GREEN4SEAlog - SAFETY4SEA · PDF file · 2016-08-31GREEN4SEAlog QUARTERLY EDITION |...

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GREEN 4SEAlog QUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015 EMSA Sulphur Inspection Guidance The Fuel Trilemma To scrub or not to scrub? The USCG Type Approval P R E S S P O S T P R E S S P O S T ΠΛHPΩMENO TEΛOΣ Tαχ. Γραφείο KΕΜΠΚΡ Aριθμός Aδείας 581 X+5 SQE Marine (Hellas) Ltd. Αφεντούλη 2, 185 36 Πειραιάς Code 230014 FUELS • Concerns over the use of low-sulphur fuel • Challenging times ahead for LNG shipping EMISSIONS • Latest updates on air emissions • Fuel switch at berth shows positive signs BALLAST • USCG notice on ballast water reporting • Filtration preferable to disinfection GREEN SHIPPING • Largest-ever gas field discovered in Med • Training personnel on LNG Risk Assessments TECHNOLOGY • Making bulbous bow optimizations future-proof • LNG carrier joint industry project completed SUSTAINABILITY • Towards a low-carbon future • Transforming Business, Changing the World

Transcript of GREEN4SEAlog - SAFETY4SEA · PDF file · 2016-08-31GREEN4SEAlog QUARTERLY EDITION |...

Page 1: GREEN4SEAlog - SAFETY4SEA · PDF file · 2016-08-31GREEN4SEAlog QUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015 EMSA Sulphur Inspection Guidance The Fuel Trilemma

GREEN4SEAlogQUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015

EMSA Sulphur Inspection GuidanceThe Fuel TrilemmaTo scrub or not to scrub?The USCG Type Approval

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SQEMARINE

SMS | Audits | Consulting

SQEACADEMY

Training | CBT | E-learning

SAFETY4SEA

Portal | Magazine | Forum

World Class Quality Best Value for Money 850+ Clients served

GREEN4SEA

Portal | Magazine | Forum

Fuels• Concerns over the use of low-sulphur

fuel• Challenging times ahead for LNG

shipping

emissions• Latest updates on air emissions• Fuel switch at berth shows positive

signs

Ballast• USCG notice on ballast water

reporting• Filtration preferable to disinfection

Green shippinG• Largest-ever gas field discovered in

Med• Training personnel on LNG Risk

Assessments

technoloGy• Making bulbous bow optimizations

future-proof• LNG carrier joint industry project

completed

sustainaBility• Towards a low-carbon future• Transforming Business,

Changing the World

Page 2: GREEN4SEAlog - SAFETY4SEA · PDF file · 2016-08-31GREEN4SEAlog QUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015 EMSA Sulphur Inspection Guidance The Fuel Trilemma

index

autumn 2015 | issue 05 | GREEN4SEAlog | 1

GREEN4SEAlogQUARTERLY EDITION

ISSUE 05OCTOBER - DECEMBER 2015ISSN: 2241-9799

OWNERSQE Marine (Hellas) Ltd.2, Afentouli str., PiraeusTel: +30 210 4520410E-mail: [email protected]

PUBLISHERSQE Marine (Hellas) Ltd.MANAGER BY LAWApostolos BelokasMANAGING EDITORApostolos BelokasEDITORIAL TEAMNews Editor Alexandra PsychogiouSupport Team K. Karentzos

SALESSales Executive Dimitris PsarrosSales Executive A. Chatzigeorgiou

PRODUCTION – PRINTINGPRESSIOUS SALeoforos Kifissias 294 & Navarinou 27,Halandri 152 32 Athens, GreeceΤ 216 100 5100 • F 216 100 5101

Copyright © GREEN4SEA

DIScLAIMER / TERMS Of USEWhilst every effort has been made to ensure the quality and accuracy of the information contained in this publication at the time of going to press, SQE Marine Group and its affiliates assume no responsibility as to the accuracy or completeness of and, to the extent permitted by law, shall not be liable for any errors or emissions or any loss, damage or expense incurred by reliance on information or any statement contained in this publication. Mention of a reference, item of information, advert, publication, product or service in this document should not be viewed as constituting a validation or endorsement by GREEN4SEA as to its quality, content or value.The reproduction of any part of this publication in part or as a whole is NOT permitted without the prior consent of the publisher. The magazine retains the right to select or shorten articles and bulletins it may receive. Signed articles are reflecting personal views of the author and not necessarily reflect the opinion of this magazine.

04 GREEN HIGHLIGHTS

ARTIcLES08 EMSA Sulphur Inspection Guidance10 The Fuel Trilemma12 The USCG Type Approval Process14 To scrub or not to scrub18 NSA vs DSA on beaching

fUELS20 Challenging times ahead for LNG shipping20 DNV GL new notation for gas bunkering

operation21 Port of Singapore calls bids for LNG bunkering21 Concerns over the use of low-sulphur fuel22 Port of Gothenburg offers LNG bunkering

22 Study on Panama Canal LNG terminal23 Low sulphur fuel for cruise ships in Australia

EMISSIONS24 EU Commission starts work on MRV

implementation24 EU calls for tougher new national caps on

pollutants25 Latest updates on air emissions25 GloMEEP project promotes low- carbon shipping26 Fuel switch at berth shows positive signs26 CARB approves first ship emissions capturing

system27 Hong Kong extends low Sulphur Incentive

scheme

BALLAST28 Ballast water exchange in the North Sea28 Filtration preferable to disinfection 30 Ballast Water Regulations in US 30 USCG notice on ballast water reporting31 Progress on BWM but key issues remain

GREEN SHIPPING32 New international standard for offshore oil and

gas projects32 Largest-ever gas field discovered in Med33 New APC for Western Alaska33 Challenges when insuring Arctic energy risk34 Training Coast Guard personnel on LNG Risk

Assessments34 Nicaraguan Canal impact questioned

TEcHNOLOGY36 Making bulbous bow optimizations future-proof36 Sea Weather Forecasting System developed37 New software optimizes routes of Maersk Line

container ships37 LNG carrier joint industry project completed38 Cruise operator orders LNG-powered mega

ships38 LNG ATB receives ABS Approval in Principle

SUSTAINABILITY

40 UN transforms business’ commitment to sustainability

41 MPA Singapore issues Annual Report for 201441 Oil and Gas majors call for carbon pricing42 Towards a low-carbon future42 Institute for sustainable coasts and oceans

launched43 MOL receives awards for environmental

compliance44 GREEN REPORTS46 VIDEO REVIEW48 EVENTS cALENDAR

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editorial

2 | GREEN4SEAlog | issue 05 | autumn 2015

The Shipping Industry has shed its focus on the issue of fuel. There are many available and diff erent options as well as predictions regarding the ‘’future fuel’’. Ιn this edition we have a wide coverage on this issue such as presenting an interesting DNV GL paper on the ‘’Fuel Trilemma’’. Also we share industry’s concerns over the use of low-sulphur fuel and latest updates on the existing regulation for compliance.

After the successful completion of the 2015 GREEN4SEA Forum that attracted 950+ delegates we have started preparations for the 2015 SAFETY4SEA Forum where we look forward a record attendance as well. All our forums are FREE to attend subject to registration but as usual for those who may be missed it, content is avail-able via Social Media platforms and YouTube or online to the digital subscribers of SAFETY4SEA or GREEN4SEA.

For those wishing to support the GREEN4SEA please see the opposite of the back cover page to subscribe to either on paper or digital of the GREEN4SEA and stay tuned on web and social media as always! Finally we look forward welcoming you to the Eugenides Foundation for the 2015 SAFETY4SEA Athens forum!

Apostolos BelokasFounder & Managing Editor, GREEN4SEA

[email protected] Apostolos Belokas @ApoBelokas

Participate inGREEN4SEA LOG Reader Survey at www.GREEN4SEA.com/LOGsurvey

We need your feedback to improve GREEN4SEA Log!

Your opinion matters the most Participate Anonymously Less than 3 minutes to complete

2015 GREEN4SEA Forumsuccessfully completedThe 2015 GREEN4SEA Forum, a PRO BONO event, successfully concluded on Wednesday 22nd of April 2015 in Eugenides Foundation Athens attracting 950 delegates from 25 countries representing a total of 450 organizations. A unique panel of global experts debated on sustainability and energy efficiency in the industry, fuel options for compliance with new Regulations and updates on Ballast Water Management.

Explore more, read all articles on presentations, watch all videos of the forum at www.green4sea.co/forum

SESSION 1Sustainable Shipping

Stamatis fradelosABS

Jarle Coll BlomhoffDNVGL

John KokarakisBureauVeritas

Joseph J. AngeloINTERTANKO

William H.MooreAmericanP&IClub

Konstantinos KanellakisSchneiderElectric

Joris van KreijChartIndustries

gary CrootIMESA

Benoit LoicqECSA

Albert LeysonDrewMarine

Maria KyratsoudiHellenicLloyd’s

Cedric ChatteleynThomas Miller

Sotiris RaptisT&E

gerald RolfeSKFMarine

Kai LåtunYaraMarine

Leif Eric CaspersenERMAFirst

Klaus grensemannQACE

Edwin SchuirinkVAFInstruments

gilberto RubiniECOSPRAY

Stelios KyriacouWartsilaBWMS

Panayiotis MitrouHellenicLloyd’s

yoshihisa OkadaNakashima

Marco DiericoDuPont/BELCO

Juha KiukasTrojanMarinex

SESSION 2Energy Efficiency

SESSION 3Fuel Options

SESSION 4Ballast Water Management

SPEAKERS

2015 GREEN4SEA Forumsuccessfully completedThe 2015 GREEN4SEA Forum, a PRO BONO event, successfully concluded on Wednesday 22nd of April 2015 in Eugenides Foundation Athens attracting 950 delegates from 25 countries representing a total of 450 organizations. A unique panel of global experts debated on sustainability and energy efficiency in the industry, fuel options for compliance with new Regulations and updates on Ballast Water Management.

Explore more, read all articles on presentations, watch all videos of the forum at www.green4sea.co/forum

SESSION 1Sustainable Shipping

Stamatis fradelosABS

Jarle Coll BlomhoffDNVGL

John KokarakisBureauVeritas

Joseph J. AngeloINTERTANKO

William H.MooreAmericanP&IClub

Konstantinos KanellakisSchneiderElectric

Joris van KreijChartIndustries

gary CrootIMESA

Benoit LoicqECSA

Albert LeysonDrewMarine

Maria KyratsoudiHellenicLloyd’s

Cedric ChatteleynThomas Miller

Sotiris RaptisT&E

gerald RolfeSKFMarine

Kai LåtunYaraMarine

Leif Eric CaspersenERMAFirst

Klaus grensemannQACE

Edwin SchuirinkVAFInstruments

gilberto RubiniECOSPRAY

Stelios KyriacouWartsilaBWMS

Panayiotis MitrouHellenicLloyd’s

yoshihisa OkadaNakashima

Marco DiericoDuPont/BELCO

Juha KiukasTrojanMarinex

SESSION 2Energy Efficiency

SESSION 3Fuel Options

SESSION 4Ballast Water Management

SPEAKERS

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4 | GREEN4SEAlog | issue 05 | autumn 2015

ClassNK carried out the independent third-party verifi cation of Iino Marine Service’s GHG emissions inventory based on a reasonable level of assurance, according to the requirements specifi ed in ISO 14064

NASSCO launched second ship in series of world’s fi rst Natural Gas Powered containerships. The new Marlin Class ship, the Perla del Caribe, was built for TOTE and it will reduce PM by 98% and CO2 by 72%

Panama has become the 24th Contracting State to the Nairobi International Convention on the Removal of Wrecks. All Contracting States now represent 58.08% of world merchant shipping tonnage

During ShipArc 2015, Mr Sekimizu said that Arctic opening up to greater maritime activity provides a unique challenge, and that IMO measures such as Polar Code will ensure the safety of ships and the protection of the environment

The 18,000 TEU mega ship, Marchen Maersk, has been offi cially named in a ceremony at the Port of Felixstowe, the Port of Britain

Daewoo Shipbuilding & Marine Engineering Co. received an order to build a LNG carrier from Greek shipower Chandris

green highlights

autumn 2015 | issue 05 | GREEN4SEAlog | 5

Stay updated at www.GREEN4SEA.com

IBM and the MPA Singapore collaborate in research to improve maritime and port operations using analytics-based technologies

Eni discovered a supergiant gas field in Egypt. ‘’This historic discovery will be able to transform the energy scenario of Egypt’’ Eni’s CEO, Claudio Descalzi commented

Evergreen Group ordered ten 2,800 TEU class B-type vessels equipped with an electronic-controlled fuel injection engine, which meets the IMO Tier II standards for NOx and can reduce emissions by 20%.

Second Damen Offshore carrier 8500 launched to be equipped as a cable-laying vessel for Mearsk Supply Service/ DeepOcean. The new vessel will contribute towards maintaining UK’s energy security and lowering the wholesale cost of electricity

Crowley lays keel for second LNG-powered ConRo ship feat. cargo of approx. 2,400 TEUs and main propulsion& auxiliary engines fueled by LNG

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6 | GREEN4SEAlog | issue 05 | autumn 2015

“Our assessment shows there has been a clear shift in sustainability development’’ said Dr Henrik O. Madsen while presenting the ‘Impact’ report to UN Sec-Gen Ban Ki-moon in the UN General Assembly

ERMA FIRST signed MOU with Korea’s shipbuilding and off shore engineering expert, DSEC for the BWTS retrofi t market

Maersk Line signed a new building contract of USD 1.1 billion with HHI to build nine vessels with a 14,000 TEU capacity and an option for up to eight additional vessels.

