GREEN4SEAlog - SAFETY4SEAwas named at HSHI, South Korea. It is the first to receive DNV GL’s new...

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GREEN 4SEAlog QUARTERLY EDITION | ISSUE 04 | JULY - AUGUST - SEPTEMBER 2015 2015 GREEN4SEA Forum successfully concluded IMO MEPC 68 Outcome Future Fuel Options New EU MRV industry acceptance 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 • How shipping companies may decide on marine fuels • IBIA calls for greatest use of ISO specs EMISSIONS • Third IMO GHG Study published • Marshall call for new target to cut shipping emissions BALLAST • The 10 Myths about Ballast Water Treatment • Industry faces dilemma on BWM GREEN SHIPPING • ICS warns of chaos caused by regional regulation • The benefits of retrofitting green technology TECHNOLOGY • World’s longest ever LNG- powered journey • Ships are getting new bulbous bow to save fuels SUSTAINABILITY • ICS highlights ocean governance issues • Information era moves into the engine room

Transcript of GREEN4SEAlog - SAFETY4SEAwas named at HSHI, South Korea. It is the first to receive DNV GL’s new...

Page 1: GREEN4SEAlog - SAFETY4SEAwas named at HSHI, South Korea. It is the first to receive DNV GL’s new GAS READY notation. (Story p.33) Evergreen Line commenced installation of ClassNK-NAPA

GREEN4SEAlogQUARTERLY EDITION | ISSUE 04 | JULY - AUGUST - SEPTEMBER 2015

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4Fuels• How shipping companies may decide

on marine fuels• IBIA calls for greatest use of ISO specs

emissions• Third IMO GHG Study published• Marshall call for new target

to cut shipping emissions

Ballast• The 10 Myths about

Ballast Water Treatment• Industry faces dilemma

on BWM

Green shippinG• ICS warns of chaos caused

by regional regulation• The benefits of retrofitting green

technology

technoloGy• World’s longest ever LNG- powered

journey• Ships are getting new bulbous

bow to save fuels

sustainaBility• ICS highlights ocean

governance issues• Information era moves

into the engine room

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index

summer 2015 | issue 04 | GREEN4SEAlog | 1

GREEN4SEAlogQUARTERLY EDITION

ISSUE 04JULY - SEPTEMBER 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 2015 GREEN4SEA Athens Forum successfully

concluded on 22nd April12 IMO MEPC 68 Outcome14 Future fuel options16 ΜΑΝ Light Running Margin Update18 Latest EU MRV developments

FUELS20 LNG bunker demand forecast 20 Focus on LNG technical risks21 ABS updates guidance on LNG bunkering

22 Are new ships less fuel efficient than those built in 1990?

22 IBIA calls for greatest use of ISO specs23 Marine diesel engine lubrication warning

EMISSIONS24 EU MRV implementation deadlines24 Drop in CO2 emissions reported25 Third IMO GHG Study 2014 published25 Emission reduction target difficult to meet26 Marshall Islands call for new target to cut

shipping emissions26 Port of Antwerp grants discount27 Scrubbers: An economic and ecological

assessment

BALLAST28 The 10 Myths about Ballast Water Treatment28 Roadmap for the implementation of the BWM

Convention30 Shipping industry faces major dilemma on BWM30 VLCC tanker designs with less ballast offer more

savings

31 LR approved as independent laboratory by USCG for BWTS approvals

31 Deballasting problems in Ukraine

GREEN SHIPPING32 Nairobi Wreck Removal Convention enters into

force33 Shipping banks assess vessel efficiency33 The benefits of retrofitting green technologies34 The benefits of retrofitting green technologies34 Pole route offers advantages for port of

Rotterdam

TECHNOLOGY36 World’s first methanol ferry36 ClassNK releases PrimeShip-GREEN/ProSTA37 NYK orders next generation LNG carriers to

transport shale gas37 Kongsberg equips new polar research

icebreaker38 DNV GL develops unmanned FLNG Concept39 World’s Longest Ever LNG-powered journey

SUSTAINABILITY

40 K Line: Navigating for sustainability40 DNV GL CEO joins UN Global Compact Board41 SSI highlights developments across

sustainability challenges42 Information era moves into the engine room42 EPA funds clean diesel projects at US ports

44 GREEN REPORTS46 VIDEO REVIEW48 EVENTS CALENDAR

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

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editorial

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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 available via Social Media platforms and YouTube or via subscription to the electronic editions of SAFETY4SEA or GREEN4SEA.

On this edition, key coverage from the latest MEPC includes the adoption of the environmental requirements of the Polar Code and progress on ballast water. Industry is confident that the BW Convention is about to become effective soon as only 2,14% more of the world tonnage is still needed. Industry has expressed disappointment over the new EU MRV rules with the fear that IMO negotiations would be stepped aside. Also, there was strong reaction from NGOs when IMO decided not to proceed with an emissions reduction target at MEPC 68, a proposal presented by the Marshall Islands.

For those wishing to support the GREEN4SEA please see the opposite of the back cover page to subscribe to either on the paper or the digital edition of the GREEN4SEA and stay tuned on the web and social media as always! We have also included a new subscription item, our Corporate Service pack, to enhance the Safety Culture across shipping companies and onboard managed vessels. Trust you enjoy this issue and stay tuned at www.green4sea.com for the latest updates. 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

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green highlights

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Mr Morooka, ICS Chairman, warned about the dangers of regional maritime regulation highlighting the big problems caused by different BW regime and MRV regulation. (Story p.32)

Learn more at www.GREEN4SEA.com

The 2015 GREEN4SEA Forum successfully concluded on Wednesday 22nd of April 2015 in Eugenides Foundation Athens attracting 950 delegates from 25 countries representing a total of 450 organizations. (Story p.8)

IMO MEPC 68 adopted the environmental requirements of the Polar Code and associated MARPOL amendments to make the Code mandatory (Story p.12)

Singapore MPA and the Port of Rotterdam Authority signed MOU to exchange information on marine services and to jointly collaborate on R&D in the areas of service efficiency and optimization.

