On an MPV carrying project load, this would allow the cargo hold to be covered entirely by the monitoring system and conventional firefighting equipment, and a water spray system for cooling the sides of the cargo hold could be omitted. Dangerous goods For dangerous goods in packaged form the provisions given in MSC/ Circ. 608 are to be followed. Dangerous goods in bulk are expected to be carried in closed spaces only, in line with IMBSC code. Single voyage exemption Ships intended for frequent open-top carriage of large project cargo should be designed accordingly. When a vessel operates in open- top condition only occasionally, DNV GL can help the owner obtain flag state approval for a single-voyage exemption, which typically involves a freeboard increase, wind and weather restrictions, weather routing, fitting of additional submersible pumps, daily inspections of the hold and bilge alarm, isolation of the cargo hold CO2 fire extin- guishing system, prohibition of combustible cargo and a DNV GL survey of the arrangements before the voyage starts. Outlook DNV GL plans to further refine and finalize its guidelines for open- top MPVs in an open dialogue with industry stakeholders. With appropriate support from the industry, in particular from flag states and some additional experience, the DNV GL guidelines may eventually form the basis of a submission to IMO. ■JB/MB Photos:DNVGL,courtesyofSALHeavyLift DNV GL Experts Jost Bergmann (JB), DNV GL Business Director MPV Phone: +49 40 36149-6756 E-Mail: jost.bergmann@dnvgl.com Mark Bronsert (MB), Senior Approval Engineer Stability, Load Line & Tonnage Phone: +49 40 36149-5315 E-Mail: mark.bronsert@dnvgl.com MSC/Circ. 608 main requirements Adaptations needed for multi-purpose vessel Freeboard Dual load line recommended Strength in “intact flooded condition” Initial & periodical surveys Open-top model test GM in resonance or upper limit for GM to be considered Damage stability Cargo hold permeability to be adjusted for maximum draught and partial draught Intact stability Cargo hold flooding level to be redefined, based on realistic rainfall assumptions Hold bilge dewatering system Fire protection Water spray system with suitable subdivisions or fire monitors Dangerous goods No DG in “open-top” mode MSC/Circ. 608 main requirements and areas requiring modification for MPVs. MPV UPDATE 13 OPEN TOP
  • 14. The environmental impact of the shipping industry remains a topic of keen interest for regulators, with agreed regulations entering into force in the near future and new regulations being developed around the world. Understanding the evolving regulatory landscape is of strategic significance when making business decisions. Over the past decade, shipping has seen a surge of environmen- tal regulations. Political pressure and an increasing focus from society at large have driven the International Maritime Organi- zation (IMO), various countries and regions such as the EU to develop steadily more stringent regulations. The consequence is a patchwork regulatory system, where numerous overlaps create challenges for operators. There are unfortunately no indications that this will change. It is important for operators to both under- stand the existing regulatory framework and be aware of forth- coming developments, both at IMO and elsewhere, in order to make the right business decisions. Ballast water management Ballast water management has been a hot topic for a number of years. As of end-July, the Ballast Water Management (BWM) Convention is only 0.13 per cent short of the gross tonnage rati- fication, with in particular ratification by Finland appearing to be both imminent and sufficient. DNV GL thus believes the threshold will be crossed sometime this year. The convention will then enter into force one year later, requiring all ships to comply within the following five years. The content and interpretation of the conven- tion are still evolving. Presumably the IMO Marine Environment Protection Committee (MEPC) 70 will finalize the revision of the technical guidelines in October. There are presently 65 IMO- approved BWM systems on the market. The national ballast water management regulations of the United States entered into force in 2013. New ships now have to comply upon delivery, while existing ships must comply by the first scheduled dry docking after 1 January 2014 or 2016, depending on ballast water capacity. US type approval is required for the ballast water treatment systems of affected ships; so far no such approvals have been granted. To address the obviously paradoxical situation of having to install approved systems when none have obtained type approval, the US Coast Guard (USCG) has issued more than 50 so-called Alternate Management System (AMS) approvals for systems accepted by IMO. These approvals are limited to a five-year validity period. To ease the transition further the US is also liberal in granting time-limited exemptions to individual ships. We believe that once US-approved systems KEEPING PACE WITH ENVIRONMENTAL REGULATIONS DNV GL SOFTWARE TOOL FOR UPCOMING RULES To help owners stay ahead of new developments related to upcoming IMO and ILO regulations, DNV GL offers a software tool called “RequirementExplorer”, which allows customers to browse upcoming new rules and regulations. The tool is available on My DNV GL. It enables efficient searches using ship type, keel-laying date, size and other properties as search criteria. DNV GL 14 MPV UPDATE
  • 15. become available the extension policy will become significantly more stringent. For more information on different ballast water topics such as treatment systems and approval process please visit dnvgl.com/ bwm. SOX regulations Discussions at IMO are centred on the question of whether the global 0.5 per cent sulphur content requirement should enter into force in 2020 or 2025. An IMO commissioned fuel availability study has been submitted to MEPC70 and will provide a discus- sion basis for IMO deliberations. It is worth noting that a separate, independently commissioned study also has been submitted, and that the two studies reach very different conclusions. Protecting marine ecosystems is an important goal for the shipping community but the regulatory ecosystem causes headaches. DNV GL ECO INSIGHT PROVIDES VISIBILITY INTO FLEET PERFORMANCE With its performance monitoring tool “ECO Insight”, DNV GL offers a convenient means to keep abreast of upcoming MRV requirements and ensure timely compliance: ■■ ECO Insight’s proven onboard data recording application integrates all traditional ship-to- shore reporting into one solu- tion. ■■ Extensive technical and ship- specific plausibility checks deliver high-quality data without “MRV non-conformities”. ■■ Data is automatically compiled in EU and IMO formats for uploading to the respective servers. ■■ Data serves as basis for com- prehensive fleet performance management using ECO Insight, helping to cut operating costs. The ECO Insight portal is a gateway to higher operational efficiency. Photos:DNVGL,TaliaCohen/Unsplash REGUALTIONS MPV UPDATE 15