Mitsui Engineering & Shipbuilding demonstrated the liquid-gas-injection concept successfully in Japan. The fi rst methanol engine of the ME-LGI Concept is bound for a MOL vessel currently under construction

OOCL celebrated the naming of the latest 8,888 TEU containership that will be joining the company’s fl eet this year. The OOCL Genoa will be serving the Trans-Pacifi c trade lane on the South China 2 service

green highlights

autumn 2015 | issue 05 | GREEN4SEAlog | 7

Learn more at www.GREEN4SEA.com

MOL earned recognition from Port of Long Beach, Calif. for its efforts to ensure compliance with standards that call for vessels to slow down within 40 nm of the shore

Canada will fund $3.7M to Clear Seas Centre for Responsible Marine Shipping which aims to strengthen ship-source spill prevention, preparedness and response

BSEE inspectors oversee Shell drilling operations 24/7 in the Chukchi Sea to ensure compliance with federal regulations and safety standards

ABS has been selected by Baoham Offshore to class the GM-4E mid-water semisubmersible drilling unit feat. an eight-point mooring system, Class 3 dynamic positioning and a deck load that exceeds 4,000 metric tons

OOCL announced achieved dual reporting standards through the use of CCWG and ISO 14064-1:2006 verification tool

Wong Kam-sing, Secretary for the Environment in Hong Kong, says there is no intention to provide onshore power supply for vessels at KCCTs

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EMSA SulphurInspection Guidance

EMSA has issued Sulphur Inspection Guidance which contains guidelines for sul-phur inspectors regarding the

enforcement of the Sulphur Directive (Directive 1999/32/EC). Earlier this year, INTERTANKO welcomed the Guidance noting that it welcomes standardiza-tion of such practice and the request for quality evidence from laboratories running tests on fuel samples. The pro-visions of the Sulphur Directive apply to all ships of all fl ags, including domes-tic shipping and those whose journey began outside the EU. It sets sulphur content limits in the marine fuels that can be used by ships in territorial seas, exclusive economic zones and pollu-tion control zones of the EU Member States, including SOx Emission Control Areas (SECA)

In order to establish whether a ship is in compliance with the requirements of the Directive, the documentation on board the ship shall be examined:

Bunker delivery noteSDetails of fuel oil for combustion pur-poses delivered to and used on board should be recorded by means of a bun-ker delivery note. In particular, bunker delivery note should be:

•kept on board the ship in such a place as to be readily available for inspection at all reasonable times, and

• retained on board for a period of three years after the fuel oil has been delivered

ShipS’ log BookSUnder the term of ships’ log books, the following documents, as a minimum, are included:• Oil Record Book Part I,

Port Authorities Agents

On Board

Pre Boarding

Consultation by Competent Authorities

Third party Alerts? Already Inspected?

Bunkering? National Risk based system?

Ship Type / Voyage Information

Ship Selection

YES

Inspection

On Board SOx

emissions control method

Fuel Based Method

Abatement Method

Report

No Control Method

Document Verification Document Verification

Sampling (as Appropriate)

Sample taken and waiting for results

THETIS-S Inspected Waiting for

Sample results

THETIS-S

THETIS-S Inspected

Non Compliant

THETIS-S Inspected

Laboratory Results

Non Compliance?

No

No

Yes

Insert Alert

No

Follow Up

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autumn 2015 | issue 05 | GREEN4SEAlog | 9

• Records of navigational activities,• Records of internal transfer of fuel,• Engine logbooks,• Tank sounding records, and,• Fuel oil change over records.

Written procedure for fuel oil change overShips using separate fuel oils to comply with the SOx emission requirements whilst entering or leaving a SECA, should carry a writ-ten procedure describing how the fuel oil change-over is to be achieved . To comply with the SOx emission requirements, the proce-dure should foresee allowing suf-ficient time for the fuel oil service system to be fully flushed of all fuel oils exceeding the new applicable sulphur content, prior to entry into a SECA, in order to avoid any con-tamination.

Sulphur inSpectionSulphur inspections consist of the following phases:Pre-boarding• Ship information • Ship selectionOn board • Preliminary verifications • Inspection of a ship using a fuel based compliance method • Inspection of a ship using an abatement method • Sample collection and analysis Follow-up • Non-compliances with the Direc-tive • Reporting the findings of the Sul-phur Inspection

In the case where the master of the ship claims that it has not been possible to purchase low sulphur fuel, evidence must be provided that all reasonable measures were taken to source this fuel. In the case where the master claims that non-compliant fuels have been used due to damage sustained to the ship or its equipment, suitable evidence must be provided. The master must also prove that all rea-

sonable measures were taken after the occurrence of the damage to prevent excessive emissions, the flag Administration and port State authorities were notified, and that measures have been taken as soon as possible to repair the damage. If non-compliances are found dur-ing the Sulphur Inspection, any fol-low up or corrective actions should be taken in accordance with the national legislation transposing the Directive in each Member State.

reportingThe Directive requires each Mem-ber State to submit a yearly report to the Commission on the compli-ance with the sulphur standards and on the basis of the results of the sampling, analysis and inspec-tions carried out (Article 7). The following aggregated information shall be required:

• the total annual number and

type of non-compliance of mea-sured sulphur content in exam-ined fuel, including the extent of individual sulphur content non-conformity and the average sul-phur content determined follow-ing sampling and analysis,

• the total annual number of document verifications, including bunker delivery notes, location of fuel bunkering, oil record books, log books, and fuel change-over procedures and records,

• information about claims of non-availability of marine fuels which comply with the Directive,

• information on notifications and letters of protest with respect to the sulphur content of fuels against marine fuel suppliers in their territory,

• a list containing the name and address of all marine fuel sup-pliers in the relevant Member State,

• the description of the use of

alternative emission abatement methods, including trials and con-tinuous emission monitoring, or alternative fuels and compliance checks of continuous achievement of SOx reduction in accordance with Annexes I and II to Directive of the ships flying the flag of the Member State,

• where applicable, description of national risk-based targeting mechanisms, including specific alerts, and the use and outcome of remote sensing and other avail-able technologies for prioritizing individual ships for compliance verification,

• total number and type of infringement procedures initiated or penalties or both, the amount of fines imposed by the competent authority to both ship operators and marine fuel suppliers

Read EMSA Guidance at http://goo.gl/jvwaTN

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10 | GREEN4SEAlog | issue 05 | autumn 2015

A position paper by DNV GL looks at the rapidly diversifying fuel market from the perspective of

aff ordability, sustainability and safety. These three factors will govern the importance of any energy source chosen to meet regulatory requirements for CO2, SOx and NOx – requirements that are already pushing the limits of what can be achieved with con-ventional fuels and exhaust gas cleaning technology.

In DNV GL’s paper, entitled as ‘’The Fuel Trilemma’’ it is argued that for any fuel or energy source to play an important role in the future, three main conditions should be fulfi lled:

1Aff ordability: the cost of producing and using a fuel

is the single most important pa-rameter for a fuel choice decision. Emerging fuel technologies are often at a disadvantage in com-parison with well-established conventional fuel sources. The cost of a fuel is closely related to its availability, and this may vary according to geographical area. However, other expenses, such as the cost of carbon emissions, should also be taken into account in the future.

2Sustainability: this can be described as the environmen-

tal footprint of using a certain fuel from a lifecycle perspective. Fuel production and utilization should be as environmentally friendly as possible, in quantities that can meet demand, and without com-promising our future ability to use this fuel.

3 Safety: While safety con-siderations are usually not

the primary concern when new fuel or energy types are being considered, ensuring an accept-

able safety level can increase the complexity of the systems and elevate costs. If a fuel is consid-ered unsafe, it will not be widely adopted. Major accidents during the early phase of using a new fu-el can have a detrimental impact

for the future of the fuel.Both sustainability and safety

often have a direct or indirect im-pact on the aff ordability of fuels. The cost of using a fuel typically refl ects the production process (related to sustainability) and

safety measures implemented. This cost is the single most im-portant decision parameter for fuel selection, and therefore it is considered here as a separate aspect.

fuelS of intereSt LNGThe use of LNG has the potential to reduce GHG emissions by up to 25 %, provided that methane leaks can be eliminated in the production and combustion phases. In practice, some leaks should be expected, and best practices and appropriate tech-nologies for minimizing them should be utilized. This can lead to realistic reductions of GHG by 10-20 % compared with conven-tional oil-based fuels

Shore- BaSed electricityElectrifi cation in shipping can have two distinct forms: as a hy-brid propulsion system, or as a pure electrical propulsion system. Ships powered by shore-based

The Fuel TrilemmaFuture fuel options By Dr. John Kokarakis, VP Engineering, Bureau Veritas

The ‘’zero emissions’’ fuel solution

Carbon intensity of electricity mix graph

article

autumn 2015 | issue 05 | GREEN4SEAlog | 11

electricity can off er signifi cant benefi ts in terms of improved en-ergy effi ciency and reductions in emissions.

pyrolySiS oilPyrolysis oil may be used directly in boilers and turbines if corrosion resistant materials are used, but in order to use it as an engine fuel, upgrading (typically using hydro-gen) is required.

MethanolInterest in methanol as a ship-ping fuel increased after Stena Line’s decision to retrofi t one of its vessels for using methanol, as a solution to low sulfur fuel requirements. The fuel is readily available in Sweden where the vessel is bunkering, and the cost of retrofi tting is much lower than LNG retrofi tting cost.

hydrogenAlthough hydrogen can, in principle, be used for ships, the increased costs of the fuel and the limited gains in CO2 emis-sions, combined with challenges regarding storage of hydrogen, safety, and the cost of fuel cells,

mean that it is unlikely to play a major role in propulsion in ship-ping in the next ten to twenty years.

concluSionSOver the next few decades it is likely that the energy mix for shipping will be characterized by a much greater degree of diversifi cation than seen today. Natural gas will soon be an es-tablished fuel type, while liquid biofuels could gradually replace fossil-based fuels, provided that they can be produced sustain-ably. Electricity from the grid will be increasingly used to charge batteries for ship operations in ports, but also for short sea pro-pulsion. Renewable electricity or reforming of natural gas could also be used to produce hydro-gen that can be used to power fuel cells. Other types of fuel, such as methanol, will be used in cer-tain geographical areas and ship segments, and, given the right conditions, may develop to play a major role in the future.

When selecting the fuel for a new vessel there is no “silver bul-let” solution. In most cases the

selection will be based on a prag-matic compromise between the benefi ts and drawbacks of various fuel options. The fi nal decision will vary according to diff erent ship types, operations, and the strategy of each ship owner. In all cases, the costs associated with machinery, as well as the expect-ed fuel prices, will play dominant roles. Safety and reliability will also be primary concerns and can be translated into monetary terms once a design has been estab-

lished and the necessary safety measures have been identifi ed. Sustainability will be a parameter of mounting importance in the future, both for reasons related to corporate social responsibility, but also because there may be a price tag attached to it, in the form of market-based mecha-nisms or as a carbon tax. This could increase the relative price of fossil fuels, thus making alter-natives more attractive. Read DNV GL’s paper at http://goo.gl/RzeTtf

Learn more About Us: PIRAEUS MARINE SERVICES S.A.

Tel: +30 210 4539189, +30 213 0342259, Fax: +30 210 4537341

[email protected] www.piraeusmarineservices.gr

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12 | GREEN4SEAlog | issue 05 | autumn 2015

Join us in any of the following events GREEN4SEA, Athens Nor-Shipping, Oslo KORMARINE, Busan Europort, Rotterdam Marintec, Shanghai

Oslo : + 47 900 37 405 | Piraeus : +30 210 4093000 | Shanghai : +86 131 2097 5096

Looking for a Simple, Robust & Efficient BWTS ?

Explore more atwww.ERMAFIRST.com

Key Features in place IMO, Class & USCG AMS - Approved Fresh Water Treatment - Approved Scalable / Modular Design Suitable solution for N/Bs & Retrofits Low power consumption &

Maintenance costs

The USCG ΒWΜ Type Approval ProcessBy Efi Tsolaki, Chief Scientifi c Offi cer, Research & Development Dept, ERMA First

There are almost three years since the USCG introduced its Rules for Type-approval of

Ballast Water Treatment Systems (BWTS). Rule 46 CFR 162.060 is the wikipedia for USCG Type approval. Only vessels that sail in US waters will have to comply with the USCG Rule, the EPA VGP and any State Bal-last Water Regulations.

The Coast Guard’s fi nal rule establishes Ballast Water Dis-charge Standard (BWDS), which is the same as that adopted by the IMO in 2004. As there was no Type Approved system, the USCG regulated the Alternate Man-agement System (AMS) process. AMS determination is an interim measure to allow foreign type-approved BWMS to be used on a vessel for up to 5-years after the vessel is required to comply with the BWDS, which will allow the BWMS vendor or manufacturer suffi cient time to obtain U.S. type approval. To be eligible for AMS determination, a BWMS must have been previously type approved by a foreign Administration in accor-dance with Convention, including any relevant guidelines. The main diff erence is that AMS acceptance is for systems that have a foreign administration type approval using G8 Guidelines while Coast Guard type approval addresses to test data and information approved in accordance with Coast Guard regulations con-tained in 46 CFR 162.060.

The AMS must be installed

on the vessel prior to the date of the vessel’s implementation date, otherwise Vessel owners may also choose another method to meet the ballast water discharge stan-dard such as using water from a U.S. public water system for ballast, discharging ballast water to a facil-ity onshore, or do not discharge any ballast water while in U.S. waters. A temporary Compliance Alterative is an Extension to Imple-mentation Date but Extension period will vary/dependent upon Type Approval availability.

The BWMS should be evalu-ated in accordance with 46 CFR 162.060 for obtaining a USCG Type Approval Certifi cate. The manu-facturer must ensure that evalu-ation, inspection, and testing of the BWMS were conducted by an Independent Laboratory, accepted by the Coast Guard. There are 5 USCG Accepted Laboratories up to August 2015 under the Approval Series 162.060, called Independent

Laboratories (IL): NSF International, KR, Control Union Certifi cations BV, LR EMEA.

In the Type Approval Process, Manufacturer contacts the IL and signs a contract for testing and evaluation. A letter of Intent (LOI) is sent to Coast Guard and after that IL conducts testing. Four elements are applied for testing: Land-based biological effi cacy testing accord-ing to ETV Protocol Shipboard biological and engineering testing, Environmental testing (shake, rattle & roll) Electrical, mechanical, engi-neering review.