Dalian and LR completed joint industry project to develop a minimum ballast ship VLCC, and also developed reduced ballast Suezmax and Aframax tanker designs. (Story p.30)

Kenya has ratified the Nairobi International Convention on the Removal of Wrecks which entered into force on April 14th, 2015 (Story p.32)

LISCR entered into a partnership with ESF to reduce global carbon emissions and promote a greener Liberian fleet.(Story p.32)

UN Sec-Gen appointed Dr Henrik O. Madsen, DNV GL CEO, as a new board member to the UN Global Compact board, the world’s largest voluntary corporate sustainability initiative. (Story p.40)

“NAMEPA is honored to welcome as a new member ClassNK- a highly respected marine industry organization dedicated to the highest level of corporate responsibility.’’, said Mrs. Lyden-Kluss following the announcement of NAMEPA’s new member

DNV GL hosted Norwegian State Secretary to talk about the potential LNG may have for the future of shipping industry.

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‘’The disappointingly slow pace of ratifications of the Ballast Water Management Convention continues to concern me deeply.’’ stated Mr.Sekimizu during his opening speech at IMO MEPC 68. (Story p.28)

NASSCO hosted a keel laying ceremony for the first ECO tanker under construction including a BWTS, for SEA-Vista LLC

Kathi Stanzel, INTERTANKO MD, spoke on fuel and environmental issues at NOR Shipping during Waves of Change Conference organized by WISTA.

Stay updated at www.GREEN4SEA.com

GAC demonstrates commitment to environmental issues by signing up to the Green Award Foundation’s incentive scheme (Story p.34

Port of Rotterdam introduced a new technology; by using robots the Port will ensure a more rapid and safer oil spill clearance in the event of an accident.

Barzan, the first in a series of six 18,800 TEU container vessels ordered by UASC, was named at HSHI, South Korea. It is the first to receive DNV GL’s new GAS READY notation. (Story p.33)

Evergreen Line commenced installation of ClassNK-NAPA GREEN software on chartered container vessels. (Story p.36)

IMO Sec-Genl Koji Sekimizu delivered a passionate appeal for ratification of the BWM Convention during Panama Maritime XII conference

CCS awarded world’s first SCR IMO Tier III Approval in Principle; MAN Diesel & Turbo reached historical IMO Tier III milestone for entire four-stroke engine portfolio.

Global maritime community met at Nor-Shipping in Oslo, June 2-5, 2015

2015 Nor-Shipping Awards recognized achievements in three areas – energy efficiency, innovative ship design and young entrepreneurship.

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2015 GREEN4SEA Athens Forum successfully concluded on 22nd April

The 2015 GREEN4SEA Forum, a PRO BONO event, successfully con-cluded on Wednesday

22nd of April 2015 in Eugenides Foundation Athens attracting 950 delegates from 25 countries representing a total of 450 orga-nizations.

A unique panel of 25 global experts debated on sustainabil-ity and energy efficiency in the industry, fuel options for compli-ance with new Regulations and updates on Ballast Water Man-agement. Positive feedback on the presentations together with roundtable discussions proved the programme and speakers gave a great insight into green shipping issues.

The event organized by SQE-4SEA and sponsored by Bureau Veritas, ERMA FIRST ESK Engi-neering, Lloyd’s Register, Schnei-der Electric and SKAI in the media for the event coverage. Other sponsors include: ABS, American P&I Club, Chart Industries, DNV GL Maritime, Dorian LPG, Drew Marine, Du Pont/BELCO, ECO-SPRAY Technologies, Kyklades Maritime Corporation, Nakashima Propellers, NAPA, Poseidon Med, SKF Marine, SQEACADEMY, SQE-MARINE, Transmar Shipping, Trojan Marinex, UK P&I Club, VAF Instruments, Wartsila and Yara Marine Technology.

The event supported by Chios Marine Club, ECOMASYN, ECSA, EENMA, EΛΙΝΤ, Green Award Foundation, HEMEXPO,

INTERTANKO, MARTECMA, NAMEPA, QACE, WIMA and WISTA.

During his welcome address Apostolos Belokas, Founder and Managing Editor of GREEN4SEA, as the Forum Chairman, outlined the objectives of this PRO BONO event, including fostering Sus-tainability and promoting Best Practices for a greener shipping industry.

Presentations were given in four sessions as follows:

SeSSion 1 SuStainable Shipping • Stamatis Fradelos, ABS, pre-sented an update on the most important international and regional regulatory develop-ments in the environmental arena highlighting the most interesting submissions under discussion at MEPC 68.• William H. Moore, Ameri-can P&I Club presented Club’s guide ‘Welcome to the USA’ and explained how to comply with key regulations of which ship-owners should be aware when trading to and from the US.• Benoit Loicq, ECSA, presented EU/IMO approach on the safe and environmentally sound ship recycling highlighting that the EC must ensure the implementation of the EU Regulation provides recycling yards with incentives for sustainable practices.• Sotiris Raptis, Transport & Environment analysed how the new EU Regulation on MRV impacts new rules on cargo own-ers’ decisions noting that accord-ing to the Third IMO GHG Study the projected increase in trans-port demand will offset any effi-ciency gains.• Klaus Grensemann, QACE, gave his feedback on the role of QACE towards sustainable ship-ping.• Panayiotis Mitrou, Hellenic Lloyd’s SA, focused on the Posei-don Med project and referred to

the opportunities arising from the adoption of LNG as a marine fuel. The aim of the project is to revive the shipping sector through the planning and executing of a smooth transition for East Medi-terranean shipping to a new era, the Gas era