  • 16. CHINA IMPOSES SULPHUR LIMITS AND MIGHT ESTABLISH SECA ZONES China has published regulations to establish SECA-like sea areas outside Hong Kong/Guang- zhou (Pearl River Delta) and Shanghai and in the Bohai Sea. In a staged approach, the new regula- tions impose an initial 0.5 per cent sulphur limit for fuel burnt in key ports within these areas, grad- ually expanding the coverage to finally encom- pass these sea areas entirely from 2019 onwards. The sulphur limit might be lowered to 0.1 per cent as of 2020, and a formal ECA application may be submitted to IMO. CHINA Beijing Shanghai Pearl River Delta■■Existing, IMO ■■EU Sulphur Directive ■■Existing, regional ■■Possible future It therefore remains in doubt whether the IMO will be able to conclude at MEPC70 in October 2016. A further complicating fac- tor in the discussions is the EU Sulphur Directive, which stipulates a maximum 0.5 per cent sulphur content for all EU waters by 2020, irrespective of the IMO decision. If different dates are decided by IMO and the EU, shipping will for a period face a three-tier sul- phur content regime. From an operational perspective, this will be challenging. It should also be noted that the Water Framework Directive is putting constraints on the discharge of scrubber water in certain EU countries. Belgium and Germany have in essence prohibited the discharge of scrubber water in most areas, severely constrain- ing the operation of open-loop scrubbers. Other EU countries are following suit to a lesser or greater degree, with no common EU practice likely to be agreed. China has recently published regula- tions for SECA-like fuel requirements in certain coastal areas (see box below). More information and our updated Sulphur guideline are available at dnvgl.com/lowsulphur. NOX regulations NOX Tier III requirements have entered into force in the North American ECA for ships constructed on or after 1 January 2016. In essence, anyone constructing a ship today needs to consider potential operation of the vessel in the North American ECA, whether upon delivery or at some time in the future. If such an operation pattern is conceivable, NOX control technology will be needed for that ship. In contrast to the North American ECA the ECAs in the North Sea and the Baltic do not yet include a NOX requirement. Joint North Sea/Baltic NECA applications have now been made to MEPC 70. Assuming agreement at IMO these Tier III requirements will apply to ships constructed on or after 1 January 2021. CO2 and energy efficiency Climate change remains the driving political force behind CO2 and energy efficiency regulations. In the EU, regulations for Moni- toring, Reporting and Verification (MRV) of CO2 emissions have entered into force, requiring all ships above 5,000 GT sailing to or from European ports to comply. Ships must also report cargo data and average energy efficiency. The EU will make the data publicly available on an annual basis. Monitoring plans are to be submit- ted to verifiers by 31 August 2017, with 2018 being the first year of reporting. Data will be published by the EU in mid-2019. There is extensive work in progress to develop the practical framework and the EU is expected to finalise most practical details towards the end of 2016. Part of the purpose behind the EU MRV regulations is to encourage IMO to work on a similar mechanism with global, not only regional, coverage. The EU has stated that if this happens it will mothball its regulation. It is therefore of great significance that MEPC 69 did agree on a global mechanism for mandatory Photos:DNVGL,TaliaCohen/Unsplash DNV GL 16 MPV UPDATE
  • 17. DNV GL Expert Eirik Nyhus (EN), Director Environment Phone: +47 926 23 818 E-Mail: eirik.nyhus@dnvgl.com monitoring, reporting and verification of fuel consumption data for all ships above 5,000 GT. The scheme is expected to be adopt- ed at MEPC 70, in which case 2019 will likely be the first year of operation. However, the scheme differs from the EU MRV in sever- al important aspects, including confidentiality of data, calculation of efficiency metrics and requirements regarding the verification of data. While the European Commission sees the IMO work as an important step forward it seems unlikely to view the mechanism as robust enough to reverse its own course on the MRV scheme. DNV GL expects that the shipping sector will have to deal with two different but overlapping reporting regimes for at least some years. IMO is also seeing a reinvigorated discussion on long-term CO2 emission goals following the global climate change agree- ment reached in Paris last year. There is as yet no agreement with- in IMO regarding the need to move beyond establishing a fuel data collection system, and it remains to be seen whether consen- sus can be reached. DNV GL sees a very real risk that unless sig- nificant progress is quickly made at IMO, other bodies outside the shipping industry may attempt to issue regulations. This would not be of benefit to anyone, least of all the shipping sector itself. Open questions regarding the upcoming EU MRV scheme The new EU MRV regulation is coming: in August 2017 shipping companies will have to hand over their new “monitoring plans” to their verifiers, and monitoring of “CO2 emissions based on fuel consumption” will begin in January 2018. How exactly verification is to be performed remains somewhat unclear. DNV GL expects most issues to be settled towards the end of this year, but with a few left open until summer 2017. Some shipping companies are bracing themselves for the new regulation. DNV GL MPV customers like Jüngerhans (Germany) or Masterbulk (Singapore) have invested in advanced fleet perfor- mance management and are using the DNV GL ECO Insight por- tal. ECO Insight includes voyage reporting software which