Connect with us

Alternative Fuels

SMW 2023: DNV study shows 87% of seafarers need training on new bunker fuels

Almost 87% of 500 seafarers indicated a need for partial or complete training regarding emerging bunker fuels such as ammonia, methanol, and hydrogen, says DNV.

Admin

Published

on

post 56163

Classification society DNV on Friday (28 May) published a study that examines the key drivers transforming the maritime industry—particularly decarbonisation and digitalisation — and their impact on sea-going professionals in the lead-up to 2030. 

The study, titled The Future of Seafarers 2030: A Decade of Transformation was co-sponsored by the Singapore Maritime Foundation to advance the conversation on the training and development of sea-going professionals as well as the attraction and retention of the talent pool.

The findings were obtained through a combination of literature review, expert consultations, and a survey of more than 500 seafarers collectively responsible for operating dry bulk, tanker, and container vessels globally. Some 70%  of the seafarers who responded to the survey had been in the industry for over 11 years. Approximately two-third of the respondents held the rank of officers.

Key Findings

A pressing need for training in new fuels and technology

  • Broadly, both officers and ratings strongly indicated a pressing need for training in new fuels and technology—the survey results were consistent across the ranks.
  • Over 75% of seafarers (Deck and Engine Officers 78%) indicated they would require partial or complete training on fuels such as LNG, batteries, or synthetic fuel.
  • Almost 87% of respondents (Deck and Engine Officers 91%) indicated a need for partial or complete training regarding emerging fuels such as ammonia, methanol, and hydrogen.
  • A total of 81% of respondents (Deck and Engine Officers 85%) indicated that they require either partial or complete training in dealing with advanced digital technologies (such as further automation of equipment/systems, advanced sensors, artificial intelligence, remote operations etc.); only 13% (Deck and Engine Officers 11%) agreed that they were well trained.
  • 52% of Seafarers (Deck and Engine Officers 53%) indicated a strong preference for in- person training at a maritime training centre or academy, with 23% (Deck and Engine Officers 27%) indicating a blend of in-person and online training would be suitable.
  • Almost 70% of respondents (Deck and Engine Officers 74%) have used simulators, virtual reality or other digital environments when undertaking training, and 60% (Deck and Engine Officers 65%) indicated that these training methods helped develop their skills. Only 10% (Deck and Engine Officers 9%) of the respondents indicated that these training methods were ineffective in developing their skills.

Embracing new technology

  • Two-thirds of seafaring officers said more advanced technology onboard would make their job easier. This positive feedback from seafarers on the introduction of new technologies onboard fits well with the thriving maritime innovation ecosystem with increasing venture capital funding, particularly in Singapore.
  • However, only 40% of seafaring officers think shore-based remote-control centres, which can remotely operate some or all functions, would make their onboard job easier.

Sustainability and technology as talent recruitment and retention tools

  • A total of 55% of respondents (Deck and Engineering Officers 50%) indicated that new developments in fuels, automation and digitalisation onboard ships can assist in attracting new seafarers to a career at sea and retaining existing seafarers.

Key Recommendations

Corollary to the key findings, the study puts forward a number of recommendations, particularly in the area of seafarer training and development well as attraction and retention, including:

A collective responsibility to prepare seagoing professionals for the future

  • Key stakeholders such as regulatory bodies, shipowners/operators/managers and training academies should carefully assess and target the skill deficits in digitalisation and decarbonisation in the current decade to ensure seafarers have the necessary skills in place when they are needed in the future. Training could be prioritised on LNG and batteries as these fuel types are likely to be the most prevalent ‘alternative option’ in the current decade, and as the number of vessels in operations and on orders having LNG and battery or battery-hybrid has significantly grown in the last few years.
  • The industry should use the future seafarer training model where maritime training academies focus on delivering basic/generalised shipboard skills while ship operators should be focusing on delivering fuel-specific and vessel-specific training.