SeSSion 2 energy efficiency• Jarle Coll Blomhoff, DNV GL Maritime explained that there are two main drivers for

SPEAKERSSESSION 1

Stamatis Fradelos

Jarle Coll Blomhoff

John Kokarakis

Joseph J. Angelo

William H.Moore

Konstantinos Kanellakis

Joris van Kreij

Gary Croot

Benoit Loicq

Albert Leyson

Maria Kyratsoudi

Cedric Chatteleyn

Sotiris Raptis

Gerald Rolfe

Kai Låtun

Leif Eric Caspersen

Klaus Grensemann

Edwin Schuirink

Gilberto Rubini

Stelios Kyriacou

Panayiotis Mitrou

Yoshihisa Okada

Marco Dierico

Juha Kiukas

SESSION 2

SESSION 3

SESSION 4

improving tanker energy effi-ciency; changing vessel design and reducing losses by improv-ing operation. He also provided actual data of the energy effi-ciency project with Euronav.• Konstantinos Kanellakis, Schneider Electric, gave a pre-sentation on the energy effi-ciency potential of using vari-able speed drives to run fans and pumps. He analysed the issues that may arise by the use of drives on ships, like harmonics, electro-

magnetic interference (EMC) and voltage peaks.• Albert Leyson, Drew Marine, covered the next generation fuel management solutions on a risk-based approach by analysing fuel quality, fuel specifications, com-ponent maintenance and system upset.• Gerald Rolfe, SKF Marine, focused on the Condition Based Maintenance which optimizes asset efficiency and provides to ship operators clearly improved

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equipment reliability and improved health and safety.• Edwin Schuirink, VAF Instru-ments, covered issues relevant to monitoring hull and propel-ler efficiency; an important issue as the world fleet is sailing with approx.30% added resistance due to fouling. • Yoshihisa Okada, Nakashima Propeller, gave a presentation on the propeller and new energy saving devices for EEDI by illus-trating the example of a new propeller included FRP which has higher strength than Nickel Alu-minuim Bronze.

SeSSion 3 fuel optionS• John Kokarakis, Bureau Veritas, presented the available future fuel options. He concluded that LNG could be a major fuel in the shipping sector from 2020 up to 2070 and after 2070 fuels such as hydrogen, synthetic fuels and biofuels may be chosen depend-ing on the characteristics of the ship• Joris van Kreij, Chart Indus-tries, gave an update on the LNG ship fuel systems and focused on the importance of high grade insulation of LNG tanks. He rec-ommended selecting a supplier with extensive experience in building vacuum insulated tanks.• Maria Kyratsoudi, Hellenic Lloyd’s, presented the challenge up to 2020 for SOx compliance. She analysed how exhaust gas cleaning may be a mature indus-trial technology, however the decision of using scrubbers is not straightforward. She concluded that operators need to consider their own financial modelling and asset statues to develop tailored solutions.• Kai Låtun, Yara Marine Tech-nologies AS, analysed under which conditions the profitability of a scrubber investment should be evaluated. He gave some con-crete examples of scrubber instal-

lations onboard vessels, illustrated how to calculate payback time for a scrubber investment and also reviewed the costs of alternative consumables during installation.• Gilberto Rubini, ECOSPRAY Technology, gave a presentation on how to comply with emissions limits and meet shipowners’ oper-ational needs. He explained that Exhaust Gas Cleaning Systems ensure no polluting discharges into the sea as well as no particu-late and PAH in the combustion fumes.• Marco Dierico, DuPont/BELCO, covered the benefits, the technol-ogy and market trends of scrub-ber systems. Benefits relate to the long term savings on fuel. Trends are showing a substantial price reduction for scrubbers. Also pas-senger ships & Ro-RO ferries tend to open and hybrid loop systems.

SeSSion 4 ballaSt Water ManageMent• Joseph Angelo, INTERTANKO, provided a presentation on the Shipowners’ concerns with Bal-last Water Management related to both the IMO BWM Convention and the USCG BWM Regulations. He informed the forum about the initiatives INTERTANKO and the shipping industry have taken to address these concerns at IMO and the successful outcome of these initiatives.• Gary Croot, IMESA, analysed the regulatory and legislative status in the US of BWM and how affect shipowners. He also advised the audience where to focus for type approval process and covered VGP/ USCG similari-ties and differences.• Cedric Chatteleyn, Thomas

Miller Hellas, presented a num-ber of issues concerning the abil-ity of ship owners to comply with BW Convention, the effectiveness of the equipments to treat ballast waters and the reliability of the sampling and testing procedures.• Leif Eric Caspersen, ERMA First, analysed the ten myths about the Ballast Water Treatment highlighting that it is never late to do anything about the environ-ment with all the ballast water being carried around the world. • Stelios Kyriakou, Wartsila, covered the ballast water issues in order to act as a reminder of the reasons for the Ballast Water Convention. The international and local regulations were exam-ined from the standpoint of per-formance and equipment type approval processes. • Juha Kiukas, Trojan Marinex, gave feedback on the USCG type approval. He concluded that USCG AMS approval is only an interim solution and paths to type approval vary. Many ship owners question UV based solu-tions due to so called “live versus dead” issue”. USCG has however the ability to accept alternative test methods like the MPN, widely used for UV based systems.