auto- matically delivers pertinent MRV reporting data. The solution also makes the verification process much easier by giving the DNV GL verification team access to relevant information. Shipping companies facing the issues described in the info box on the right are advised to take action now to ensure compli- ance with the EU MRV regulation. ■EN All technical and regulatory news can be found at dnvgl.com/ tecreg. Shipping companies facing at least one of these issues should address them now. Where a proper voyage reporting system is in place, the data should be processed, for example as part of a performance management scheme. Apart from the obvious benefits of performance management, doing so will improve data quality. Where no voyage or noon-time e-mail reporting is customary, an appropriate software-based voyage reporting system should be implemented which will deliver MRV reports automatically and run internal checks to ensure proper data quality. The DNV GL ECO Insight on-board reporting tool Navigator Insight is the most common application worldwide. ISSUES TO CONSIDER WHEN PREPARING FOR THE UPCOMING EU MRV REGULATION There is no voyage reporting available/taking place In shipping it is widely accepted practice to report the position, time, speed, distance, consumption, cargo, weather and other key data at key points of a voyage, including the departure, beginning of sea passage, noon and end of sea passage. If no such reporting routine is in place, or if reports are sent to the charterer only but not to the owner, this needs to be changed. Only vessels sailing exclusively in EU waters or executing more than 300 voyages in one year are exempt from voyage reporting. Voyage reporting is done via plain e-mail without any further onshore processing Many voyage reports are simple, daily e-mails in a defined format which are sent by the master to a list of recipients. Most of the recipients use these messages to simply confirm that the vessel is still “alive”. The data stays on the mail server without undergoing any further onshore processing. DNV GL believes that a proper electronic voyage abstract will be required for verification. Creating such a record manually from hundreds of e-mails every year for every vessel of a fleet will be an impossible task. Voyage reporting data is not processed further / data quality is unknown Even if the voyage data is electronically available in an onshore database, the biggest challenge remains: without further processing for purposes such as post-voyage calculations or performance management, the quality of the data may be compromised by issues such as a broken voyage event sequence, missing reports, incorrect time stamps or positions and implausible consumption, cargo or speed data. Under the MRV scheme, this will result in denial of verification or even a poor EEOI ranking and damage to the owner’s and operator’s reputation. Find more DNV GL blogs at blogs.dnvgl.com/performance REGUALTIONS MPV UPDATE 17
  • 18. Being able to rely on in-house operating expertise when designing a new ship is definitely an advan- tage. The German MPV owner Briese and its partners have developed a next-generation vessel for their fleet that combines all the features tomorrow’s ships will need to prevail in the market. THE NEXT WORKHORSE FACTS & FIGURES ■■ Classification: GL + 100 A5 E3 BC G IW BWM (D2)DG DBC LC EP-D + MC E3 AUT strengthened for heavy cargoes, equipped for the carriage of containers and dangerous goods ■■ Deadweight (summer): abt. 12,500 mt ■■ Max. draft (summer): 8.10 m ■■ Length o.a.: 147.00 m ■■ Breadth moulded: 22.80 m ■■ Service speed: 15.0 knots Fuel consumption: 16.0 mt RMG 380 fuel per day at sea ■■ Cargo hold capacity: 17,600 cbm / 621,537 cbft ■■ Main hold dimensions: 76.50 m x 17.60 m ■■ Floor space under deck: 2,950 sqm / 31,753 sqft ■■ Floor space on deck: 2,170 sqm / 23,357 sqft ■■ Crane capacity: 2 Liebherr cranes situated portside at 18 m outreach: 250 mt capacity each / 500 mt combined at 33 m outreach: 120 mt capacity each / 240 mt combined Lifting height: > 35 m at 10 m outreach Shipbuilding, will be commissioned, with unique characteristics designed to meet future market requirements. This is the second time Briese and Krey have jointly developed a multi-purpose vessel with heavy-lift capability in the 12,000 dwt category. The last one, first built around the turn of the millen- nium, became the workhorse of the business segment. Its innova- tive successor promises to follow in its footsteps as the next work- horse of the industry – and an icon of eco-friendly trading. Based on market observations, new technologies, and statistical evalua- tions of the company’s fleet and its operating profiles, the Briese newbuilding team identified seven areas on the legacy vessel with wide-ranging improvement potential (see info box). Flexible and economically feasible “We call it the Magic Seven of optimization,” says Bernd Boening, Newbuilding Manager at Briese Schiffahrt. The first Eco Trader, the BBC Birte H. owned by Krey Shipping, is in service already. “The data from her virgin voyage have exceeded our expect- ations. We hope that our long-term findings It is all about fleet performance, and at Briese Schiffahrt, nothing is left to chance. Based in Leer, Germany’s second largest ship- owning centre after Hamburg, the company is a leading global owner of heavy-lift and multi-purpose cargo vessels. In a highly competitive market environment plagued by overcapacities, Briese manages a fleet of roughly 150 ships. Most of them are operated by Briese’s subsidiary, BBC Chartering. Any port, any cargo – wherever something big and heavy needs to be transported, BBC is never far. “Our ships are designed for flexible deployments and reliable carriage of practi- cally any conceivable cargo,” says Raymond E. Fisch, Senior Vice President Strategic Projects at BBC Chartering. But the demands are getting tougher. “There is a clear trend towards bigger and more expensive cargo, especially in the pro- ject business, and it forces us to be even more flexible,” says Fisch. To cope with stricter environmental regulations, the growing importance of the “environmental footprint”, and enormous cost pressures, and to prevail in the market, shipowners must invest in innovative technology. In Leer, the future is now: together with its partner shipowners Krey Shipping and Auerbach, Briese has launched the next MPV/HL generation, the 12,500 dwt Eco Trader MPV 500. Six ships, built at the Chinese shipyards Jiangsu Hongqiang Marine Heavy Industry and Jiangxi Jiangzhou Union DNV GL 18 MPV UPDATE