Opportunity to employ modern training methods to address augmented training and development

  • The industry is well placed to embrace modern training methods to fill the skills deficit and enhance seafarers’ development in the current decade. Although not all training will be suited to a single medium, the industry should be encouraged to effectively use a range of training options to enable training to be accessed universally, promptly and comprehensively. This may result in the blending of training courses to have both a digital and in-person component to make best use of the available training resources and thereby be more accessible to seafarers. There is also scope to further include technologies such as VR/AR in enhancing seafarer training.
  • Shipowners/operators/managers and training academies must ensure that the best- placed seafarers based on position onboard, experience and availability are trained at the right time to ensure continuity of operations and knowledge and skills transfer. This may result in Senior Officers being trained on new technologies and fuels first to enable an effective mentoring and on-the-job training environment onboard. The junior crew could have their onboard training supplemented by harnessing the available technology-assisted training (e.g., virtual reality, simulators etc.).
  • Future STCW courses could introduce updated fire-fighting techniques and methods into the curriculum to combat the new types of fire, posed by the adoption of new and emerging fuels.
  • It is recommended that a renewed focus on the development of a seafarer’s soft skills be made by maritime training organisations and by employers of seafarers. 

Providing a pathway for sustainable career progression for seagoing professionals, vital for talent attraction and retention

  • Shipowners/operators/managers should closely manage their seafarer’s progression opportunities from both an attraction-retention point of view and an operational capability perspective. The career development opportunities that digitalisation and decarbonisation present should be leveraged to retain and attract people to a seafaring job.
  • Shipowners/operators/managers should harness seafarers’ unique and desirable skill sets and provide them with opportunities for complementary shore-based roles such as vessel control and monitoring facilities (shore control centres), which will likely become more prevalent later in the current decade and beyond.

“As industry transformation—spurred by digital innovation and fuel transition—picks up pace, we must prioritise the training and development of sea-going professionals, ensuring that they possess the technical competencies to safely operate the more advanced ships that are coming on stream. Digitalisation and decarbonisation could present opportunities to attract a younger generation of sea-going professionals, provided a pathway to sustainable career development is visible, transiting from sea to shore based careers. I thank DNV for their partnership in developing this study, which we hope could serve to provide useful inputs to advance the discussion in the training and development as well as attraction and retention of sea-going professionals,” said Ms. Tan Beng Tee, Executive Director, Singapore Maritime Foundation.

“Emerging fuels and new technologies could pose safety risks for assets and crews, if not handled properly. Therefore, we must focus on the human factor and adequately train seafarers who operate and maintain ship systems, including carrying out bunkering operations”, said Ms. Cristina Saenz de Santa Maria, Regional Manager South-East Asia, Pacific & India, DNV Maritime.

“As an industry, we have a responsibility to keep them safe and well prepared for all eventualities. Therefore, we are pleased to have helped, with this study, to identify challenges and opportunities for seafarers in an era of transformation driven by decarbonisation and digitalisation.” 

Note: ‘The Future of Seafarers 2030: A Decade of Transformation’ working document can be downloaded from https://www.smf.com.sg/resources-publications/.

 

Photo credit: DNV
Published: 2 May, 2023

Continue Reading

Biofuel

NYK to launch Japan’s first antioxidant for biodiesel bunker fuel in August

When added to biofuel, BioxiGuard slows progression of oxidative degradation and helps deter issues such as metal corrosion, strainer blockage, and cleaning-system fouling often triggered by oxidised fuel.

Admin

Published

on

By

Japan’s first antioxidant by NYK for biodiesel bunker fuel set to release in August

Nippon Yuka Kogyo (Nippon Yuka), an NYK Group company specialising in chemical R&D as well as the manufacture and sale of chemical products, on Wednesday (21 May) announced the upcoming release of BioxiGuard, the Japan’s first antioxidant specially developed for marine biodiesel, from 10 August.

NYK said compared with conventional petroleum-based fuels, biofuel contains a higher proportion of unsaturated fatty acids, making it more susceptible to oxidative degradation. Once oxidised, the biofuel can produce acidic substances and sludge, adversely affecting vessel fuel efficiency by reducing the fuel’s calorific value.

Developed by Nippon Yuka based on property analyses of the biofuel used in NYK-operated vessels, BioxiGuard is specifically formulated to enhance the oxidation stability of biodiesel. When added to biofuel, BioxiGuard slows the progression of oxidative degradation and helps deter issues such as metal corrosion, strainer blockage, and cleaning-system fouling often triggered by oxidised fuel.

According to laboratory tests conducted by Nippon Yuka researchers, the addition of BioxiGuard at a concentration of 1 part per 500 resulted in an approximate 50% reduction in the rate of biofuel degradation compared to untreated biofuel. 