To date, no BWTS has yet achieved the USCG type-approval. A Letter of Intent is already submit-ted by 17th manufacturers to USCG indicating intent to start testing for USCG Type Approval. USCG Type approval requires 3 regimes of water according to the USCG ETV Protocol. Operation in Fresh-water less than 1 psu is the only diff erence compared to IMO Type

Approval as the respective value is 3 psu.

Latest List from USCG indexes 47 systems that have already received an AMS acceptance while only 13 of them tested at psu less than 1 (3 electrolytic systems and 10 UV). There are no offi cial data from USCG regarding the Final Issu-ance of Type Approval to a Manu-facturer.

Some manufacturers have already submitted USCG TA appli-cation (UV systems). The Coast Guard is not aware of a validated testing method to determine the viability of the organisms in bal-last water after a UV treatment. In the Final Rule, USCG anticipated that new testing methods and approaches would arise over time. USCG will consider proposed approaches such as the MPN-method that UV manufacturers have followed. There is no offi cial information from US Authorities yet.

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14 | GREEN4SEAlog | issue 05 | autumn 2015

There are many SOx options in order to achieve compliance available now, in short

term and in longer term. Exhaust gas cleaning is a mature industrial technology, notwithstanding the challenges of marinising these technologies. Technical, contrac-tual and regulatory challenges need to be addressed in order exhaust cleaning systems to be eff ectively installed and used. The decision of using scrubbers or not depends is not straightforward and relies to some key operational parameters. Unfortunately there is no one size fi ts all solution and operators need to consider their own operating patterns; fi nan-cial modelling and asset status to develop tailored solutions

SOx compliance has become an industry challenge not only for the shipowners but also for the refi neries, as they need a sig-nifi cant investment in order to be able to meet the 2020-2025 fuel supply demand. Up to 2015, refi n-eries have been delivering within traditional/conventional produc-tion methods. From the 1st of Jan-uary 2015 and up to 2020/2025 we have already seen increasing pressures on supply as a result of an increased used of distillates fuels and of the new so called ‘hybrid fuels’ as well as some qual-ity issues (low fl ash point, FAME, Lubricity etc.) The price for these fuels is expected to be between the price of HFO and the MGO. What we need to consider is that refi neries will need an outlet for all residual fuels albeit to limited capacity after 2020/2025

During the fi rst four months of the 0,1% implementation, we have seen some quality concerns

To scrub or not to scrub?By Maria Kyratsoudi, FOBAS Senior Specialist GEMA, Hellenic Lloyd’s SA

with respect to the distillates. The non-compliance cases have been increased as the 0,1% limit is very low and provides minimum tol-erance for any possible mixing errors during storage or handling of the fuel. We have also seen cases where the average viscosity is statistically less than 3cSt.

Now the question is; beyond

2020 / 2025, when will it be the global 0.50% SOx date? Despite industry pressure to defer the date to 2025, IMO intends to bring the date forward. Without suffi -cient lead time ahead of a statu-tory deadline, it is unlikely the oil industry will invest just to meet the shipping needs. IMO’s fuel availability study is not an easy

process as it is taken into consid-eration the projected marine fuel demand in 2020, the demand for other petroleum products and the overall refi ning industry sup-ply capability.

They are many diff erent SOx compliance options either viable now or in short to medium term. The longer term options may not

To scrub or not to scrub depends on % time in ECA, fuel consumption and MGO/ HFO spread

Benefi t of early adopters is associated with a higher risk

Agenda Items

Regulatory Developments (IMO, EU, USA) Air Emissions, Fuel Options & Alternatives Energy Efficiency Ballast Water Management Green Shipping Best Practices Sustainable Shipping Green Financing & Economics

Why you should attend

Leading World Class Event Unique Expert Panel Exchange views with the largest

audience globally

Event Dedicated Website atwww.green4sea.com/forum

Do not miss this unique event !950+ Delegates | 450+ Organisations | 25 Speakers

When : Wednesday, 06 APRIL 2016 full day (09:00 to 18:00)Venue : Eugenides Foundation, AthensFocus : Environmental Excellence & Sustainable Shipping

2016 GREEN4SEA Athens Forum

Join us at the Shipping Industry’s Largest Green Conference globally !

Agenda Items

Regulatory Developments (IMO, EU, USA) Air Emissions, Fuel Options & Alternatives Energy Efficiency Ballast Water Management Green Shipping Best Practices Sustainable Shipping Green Financing & Economics

Why you should attend

Leading World Class Event Unique Expert Panel Exchange views with the largest

audience globally

Event Dedicated Website atwww.green4sea.com/forum

Do not miss this unique event !950+ Delegates | 450+ Organisations | 25 Speakers

When : Wednesday, 06 APRIL 2016 full day (09:00 to 18:00)Venue : Eugenides Foundation, AthensFocus : Environmental Excellence & Sustainable Shipping

2016 GREEN4SEA Athens Forum

Join us at the Shipping Industry’s Largest Green Conference globally !

Agenda Items

Regulatory Developments (IMO, EU, USA) Air Emissions, Fuel Options & Alternatives Energy Efficiency Ballast Water Management Green Shipping Best Practices Sustainable Shipping Green Financing & Economics

Why you should attend

Leading World Class Event Unique Expert Panel Exchange views with the largest

audience globally

Event Dedicated Website atwww.green4sea.com/forum

Do not miss this unique event !950+ Delegates | 450+ Organisations | 25 Speakers

When : Wednesday, 06 APRIL 2016 full day (09:00 to 18:00)Venue : Eugenides Foundation, AthensFocus : Environmental Excellence & Sustainable Shipping

2016 GREEN4SEA Athens Forum

Join us at the Shipping Industry’s Largest Green Conference globally !

Agenda Items

Regulatory Developments (IMO, EU, USA) Air Emissions, Fuel Options & Alternatives Energy Efficiency Ballast Water Management Green Shipping Best Practices Sustainable Shipping Green Financing & Economics

Why you should attend

Leading World Class Event Unique Expert Panel Exchange views with the largest

audience globally

Event Dedicated Website atwww.green4sea.com/forum

Do not miss this unique event !950+ Delegates | 450+ Organisations | 25 Speakers

When : Wednesday, 06 APRIL 2016 full day (09:00 to 18:00)Venue : Eugenides Foundation, AthensFocus : Environmental Excellence & Sustainable Shipping

2016 GREEN4SEA Athens Forum

Join us at the Shipping Industry’s Largest Green Conference globally !

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16 | GREEN4SEAlog | issue 05 | autumn 2015

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be considered further down the line. In general, most people tend to choose what is available today; marine gas oil. The question is, why so I even look beyond what’s available today?

The diagram depicts the rea-son; it’s about the risk and reward relationship. Every technology, in fact many choices in life, are asso-ciated with some risk and some reward. And people will take risks if there is a promise of a reward.

Marine Gas Oil includes low risk and low reward (cost of com-pliance). Therefore, you don’t make any investment, you just use it.

On the other hand, opera-tors who have gone through the scrubber route or LNG route and have been working for a few years

with complex implementation projects, with high costs, they will tell you perhaps that it hasn’t been easy. But their reward is that when the time will come, they will enjoy the lowest costs of compliance while the majority of the industry will have the same anxieties and

uncertainties. Exhaust gas cleaning is an

aff ective and mature industrial technology. Commercial applica-tion of wet scrubbers has started at early 1930’s. However there are challenges of using these technologies. There are technical

regulatory and contractual chal-lenges which most of them are interconnected and they need to be addressed in order exhaust cleaning systems to be eff ectively installed and used.

So, the question now is; to scrub or not to scrub? It depends on three factors: 1. The time you spend inside ECA2. The fuel consumption 3. MGO/ HFO spread

Most companies that have decided to use scrubbers for SOx compliance; they have selected the wet- scrubbing solution in which there is option for open loop, closed loop or hybrid. Although open loop cannot work in the fresh/ brackish water, there are some suppliers that can pro-vide chemicals in order the scrub-ber to be used to bypass the prob-lem of not having saline water. Zero discharge mode allows oper-ating in port/coastal areas that do not allow washwater discharges. Generally, we would recommend some fl exibility on the decision which most of the times go with a premium.

As a class society an increas-ingly common question is “what is the answer to SOx and NOx compliance?” Sadly, as much as we would love to be able to off er a silver bullet there is no one size fi ts all solution. Operators need to consider their own operating patterns, fi nancial modelling and asset status to develop tailored solutions.

Above article is an edited ver-sion of Mrs. Kyratsoudi presen-tation during the 2015 GREEN-4SEA Forum.

Scrubber Challenges

Technical • Integration of de-sulphurising and de-nitrifi cation techniques

• Back pressure management

• Transient load operation

• Wash water conditioning and monitoring

Regulatory • IMO vs. Regional Controls

• Wash water discharge acceptability

• Grandfathering rights

• Waste disposal

Contractual • Contract specifi cation

• Acceptability criteria

• System integration

adv_Europort2015_210x280mm-bezoekers.indd 1 8/10/2015 12:35:55 PM

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18 | GREEN4SEAlog | issue 05 | autumn 2015

Norway has become the fi rst country in the world to discour-age shipowners from

scrapping ships on beaches fol-lowing an offi cial statement by the Norwegian Shipowners’ As-sociation (NSA) “As an industry we can no longer defend that ships are broken in a way that puts health and the environ-ment at risk. Therefore we say, as the fi rst ship owners association in the world, no to the beaching of ships.”

NGO Shipbreaking Platform Director welcomed NSA posi-tion “After more than ten years of campaigning for sustainable ship recycling, this is an important turning point. One of the ship-ping industry’s most important front runners now shares our po-sition, namely that a ship owner’s responsibility expands over the whole life cycle of a ship beyond the sale for demolition, and that huge oceangoing vessels should not be run up on tidal beaches at the end of their operational life” said Patrizia Heidegger. Bellona is

also pleased that the NSA says no to beaching. The environmental foundation has repeatedly pres-sured governments and ship-owners to stop the practice. In total, around 150 ships controlled by Norwegian shipowners have been scrapped on beaches since 2009 and until today.’’ -This has been 150 ships too many. This practice has been a dark chapter in Norwegian maritime tradi-tions, and I am very happy that it seems to have come to an end

today’’ said Sigurd Enge, Advisor, Bellona.

SuStainaBle Ship recycling iS not a Matter of geographyRight now there is an ongoing debate of whether the “beach-ing” recycling method used in South Asia should be banned. The reason why the debate of-ten fl ares up is that 60% of the world’s vessels are dismantled on the beaches of India, Pakistan and Bangladesh and that these areas in particular have been notorious for poor safety and environment conditions. The Danish Shipown-ers’ Association (DSA) visited Al-ang earlier this year and noted that positive developments are underway in some of the scrap-ping facilities.

“A couple of the yards we visited have invested in technol-ogy and established safety pro-cedures to ensure that ships are recycled safely and that the en-vironment is protected against

leakage of harmful substances. It is up to the classifi cation soci-eties to certify that the standards are met, but in my view it would be extremely counterproductive if the yards, which have made important investments, are ex-cluded based on geography and the concept of ‘beaching’ as a method. The DSA does not by any means accept poor stan-dards, but we strongly recom-mend individual assessment of each yard. This is also what we advise our members to do. Unac-ceptable ship recycling can take place anywhere in the world”, said Maria Bruun Skipper, Direc-tor, DSA

GMS, byer of ships, supports Danish Ship Association’s stance on beaching. GMS urges NSA to see for themselves the improve-ments that have been made by some of the shipyards in Alang and is happy to extend an open invitation to members from the NSA to visit these yards so they can make their own minds up about beaching at specifi c yards just as the DSA has done.

Also, Wirana Shipping Cor-poration ship recycling buyers expressed their disappointment over NSA decision to ban beach-ing. “We fi nd it diffi cult to recon-cile to the fact that Norway has ratifi ed the Hong Kong Conven-tion of IMO which does not ban beaching as far as the recycling practices and procedures are environmentally friendly, and yet this statement that NSA bans beaching. ‘’ Wirana commented on a press release.

Norway vs Denmarkon beaching

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fuels

20 | GREEN4SEAlog | issue 05 | autumn 2015

DNV GL new notation for gas bunkering operationDNV GL has developed a new class notation for gas bunker vessels that ensures safe fuel transfer operations from one ship to another. This notation addresses safety concerns in this fi eld and covers gas bunker vessels design and additional requirements to support the development of gas fueled shipping and bunker operations in ports. The rules are fl exible and include a variety of gas fuels as well as the confi guration of bunker transfer systems. This new class notation also outlines require-ments for liquefi ed gas carriers and barges that are equipped for carrying liquefi ed gas and supplying it to gas fueled ships on a regular basis.

LNG carrier freight rates have come under severe pres-sure due to rising fl eet sup-

ply and stabilizing LNG demand, as Japan prepares to restart its nuclear power plants. According to latest LNG Forecaster report published by Drewry, there are already signs of weakness in LNG demand as 17% of global liquefaction capacity remained unutilized during the second quarter 2015. The LNG fl eet con-tinues to rise, with 30 more ves-sels expected to be delivered this year and a further 41 next year. Nonetheless, the major-ity are yet to secure dedicated employment; at present, around

Challenging times ahead for LNG shipping

30-40 vessels are sitting idle. Fur-thermore, the impact on LNG shipping demand will be muted given Australia’s relative proxim-ity to Asia compared to other

key sources of LNG supply such as the Middle East. This will serve to further diminish the overall employment prospects for the LNG fl eet in the short term.

T he IGC Code outlines safety requirements for LNG carri-ers. However, there are no

applicable international rules for Compressed Natural Gas (CNG) carriers that take into account the hazards associated with the handling and transport of CNG. ClassNK has developed its Guide-

lines for Compressed Natural Gas Carriers which provide safety

requirements for the design and construction of CNG carriers. The guidelines consist of safety requirements applicable to CNG carriers based on the IGC Code as well as additional requirements taking specifi c hazards arising from the handling of CNG into consideration.