  • 19. will confirm this first impression,” says BBC Senior Vice President Fisch. Drawing the right conclusions from practical experiences is standard procedure at Briese Schiffahrt, and a key success factor for the current newbuilding project. “You have to be intimately familiar with the interrelated requirements of the shipowning and affreightment businesses that the new vessels will have to live up to,” says project head Boening. It is extremely helpful to work closely with the charterer, who can provide all the relevant infor- mation regarding long-term market trends as well as cargo types and their handling requirements, he adds. “The most important criteria for the design concept are econom- ic feasibility and flexibility,” says Boening. It begins with determin- ing the size of the ship, followed by the optimization of the hull for the intended cargoes and operating modes, and the performance requirements for the cranes and their interaction with the hatch cover system, through to the selection of the best propulsion sys- tem. “A good hull shape is always the fundament for fuel efficiency,” says Boening. A statistical analysis of the speed, draught, and trim- ming records from roughly two dozen ships in the Briese fleet was the starting point for developing the future operating profile and defining the optimization targets for the Eco Trader’s lines plan. Team spirit and top technology A single-point optimising of an MPV hull only for full draught would be a grave mistake. Plenty of volume but often little weight: in the project business, where an MPV may haul rotor blades for wind turbines or FPSO accommodation topsides, the ship’s payload is rarely fully utilized. What is more, the load is often not evenly distributed, says Boening. “Our ships sail at reduced draught most of the time.” For best results, Boening’s newbuilding team worked very closely with the Shanghai-based design team, overseeing and directing its activities. After all, the quality and sustainability of the vessel will influence its value on the used ship market later on. “We reviewed a total of more than 300 design drawings,” the project manager points out. The classification society plays a key role in such a scenario. A host of topics needed to be discussed with the DNV GL ship type expert, says Boening. “Cooperation with DNV GL was excellent, we were supported by expertise and advice throughout the entire project.” The result proves the Leer engineers right. The Eco Trader 12,500 has an outstanding energy efficiency design index (EEDI) and far exceeds the requirements newbuilds must meet as of 2025. Underscoring their environmental compatibility and sustainability, Photos:BrieseSchiffahrt,BBCChartering The Eco Trader builds upon the practical experience gained with its predecessor model, which was likewise developed by Briese and their partners. Typical project cargo with large block dimensions usually doesn’t exhaust the ship’s carrying capacity, an important aspect for the designers to consider. ECO TRADER MPV UPDATE 19
  • 20. the DNV GL-classed vessels bear the additional EP-D class notation. ”We are delighted to have contributed to this next-gen- eration heavy-lift multi-purpose vessel,“ says Jan Rüde, Ship Type Expert MPV at DNV GL. “Market-leading DNV GL know-how in this segment has helped maximize cargo flexibility and minimize operating costs and risks so the vessel can meet future market demands.“ All in all, the Magic Seven improvements have cut fuel consump- tion and CO2 emissions by roughly 30 per cent compared with exist- ing tonnage. Apart from the hull design and the application of a low- resistance, anti-fouling paint system which performs exceptionally well over the wide range of operating conditions the new MPVs will be exposed to in their deployment regions, the propulsion system is also of extraordinary importance. A milestone for the segment The MAN B&W 5G45ME-C9.5 engine is the vessel’s new heart. The concept combines a low-speed, ultra-long-stroke design with full electronic control. The new G45 series, built by STX in South Korea under licence by MAN Diesel & Turbo and certified by DNV GL, is considerably more fuel-efficient than comparable engines. Taking advantage of this advanced engine technology is a milestone achievement for the MPV/HL segment. The most important opportunity to reduce the required pro- pulsion energy however is the use of a larger propeller. ”The new G-type engine with its lower rpm range enables us to enlarge the propeller diameter from the legacy vessels’ 4.9 metres to 5.7 metres, which gives the efficiency a real boost,“ explains Boening. Apart from the measures taken concerning propulsion power, speed-controlled cooling water pumps and engine room fans as well as an intelligent power management system for heat consumers will limit the demand for auxiliary power. Fuel consumption and the propeller shaft power output are continuously measured and evaluated by an intelligent Perfor- mance Monitoring System. The data is available quickly and transmitted to the inland office as well. If the vessel is found to be operating outside its most efficient range, action can be taken immediately. “But the most important benefit is that the system raises the crew’s awareness of efficient operating practices. That alone will make a big difference,” says project head Boening. Improved fuel efficiency is one major benefit of the new Eco Traders; increased flexibility and cargo handling performance is another. The cranes are the most important equipment on board a heavy lifter. “Customizing a standard product to make it an optimal fit for the ship and its cargo requirements is an art,” says Boening. But capacity is not everything. Crane outreach, lifting heights, and the fine-tuning between the crane and the hatch cover system are major performance-enhancing features. Each Eco Trader has two 250-ton Liebherr cranes capable of delivering their full 500-ton capacity in tandem operation with an outreach of 11 m from the ship’s side over the pier when using a lifting beam. The cranes can utilize a major portion of their lift- ing capacity across the entire deck area, which makes it easier to load and transport extremely bulky cargo items. The cranes are BBC Birte H. is the first Eco Trader to be commissioned. She will be followed by identical sister ships which can be used interchangeably. Case 1: Midships block loading Case 2: Block loading aft and fore SPECIAL LOAD CASES Briese instructed the designers to account for special load cases which involve block loads (r.) and HL crane operation to determine the stability and strength limits. Class rules did not require this in the past. Briese amended their stability manual to provide the crew with reliable information for extreme cases. DNV GL has incorporated these specific load cases for project shipping into its new rule set. 