All sessions ended with a round table discussion and exchange with the audience.

Finally Apostolos Belokas, Forum Chairman, thanked the delegates for their participation, the sponsors for their support and the speakers for their excel-lent presentations and also the organizing team of the event for their contribution towards forum objectives.

All speakers videos have been uploaded to the web, while you may find more details, request presentations in PDFs or read a brief article of each presentation at www.green4sea.com/forum

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IMO MEPC 68 met from 11 to 15 May 2015 in London where key environmental issues discussed and agreed.

polar code environMental requireMentS adopted The MEPC adopted the environ-mental requirements of the Polar Code and the associated MARPOL amendments to make the Code mandatory, following the adop-tion of the safety part of the Code by the MSC 94. The Polar Code is expected to enter into force on 1 January 2017. The newly-adopted environmental provisions cover:

1 Prevention of pollution by oil: discharge into the sea of oil

or oily mixtures from any ship is prohibited. Oil fuel tanks must be separated from outer shell;

2 Prevention of pollution by noxious liquid substances:

discharge into the sea of noxious liquid substances, or mixtures containing such substances is prohibited;

3 Prevention of pollution by sewage; discharge of sewage

is prohibited unless performed in line with MARPOL Annex IV and requirements in the Polar Code; and

4 Prevention of pollution by gar-bage: discharge of garbage is

restricted and only permitted in accordance with MARPOL Annex V and requirements in the Polar Code

ballaSt Water ManageMent StatuS and technologieS revieWedThe Convention is currently rati-fied by 44 states, representing 32.86%, and it has not yet come into effect. Now, 2,14% more of the world tonnage needed in

order the Convention to come in to force. During the opening, Mr. Koji Sekimizu, IMO Secretary Gen-eral, expressed his concerns over the disappointingly slow pace of BWM Convention ratification.

A “Roadmap for the imple-mentation of the BWM Conven-tion” was agreed, which empha-sises that early movers, i.e. ships which install BWMS approved in accordance with the current Guidelines (G8), should not be penalized. The Roadmap invites the Committee to develop guid-ance on contingency measures and to expand the trial period

associated with the Guidance on ballast water sampling and analysis (BWM.2/Circ.42) into an experience-building phase.

The Committee developed draft amendments to regula-tion B-3 of the BWM Convention to reflect Assembly resolution A.1088(28) on application of the Convention, with a view to approval at MEPC 69 and con-sideration for adoption once the treaty enters into force. The draft amendments will provide an appropriate timeline for ships to comply with the ballast water per-formance standard prescribed in

regulation D-2 of the Convention.The Committee received a

progress report on a study on the implementation of the bal-last water performance standard described in regulation D-2 of the BWM Convention. The study is being executed by the IMO Secretariat in partnership with the WMU, and an online survey has been launched . The final study report will be submitted to MEPC 69

Further ballast water man-agement systems that make use of active substances were granted Basic Approval (five systems) and Final Approval (one system). Con-sequently, the number of systems granted final approval by the IMO has reached thirty seven (37) in total.

ICS welcomed the progress made, however suspects the problems that exist with respect to the separate U.S. approval regime still make it unlikely that flag states which have not yet ratified the IMO Convention will wish to do so in the immediate future given that shipowners

IMO MEPC 68 Outcome under their flags, which trade to the United States, could still be unfairly penalized.

energy-efficiency guidelineS for ShipS The MEPC continued its work on further developing guidelines to assist in the implementation of the mandatory energy-efficiency regulations for international ship-ping and:

• adopted amendments to update the 2014 Guidelines on survey and certification of the EEDI and endorsed their applica-tion from 1 September 2015;

• adopted amendments to the 2013 Interim Guidelines for determining minimum pro-pulsion power to maintain the manoeuvrability of ships in adverse conditions, for the level-1 minimum power lines assessment for bulk carriers and tankers, and agreed on a phase-in period of six months for the application of the amendments; and

• adopted amendments to update the 2014 Guidelines on the method of calculation of the attained EEDI for new ships.

eedi revieW Work to continue The Committee considered a progress report from the cor-respondence group established to review the status of techno-logical developments relevant to implementing phase 2 of the EEDI regulations, as required under reg-ulation 21.6 of MARPOL Annex VI and re-established the correspon-dence group to further the work and submit an interim report to MEPC 69.

progreSS on data collection SySteM for the energy efficiency of ShipS The MEPC agreed text for further development as the full language for a data collection system for fuel consumption of ships, which

can be readily used for voluntary or mandatory application of the system. The proposed text refers to ships of 5,000 GT and above collecting data, to include the ship identification number, tech-nical characteristics, total annual fuel consumption by fuel type and in metric tons and transport work and/or proxy data yet to be defined. The methodology for collecting the data would be out-lined in the ship specific SEEMP.

hg reduction target for international Shipping conSideredThe Republic of the Marshall Islands presented at the Commit-tee a proposal calling for a global reduction target on shipping car-bon emissions. However, IMO will not proceed with an emissions reduction target and delegates agreed only to address ‘at an appropriate future date’ a pro-posal from the Marshall Islands to curb greenhouse gases in the industry.

reviSed air pollution guidance and requireMentS agreed The MEPC considered a number of amendments and revisions to existing guidance and require-ments related to air pollution measures and also agreed, for consistency and safety reasons, to proceed with the development of guidelines for the sampling and verification of fuel oil used on board ships.