Guidelines for CNG Carriers

LR, Penn Oak Energy join forces on LNGlr has teamed with penn oak energy corp to help companies raise much needed capital and mitigate the technical risks associ-ated with retrofitting ships fuelled by lng, by providing a one-stop-shop solution to the industry. Ships that are fuelled by lng can greatly reduce operating costs while meeting stricter environmen-tal regulations. lng-fuelled ships have reduced emis-sions (nitrogen oxide, sulphur oxide and particulate matter) as compared with heavy bun-ker oil and even low-sulphur marine diesel. the leading expense for ship operators is fuel and personnel. the chal-lenge to building these new ships has been that shipown-ers are unwilling to invest in lng-fuelled ships if supplies of lng bunker are difficult to obtain, but that has started to change as more lng facilities are built. lr’s lng Bunkering infrastructural Survey 2014 indicates that major ports around the world are either planning for, or are anticipat-ing, the wide-scale develop-ment of lng bunkering. the other challenge for shipbuild-ers is the large initial capital costs to build these new ships. ‘’our relationship with penn oak energy will help provide the private equity to ship owners to undertake these ambitious projects, and assist those ship build-ers that the u.S. will need to expand this growing demand,” said lr’s rafa riva.

fuels

autumn 2015 | issue 05 | GREEN4SEAlog | 21

in brief

Stuart Edmonston, Loss Pre-vention Director, UK P&I Club comments on the

increased demand for using low-sulphur fuels in shipping:

• The move towards using cleaner fuels supports a global drive to reducing carbon emis-sions, with many countries form-ing new or reforming old regula-tions.

• Shipowners need to be aware of the diff ering rules and costs across jurisdictions as they face signifi cant fi nes for non-compliance. Hong Kong and Aus-tralia are the latest to introduce their own bespoke requirements.

• Low sulphur fuel (0.1% or less) will be mandatory for all cruise ships berthing in Sydney Harbour after 1 October 2015 and in all New South Wales (NSW) ports after 1 July 2016. Owners can be fi ned up to $44,000 and

The Port of Singapore launched its fi rst Request for Proposal (RFP) for inter-

ested parties to apply for the LNG bunker supplier license, which would allow the licensee to sup-ply LNG bunker to vessels in the Port of Singapore. In their sub-missions to the MPA Singapore, applicants are to propose an end-to-end LNG bunkering sup-ply solution that details, amongst other things, their bunkering

supply and delivery model, LNG sources and marketing plans for the sale of LNG to customers in

the Port of Singapore. Interested applicants for the RFP have until 30 September 2015 to submit their proposals to MPA. Last year, MPA announced commencing work on a pilot program with interested parties of the LNG bunker supply chain to estab-lish operation protocols for LNG bunkering. MPA will also provide funding of up to S$2 million per vessel for up to six LNG-fueled vessels for the pilot program.

Port of Singapore calls bids for LNG bunkering

Concerns over the use of low-sulphur fuel

Research project on fuel emulsionSulNOx and the University of Cambridge signed a two-year research project to determine detailed scientific knowledge of SulNOxEco™ Fuels – fuel emulsion that significantly reduces harmful emissions and fuel consumption.

Companies form LNG Carrier Cool PoolDynagas, GasLog and Golar LNG have entered into an new agreement; the LNG Carrier Pool which will initially consist of 14 modern, high quality and essentially equivalent vessels powered by fuel efficient TFDE propulsion technology.

Shell starts LNG fuel bunkering in UKShell announced the supply of LNG fuel to SABIC-chartered vessels in Teesport, UK

FERC approves Excelerate’s LNG terminalFERC issued its order granting authorization to Excelerate to site, construct, and operate the proposed Aguirre Offshore GasPort Project located off-shore Puerto Rico. The termi-nal will consist of a FSRU, mini-mal infrastructure to moor the vessel, and a subsea pipeline to deliver the gas onshore.

Company expands physical bunkering operations in OmanMXO announced the expansion of its physical infrastructure in Oman with the deployment of a new bunker barge in the Port of Sohar

Explore more at www.GREEN4SEA.com

the Master up to $22,000. • In Hong Kong, all ocean-

going vessels (above 500 GT) are required to switch to low-sulphur fuel (or LNG/or similar approved fuels) during the periods the ship is at a berth, excluding the fi rst and last hour of the berthing period. The sulphur content of the fuel may not exceed 0.5%.

• The requirements impose criminal sanctions against the owners (including any bareboat charterers and ship manager) and the Master. A contravention of the provisions relating to fuel use attracts a maximum fi ne of

HK$200,000 and a maximum imprisonment of six months.

• Industry concerns include technical issues such as low vis-cosity, lack of lubricity, low den-sity, etc., of the new fuels. Other issues are the higher costs of these fuels, as well as diffi culties in obtaining them in some parts of the world.

• To avoid such problems, shipowners should consult their engine and boiler manufactur-ers for advice on operating with low-sulphur fuels and the need for equipment and system modi-fi cations.

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fuels

22 | GREEN4SEAlog | issue 05 | autumn 2015

Port of Gothenburg offers LNG bunkering

Ships now can bunker LNG at the Port of Gothenburg as the new regulations for

LNG bunkering have been intro-duced by the Gothenburg Port Authority in collaboration with the Port of Rotterdam. New bun-kering regulations for ships oper-ating on LNG have been drafted by the Gothenburg Port Author-ity and the Port of Rotterdam together with the Swedish Trans-port Agency. The regulations will allow cargo ships to bunker LNG at a cargo terminal and are the fi rst general regulations to be introduced in Sweden. The regu-lations not only cover bunkering from land using a road truck but also from a bunker vessel, what is known as ship-to-ship bunkering. Requirements governing safety zones, weather, bunker vessels, receiving vessels, terminals and other aspects are included in the new operating regulations. By next year, the Port of Gothenburg

will be visited regularly by LNG-powered ships. Tanker operators Terntank, Furetank and Thun Tankers are all due to launch new ships that will be equipped to run on LNG. For the time being, natural gas will come from ter-minals outside Gothenburg although eventually there will be an import terminal for LNG at

the Port of Gothenburg. At the turn of the year a new port tar-iff was introduced at the Port of Gothenburg, which means that LNG-powered ships will receive a 30 per cent discount on the port charge when they visit the port. Over a year this will amount to a signifi cant sum for those that call on a regular basis.

Prevention of Rollover in LNG ships“rollover” refers to the rapid release of lng vapour that can occur as a result of the spontaneous mixing of lay-ers of different densities of lng in a storage or cargo tank. a pre-condition for roll-over is that stratification has occurred, ie the existence in the tank of two separate lay-ers of lng of different den-sity. the possibility of a sud-den release of large amounts of vapour and the potential over-pressurization of the tank resulting in possible damage or failure is recog-nized by the major design codes. en 1473 –”the design of onshore lng terminals” and nfpa 59a – “Standard for the production, Storage and handling of lng” both require this phenomenon to be taken into consideration when sizing relief devices. Whilst the relief valves may prevent damage to the tank, lng vapour is not only flam-mable and heavier than air on release, but a valuable com-modity and a potent green-house gas and therefore venting should be avoided whenever possible. learn more http://goo.gl/810Wnw

first STS transfer of LNG at Port Qasimexcelerate energy completed the first StS transfer of lng at the engro elengy lng ter-minal located in port Qasim, pakistan. company’s fSru received 130,000 cubic meters of lng from the fSru eXcel-erate using the double-banked lng transfer system.

Study on Panama Canal LNG terminalWhen the Panama Canal expansion project is completed next year, the Canal is expected to han-dle signifi cant LNG tanker traffi c. In order to capitalize on this growth, the Panama Canal Author-

ity is interested in developing LNG-related infrastructure projects, including an import terminal. The U.S. Trade and Development Agency awarded a grant to the ACP to sup-port the planning of a LNG import terminal. The USTDA-funded feasibility study will help the ACP set strategic priorities and plan projects related to LNG infrastructure and natural gas utilization at the Panama Canal. The LNG terminal is anticipated to support the implementation of maritime- and energy-related projects that will accom-modate increased shipping traffi c through the expanded Canal.

fuels

autumn 2015 | issue 05 | GREEN4SEAlog | 23

T he UK P&I Club informs that low sulphur fuel (0.1% or less) will be mandatory

for all cruise ships berthing in Sydney Harbour after 1 October 2015 and in all New South Wales (NSW) ports after 1 July 2016. The proposed regulations have been introduced following ongoing concerns of local residents of the White Bay Cruise Terminal in relation to noise and air pol-lution arising from the reloca-tion of part of Sydney’s overseas cruise passenger operations to White Bay some years ago. The

draft regulations introduce an off ence if any of the engines of a ship use fuel other than low sul-phur fuel during berthing opera-tions, for which the Master and Owner are held liable and may be penalised up to $22,000 in the case of the Master and $44,000

in the case of Owners. Limited exemptions to the use of low sulphur fuel are provided. How-ever, they do not accommodate ordinary commercial operational constraints and will only apply in exceptional and unexpected cir-cumstances.

Low sulphur fuel for cruise ships in Australia Chinese tankers carry

US shale gas to EuropeThe ships will join an eventual eight-strong fleet of tankers operated by Ineos Group Ltd, which will carry 800,000 tons of shale gas annually from the US to its European manufac-turing plants.

Trafi gura, Singapore LNG sign storage agreementTrafigura and Singapore LNG Corporation have signed a storage agreement to utilize excess capacity within the Singapore LNG terminal on Jurong Island.

Learn more at www.GREEN4SEA.com

in brief

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emissions

24 | GREEN4SEAlog | issue 05 | autumn 2015

RightShip updates its GHG Emissions RatingrightShip announced that its ghg emissions rating will receive updates following a recent review by dnv gl. ”We are making some minor adjustments to our formula so it more accurately evalu-ates existing vessels as well as enabling us to apply it to additional vessel types. Whilst these will not have a large impact overall, it may cause a slight adjustment to some vessel ratings.”, right-

Ship saidthese updates will take place over the next few weeks and will include:• changes to assumed fuel type for non-verified vessels• aligning ship types for comparison of ghg emis-sions rating with recent updates, and• updating the phase 1 ref-erence line comparison

T he controversial EU Regu-lation on the monitoring, reporting and verifi cation

of Carbon Dioxide emissions from maritime transport came into force on 1 July 2015. To ensure uniform implementation of the regulation, the Commission has established two Subgroups that will look at the monitoring, veri-fi cation and accreditation pro-cesses. At a fi rst meeting during July, the subgroup considered development of specifi c rules for the competencies of the verifi ers, the assessment of the conformity of the monitoring plan and annual emission report by the verifi er and methods of accreditation of verifi -ers. Also, the monitoring subgroup dealt with more technical issues,

EU Commission starts work on MRV implementation

A s air pollution is respon-sible for around 400,000 premature deaths in the

EU yearly, Environment MEPs tight-ened up Commission plans and called for more ambitious national caps on emissions of six main pol-lutants, such as sulphur dioxide, particulate matter and nitrogen oxides in order to cut emissions by 70% across the EU and save €40bn in air pollution costs by 2030. MEPs also want to include emissions reduction ceilings on mercury, and a midpoint target for most caps of 2025. The committee

EU calls for tougher new national caps on pollutants

which included cargo parameter options and other key elements, such as distance travelled and total time spend at sea. With regard to the off shore sector and dredgers, the Commission established an ad hoc expert working group chaired by the UK Chamber of Shipping to further assess the need for sector-specifi c parameters, determine the amount of cargo carried and pro-

pose options, where appropriate, for these category of ships. UK Chamber of Shipping says that ‘’it is now more evident that the verifi cation process of the moni-toring plan and annual emission reports – based on the Aviation EU Emissions Trading System (EU ETS) – will be a very costly task for the industry’’. Learn more http://goo.gl/x6CrgT

wants the future national emission ceiling (NEC) directive to include caps on mercury (HG) from 2020, as well as the new caps in all member states on emissions of the air pol-lutants SO2, NOx, NMVOC, CH4, NH3, and PM2,5 to be achieved by 2020 and 2030, that are proposed

by the Commission. The commit-tee stressed that more ambitious targets should be set in order to reach 2030 goals. The commit-tee also voted to remove the Commission proposal for fl ex-ibility allowing members states to off set reductions in emissions from nitrogen oxides, sulphur dioxides and particulate matter from international shipping. The committee believes that off er-ing maritime off sets would be extremely diffi cult to apply, and would essentially exclude land-locked countries.

Interferry members win EU aid for scrubber projectsfive members of trade asso-ciation interferry will receive eu grants totaling €48 mil-lion towards the cost of installing exhaust scrubber systems to meet the 0.1% sulphur emissions limit in force since january.

emissions

autumn 2015 | issue 05 | GREEN4SEAlog | 25

in brief

T he UK P&I Club has recently seen a number of (potential) claims for fi nes imposed on

operators as a result of a (alleged) breach of MARPOL Annex VI Regu-lations and has provided the fol-lowing updates on ship emissions regulations:

EU countriesVessels at berth or anchored in an EU port must use fuel oil with sul-phur content not exceeding 0.10%. In EU territorial waters and exclu-sive economic area outside of ECA area, but not at berth or anchored, fuel used must not exceed 3.5% sulphur content, except for passen-ger vessels in regular lines which come or go to an EU port which have a limit of 1.5%.

AustraliaLow sulphur fuel (0.10% or less) will be mandatory for all cruise ships berthing in Sydney Harbour after 1 October 2015 and in all New South Wales (NSW) ports after 1 July 2016.

Hong KongIn Hong Kong, all ocean-going ves-

Latest updates on air emissions Port of Montreal installs

shore powerTwo types of systems will be installed at the Port of Mon-treal; one is a shore power con-nection for cruise ships at the Alexandra Pier and the other is a four connection shore power system for wintering ships.