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 16.0 15.5 15.0 14.5 14.0 13.5 13.0 12.5 12.0 11.5 11.0 10.5 10.010.010.0 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0 relativefrequency(%) 12.512.5 speed (kn) mid-draft (m) 0.0–0.5% 0.5–1.0% 1.0–1.5% 1.5–2.0% 2.0–2.5% 2.5–3.0% 3.0–3.5% 3.5–4.0% 4.0–4.5% 4.5–5.0% 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 A statistical analysis of the speed, draught, and trimming records from two dozen ships was the basis for developing the future operating profile and the lines plan. PERFORMANCE DATA TO BUILD ON Photos:DNVGL,BrieseSchiffahrt,BBCChartering DNV GL 20 MPV UPDATE
  • 21. MAGIC SEVEN OF OPTIMIZATION LOWER FUEL CONSUMPTION ■■ Achieved by: individual hull line optimization to owner specifications, reviewed by FutureShip and the Hamburg Ship Model Basin (HSVA) ■■ Two-stroke main engine plus fixed propeller with largest possible diameter ■■ Low-resistance anti-fouling hull coating system ■■ Performance monitoring system ■■ Speed-controlled cooling water pumps and fans ■■ Power management system for heat consumers FAST LOADING AND UNLOADING ■■ Combined weather deck hatch system with folding covers and only two pontoon covers which are self-driven ■■ Tween deck covers can be moved using the cranes’ auxiliary hoisting gear ■■ Cranes can be used in continuous bulk operation ■■ No stabilization pontoons NO SHIPPING ROUTE RESTRICTIONS ■■ Great Lakes / AMSA / US fitted ■■ E3 ice class ■■ Draught allows to call draught-restricted ports DESIGN OPTIMIZED FOR PROJECT CARGO ■■ Long hatch (no. 2 hatch – 76.5 x 17.6 m), hold is near-box- shaped, no steps, width narrows to 12.5 m only over the final 9.75 m of the aft portion of the long hatch ■■ High permissible deck loads (tank top: 18 t/m2 ; in three areas 25 t/m2 ; LR2 tween deck: 4 t/m2 / LR1: 2.5 t/m2 ; weather deck: 4 t/m2 on folding covers / 8 t/m2 on pontoon covers) ■■ Enlarged usable deck area thanks to lateral cargo rails; bridge panel between hatches 1 and 2 and superstructure above engine room ■■ In ballast, the ship can lift 500 tons ■■ Crane outreach in tandem operation with heavy lift beam, 2 x 250 tons: 10.9 m from side of ship over the pier ■■ Extended crane lifting height (more than 35 m with 10 m outreach / more than 30 m with 20 m outreach) ■■ Meeting room for project meetings on poop deck ■■ Two guest cabins plus one spare cabin for customer representatives FLEXIBILITY ■■ Interchangeable with sister ships as well as (conditionally) legacy 12,000 dwt vessels (identical hold width) LOWER OPERATING COSTS ■■ High-quality equipment ensured by makers list “GREEN SHIP” IMAGE ■■ EP-D class notation (Environmental Passport) ■■ EEDI below 2025 limit 1 2 3 4 5 6 7 also approved for continuous bulk operation. The developers at the Rostock-based crane manufacturer Liebherr MCCtec worked closely with the Briese newbuilding team. The list of requirements they received from Leer was long, but the result was well worth the effort: “No other ship in our fleet offers better crane reach and lift- ing heights,” says Boening. Because of the ship’s dimensions, there is no need for stabilization pontoons. “This allows us to utilize all of the available space for payload.” A combined hatch cover system consisting of mainly folding covers and only two pontoon covers in the midship area between the cranes will avoid time-consuming cargo turnover. The main cargo hold is 76.5 metres long and 17.6 metres wide, and the tank top can bear deck loads of up to 25 tons per square metre. “The two-hatch system has increased loading flexibility signifi- cantly,” says Boening. “The new ships can carry large, bulky cargo such as wind turbine rotor blades below deck.” Greater flexibility Amidships, the two pontoon covers which close the gap between the folding covers can carry 8 tons per square metre. “Using both hatch covers together we can transport very heavy single cargo such as cable reels with a gross weight of up to 3,750 tons not only below deck but also on deck,” says Boening. The movable tween decks, which can be lifted using auxiliary hoists, support up to 4 tons per square metre, further increasing cargo loading flexibility. Special attention was given to the vessel’s stability and strength lim- its for safe operation (refer to info box ”special load cases“). Any port, any cargo – the fact that each Eco Trader is interchange- able with her sister vessels and, with some limitations, with her predecessor series as well, gives BBC Chartering even greater flex- ibility in the market. This is especially helpful for fleet performance management, which is much more complex in tramping than in liner or cargo type-specific shipping. “Making the best possible use of a ship’s capacity is the high art of affreightment,” says Fisch. But com- petition is tough in tramping, and follow-on jobs are difficult to plan. Innovative, highly cost-efficient and flexible ships make business a lot easier. After all, fleet performance makes the difference. ■PL DNV GL Expert Jan Rüde, Ship Type Expert MPV, Ship Structures and Outfitting Phone: +49 40 36149-4172 E-Mail: jan.ruede@dnvgl.com “Cooperation with DNVGL was excellent, we were supported by expertise and advice throughout the entire project.” Bernd Boening, Newbuilding Manager Briese Schiffahrt ECO TRADER MPV UPDATE 21