Sulphur revieW to be initiated thiS year The MEPC agreed terms of ref-erence for the review, required under regulation 14 (Sulphur Oxides (SOx) and Particulate Mat-ter) of MARPOL Annex VI, of the availability of compliant fuel oil to meet the global requirements that the sulphur content of fuel oil used on board ships shall not

exceed 0.50% m/m on and after 1 January 2020. The IMO Secre-tariat was requested to initiate the review by 1 September 2015, with a view to the final report of the fuel oil availability review being submitted to MEPC 70 (autumn 2016) as the appropriate informa-tion to inform the decision to be taken by the Parties to MARPOL Annex VI.

black carbon definition agreed The MEPC agreed a definition for Black Carbon emissions from international shipping, based on the “Bond et al.” definition which

describes Black Carbon as a dis-tinct type of carbonaceous mate-rial.

Ship recycling convention – reviSion of ihM guidelineSThe MEPC adopted the 2015 Guidelines for the development of the IHM required under the Hong Kong Convention which is not in force yet.

oil Spill reSponSe guidance approvedThe MEPC approved two sets of guidelines to assist in oil spill response:

1 Guidelines on internatio-nal offers of assistance in

response to a marine oil pollution incident

2 Guidelines for the use of dis-persants for combating oil

pollution at sea – Part III (Opera-tional and technical sheets for surface application of dispersants

Marpol annex i aMendMentS relating to oil reSidueS adopted The MEPC adopted amendments to regulation 12 of MARPOL Annex I, concerning tanks for oil residues (sludge). The amend-ments update and revise the regulation, expanding on the requirements for discharge con-

nections and piping to ensure oil residues are properly disposed of.

extenSion of great barrier reef and torreS Strait pSSa adopted MEPC 68 approved Australia’s pro-posal to extend the Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA) into the South West Coral Sea. This extension will see an additional 565,000 square km of the Coral Sea protected, a 140% increase on the current 403,000 square km. Three Associated Protective Measures (APM) will support the new PSSA, including a new Area to be avoided and two support-ing two-way routes.

Learn more at www.GREEN4SEA.com

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Nowadays, we are fac-ing an utterly confus-ing and conflicting tsunami of fuel regu-

lations. In the future, there is go-ing to be coexistence of multiple fuels. Be aware that the wrong fuel choice has major impact on commercial performance of the vessel. Pioneer owners may be confronted with unforeseen technical issues costing time and money. However shipping thrives through innovation and technol-ogy development. The fact that the charterer pays the fuel re-moves the motivation from the owners to use alternative fuels. Lack of bunkering facilities and supply chains are barriers for the introduction of new “exotic” fuels. Due to the uncertainty in price and availability of fuels, there is a limit to 10-year time window for predictions. Potential future fuels will be LNG, LPG, Methanol, Etha-nol, biofuels and Di-Methyl Ether (DME), nuclear, hydrogen and ammonia in fuel cells. The ‘Toyota Prius’ of the ocean will contain mainly propulsion gadgets such as diesel-electric configurations, fuel cells, batteries, solar panels or wind turbines, and compact superconducting motors.

future fuelS • Biofuels are not new; they

have been explored by the au-tomotive industry. They are sul-phur-free, easy to burn but they are costly and sometimes have compatibility problems.

• DME has excellent combus-tion characteristics but it corrodes and needs lubricity additives and anti-corrosive sealing materials.

• Biodiesel is sulphur-free,

safe, high flash point fuel but it has flow problems and causes flitter clogging.

• Biogas is produced by bio-waste and potentially it might replace LNG.

• Liquid biogas (LBG) also needs cryogenic tanks and pilot diesel fuels to enhance combus-tion. Its transportation requires additional cost.

• Algae fuel used to be an-other promising fuel due to high-yield of the biomass, however today we only find it in the US navy ships.

• HDRD is another cost- com-petitive sulphur-free fuel at its infancy but methanol represents one of the most promising alter-natives due to the easy conver-sion for burning and storage.

• Also, methanol has a low energy density. It is considered as an excellent fuel and easy to handle but it is toxic, has low vis-cosity which means we have lot of leakages, has a low flash point and it is corrosive. It is produced in an easy way from one carbon monoxide, carbon dioxide and hydrogen which may be found in

many sources. • Fuel cells convert chemical

energy into electrical and ther-mal energy. Fuel cell systems are of modular design. They can be used for propulsion or auxiliary power and also as power sources for offshore oil platforms, under-water facilities and for refrigerated containers. What is critical, is that emissions from the fuel cell itself are negligible, consisting mostly of water. The major factor inhibit-ing fuel cell usage for commercial marine applications is high cost.

• Ammonia is another fuel that can be used in fuel cells al-though it is toxic and poisonous gas. It does have problem but it is three times cheaper than gaso-line. Also, it needs diesel to facili-tate ignition.

concluSionSBiofuels suffer from stability, cor-rosion, microbial growth and compete with the food chain. So, they need to become cheaper, they might be used as blends. Methanol is a very promising op-tion. It seems that LNG is not the only fuel option. Alternative op-

tions may be hydrogen, biofuels and synthetic fuels. Nuclear pro-pulsion with pressure water reac-tors appear today only in naval ships. Although fairly developed, the nuclear propulsion has to gain societal acceptance and pass through risk analysis for pollution and terrorist actions. Between 2020 and 2030, we envision that the use of heavy fuel will be at a peak and then it will start to dis-appear. Then, LNG may take over, if storage tanks are made to cost less than 500 US dollars/ GJ.