Port of LA to develop zero emissions technologiesThe Port of Los Angeles has proposed a near-term plan for encouraging zero emission technology use in maritime goods movement http://goo.gl/YUpgUe

EU MRV latest developmentsThe Japan P&I Club summa-rizes all latest developments regarding the Implementation Requirements for the EU MRV of CO2 emissions from ves-sels. Learn more http://goo.gl/bWwKLh

EU adopts CO2 stability reserveA reform of the EU Emis-sions Trading Scheme (ETS) is intended to reduce the surplus of carbon credits available for trading in order to support the price of the emission rights. The scheme will start operat-ing in 2019.

Regulations for air emissions from shipsAMSA has issued Marine Notices to provide general information on MARPOL Annex VI and on measures to reduce GHG emissions from ships. You may read them at http://goo.gl/KCVnKi & http://goo.gl/NEjO5d

Stay updated at www.GREEN4SEA.com

GloMEEP project promotes low- carbon shippingIMO, GEF and UNDP have launched the GloMEEP project, a two-year global maritime energy effi ciency partnership project which aims to support increased uptake and implementation of

energy-effi ciency measures for shipping, focusing in particular on build-ing capacity and skills to implement technical and operational measures in developing countries, where shipping is increasingly concentrated. The aim is to promote a low-carbon maritime sector, in order to minimize the adverse impacts of shipping emissions on climate change, ocean acidifi ca-tion and local air quality.

sels (above 500 GT) are required to switch to low-sulphur fuel during the periods the ship is at a berth, excluding the fi rst and last hour of the berthing period. With the term ‘berthed’ it is implied moored at buoys, anchorages, wharfs or ter-minals or docks within Hong Kong waters. The sulphur content of the fuel must not exceed 0.5%.

TurkeyNew regulations on sulphur con-tent limits of marine fuels are in place:

• Sulphur content in marine fuels shall not exceed 0.10% by

mass in all vessels arriving at Turkish ports and all inland waterway ves-sels sailing on Turkish inland waters.

• Sulphur content in marine fuels shall not exceed 1.5% in all passenger vessels providing regu-lar services in areas covered by Turkey’s marine jurisdiction. These limitations apply to berthed or anchored ships within the bound-aries of any port and staying at berth or at anchor for more than two hours. However, they won’t apply to vessels passing the Turkish Straits without calling to any Turk-ish Port, if their transiting process does not exceed two hours.

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26 | GREEN4SEAlog | issue 05 | autumn 2015

Ship pollution shows decrease in Rotterdamthe level of pollution caused by ships at the port of rotter-dam is falling as the number of ships which, via the envi-ronmental Ship index, have acquired a discount on their seaport dues has increased by 48% to 969 (of the 14,850), in the first half of the year.

Clean Air Network analysis has found that in general, Hong Kong’s air quality had

slightly improved in the fi rst half of 2015 compared to the same period last year. However, pol-lutant levels still fall short of the WHO standards and even some of the Air Quality Objectives. Posi-tive signs have been found from the fi rst week of implementation of fuel switch at berth. If we com-pare the fi rst week with last week in June, number of hours of SO2 24-hour concentration exceed-ing WHO level (20 µg/m3) sig-nifi cantly dropped in July. When comparing daily average, they

reading is 40% lower in July when compared with last week of June.

Fuel switch at berth shows positive signs

Clean Air Engineering-Maritime has received CARB approval for the fi rst commercially ready ship emissions capturing system called

the Maritime Emissions Treatment System (METS). A New alternative to shore power, METS-1 devel-oped at Port of Los Angeles, captures 90 percent of at-berth emissions. The METS-1 is is mounted and deployed from a barge that is positioned alongside ships berthed at the Port of Los Angeles. The system is positioned over vessels’ smoke stacks and cap-tures and treats more than 90 percent of particu-late (PM), NOx, SO2, and related diesel pollutants emitted. METS is the fi rst CARB-approved alterna-tive to “plugging in” to shore-side power — also called cold-ironing or Alternative Maritime Power — which is the current standard for meeting Cali-fornia’s “Airborne Toxic Control Measure for Auxiliary

Diesel Engines Operated on Ocean-Going Vessels At-Berth in a California Port” (At-Berth) regulation. Since January 1, 2014, vessel operators not comply-ing with the regulation run the risk of not meeting these emissions standards and being hit with sig-nifi cant fi nes.

CARB approves first ship emissions capturing system

are also visibly lower for the days in July and the highest hourly

MARAD issues updated Exhaust Gas Scrubber guide uS Marad announced the availability of the fourth edition of the “exhaust gas cleaning Systems Selection guide”. this edition provides ship owners and operators the latest information on scrubber technology avail-

able to assist the i n d u s t r y in meeting new sulfur emissions standards. the fourth

edition features:• guidance on regulatory requirements and compli-ance options• life cycle analyses for var-ious vessel types• review of scrubber tech-nology•technical insight into inte-gration, operations and maintenance challenges• appendix with supplier-provided product informationthe guide was developed by the Ship operations coop-erative program with fund-ing from Marad’s Maritime environmental and technical assistance (Meta) program .

emissions

autumn 2015 | issue 05 | GREEN4SEAlog | 27

Explore more at www.GREEN4SEA.com

in brief

The Hong Kong Marine Department announced latest updates regarding

the Extended Incentive Scheme: • The registration of ocean-going vessels under the extended incentive scheme will expire on 25 September 2015 • To continue to enjoy the 50% reduction in port facility and light dues up to 31 March 2018, OGVs must be re-registered with the Environmental Pro-tection Department under the Extended Incentive Scheme. • To qualify for the incentive

Hong Kong extends low Sulphur Incentive scheme

www.GREEN4SEA.com• Dedicated Green Portal• News, Updates & Alerts• Key Stakeholder Opinions• Daily E-mails

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scheme, OGVs must while berthing in Hong Kong commit to taking measures to reduce emissions of sulphur dioxide (SOx) by such measures as uti-

lizing marine fuel with sulphur content not more than 0.5%, utilizing liquefi ed natural gas (LNG), or utilizing an onshore power supply.

Port operators agree on diesel emissions reductionUS EPA reached an agreement with the Port Authority of New York & New Jersey and with port termi-nal operators to cut emissions of harmful air pollution from diesel exhaust. The parties will reduce truck idling and provide funding for replacement of old trucks.

ClassNK conducts GHG verifi cationClassNK carried out indepen-dent third-party verification of Iino Marine Service’s GHG emissions inventory based on a reasonable level of assurance.

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28 | GREEN4SEAlog | issue 05 | autumn 2015

According to a recent study, untreated ballast water discharge from ships

can spread living organisms and even pathogens across the world thereby introducing non-native or invasive species into the local environment. Scientists at Helmholtz Zentrum München recommend using physical treat-ment processes such as fi ltration rather than electrochemical dis-infection, which creates count-less potentially toxic compounds. In order to prevent the transfer of harmful organisms, ships’ bal-last water is often subjected to

electrochemical disinfection. ‘’However, our analyses show that electrochemical disinfec-tion creates numerous so-called disinfection by-products (DBPs),” explains Prof. Philippe Schmitt-Kopplin, who led the study. He and his team compared samples

of treated and untreated ballast water and by using high-reso-lution mass spectrometry, they discovered that treatment led to the formation of 450 new, diverse compounds, some of which had not previously been described as disinfection products or been structurally categorized. Accord-ing to the scientists, the study fi rst and foremost revealed the high degree of complexity of the resulting products. As an alterna-tive, Philippe Schmitt-Kopplin recommends the use of physi-cal processes such as fi ltration or absorption.

The Merchant Shipping Directorate of Malta draws the attention of all con-

cerned to the designation of areas for ballast water exchange in the North Sea in accordance with regulation B-4.2 of the Bal-last Water Management Con-vention by Belgium, Denmark, France, Germany, Norway, the Netherlands, Sweden and the United Kingdom.

• Regulation B-4.2 of the Con-vention allows ports States to designate areas, in consultation with adjacent or other States, as appropriate, where ships may conduct ballast water exchange.

• Regulation B-4.2 determines that such sea areas can be des-ignated in sea areas where the distance from the nearest land

or the depth does not meet the parameters described in para-graph 1.1 or 1.2 of the regulation.

• Norway has implemented parts of the Ballast Water Man-agement Convention (Regula-tion D-1; the exchange standard) in its national regulations which entered into force on 1 July 2010. Three exchange areas have been designated within Norway´s exclusive economic zone (EEZ).

A vessel on a voyage between 2 ports located in the

Ballast water exchange in the North Sea

Filtration preferable to disinfection

North Sea, which under the Con-vention shall at least meet the standard described in regulation D-1, may conduct ballast water exchange in the designated bal-last water exchange area in the North Sea. A ship conducting bal-last water exchange in this area shall comply with all the regula-tions for ballast water exchange in the Convention, with the exception of regulation B-4.1. The ballast water exchange areas have been identifi ed assessed and designated taking into account the relevant the “Guide-lines on Designation of Areas for Ballast Water Exchange (G14)” and the precise geographical co-ordinates of the areas may be found in BWM.2/Circ.56 http://goo.gl/OCUUbx

List of BWMS that make use of Active SubstancesMepc 68 granted five Basic approvals and one final approval to ballast water man-agement systems that make use of active Substances. the

annexes to iMo circular BWM.2/circ.34/r e v . 4

contain relevant information on the ballast water manage-ment systems that received Basic and final approval from March 2006 until May 2015. learn more at http://goo.gl/awzk2v

UScG updates LOI Register on BWTS Type ApprovaluScg Marine Safety center updated the register of letter of intent (loi) received from makers confirming their intention to seek uScg type approval for their Ballast Water treatment Systems. the list is updated by end of june and includes twenty four makers, representing less than 50 % of the market while at the same time it remains uncertain which systems they will seek approval bearing in mind that each maker may have one, two or more systems supplied in the market. the full list of the makers and the date letter of intent (loi) receipt by uScg may be found at http://goo.gl/l7fM5n

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ballast

30 | GREEN4SEAlog | issue 05 | autumn 2015

Ballast Water regulations in US ports require all ships to: • Clean ballast tanks to remove

sediments. Sediments must be disposed of in accordance with local, state and federal regulations.

• Discharge only the minimal amount of ballast water essential for vessel operation while in the waters of the US

• Rinse anchors and chains when an anchor is retrieved

Ballast WaterRegulations in US

• Remove fouling from the hull, pipping and tanks on a regu-lar basis

• Maintain a Ballast Water Management Plan that includes procedures for fouling and sedi-ment removal as well as ballast water management – there is no requirement for the plan to be approved

• Submit a report form 24 hours before arrival by email

The USCG will review the practicability of implementing a higher ballast water discharge standard and publish the results no later than 1 January, 2016. LR has issued a guide which contains a synopsis of a number of known national, regional and local ballast water management regulations, bio-fouling management regu-lations and requirements. Read more http://goo.gl/gRw8HR

Training on ballast water management a training workshop on sam-pling and analyzing ballast water held in gebze, turkey during june. the training involved shipboard sampling followed by practical labora-tory analysis of the sampled ballast water and equipped participants with the skills to replicate the training at a national level.

Applications for extension of implementation schedulethe uScg has advised that vessels with less than 12 months to comply with the uScg Ballast Water Manage-ment discharge Standards can now request an extension to the implementation sched-ule. effectively, this means an extension to the date by

which the vessel must install a treatment system, says the alert. this change is not currently stated in existing uScg regulations. vessels may apply for an extension request at any time within the 12 month period. applications should be submitted as soon as possible to help clients prepare requests for exten-sion of the implementation schedule.

USCG notice on ballast water reportingThe US Coast Guard issued a notice on ballast water reporting and recordkeeping to advise vessels required to submit ballast water reports that use of the current USCG Ballast Water Reporting Form should continue until a new form with a new expiration date is available. ”The USCG Ballast Water Reporting Form (OMB Control Number 1625-0069) is undergoing a periodic review, but vessels should continue to use it until a new form with a new expiration date is available on the National Ballast Information Clearinghouse website. The Coast Guard does not have an estimate for when the new form will become available, but vessels should continue to comply with existing ballast water reporting and recordkeeping requirements under 33 CFR part 151.”

autumn 2015 | issue 05 | GREEN4SEAlog | 31

in brief

Debra DiCianna, Senior Environmental Solutions Engineer, ABS, highlights

the following key issues to be addressed by IMO as it works towards ratifi cation of the BWM Convention:

• The conclusion of MEPC 68 left shipowners and system ven-dors with no fi rmer timeline on when the Convention will come into force.

• During MEPC 68, the deci-sion to revise the G8 Guidelines addressing approval of ballast water management systems, while important to the Conven-tion’s future, will be a lengthy process covering many diff erent issues.

• While no new ratifi cations to the Convention were announced at MEPC 68, progress was made on continuing the revision of the G8 Guidelines and the develop-ment of a mechanism that does not penalize the early movers who specify systems ahead of ratifi cation.

• Unlike SOLAS and MARPOL, the BWM Convention does not include a clause for ‘grandfather-ing’ which exempts ships of cer-tain ages from its provisions and so this term is not used. MEPC agreed to a roadmap for the implementation of the BWM Con-vention in a way that addresses non-penalization.

• The roadmap states that early movers should not be penalized if the ship has a cor-rectly installed BWMS approved in accordance with G8 Guide-lines; the approved ballast water management plan is followed, including the operational instruc-tions and the manufacturer’s

Progress on BWM but key issues remain

ballast Learn more at www.GREEN4SEA.com

specifi cations for the BWMS; the BWMS has been maintained in accordance with the manufac-turer’s instructions; and the self-monitoring system of the BWMS indicates that the treatment pro-cess is working properly.

• The USCG Type Approval process is estimated to take between 18 to 24 months for the initial systems testing. In March 2015, three BWMS vendors announced that their complete Type Approval package had been submitted for USCG review.

• All three ofA these BWMS use ultraviolet (UV) disinfection as one of the treatment steps to achieve the required discharge

standards. Vendors of UV systems will be subject to additional con-sideration by the USCG whose discharge standards refer to ‘living organisms’ rather than the ‘viable organisms’ referred to in the BWM Convention.