  • 22. Among Japan’s top yards is Shin Kurushima Group whose Shin Kurushima Dockyard Co. Ltd. (SKDY) and Shin Kochi Jyuko Co. Ltd. jointly account for the biggest share of the advanced MPV market. Honda Heavy Industries Co., Ltd. has also been supplying MPVs to European owners in addition to its traditional Japanese market. Shifting focus “Japanese shipping companies have traditionally been relying on exports from and imports to Japan,” explains Motoyuki Nose, Man- aging Director of Tokyo-based NYK Bulk & Project Carriers (NBP; see info box). “We should open our eyes and adopt a more global view. The Japanese economy has matured, and we shouldn’t expect much further growth. Rather, we should shift our focus to other countries and regions where further economic growth is expected.” For example, opportunities exist in South East Asian countries, such as steel exports from Indonesia and Vietnam, or between West Africa and Europe. “We should be ready to respond to changing industrial structures and markets and be more aggres- sive in grasping these new opportunities, even though markets may be tough and price competition intense.” In response to changing needs and expectations in the MPV segment, NBP’s multi-purpose vessels deployed in the South Pacific accept a wide range of diverse, small-quantity trans- port tasks but also take on bulk cargo, containers or cars. NBP Most Japanese shipping companies have traditionally focused on trades to and from Japan utilizing vessels built at domestic yards. Prompted by changing trade patterns, especially in the project cargo market, Japanese owners are entering new markets where more efficient and flexible MPVs are needed. ADAPTING TO CHANGING MARKET EXPECTATIONS For Japan as a high-tech country par excellence, a focus on sophisticated, highly specialized vessels in a fiercely competitive shipbuilding industry is plain common sense. High quality and timely delivery have always been hallmarks of Japanese ship- building. Today Japanese yards are strong in efficiency-enhancing and eco-friendly technologies. With the demand for high-value tonnage and leading-edge designs increasing, driven in part by offshore wind energy as well as remote oil and gas exploration ini- tiatives, Japanese shipbuilders are ready to seize the opportunity to develop and build next-generation MPVs. There is a clear trend towards larger and more sophisticated MPVs, especially ships designed for specific trades or purposes, such as heavy lifters or offshore vessels – fields of expertise where DNV GL can provide the unique know-how highly professional owners appreciate. These ships serve a market where cargo oper- ations are planned precisely, cargo officers attend ships during critical operations, and safety and risk management are on top of the agenda. At the same time, ensuring flexibility to accommodate a broad variety of cargo types, in particular project cargo, as well as global tradability are key objectives for Japanese MPV owners. Com- mon applications today include open-top transport, voyages with topped-up cranes, or heavy-lift vessels capable of using tandem cranes for extreme loads. Longer cargo holds, more powerful cranes, emission control: NBP Managing Director Motoyuki Nose bets on advanced vessels. DNV GL 22 MPV UPDATE
  • 23. currently operates two heavy lifters equipped with 450t cranes on tramper service mainly in Asia. But market demand calls for MPVs with higher cargo efficiency, so NBP is planning to replace these two ships with newbuilds featuring more powerful cranes that will double their capacity. This will enable NBP to transport big- ger project cargo but also larger quantities of conventional cargo between Japan and Europe. The new ships will have longer holds that can be used for a greater variety of goods. “Future MPVs should be able to carry heavy and large project cargo, which requires more careful and stringent control of cargo handling and securing as well as improved navigation systems to ensure safe and efficient transport,” says Motoyuki Nose. “At NBP we have established technical support teams to respond to new challenges facing our next-generation MPVs. Our teams comprise about 20 engineers with expertise in safe navigation, marine engineering and other fields and broad experience in the safe transport of break bulk, project and module cargo.” Market challenges Today’s newbuilding projects must account for the tightening global environmental requirements, such as NOX and SOX limits in ECA zones, which inevitably cause newbuilding costs to rise. NBP’s motto, “Facing challenges with a pioneering spirit can create new business,” defines the company’s approach to such issues, reflecting a philosophy which has kept Japan’s shipbuild- ing and shipping industry going in stormy times. “Value-added service sets us apart,” says Nose. “Using alternative fuels such as low-sulphur fuel oil or LNG is one way to achieve cleaner operation, but the industry is still evaluating what might be the best solution,” Nose explains. NBP ships may call at many ports lacking bunkering infrastructure for alternative fuels, so installing scrubbers would be the most realis- tic option. “However, technical challenges remain,” Nose cautions. “This is where we depend on the scientific research and expertise of classification societies such as DNV GL. We are very thankful for the support we have received from DNV GL in ensuring safe ships and fleet maintenance. DNV GL has accumulated enormous knowledge and experience working with German owners specif- ically in the MPV segment, and we hope to continue benefitting from this knowledge in driving innovation, building better MPVs and launching new services.” ■YM Photos:DNVGL,NYKLine NO. OF MPVS BUILT IN JAPAN SINCE 1990 >=5,000 dwt 1990–1999 2000–2009 2010–2019 295 242 175 Higaki S.B. Shin Kurushima Dock. Shin Kochi H.I. Nishi S.B. Honda H.I. Kegoya Dock Kanda S.B. Kyokuyo S.B. Others 138 120 60 56 55 34 28 19 202 MAJOR MPV SHIPBUILDERS IN JAPAN numbers since 1990 BRINGING VALUE TO LIFE NYK Bulk & Projects Carriers (NBP) is a wholly owned subsidiary of Japan’s largest shipping company, Nippon Yusen Kaisha (NYK), and one of the world’s leading ocean carriers of project cargo, heavy lift cargo, steel products and bulk cargo. “Bringing value to life” is the company’s philosophy. NBP was established in 2013 through the merger of NYK- HINODE LINE and NYK Global Bulk Corporation. NBP operates about 180 vessels. Its core fleet of about 140 vessels includes 40 crane-equipped MPVs and project vessels, two module vessels, and 100 Handy/Handymax vessels. NBP provides on-demand and modularized cargo transport as well as traditional semi-liner- and bulk services, covering routes from the Far East to Europe, North and South America, the Persian Gulf, India and the South Pacific including Tahiti and Fiji, as well as inter-Asian trades and routes between Europe and Africa. Flexibility counts in a changing market where project cargo may alternate with conventional cargo. DNV GL Expert Yoshinori Miura (YM), Head of Class Operations Japan Phone: +81 78 291 1301 E-Mail: yoshinori.miura@dnvgl.com JAPANESE MARKET MPV UPDATE 23 712TOTAL SHIPS