After 2070, a variety of fuels may be chosen depending on the characteristic of the ship. However, we should not redis-cover the mercury every time; we need to cross pollinate the knowledge from chemistry. For example, Metal Organic Frame-works are nano porous chemi-cal compounds with very high specific area; one gram of these compounds has an area of a foot-ball stadium! They are promising for the storage of carbon dioxide and methane. So, let’s hope that the next generation will achieve much more applications of the metal organic frameworks. Oth-erwise, our proposal for the cheapest and more environmen-tally friendly solution is to go back to the Greek triremes!

Above article is an edited ver-sion of Dr. John Kokarakis presentation during the 2015 GREEN4SEA Forum.

Future fuel optionsBy Dr. John Kokarakis, VP Engineering, Bureau Veritas

The ‘’zero emissions’’ fuel solution

We support innovative solutions to improve energy efficiency

and reduce emissions

Move Forward with Confidence

For more information, please contact: Bureau Veritas Hellas A.E. 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Fax: +30 (210) 40 63 063 Email: [email protected] Visit us on: www.bureauveritas.com - www.veristar.com - www.bureauveritas.gr

AP_Marine_210x280-2014:AP_Marine_210x280-2014 05/05/14 10:07 Page1

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16 | GREEN4SEAlog | issue 04 | summer 2015

A market update has been issued by MAN to provide information on the Light Running

Margin (LRM) which is an impor-tant design parameter for the safe and efficient operation of a ship. The LRM can be thought of as the ship’s gearing. A larger LRM will reduce the daily fuel oil consumption in heavy weather because engine efficiency will be higher. Some ships may see a marginal increase in the daily fuel oil consumption in calm weather with an increased LRM. However, such a marginal increase in calm weather will be counteracted by a reduced consumption in heavy weather. In general, the average daily fuel consumption is largely unaf-fected by a larger LRM.

The changed circumstances in the shipping industry have led MAN Diesel & Turbo to change the recommendation for LRM. Since 1999, their rec-ommendation has been an LRM of 3-7%. But in view of the above development, and the service feedback received from newly delivered low-powered ships reporting poor acceleration and low heavy weather ship speed, it is increasingly important that ship designers and yards care-fully consider how much LRM is required for a particular ship. In the coming years, the EEDI will put even stronger demands on a ship’s fuel efficiency and CO

2

emission, and we may see yards installing engines with even less power than today. So, to facili-tate such ship designs from the yards, for the new projects as

of 1st of May 2015, MAN will change LRM recommendation to 4-10% that is applicable to all draughts at which the ship is intended to operate, whether ballast, design or scantling draught. However, not all ships will perform well with 4.0% LRM. The actual ship trade, the cho-sen main engine power and the propeller, shaft and hull design of the vessel form the basis for the selection of the LRM and this work therefore belongs to the ship designer’s responsibili-ties.

A ship should have a suffi-cient LRM such that:

• a safe and satisfactory ship speed can be maintained in heavy weather and/or with a fouled hull

• ship accelerations needed for safe and efficient manoeu-vring operations can be achieved

• a barred speed range can be passed quickly (which is often required also at zero ship speed, i.e. at bollard pull).

In order to explain the influ-ence of the LRM selected, MAN usesn an example which reduces SMCR power while maintaining available power for critical condi-tions

increaSing the lrM To explain how increasing the LRM can dramatically improve the available engine power for manoeuvering, MAN uses another example to demonstrate the difference in available engine power for two different choices of LRM.

Full analysis at http://goo.gl/hmzrk8

ΜΑΝ Light Running Margin Update

FIGURE 1 The definition of the light running margin (LRM)

FIGURE 2 Same hull, same propeller but two different engine choices. Ship B has an engine with 10% less power than ship A. Regardless of the position of the propeller curve ship B will have 10% less propulsion power available compared to ship A

FIGURE 3 Acceleration of engine and available engine power at zero ship speed for propellers with different LRMs. The heavy propeller has 3% LRM, the light propeller has 10% LRM. The power margin shown represents the power excess for acceleration of engine and propeller inertia.

1

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article

18 | GREEN4SEAlog | issue 04 | summer 2015

SKF marine capabilities

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SKF offers a wide range of solutions for the marine industry. Our products and services apply to many areas of a ship, making us a valued system and services engineering partner for designers, builders and operators of many types of ships.

With the incorporation of the Blohm + Voss Industries portfolio,the SKF marine product range has been increased to also include shaft components such as sterntubes, seals and hydrodynamic bearings as well as stabilizers and oily water separators.

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Condition monitoring

Condition based maintenance

Oily water separator

Simplex-compact seals

Wire rope lubrication

The European Parlia-ment vote a regional EU Regulation on MRV for adoption requiring ship

owners using EU ports to monitor and report CO

2 emissions each

year. These new draft EU rules will apply from 2018 on to ships over 5,000 gross tons, regardless of the country in which they are registered, as a first step towards cutting their greenhouse gas emissions.

“This legislation is applicable to all ships using European ports, and will be an opportunity to in-fluence negotiations within IMO. We need to make sure that co-operation with our international partners is kept to, and make sure these steps give rise to an ambitious international agree-ment”, said José Inácio Faria, Par-liament’s Rapporteur on the MRV of carbon dioxide emissions from maritime transport

The MRV requirements will apply to CO

2 emissions arising

from voyages to, from and be-tween EU ports. All ships over 5,000 gr oss tons will be covered, with the exception of: fishing vessels (catching and/or pro-cessing), warships, naval auxilia-ries, wooden ships of a primitive build, ships not propelled by me-chanical means, and government ships used for non-commercial purposes.

Ship operators can also choose between a number of dif-ferent monitoring methods, and if the IMO adopts its own MRV system, the European regulation allows for the relevant alignment

with the international agreement where necessary.