• UV-based BWMS are approx-imately 50% of total IMO BWM Convention Type Approved sys-tems. UV systems tend to be sim-pler to use and, at lower fl ow rates, demonstrate an improved energy footprint. A search of the technol-ogy types currently installed on ABS classed-vessels indicates that a majority of Off shore Support Vessels (OSVs) have selected UV technology installations.

Hapag-Lloyd chooses BWTS from GEAHapag-Lloyd relies on chem-ical-free UV ballast water treatment from GEA for fit-ting its container fleet. In April 2015, the BallastMaster UltraV 500 was technically accepted on board Panamax container ship “London Express”

ERMA FIRST signs new agreement for BWTS retrofi tERMA FIRST has signed an MOU with DSEC, a subsidiary of DSME, for the BWTS retrofit market. This co-operation will offer to ship owners a turnkey solution for their vessels and will promote further the excel-lent bilateral relations existing between the shipping and ship-building communities of both Greece and Korea, in particu-lar in the fields of marine and ship technology and equipment such as BWTS and LNG FGSS.

Alfa Laval PureBallast approved for use on USCG barges USCG has approved the use of PureBallast 3.1 EX on barge applications. To enhance safety onboard, Alfa Laval simplified the PureBallast design, enabling the lamp drive cabinets to be placed up to 150 meters away from the reac-tors they serve. This means the power supply can be safely located outside any potentially hazardous zone.

Wartsila wins retrofi t contract for BWMSEleven container vessels owned by Bernhard Schulte, Germany, are to be retrofitted with Wärtsilä Aquarius BWMS.

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green shipping

32 | GREEN4SEAlog | issue 05 | autumn 2015

New international standard for offshore oil and gas projects

Largest-ever gas field discovered in Med

DNV GL jointly with HHI, DSME and SHI will estab-lish a new international

standard for off shore oil and gas projects. The results could potentially cut project costs by 15%, or approximately USD 500 million for a typical TLP (tension leg platform) project. This joint industry project aims to develop common and global best prac-tices for components and equip-ment to reduce the number of, and variations in, requirements to the minimum necessary. It will initially focus on simple com-ponents and equipment, such as tertiary structures and bulk materials for construction, pip-ing and E&I (electrical and instru-mentation) engineering. Next year, the scope will be extended to complete modules and equip-ment packages. The project will consider industry standards,

Eni has made a world class supergiant gas discovery at its Zohr Prospect, in the deep waters of Egypt. The discovery

could hold a potential of 30 trillion cubic feet of lean gas in place covering an area of about 100 square kilometers. Zohr is the largest gas discovery ever made in Egypt and in the Mediterranean Sea. The discovery, after its full development, will be able to ensure satisfy-ing Egypt’s natural gas demand for decades.

focus on environmental awareness and effi ciency solutionsaccording to Wärtsilä‘s interim report, the market is being increasingly driven by envi-ronmental awareness and changing energy needs. Based on the market situation during 2014 and the gdp forecasts for 2015, the market for liquid and gas fuelled power gen-eration is expected to remain challenging. despite slower economic growth in the emerg-ing markets, increased electric-ity demand will support power plant investments. in the oecd countries, low economic growth continues to limit demand for new power plants. low gas prices are driving demand in the uSa. the mega trend towards distributed, flexible gas-fired power generation is evident. the increasing deployment in many parts of the world of intermittent renewable power, such as wind and solar, will require flexible solutions to balance fluctuations in the grid. the overall outlook for the ship-ping and shipbuilding markets is challenging. low oil prices continue to impact investments in exploration and development, thereby limiting the demand for offshore drilling and support vessels. overcapacity affects the demand for vessels, par-ticularly in the dry bulk and offshore markets. increased scrapping, together with a more balanced fleet growth, supports a gradual recovery in the freight market. the sentiment in the gas carrier market remains healthy; activity is however expected to revert to normal levels after the strong ordering volumes of 2014. learn more http://goo.gl/wlBtuu

ologies will be reviewed to ensure the most eff ective and effi cient means are applied.

company standards as well as maritime rules and approaches for standardization, as all method-

green shipping

autumn 2015 | issue 05 | GREEN4SEAlog | 33

in briefNew APC for Western Alaska

Non-tank vessels in transit through Western Alaska waters en-route to or

from a US port are required to follow Alternative Planning Crite-ria (APC) in order to fulfi l federal requirements. The International P&I Club informs that in order to meet these APC require-ments operators have, to date, been required to enrol with the sole provider of such services in Western Alaska, namely the AK-AMPRN. Operators are informed that National Response Corpora-tion (NRC) and Resolve Marine

Group have now received fi nal approval from the USCG for their Western Alaska APC, which focuses on the northern Pacifi c

Great Circle route for non-tank Vessels transiting through the Aleutian Islands in Western Alaska. With this fi nal approval from the USCG, NRC/Resolve is now providing non-tank vessel operators with their “1-Call Alaska” coverage for vessels transiting the Aleutian Islands Subarea of West-ern Alaska in compliance with OPA 90 regulations. Therefore, non-tank vessel operators now have a choice of APCs to follow for their non-tank vessels transit-ing Western Alaska. Learn more http://goo.gl/zNqOp8

Challenges when insuring Arctic energy risk

Skuld P&I Club explains the three major problems that P&I Clubs face when it

comes to insuring Arctic energy risk.

1Lack of data: Underwriters sim-ply do not have useful data in

suffi cient quantity to be able to price Arctic energy risk accurately. They also lack statistics to suggest the potential cost of incidents or

their likely frequency.

2Ocean mapping: Accurate maps are a vital part of marine

underwriting but the Arctic remains poorly charted. Further-

more, the threat presented by ice-bergs defi es mapping.

3Surplus capacity: Excess capacity in today’s energy

market means rates are already at a low level compared to the real risk. This makes pricing Arctic risks realistically an even greater challenge for insurers.Learn more http://goo.gl/EHyX6x

Shore power makes ports more energy effi cientA new report explains how impor-tant tool shore power is for more energy efficient ports. According to Navigant Research, the global market for shore power utility electricity revenue in port opera-tions is expected to grow from $32.0 million in 2015 to $334.7 million in 2024.

Maersk Line to add more vessels in its fl eetMaersk Line signed a new build-ing contract with HHI to build nine vessels with a 14,000 TEU capacity and an option for up to eight additional vessels. The contract has a value of USD 1.1 billion

BP charters two new LNG carriers‘K’ Line LNG Shipping (K-LNG) announced that the joint-venture consortium of K-LNG and Chan-dris has entered into long-term Time Charter contracts with the BP group for two LNG Carrier newbuildings. The vessels will have a capacity of 173,400m3

Contracts for FLNG project in AustraliaTechnip Samsung Consortium was awarded two contracts by Shell for the Browse FLNG proj-ect in Australia, operated by Woodside. Minimizing underwater impactsGreen Marine has signed a nine-month contract with Transport Canada to provide insight on underwater noise generated by shipping and its effects on marine life, along with potential solutions.

Stay updated at www.GREEN4SEA.com

Port Metro Vancouver invests in shore power for container vesselsGovernment of Canada has announced funding for the installation of shore power facilities for container vessels at two Port Metro Vancouver container terminals. The total project funding is $12 million: $6 million from Transport Canada’s Shore Power Technology for Ports Program and $6 million from Port Metro Vancouver. Each ship connection to shore power is estimated to avoid greenhouse gas emissions of 75 tones. Both shore power operations are expected to be operational by March 31, 2017.

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green shipping

34 | GREEN4SEAlog | issue 05 | autumn 2015

The Liquefi ed Gas Carrier National Center of Exper-tise’s, or LGC NCOE, held

another bimonthly Coast Guard Liquefi ed Gas Webinar in Port Arthur, Texas. This session was presented by Aaron Brown and Cheryl Stahl from DNV GL’s North America’s Oil and Gas Risk Advi-sory Services Department, a team that conducts risk identi-fi cation, assessment and mitiga-tion for the oil and gas industry. The presentation included a thorough overview of how risk assessments are used through-

Training Coast Guard personnel on LNG Risk Assessments

out the liquefi ed gas community as well as various risk tools and

requirements that mandate use of risk assessments.

A group of scientists have released their fi nd-ings about a proposed trans-isthmus shipping canal in Nicaragua, raising concerns about

environmental impact and lack of information. In their report, the scientists determined the ERM assessment does not adequately measure the potential impacts of the project, noting insuffi cient data collection on water quality, geology, sediments, species, erosion, and fi sheries. A key concern is the available water for the project. Silty sediments would be dredged in Lake Nicaragua for large shipping channels and water from the lake would be used to operate the canal’s locks. Because of Nicaragua’s strongly seasonal climate, which is subject to extreme events including drought and hurricanes, the scientists question the projected availability of water supplies. Overall, the scientists address 15 areas of environmental concern in the report, including deforestation, the lack of long-term climate forecasts, and likely impacts on endangered plants and animals http://goo.gl/Zy7ZAS

Nicaraguan Canal impact questioned

in brief

NOAA ocean noise networkA new NOAA ocean noise net-work will provide data on base-line ambient noise levels in U.S. waters and fill critical informa-tion gaps, as current informa-tion on trends in ambient ocean noise is limited http://goo.gl/MC5aAo

Arctic ice melt to redraw global shipping routesThe disappearing Arctic ice cap will boost trade between north-west Europe and countries such as China, Japan and South Korea by making the sea routes far shorter, according to economic analysts http://goo.gl/s3kBS8

IUMI intervenes against ship life insurance to control ship recyclingIUMI presented the concept of a “ship life insurance”. Accord-ing to this option, the insurance shall cover the additional costs arising if the recycling facility meets the requirements of the EU Regulation. Premiums shall be payable from the launch until the scrapping of the ship.

Polarcus expands environmental accreditations with DNV GLPolarcus has been accredited with five new DNV GL qualifica-tions for calculation methodol-ogy of; EEOI for all greenhouse gas emissions, seascape noise, support vessel emissions data, multi-survey models, and mod-elled, live and actual emission profiles.

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technology

36 | GREEN4SEAlog | issue 05 | autumn 2015

Many shipowners and operators are turning to bulbous bow retrofi ts

to increase their vessels’ energy effi ciency. DNV GL has developed a new tool as part of the ECO Retrofi t service to support the industry in tailoring retrofi t proj-ects to the future needs of their fl eet. DNV GL’s new ECO Retrofi t service creates 5,000 to 10,000 vessel-specifi c bow designs and assesses them for a broad range of operational conditions using CFD. An interactive excel-based tool allows easy and immedi-ate exploration of “what-if” sce-

Making bulbous bow optimizations future-proof

HHI jointly developed the “Sea Weather Forecasting System” with KIOST. The system will enable HHI to manage sea trial schedules of ships it builds at its Ulsan yard 72 hours in advance by analyzing sea weather informa-tion such as wave height, wind speed and current patterns on an hourly basis in seven off shore

areas including Ulsan, Gunsan, and Jeju Island. The weather system is also expected to mini-mize any possible delay in lifting work of the fl oating crane due to

unexpected weather conditions through precision forecasting of the sea weather by every 60 meter in Mipo Bay and Jeonha Bay where HHI is based. The geographic information system (GIS)–based system can also dis-play sea weather information on the specifi c spots on an electronic navigational chart.

narios for changing operational conditions. The input is drawn from the target operational pro-fi le and is typically displayed in a matrix of four speeds and three drafts. Optional constraints, such as reaching design speed at 85 per cent engine power, are also considered before the best bow

shape for the operational profi le is chosen. The tool can then assess the performance of this bow for alternative operational profi les. It displays estimated savings and payback time of the best bul-bous bow option for all specifi ed operational profi les. The payback time calculation takes aspects like fl eet size, conversion costs and fuel price into account. Should customers want to change any elements of the analysis the tool simply recalibrates the new input to create more what-if-scenarios and to ensure that the fi nal design is future-proof.

New LNG Bunker Barge ConceptsJensen Maritime will develop two new LNG bunker barge concepts. The fi rst concept involves outfi tting an existing barge with an above-deck LNG tank. The concept can be further modifi ed to accommodate more than one type of product, if a customer has a need for multiple liquid transfers. Advantages of this design include a fast turnaround and a reduced need to invest in specialized assets if a customer has short-term LNG requirements. The second concept is for a purpose-built, new bunker barge. Off ering greater carrying capacity and improved visibility, the design features a larger LNG tank that is nestled inside of the barge. This new barge will also feature the latest safety features and effi ciencies.

Sea Weather Forecasting System developed

future container feeder design introduceddeltamarin introduced a new design for containerships, the a.delta2300 which provides a container capacity of 2,322 teu in five cargo holds and on deck. the increased cargo hold breadth improves stability in the fully laden condition. the flexibility of the a.delta2300

allows pallet-wide container stowage as well as three tiers of high cube containers in the cargo hold without losing container slots. additionally, a high number of reefer plugs allows smart stowage and the reduction of unnecessary container movements. these features provide efficient and fluent stowage, which reduces time and costs. the daily main engine fuel oil consumption is decreased to 42 t/day at a 19-knot service speed result-ing in superior fuel efficiency of 0.033 t/teu/day. a strik-ingly low deadweight per teu ratio of less than 16 dWt/14t teu is thus achieved, which is commonly gained only in larger container ships.

New liquid cO2 ship for Yarayara has a fleet of tanker ves-sels dedicated to transporting carbon dioxide. this fleet of three ships is now completely modernized, with yara gerda

technology

autumn 2015 | issue 05 | GREEN4SEAlog | 37

in briefNew software optimizes routes of Maersk Line container ships

Crowley lays keel for second LNG-powered shipThe keel for the second Com-mitment Class LNG-powered ConRo ship for Crowley Mari-time was laid. Ship design will maximize the carriage of 53-foot, 102-inch-wide con-tainers with 219.5 meters long, 32.3 meters wide (beam), deep draft of 10 meters, and an approx. deadweight capacity of 26,500 metric tons.