This significant improvement underscores the potential for vessel operators to not only extend the useful life of biofuel on board but also maintain more stable and cost-effective vessel operations.

 

Photo credit: NYK
Published: 22 May, 2025

Continue Reading

Newbuilding

Höegh Autoliners latest LNG dual-fuel PCTC en route to Shanghai for bunkering

The 9,100 CEU “Höegh Sunrise”, currently sailing the seas, is on its way to Shanghai for bunkering before sailing to Japan and then towards Europe.

Admin

Published

on

By

Höegh Autoliners latest LNG dual-fuel PCTC en route to Shanghai for bunkering

Höegh Autoliners on Tuesday (20 May) said its latest liquefied natural gas (LNG) dual-fuel pure car and truck carrier has departed China Merchants Heavy Industry’s yard, ready to commence its commercial operations.

The 9,100 CEU Höegh Sunrise, currently sailing the seas, is on its way to Shanghai for bunkering before sailing to Japan and then towards Europe. 

The PCTC is the fifth in a series of 12 Aurora Class vessels built by the shipyard in China. The first eight Auroras are or will be equipped with engines primed to run on LNG and low-sulphur oil. 

These vessels can be converted to run on ammonia later. By 2027, Höegh Autoliners said the four last vessels of the series will be able to run net zero on ammonia directly from the yard when delivered.

Manifold Times previously reported the naming ceremony of Höegh Autoliner’s fourth Aurora Class newbuild, Höegh Sunlight, at Taicang Haitong Auto Terminal.

Related: Höegh Autoliners names LNG-powered RoRo ship “Höegh Sunlight” in China|
Related: Gasum completes SIMOPS LNG bunkering operation of PCTC “Höegh Sunlight”

 

Photo credit: Höegh Autoliners
Published: 22 May, 2025

Continue Reading

Alternative Fuels

UECC: Liquefied biomethane bunker fuel to enable compliance surplus under FuelEU

Company says bunkering liquefied biomethane will give it a significant compliance surplus under FuelEU that can be monetised through the regulation’s pooling mechanism.

Admin

Published

on

By

UECC: Liquefied biomethane bunker fuel to enable compliance surplus under FuelEU

United European Car Carriers (UECC) on Monday (19 May) said bunkering liquefied biomethane (LBM), also known as bio-LNG, will give it a significant compliance surplus under FuelEU that can be monetised through the regulation’s pooling mechanism.

UECC’s Senior Manager of Business Planning & Sustainability, Masanori Nagashima, said bio-LNG is now seen by the company as the key fuel to achieve its target of a 45% reduction in carbon intensity by 2030 versus a 2014 baseline and net zero by 2040 – ahead of the 2050 deadline set by both the IMO and EU.

The marine fuel is being bunkered on UECC’s dual and multi-fuel LNG PCTCs – three of which have battery hybrid capability – under Sail for Change that was launched by UECC last year and currently has participation by automotive giants including Toyota, Ford and JLR. 

The company also has on order two multi-fuel LNG battery hybrid newbuild PCTCs due for delivery in 2028 that could be enlisted into the programme. 

The overall carbon intensity of the UECC fleet, using the same gCO2e/MJ (grams of CO2 equivalent per megajoule) metric as FuelEU, is calculated at 68 gCO2e/MJ to achieve an interim target of a 25% carbon intensity reduction in 2025, though the company is expected to achieve 57 gCO2e/MJ this year based on its supply plan, according to Nagashima.

This is significantly below the current FuelEU threshold of 89.3 gCO2e/MJ – a 2% reduction from the baseline of 91.16 gCO2e/MJ – and still lower than the threshold of 77.9 gCO2e/MJ from 2035 that is a 14.5% reduction versus the baseline figure.

“The low carbon intensity of our fleet means all of our vessels are expected to gain a C rating or above with the IMO’s Carbon Intensity Indicator (CII)” Nagashima explained.

“It also gives us a significant compliance surplus under FuelEU that can be monetised through the regulation’s pooling mechanism, allowing a great commercial opportunity to offset regulatory costs for customers and eliminate FuelEU surcharges.”

“UECC will continue to accelerate its progress in improving decarbonisation of its fleet by further optimising our fuel mix strategy going forward to incorporate more high-impact fuels as these become viable.”

 

Photo credit: Titan Clean Fuels
Published: 22 May, 2025

Continue Reading

Trending