‘’Another important argu-ment in favour of this legislation is economic. The commission will provide ship users with aggre-gate and transparent data identi-fying the most fuel-efficient ves-sels, bringing competitiveness to the sector, with new technolo-gies and operational measures adopted to improve efficiency and lower operational costs.’’ commented Mr Faria.

Where an owner’s report on ship emissions meets the require-ments, an independent verifier should deliver a document cer-tifying compliance. Ships will have to carry these documents on board and will be subject to inspection by EU member states, who will also establish penalties for infringements. The text will be put to a vote in in order to come

into force on 1 July 2015.

Ship eMiSSionS data - a Stepping Stone to co2 targetSustainable transport group Transport & Environment (T&E) said the measure is a stepping stone to CO

2 targets that will

start delivering much-needed cuts to shipping’s ever-growing emissions. Shipping users will for the first time be granted ac-cess to transparent data that identifies the most efficient ships and practices, under a law approved by the European Parliament in full. The public disclosure of fuel efficiency data will enhance competition for the best ships and routes, which in turn will trigger market forces that will result in fuel savings. Sotiris Raptis, clean shipping officer at T&E, said: “This law is

expected to produce a virtu-ous circle of increased transpar-ency, increased competition and greater fuel efficiency. But this is where our cheering stops. Given that the sector’s rapid growth is set to outstrip efficiency gains, only CO

2 targets under the EU’s

2030 plan and Energy Union can deliver actual emissions cuts.”

induStry ShoWS diSappointMent Following European Parliament’s vote, ICS, BIMCO and Intercargo jointly stated their disappoint-ment over the new EU MRV rules

’The vote was expected, be-ing based on the political agree-ment reached between the EU institutions at the end of last year. However, the shipping in-dustry is still disappointed by the Parliament’s confirmation of the EU decision to pre-empt the cur-rent IMO negotiations on a global data collection system on ship-ping’s CO

2 emissions by adopting

a unilateral, regional ‘’Until now, with the industry’s

support, the IMO negotiations have been progressing well. But there is a danger that the EU initiative will be seen by non-EU nations as an attempt to present them with a fait accompli. The EU Regulation includes controversial elements, such as the publication of commercially sensitive data on individual ships, an idea which had previously been rejected by the majority of IMO governments during a meeting of the Marine Environment Protection Commit-tee in October 2014.’’

Latest EU MRV developments

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fuels

summer 2015 | issue 04 | GREEN4SEAlog | 21

in brief

fuels

20 | GREEN4SEAlog | issue 04 | summer 2015

Industry needs structural regimes for LNGBy 2016 all the EU Member States will have to specify in their national policy frameworks, which maritime and inland ports are to provide access to LNG refuelling points. This comes as a result of the “directive for the deployment of the alternative fuels infrastructure“, which requires Member States to provide a minimum infrastructure for alternative fuels such as electricity, hydrogen and natural gas, as well as common EU-wide standards for equipment needed and user information.

‘’At the moment there are still several challenges, one of them is that authorities need to estab-lish a legal framework and structural regimes for LNG operation,” said Jan Tellkamp, Principal Consultant Project Management at DNV GL during an industry conference on LNG. ‘’We have 134 confirmed LNG-projects identified so far. That is more than in January and significantly more than just a year ago - an exponential growth. So it’s not a question of if LNG will be widely introduced as shipfuel, but when.” he also added.

According to Boston Con-sulting Group, LNG is likely to become the marine fuel

of the future. The important ques-tion is when LNG will become the dominant bunker. The answer is critical to planning and execut-ing investment decisions that will amount to hundreds of billions of dollars industry-wide in the coming years. Two factors will have the greatest influence on LNG’s penetration of the bunker market until 2025: the price dif-ferentials among LNG, HFO, and distillates and the date the global sulfur-emissions cap becomes effective. Analyzing these two factors across various scenarios, BCG estimates that LNG’s market penetration in 2025 could range from 5 to 27 percent. To build a

LNG bunker demand forecast

competitive edge for the future, shipping companies need to decide which marine fuel option will provide the highest return in the coming years and how they will comply with the increasingly stringent rules and regulations imposed by regulators. LNG’s

market penetration would rise to about 27 percent if LNG becomes more competitively priced, while penetration would fall to 18 per-cent if the IMO delays the global sulfur-emissions cap until 2025. Learn more http://goo.gl/XlSsgZ

ABS has updated its guid-ance on LNG Bunkering in North America to support

the transport sector’s increas-ingly rapid transition to the use of cleaner fuels. The second edi-tion of ABS’ Bunkering of LNG-fuelled Marine Vessels in North America offers new market-lead-ing advice to shipowners and operators who may be looking to develop bunkering infrastructure in response to new emissions regulations. ABS has developed a comprehensive listing of North American ports providing key contact information and insights into current LNG activity and interest at each port. The infor-mation in this database provides

the necessary groundwork for ini-tial research into developing an

LNG bunkering project. Read ABS Guidance at http://goo.gl/iIdbgI

ABS updates guidance on LNG bunkering World’s First lnG-

powered containership NASSCO announced that TOTE will launch the world’s first LNG -powered containership. As part of a two-ship contract signed, when completed the 764-foot long Marlin-class containerships will be the larg-est dry cargo ships in the world powered by LNG. The vessels will operate on LNG and will include a BWTS.