Ardmore takes delivery of another eco-shipArdmore Shipping Corporation has taken delivery of the third of four newbuild eco-vessels equipped with various fuel-saving systems. The Ardmore Seawolf is a 49,999 DWT IMO 3 product and eco-design chemi-cal tanker equipped with fuel-saving measures.

Wartsila to power world’s fi rst dual-fuelled dredgerA new generation “Antigoon” class dredger (“Scheldt River”, built by IHC, Netherlands) will be powered by Wärtsilä dual-fuel engines. The 104 meter long vessel will have a hopper volume capacity of approxi-mately 8,000 cubic meters.

Fuel engine retrofi t conversion onboard Fure West tankerCaterpillar Marine is currently underway on another dual fuel engine retrofit conversion onboard the 472 foot Fure West tanker. The diesel engine will be retrofitted in hull to the 7 cylinder M 46 dual fuel platform, with each cylinder offering 900 kW of rated power.

Explore more at www.GREEN4SEA.com

ABB is working with MeteoGroup to equip 140 con-tainer ships from Maersk Line with advisory software to optimize routes, boost maritime safety and protect precious cargo based on factors including the hull design and the weather; helping them avoid condi-tions that could be harmful to the ship, its crew or its cargo. The deal will see ABB combine its Octopus motion-monitoring, forecasting and decision-sup-port software, which improves vessel availability and safety, with MeteoGroup’s SPOS Seekeeping plug-in. Once fi tted on Maersk Line ships, this will enable captains to defi ne on-board loading conditions, and more accurately determine areas of the ocean where their ship’s motion is likely to exceed threshold values. Routes can then be optimized automatically to skirt adverse conditions, ensuring cargo arrives safely and

on-time at its destination port. The software takes into account not only environmental conditions such as wind, currents and swell but also the eff ect these changing conditions may have on the ship’s behavior.

GasLog announced the completion of the LNGreen joint industry

project. The LNGreen joint indus-try project brought together experts from GasLog, DNV GL, GTT and HHI to develop a state-of-the-art, next-generation, LNG carrier. The vessel concept has a signifi cantly improved environ-mental footprint, a higher level of energy effi ciency, an improved boil-off rate, and improved cargo capacity. Applying 2-stroke pro-pulsion technology makes the vessels very well suited to future LNG trading patterns. GasLog conducted an analysis of his-torical fl eet data and identifi ed

LNG carrier joint industry project completed

a number of operational param-eters and restrictions that should be included in the design of the next generation LNG carrier, such as average sailing speeds, opera-tion times and compatibility issues. GTT and HHI focused on cargo containment optimiza-tion in parallel with hull shape improvement. The tank shape,

necessary reinforcements and boil off rate calculations were examined to develop alternative cargo tank designs that could yield additional cargo capacity, whilst also taking into consider-ation recently introduced regu-latory and compatibility restric-tions. Following a model-based approach through the usage of high tech DNV GL Cossmos software, various confi gurations in terms of propulsion options (both 2-stroke and 4-stroke) and mechanical energy saving devices (economizers, shaft gen-erators) were assessed prior to concluding the proposed opti-mized design.

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technology

38 | GREEN4SEAlog | issue 05 | autumn 2015

Cruise operator orders LNG-powered mega ships

Costa Cruises announced an order to build two next-generation cruise

ships which will feature a revo-lutionary “green design”. The two ships will be the fi rst in the cruise industry (together with the two new ships previously announced for Aida Cruises, the German brand of Costa Group) to be LNG powered. The two ships will be built by Meyer shipyard in Turku, Finland, with delivery in 2019 and 2020. Each of them will exceed 180,000 gross tonnage, off ering more than 2,600 passenger cab-ins for a total of 6,600 passengers onboard. Costa new ships will be

will be stored onboard the ships and used to generate 100 percent power at sea – producing another industry-fi rst innovation for Costa

the fi rst in the cruise industry to use LNG in dual-powered hybrid engines to power the ship both in port and on the open sea. LNG

LNG ATB receives ABS Approval in PrincipleA LNG-bunkering Articulated Tug Barge (ATB) designed by Jensen Maritime, has been granted “Approval in Principle” by ABS. Ideal for mobile bunkering, Jensen’s ATB is also oceans rated, meaning that allows the vessel to facilitate the transfer and use of small-scale LNG in places with limited infrastructure, including off shore locations. The ATB will be built with four 1,000- m3 Type C LNG tanks (seven bar working pressure), enough LNG to fi ll up a large containership twice before

having to replen-ish its own supply. The ATB will carry 30,800 gallons of fresh water and 90,100 gallons of ballast water and provides enough space for 12 crew-members. Safety features include a

double hull, designed to help to protect the ATB’s 4,000-gallon fuel tank, and fi refi ghting capabili-ties. Classed as a fi refi ghting vessel (FFV-1), the vessel is well equipped to handle emergencies on board and can satisfy most requirements to have at least one FFV-classed tug escorting LNG tankers into port. Finally, because there is no linkage between the tug and barge, the two can disconnect quickly in the event of emergency.

Contract for the fi rst FLNG in the USBechtel has been selected by Delfin LNG to perform front-end engineering and design for the first U.S.-based FLNG ves-sel to go into service at Port Delfin, a proposed deepwater port and floating LNG facility, 50 miles off Cameron Parish, Louisiana.

Totem inks LNG conversion deal with KeppelTotem Ocean has signed a contract with Keppel Ship-yard for the conversion of the Midnight Sun to dual fuel LNG propulsion. Once complete, the Midnight Sun will be reducing emissions of PM by 91 percent, NOx by 100 percent, SOx by 90 percent and carbon dioxide by 35 percent.

New Arctic Shuttle Tanker series built in KoreaThe steel cutting ceremony for the third ship of the project 42K Arctic Shuttle Tanker was held at the Korean shipyard Samsung Heavy Industries during July. A series of six oil tankers has been ordered by PAO Sovcomflot for oil trans-portation from Novoportovs-koye field.

Bunker monitoring system for Nigeria launchedCitracks Telematics Solutions Limited will launch ‘Marine Fuel Management System’ to enable ship owners reduce fuel consumption, enjoy better fuel efficiency and save cost from fuel usage onboard the ship

in brief

www.SQEMARINE.com

User Friendly for Crew, 3rd Parties & OfficeMin Size / Compact – fully tailoredExtended use of Posters & 1-page formsEasily adaptable for MLC, ISO Standards

OHSAS 18001, ISO 50001, TMSA etc.Risk Management ready on every doc/formMonitoring & implementation tools included

Learn more www.SQEMARINE.comEst. 1998/16 + years in serviceMost Lean/Practical SMS in the

market (small/compact size)450+ Management Systems DeliveredOne Stop shop for all SQE issuesExtended Support Schemes provided

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www.SQEMARINE.com

User Friendly for Crew, 3rd Parties & OfficeMin Size / Compact – fully tailoredExtended use of Posters & 1-page formsEasily adaptable for MLC, ISO Standards

OHSAS 18001, ISO 50001, TMSA etc.Risk Management ready on every doc/formMonitoring & implementation tools included

Learn more www.SQEMARINE.comEst. 1998/16 + years in serviceMost Lean/Practical SMS in the

market (small/compact size)450+ Management Systems DeliveredOne Stop shop for all SQE issuesExtended Support Schemes provided

Looking for the leading SMS in the market ?

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sustainability

40 | GREEN4SEAlog | issue 05 | autumn 2015

Sustainability is now fi rmly on the global business agenda, but there is an ur-gent need to turn words

into action. This is a key conclu-sion in the independent report: “Impact – Transforming Business, Changing the World” prepared by DNV GL on behalf of the United Nations Global Compact. report findingS

• Sustainability is gradually penetrating deeper into markets and sectors all around the world. Global Compact signatories are present in 156 countries, and 25% of the world’s largest companies have joined.

• A deeper understanding of the complexity and interdepen-dence of global challenges has emerged. Partnership and col-laboration are the new norm.

• More sustainability issues – equality, climate change and cor-ruption – are now on the corpo-rate agenda because they impact performance.

• Business has become more strategic, systematic, integrated, transparent and collaborative re-garding sustainability.

• Leading companies are ahead of regulation and drive the debate to make regulations smarter. Yet these companies are in the minority, and less progres-sive companies are blocking posi-tive change.

• The fi nancial sector shows positive developments – through

its support for the Principles for Responsible Investment, rapid development of green bonds and Sustainable Stock Exchanges Initiative.

• The local Global Compact networks are very eff ective in en-gaging local businesses around the issues that are important for that particular country or region.

• The jury is still out on whether a sustainable and inclusive econ-omy will be achieved. But the UN Global Compact has undoubt-edly helped to change the under-standing of corporate responsibil-ity all around the world.

• Some companies are talk-ing about a ‘net zero footprint’ in terms of carbon, water and waste, and some leaders have established concrete goals for reaching zero footprint levels. This is highly promising and such companies will get many follow-ers.

• Leading companies are also beginning to look for ways to turn

sustainability risks into new busi-ness opportunities.

key changeS toWardS 2030

1 “Sustainability is the business of business” – we need to

mobilize the vast majority of com-panies. Sustainability must be part of daily business – embedded in our business models and long-term goals and making sure we add value to society.

2 “Breaking down barriers, energizing positive drivers” –

how we can enable conditions to speed up change. It is a matter of better and smarter governance and regulations. Providing the right directional support and shift-ing investor practices.

3“New thinking for a new real-ity” – changes will come. We

should inspire change by show-casing new business opportuni-ties and sustainable solutions. And we should demonstrate that business is ready for the transfor-mation.

MoSt iMportant MeaSureS for faSt MoBiliZation

• The business sector can like no other contribute human and fi nancial capacity, technology and innovation and should step up the eff orts.

• Progressive companies are already urging governments to enact policies that support sus-tainable business practice. One example is to establish a price on carbon – regionally or glob-ally. This would be a powerful signal.

• Responsible investment is another key measure. We should also stop absurd and detrimental subsidies that hinder progress. Gender equality is a critical part of the solution. We will see a mul-tiplier eff ect if we invest in wom-en’s education and economic empowerment and in securing women’s rights.

• Leaders across all domains must take responsibility for steer-ing the world towards a resilient, stable and equitable future.

The report concludes that the UN Global Compact, as the world’s largest corporate sustain-ability initiative, and the business community have had an impact on the development of sustain-ability over the past 15 years. Recommendations that must be implemented to accelerate prog-ress towards a more sustainable future are also highlighted in the report, which may be found at http://goo.gl/KwtRdY

UN transforms business’ commitment to sustainability

sustainability

autumn 2015 | issue 05 | GREEN4SEAlog | 41

in brief

M PA Singapore has published its inaugu-ral Sustainability and

Integrated Report titled “Towards a Future Ready Maritime Singa-pore“ which includes actions taken by the MPA Singapore for Environmental Sustainability:

1 Reducing emissions from bunkering and ship fuel

MPA is working with the fuel industry to ensure the availabil-ity of ECA compliant marine fuel oil in the Port of Singapore. Also, MPA has been preparing to meet the new stringent operational demands of LNG shipping and bunkering in the port of Singa-pore.

2Protecting waters from con-taminants and pollutants

MPA has in place the Marine Emergency Action Procedure to deal with oil and chemical spills, as well as other marine incidents eff ectively. In dealing with inci-dents involving bulk chemicals, hazardous and noxious sub-stances, carried by ship at sea and at terminals, MPA has developed the Chemical Contingency Plan,

MPA Singapore issues Annual Report for 2014

which is also a supplement to the MEAP. To test and demonstrate Singapore’s readiness to respond eff ectively to marine incidents, regular emergency exercises are conducted with the relevant agencies, port facility opera-tors and shipowners to test the response actions detailed in the MEAP. Also, MPA has supported equipment manufacturers to obtain basis approval from IMO to develop ballast water treatment systems.

3Running a clean and e� -cient port

MPA provides free waste collec-tion services for ships berthing in the port. The waste collected is brought to the National Envi-

ronment Agency’s Tuas waste-to-energy plant for proper disposal. MPA also provides dis-posal services for bulky waste for a fee.

4Minimizing congestion of port roads

To maintain a smooth traffi c fl ow within and around the port, MPA worked with LTA during the early port planning stage to plan and design an effi cient road system for the port

5Building a next generation port

The new Tuas port will be imple-mented in four phases, leading to the development of a mega con-tainer terminal. Read the report http://goo.gl/LaqbfM

Long Beach port celebrates environmental successesShipping lines, environmental organizations, trucking com-panies, terminal operators and a railroad were honored by Long Beach Mayor and the Port of Long Beach at the 2015 Environmental Achievement Awards http://goo.gl/fwnLZa

MOL issues Safety, Environmental and Social Report MOL announced the publica-tions of its Safety, Environ-mental and Social Report 2015. The report provides a detailed look at MOL’s Envi-ronment, Society, Governance activities, its social role in the ocean shipping industry, and initiatives on safe operation. The report also introduces MOL CHART http://goo.gl/fOS400

GAC joins World Ocean CouncilAs part of its commitment to sustainability, the GAC Group has become a member of the WOC; the company will support international initiatives that promote sustainable develop-ment and conservation of the ocean, and will continue to actively pursue developments that reduce the environmental impact of shipping operations.

Singapore to host UNCLOS disputesA recent Joint Declaration marks a major move for Singa-pore to become a venue in Asia for proceedings regarding the International Tribunal for the Law of the Sea.

Stay updated at www.GREEN4SEA.com

Oil and Gas majors call for carbon pricingMajor oil and gas companies, BG Group plc, BP plc, Eni S.p.A., Royal Dutch Shell plc, Statoil ASA and Total SA, announced their call to governments around the world and to the UNFCCC to intro-duce carbon pricing systems and create clear, stable, ambitious policy frameworks that could eventually connect national systems. The six companies set out their position in a joint letter from their chief executives to the UNFCCC Executive Secretary and the President of the COP21. This comes ahead of the UNFCCC’s COP21 climate meetings in Paris this December. With this joint initiative, the companies recognize both the importance of the climate challenge and the impor-tance of energy to human life and well-being. They acknowledge the current trend of greenhouse gas emissions is in excess of what the Intergovernmental Panel on Climate Change says is needed to limit global temperature rise to no more than 2 degrees Centigrade, and say they are ready to contribute solutions.