  • 24. DNV GL has successfully used AIS data analytics to help customers in the MPV heavy-lift segment answer some key questions and increase revenue potential while reducing costs. A POWERFUL SOURCE OF INFORMATION Improvement area Typical customer questions DNV GL AIS-based analyses Vessel design parameters ■■ What are the most common actual speed and draft patterns to use as a basis for design parameter optimization? ■■ What designs can be operated at higher operational speeds even in rougher sea conditions? Analysis and benchmarking of actual operational profiles of individual vessels and entire subsegments Deployment / revenue potential ■■ Where do my competitors trade? ■■ How well are vessels utilized on key trade routes? Analysis and benchmarking of fleet and vessel deployment in comparison to utilization / value-adding time Operational performance / fuel costs ■■ What are my waiting times in key ports compared to competitors’? ■■ Do my vessels operate with erratic speed patterns? Analysis and benchmarking of fleet and vessel operational performance Originally introduced to improve navigational safety, Automatic Identification Systems (AIS) on board ships collect and transmit information such as the identification, position, and draught of the given vessel along with a time stamp. DNV GL has created a unique tool which combines analytics, processing, and data ware- housing capabilities to extract meaningful information from AIS big data. The tool aggregates this information with existing tech- nical ship data, such as installed engines, and granular geospatial objects, such as individual berths. DNV GL customers can use this insight for a great variety of business purposes to gain competi- tive advantage. To give an example, the DNV GL tool can calculate a load fac- tor for the main engine by comparing the calculated ship speed with the actual service speed. Based on the installed main engine power, specific fuel oil consumption (SFOC), and AIS-derived load factors, DNV GL can estimate fuel consumption at the speed over ground recorded since the last observation. All AIS records are then combined to generate vessel and fleet performance esti- mates for specific periods. DNV GL has broad experience in supporting customers in the MPV heavy-lift segment using this tool and performing add- itional AIS data mining on billions of data sets and terabytes of preprocessed global fleet data covering several years. Given that all this data is in the public domain, DNV GL is not only able to analyse a customer’s own fleet but also anonymized competitor performance data. PUTTING THE SHIPPING INDUSTRY’S BIG DATA TO WORK DNV GL has identified several areas where AIS data analysis can deliver answers to key operational and business questions: 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Total 100%Total Legend High share of time Low share of time Speed in kn.Draft in m TRADE ROUTES Deployment heat map example – MPV heavy-lift subsegment. BUSINESS INTELLIGENCE FOR HEAVY LIFTERS Speed vs draught heat map example – MPV heavy-lift subsegment (share of time at speed /draft combination). DNV GL 24 MPV UPDATE
  • 25. Improving vessel design Newbuilding projects can benefit significantly from AIS-based analytical data, such as a specific vessel’s actual speed and draft patterns over a chosen period of time, or data for an entire sub- segment of the owner’s or a competitor’s fleet. This is especially valuable for customers planning to enter subsegments in which they have no prior experience and no data of their own. Informa- tion on operational profiles can be aggregated, for example in a speed vs draft heat map (refer to box), as a starting point for dis- cussions about optimizing design parameters. Additional insights can be gained by combining AIS data with other information, such as weather records. For example, a com- parison of speed patterns from various ship designs at different wind speeds enables engineers to identify designs capable of operating at higher operational speeds even in rough seas with- out risking cargo damage. Optimized deployment Matching fleet or vessel deployment data with utilization informa- tion derived from AIS analyses can be a source of competitive intelligence and helps identify utilization and revenue improve- ment potential. This may include identification of top-performing loading and unloading ports or evaluating main trades by vessel subsegment or operator. Including navigational status informa- tion (such as “underway using engine”) and draught conditions can be helpful when analysing big data involving AIS information. DNV GL generally tailors its analyses to the customer’s needs, from reviewing specific subsegments or operators to investigating vessels or individual trades. Operational performance Analysing AIS data also helps identify potential for cutting fuel costs by benchmarking fleet and vessel performance. A proven approach is to benchmark fuel consumption within the customer’s own fleet, then against competitors with similar operational pro- files. AIS analysis can also be used to pinpoint specific areas of improvement, such as individual vessels exhibiting more erratic speed patterns than the relevant peer group — an indication of inefficient navigational practices. Excessive waiting times before entering ports would suggest inadequate ship-to-port communi- cations and poor adjustment of ship speed to berth availability. With its AIS analytics services DNV GL can help operators resolve these and many other operational issues sustainably. ■MS Photos:DNVGL,Fotolia DNV GL Expert Merten Stein (MS), Head of Department, Shipping Advisory Germany Phone: +49 40 36149-4052 E-Mail: merten.stein@dnvgl.com AIS MPV UPDATE 25
  • 26. Insurance providers, operators, authorities and other stakeholders have for decades been supported by the expertise of independent marine warranty surveyors to assess risks and monitor operations. Now the MPV segment can benefit as well. Marine warranty surveyors (MWS) play a critical role in mitigating risk for major offshore projects and complex marine operations, ensuring that best industry practice and correct procedures are followed. They help protect customers’ interests by performing independent reviews, verification and approvals of projects in sectors as diverse as offshore oil and gas, cargo stowage, towage and heavy-lift operations, shipyards, large construction projects, and ports and terminals. This is a consultancy service offered by DNV GL not connected to our more commonly known role as class. DNV GL is a leading advisor on operational risks and the feasi- bility of working practices across all aspects of marine operations. TRUSTED EXPERTISE FOR MPV OPERATORS Noble Denton marine assurance and advisory services by DNV GL has been active in the marine warranty market for more than half a century. DNV GL surveyors perform technical readiness audits for marine operations and provide independent and impartial advice to vessel owners, operators and underwriters. Extending services to MPVs All this experience from the offshore field can also benefit multi- purpose vessel (MPV) customers. Cargo units carried by MPVs are becoming increasingly heavy and voluminous; consequently the transport operations such as loading, lashing, carriage and unloading are becoming more complex and prone to risks. These DNV GL 26 MPV UPDATE
  • 27. ■■ cables for an offshore wind farm from Korea to the Netherlands ■■ gantry cranes from China to Germany ■■ various turbines, generators, transformers and cold boxes. Global teams of specialist engineers, mariners and naval architects work with customers to review docu- ments related to a wide range of temporary-phase marine operations and land transport. Activities relevant for MPVs include load-out analysis review and approval for lifting, skid- ding and roll-on/roll-off procedures; transport analysis review and approval for operations such as sea-fastening, stability and motion response; and installation analysis, review and approval for lifting, mooring, float-overs and other procedures. A digital first In June 2016 DNV GL published its new standard DNVGL-ST-N001 Marine operations and marine warranty. “This new standard combines best practices with the technical and analytical strengths and practical guidance from the DNV GL legacy companies,” says Kim Rolfsen, Global Service Area Leader – Noble Denton marine services, DNV GL – Oil & Gas. “DNV GL pioneered the concept of marine warranty surveying in the 1960s. Since that time, our legacy businesses have been the industry’s only organizations to continually produce industry standards for marine operations and warranty approvals. These have been followed by most marine contractors and even adopted by our competitors.” A digital interface available on the My DNV GL customer portal (refer to text box) allows industry professionals to utilize automated search functionality to retrieve project-specific require- ments from the new DNV GL standard. This solution spares indus- try professionals the effort of having to sift through a 500-page standard looking for information relevant to their project. ■TH transports are sometimes part of the project scope, and some- times arranged separately based on individual contracts. Inde- pendent, third-party approval can help shipping companies get better insurance policies at lower rates or obtain coverage within the client’s or project CAR insurance policy. DNV GL has acted as marine warranty surveyor for example to verify the sea fastening in the transportation of: ■■ two huge jack-up installation vessels from Asia to Europe ■■ pipe reels from the US to Europe ■■ piles and jackets for wind turbines from Spain to the Baltic DNV GL Expert Thomas Hoffmann (TH), Head of Section Marine Operations DNV GL – Oil & Gas Phone: +49 40 36149-4174 E-Mail: thomas.hoffmann@dnvgl.com DNVGL-ST-N001 ON MY DNV GL The My DNV GL customer portal provides industry pro- fessionals with an easy interface to submit details about the specific type of asset, operation and structural code they would like to be audited. The DNV GL online Stand- ards Wizard will then select pertinent requirements from DNVGL-ST-N001 Marine operations and marine warranty. The wizard will generate a simple and clear document showing the elements of the standard needed to get on with the specific job. Photos:DNV GL,KreySchiffahrtsGmbH Marine warranty surveying experience gained in offshore operations can benefit MPV operators as well. MARINE WARRANTY SURVEY MPV UPDATE 27
  • 28. SAFER, SMARTER, GREENER DNV GL Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil & gas and energy industries. We also provide certification services to customers across a wide range of industries. Combining leading technical and operational expertise, risk methodology and in-depth industry knowledge, we empower our customers’ decisions and actions with trust and confidence. We continuously invest in research and collaborative innovation to provide customers and society with operational and technological foresight. With origins stretching back to 1864, DNV GL’s reach today is global. Operating in more than 100 countries, our professionals are dedicated to helping customers make the world safer, smarter and greener. Disclaimer: All information is correct to the best of our knowledge. Contributions by external authors do not necessarily reflect the views of the editors and DNV GL. Americas 1400 Ravello Dr. Katy, TX 77494 USA Phone: +1 2813961000 houston.maritime@dnvgl.com Greater China 1591 Hong Qiao Road House No. 9 200336 Shanghai, China Phone: +86 21 3208 4518 marketing.rgc@dnvgl.com North Europe Johan Berentsens vei 109-111 Postbox 7400 5020 Bergen, Norway Phone: +47 55943600 bergen.maritime@dnvgl.com South East Europe & Middle East 5, Aitolikou Street 18545 Piraeus, Greece Phone: +30 210 41 00 200 piraeus@dnvgl.com Germany Brooktorkai 18 20457 Hamburg, Germany Phone: +49 40 36149-8786 region-germany.maritime @dnvgl.com Korea & Japan 18F Kyobo Bldg. Jong-ro 1, Jongno-gu 110714 Seoul, South Korea Phone: +82 2 734 7326/7 region.korea@dnvgl.com South East Asia & India 16 Science Park Drive 118227 Singapore Singapore Phone: +65 65 0 837 50 sng.fis@dnvgl.com West Europe & Africa 3 Cathedral Street Palace House London, SE1 9DE United Kingdom Phone: +44 207 357 6080 london.maritime@dnvgl.com Regional Maritime offices DNV GL AS NO-1322 Høvik, Norway Tel: +47 67 57 99 00 www.dnvgl.com DNV GL – Maritime Brooktorkai 18 20457 Hamburg, Germany Tel: +49 40 36149-0 www.dnvgl.com/maritime The trademarks DNV GL and the Horizon Graphic are the property of DNV GL AS. All rights reserved. ©DNV GL 09/2016 ID 1144799