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sustainability

42 | GREEN4SEAlog | issue 05 | autumn 2015

Institute for sustainable coasts and oceans launchedThe National Oceanography Centre and the University of Liverpool have entered into a new strate-gic partnership creating the Institute for Sustainable Coasts and Oceans (ISCO). The new Institute is a collaborative venture that brings together marine scientists, social scientists, engineers and economists to meet the challenges of a changing ocean and a changing coastal population. It will provide the improved connectivity between experts in these diff erent fi elds and through world-class research will provide the knowledge needed to deliver sustainable management of the coast and our coastal seas.

Port Metro Vancouver focus on green practicesPort Metro Vancouver has issued its Sustainability Report to explain how Port Authority will promote long-term sus-tainable development of the gateway up to 2050 where its target is to ”plan for the long term by tracking key drivers of change, using scenarios to challenge assumptions and identifying opportunities to integrate sustainability into busing planning process and strategic priorities’’ http://goo.gl/iiZFy7

Port of Prince Rupert expands green programThe Green Wave program pro-vides incentives for shipping companies to install emission-reduction technology or other sustainable systems on ves-sels. The Port Authority offers discounts on harbour dues when such vessels call at the Port of Prince Rupert. In 2014, participation grew to 140 ves-sels, accounting for nearly half of the Port’s 494 vessel annual calls.

Update on CARB’s Sustainable Freight PathwaysCARB posted has updated its Sustainable Freight Pathways to Zero and Near-Zero Discus-sion Document. The Document recommends specific mea-sures and actions to reduce health risk from diesel PM and meet the State’s air quality attainment and climate needs http://goo.gl/iUCBxh

in brief

According to a new report by the Global Commission on the Economy and Climate,

2015 is a year of unprecedented opportunity towards a low-carbon future.

highlightS• 2015 is a year of unprece-

dented opportunity.• A goal once seen as distant –

to end extreme poverty, achieve broad-based prosperity and secure a safe climate, all together – is increasingly within reach.

• Technological innovation, new economic trends, and new political commitments are now combining to build momentum for change

• At the same time, the costs

Towards a low-carbon future

of continuing the current fossil fuel-based economic model are becoming ever clearer.

• While CO2 emissions are beginning to decouple from growth in both advanced and some emerging economies, this process needs to accelerate if we are to avoid the worst impacts of climate change on human welfare and the global economy.

• Achieving a new international climate agreement in Paris would provide a vital foundation for building a lower-carbon and more resilient global economy, sending a strong signal to businesses and investors.

• This report identifi es 10 key areas of opportunity for stronger

climate action which will also bring signifi cant economic ben-efi ts. Together, it is estimated that these could achieve at least 59% and potentially as much as 96% of the emissions reductions needed by 2030 to keep global warming under 2°C

The Global Commission urges the international community to seize the opportunity in 2015 to put the world on a pathway to low-carbon, climate-resilient growth and development. Cooperative action, between governments at all levels and with the private sec-tor, international organizations and civil society, can help achieve both better growth and a better climate http://goo.gl/E1JBQu

sustainability

autumn 2015 | issue 05 | GREEN4SEAlog | 43

in brief

Hydrogen fuel cell unit to provide renewable power to Honolulu portPort of Honolulu facility, San-dia National Laboratories is leading the Maritime Hydro-gen Fuel Cell project to test a hydrogen-fuel-cell-powered generator as an alternative to conventional diesel genera-tors.

Building talent pool for oil and gas sectorLR Energy suggests ways in order to build a talent pool of candidates for the oil and gas sector of the future http://goo.gl/EQa4aF

MOL receives awards for environmental compliance

MOL announced that the company has earned rec-ognition from the ports of

both Los Angeles and Long Beach, California, for its eff orts to ensure compliance with standards that call for vessels to slow down within 40 nautical miles (nm) of the shore. The Port of Los Angeles the Vessel Speed Reduction Program and Port of Long Beach introduced the Green Flag Program. The programs urge vessel operators to slow down to 12 knots or less within a certain range of the ports to reduce emissions of carbon dioxide (CO2), nitrogen oxide (NOx), and sulfur oxide (SOx) in coastal areas

• www.SAFETY4SEA.com• # 1 Dedicated Maritime

Safety Site Globally• 40,000+ visitors Monthly• News, Opinions, Alerts

• SAFETY4SEA LOG• Safety & Quality issues • Quarterly Magazine• 50,000+ copies Circulated

globally every year

• SAFETY4SEA Forum• Every October in Athens• 900 + delegates / 400

companies represented• Largest Shipping Safety

Forum Globally

www.SAFETY4SEA.com

to conserve coastal environment, and off er annual rewards to vessel operators that achieve extraordinary compliance percentages. Every year, a total of 250 MOL Group-operated vessels including containerships call-ing at MOL’s TRAPAC container termi-

nal, as well as car carriers, tankers, and bulkers, navigate through the area covered by the speed standards. The ports have clearly appreciated the company’s eff orts to comply with the program and contribute to a cleaner coastal environment.

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green reports

44 | GREEN4SEAlog | issue 05 | autumn 2015

Marine fuel choice for ocean going veSSelS Within ecaSPublisher US EIAResidual fuel oil consumption in the ECAs drops precipitously in 2015 when the ECA provisions begin but rises again when scrubbers are installed on the new fl eet ofships

the 2015 neW cliMate econoMy reportPublisher Global Commission on the Economy and ClimateThe report says that 2015 is a year of unprecedented opportunity towards a low-carbon future. It identifi es ten key areas of opportunity for stronger climate action which will also bring signifi cant economic benefi ts

national BWM reQuireMentSPublisher Lloyd’s Register MarineA synopsis of a number of known national, regional and local ballast water management regulations and known bio-fouling management regulations and requirements.

iMpact – tranSforMing BuSineSS, changing the World Publisher DNV GL & UN Global Compact Sustainability is now fi rmly on the global business agenda, but there is an urgent need to turn words into action.

Safety, environMental and Social report 2015Publisher MOL GroupMOL report introduces priority issues and actions taken.

green reports

autumn 2015 | issue 05 | GREEN4SEAlog | 45

toWardS a future ready MaritiMe SingaporePublisher MPA SingaporeThe report also includes actions taken by the MPA Singapore for Environmental Sustainabilit.

GREEN4SEA Reports Library at www.GREEN4SEA.com/Reports

M/v MarathaSSa fuel oil Spill revieWPublisher Canadian Coast GuardCCG presents 25 recommendations to improve the oil spill response regime

Zero eMiSSion White paperPublisher Port of Los AngelesA proposed near-term plan for encour-aging zero emission technology use in maritime goods movements. By 2020, the Port plans to facilitate testing and development of up to 200 zero emis-sion vehicles.

lng Bunkering: technical and operational adviSoryPublisher ABSThe advisory explores the benefits, chal-lenges, and solutions associated with fuelling vessels equipped with LNG power systems

StandardS & guidelineS for natural gaS fuelled Ship projectSPublisher SIGTTO & SGMFThe LNG marine transportation industry has an excellent safety record which stems from adher-ence to rigorous codes and standards for the design, construction and operation of both the LNG vessels and the marine terminals where they load/ discharge cargo

carBon eMiSSionS accounting MethodologyPublisher Clean Cargo Working GroupThe methodology is used by container carrier operators worldwide. The report includes guidance to its applicability and proper use for performing emis-sions calculations, benchmarking.

guidance for the prevention of rollover in lng ShipSPublisher SIGTTO“Rollover” refers to the rapid release of LNG vapour that can occur as a result of the spontaneous mix-ing of layers of different densities of LNG in a stor-age or cargo tank.

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video review

46 | GREEN4SEAlog | issue 05 | autumn 2015

Shell’s prelude flng takes shapeThe full scale of Shell’s Prelude FLNG project becomes clear as the last of the topside modules is safely installed.

rapid melting of alaska’s glaciersAlaska’s glaciers are melting sending 75 billion tons of water into the ocean each year

venice offshore-onshore port systemPositioned 8 miles off shore, where the sea bed is at least 20 metres deep, the platform will harbour an energy terminal and a container terminal able to accommodate up to two latest generation container ships simultaneously.

uScg cutter healy visits the arcticUSCG Commanding Offi cer talks about Cutter Healy’s missions in the Arctic this year.

echoes of Ship BreakingThe process of ship-breaking requires workers from the start to the end. Often to skirt costs; untrained contractual workers will be hired, safety equipment will be ignored and benefi ts will be skimmed.

port Metro vancouver 2050In 2010, Port Metro Vancouver embarked on a strategic visioning process called Port 2050. The results of the process, including four scenarios telling alternative stories of port’s future, are presented in this video.

video review

autumn 2015 | issue 05 | GREEN4SEAlog | 47

Stena germanica’s methanol conversionStena Germanica, operating the route Göteborg-Kiel, is the first ferry in the world to run on methanol.

Maritime Singapore Video preview of the National Geographic Maritime ingapore documentary initiated by MPA and the Singapore Shipping Association

GREEN4SEA Video Library at www.GREEN4SEA.com/Videos

how to stop invasive underwater speciesEgypt is enlarging the Suez Canal to double its ship capacity, and scientists worry that more Red-Sea creatures will then make their way into the Mediterranean. How might they be stopped?

Walk-to-Work projectThe story about the ‘KROONBORG’, the result of the innovative Walk-to-Work project.

icebreakers in the port of hamburgIn the Port of Hamburg, icebreakers are actually permanently deployed, because they are built as tugboats, working boats and icebreakers altogether.

Ship intelligence for cargo vesselsRolls- Royce’s future bridge operation experience concept (oX) for remote operated cargo vessels

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events calendar

48 | GREEN4SEAlog | issue 05 | autumn 2015

AcI EVENTS 12th Ballast Water Managementhttp://www.wplgroup.com/aci

16– 17 September 2015Singapore, Asia

INfORMA MARITIME EVENTS 4th Annual Ballast Water Management Technologyhttp://www.informamaritimeevents.com/

24- 25 September 2015Miami, US

SZ&W GROUP Deepwater Asia conference http://www.szwgroup.com

28 -29 September 2015Jakarta, Indonesia

IQPc fPSO World congress 2015http://www.fpsoasia.com/Default.aspx

29- 30 September 2015Singapore EXPO

INfORMA MARITIME EVENTS LNG fuel forumhttp://www.informamaritimeevents.com/

5- 6 October 2015Stockholm, Sweden

IBc 9th Annual fLNG conferencehttp://www.fl ngkoreasummit.com/

6-7 October 2015Seoul, Korea

SAfETY4SEA 2015 SAfETY4SEA forumhttp://www.safety4sea.com/forum

7 October 2015Athens, Greece

MERcATOR MEDIA GreenPort congresshttp://www.greenport.com/congress

7- 9 October 2015copenhagen, Denmark

AcTIA fORUM LNG Transport forumhttp://www.lngconference.eu/

14-16 October 2015Port of Valencia, Spain

KORMARINE KORMARINE 2015http://www.kormarine.com/

20-23 October 2015Busan, Korea

DMG EVENTS Gastech conference & Exhibitionhttp:// www.gastechsingapore.com

27-30 October 2015Singapore, Asia

NAMEPA NAMEPA Annual conference and Awards Dinnerhttp://www.namepa.net

29 October 2015New York, US

POLARIS 4th china International Shale Gas Summithttp://www.ourpolaris.com/2015/cisgs/

29-30 October 2015Beijing, china

AHOY Europort Netherlandshttp://www.europort.nl/

3-6 November 2015Rotterdam, Netherlands

AcI EVENTS 7th fPSO Vessel conferencehttp://www.wplgroup.com/aci

4-5 November 2015Houston, Texas

WOc Sustainable Ocean Summit 2015http://www.oceancouncil.org/

9-11 November 2015Singapore, Asia

MERcATOR MEDIA 6th Gas fuelled conferencehttp://www.motorship.com/gfsconference

10-12 November 2015Hamburg, Germany

AcI EVENTS 7th Arctic Shipping Summithttp://www.wplgroup.com/aci

11- 12 November 2015London, UK

DIGITAL SHIP Digital Ship Athenshttp://thedigitalship.com/athens15

11-12 November 2015Athens, Greece

AcI 7th Arctic Shipping Summithttp://www.wplgroup.com/

11-12 November 2015London, UK

INfORMA MARITIME EVENTS Green Ship Technology North Americahttp://www.informamaritimeevents.com/

17-18 November 2015Washighton, USA

fIGS EVENTS IMarEST’s Marine Electrical and control Systems Safety conferencehttp://www.mecss.org.uk

24-25 November 2015Bristol, UK

fLEMING EUROPE Small Scale LNG forumhttp://oilgas.fl emingeurope.com/

25-26 November 2015Antwerp, Belgium

BMc cHINA 3rd fPSO Design & Technology conferencehttp://www.bmc-china.cn/en

26-27 November 2015Shanghai, China

UBM MARITIME EVENTS Marintec china 2015http://www.marintecchina.com/en-us/

1-4 December 2015Shanghai, China

NIEc GROUP South East Asia LNG conference 2015http://www.lngsea-niec.com

9-10 December 2015Malaysia, Asia

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Page 27: GREEN4SEAlog - SAFETY4SEA · PDF file · 2016-08-31GREEN4SEAlog QUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015 EMSA Sulphur Inspection Guidance The Fuel Trilemma

GREEN4SEAlogQUARTERLY EDITION | ISSUE 05 | OCTOBER - NOVEMBER - DECEMBER 2015

EMSA Sulphur Inspection GuidanceThe Fuel TrilemmaTo scrub or not to scrub?The USCG Type Approval

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