Fuel efficiency drives growth in marine propulsion marketHigh reliability and easy oper-ability have resulted in diesel engines being the most exten-sively used to meet the pri-mary as well as auxiliary ship propulsion needs in the marine industry. Presence of well-established spare part and repair networks globally cou-pled with availability of trained engineers and established training facilities has further driven the diesel marine pro-pulsion engines demand. Learn more http://goo.gl/LCXfd5

avoiding quantity disputed between ships and bunkersBunker contracts very often contain terms which make it difficult to challenge the quantities declared by the suppliers. A surveyor should be appointed as soon as a problem arises and if possible before the delivery receipt is signed. UK P&I Club advise on precautions to be taken when the bunker barge arrives alongside the receiving ship before, during and after the delivery. Learn more http://goo.gl/FS7INd

Explore more at www.GREEN4SEA.com

The Standard P&I Club has issued an article outlining Club’s considerations regard-

ing LNG as a marine fuel. Regard-ing LNG technical risks, they can be ‘designed out’ by using detailed risk assessments with the aim of achieving inherent safety by con-trolling the hazards first before introducing mitigation. The ship design cannot be viewed in iso-lation: service life events such as commissioning, dry-docking and repairs should be considered. The forthcoming rules are risk assess-ment based rather than prescrip-

tive; thus flag administrations and classification societies need to be consulted early on in the design process. The key risks are interac-tions with other ships and shore facilities; interactions with other

ship board operations; the stor-age, handling and transfer of LNG; maintenance of LNG systems; and emergency preparedness for an accidental gas release. Learn more http://goo.gl/746YXv

Focus on LNG technical risks

EMSA reports sulphur spot check resultseMSa has reported on the results of spot checks on ves-sels, testing their compliance with new eu regulations con-cerning the sulphur content of fuel. a total of 1,458 vessels operating in european waters between January and april 2015 were spot checked, and 90 vessels (6%) were found to be non-compliant with the new regulations. the reasons for the vessels’ non-compliance included: keeping inaccurate records or having incorrect processes, being unable to produce satisfac-tory fuel samples, and having fuel in tank with sulphur con-tent above 0.1%.

Upgrades on existing fleet improves fuel efficiency

Maersk explained how radi-cal upgrades of the existing fleet have improved fuel effi-ciency. new, larger and more fuel- efficient vessels such as the triple-e have joined its fleet, however the company is also taking a close look at older ships in its fleet apply-ing new and existing fuel saving technologies in order to enhance their efficiency and reduce their emissions. in September 2014, Maersk line announced it would be investing up to uSd 1 billion over five years in upgrades of existing vessels. this upgrade programme covers approximately 100 vessels.

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fuels

22 | GREEN4SEAlog | issue 04 | summer 2015

fuels

summer 2015 | issue 04 | GREEN4SEAlog | 23

Are new ships less fuel efficient than those built in 1990?A study conducted by CE

Delft shows that container ships built 30 years ago

already, on average, beat the ‘Energy Efficiency Design Index’ standard that the IMO has set for new ships built in 2020. Study finds that bulk carriers, tankers, and container ships built in 2013 were on average 12, 8 and 8% less fuel efficient than those built in 1990.

key iSSueS• CE Delft studied the develop-ment of the Estimated Index Value (EIV) of bulkers and tankers since 1960 and of container ships since 1970. • The study shows that the EIV of new ships was on average worse than the EEDI reference line for ships built in the 1960s and 1970s, improved considerably in the 1980s and then deteriorated

again. • This means that, on average, a ship built around 2010 had a design efficiency (as represented by the EIV) that was worse than a similar ship (same ship type, same size) built around 1990. • One of the main reasons why modern ships have a design effi-ciency that is worse than ships built around 1990 is that modern ships are, on average, fuller (more

block-like). • The reason for this is that when freight rates are high, it makes sense to build full ships because within draft and length con-straints, they can transport more cargo than a more slender ship. • The study conclusions relate to design efficiency and not to operational fuel efficiency.

Learn more http://goo.gl/bfJXK4

The West of England P&I Club issued a Loss Preven-tion Bulletin on marine die-

sel engine lubrication. In recent months several entered vessels have experienced main engine breakdowns caused by heavily contaminated lubricating oil. All of the vessels were relatively new. Modern marine diesel engines are technically complex and are becoming increasingly power-ful and efficient. However, newer engines can be less forgiving than older units if not operated, main-tained and lubricated correctly.

The lubrication of moving parts is crucial to diesel engine perfor-mance and longevity. Lubricat-ing oil reduces friction between components, separates oppos-ing surfaces and prevents metal-to-metal contact. It also acts as a coolant and mitigates the effect of corrosion. However, the condi-tion of the oil tends to deteriorate with use, mainly due to contami-nation and chemical activity.

When changing the lubricating oil:• Schedule the change to coin-

cide with the overhaul of the main engine, if possible.• Pump out and clean the sump tank. Drain the system including piping, filters, coolers, purifiers and associated heaters.• Clean the oil spaces (eg crank-case, camshaft compartment) and the engine side piping.• Fill the system with fresh oil and circulate using the prepublication pump.• Monitor the oil level and top up as required, taking thermal expansion into accountLearn more http://goo.gl/IC2gtY

Marine diesel engine lubrication warning panama canal

examines possibilities for lnG tradeThe global market for LNG con-tinues to grow rapidly, and so has the worldwide fleet of LNG car-riers. During a conference, Pan-ama Canal Administrator, Jorge Quijano underscored the oppor-tunity the Canal’s expanded lane will soon offer to LNG vessel operators. “The route from the Gulf of Mexico to Asian countries through the expanded Canal will be around 22 days, saving around 22.8 days in roundtrip, making U.S. gas deliveries to major Asian importers very com-petitive.” he said.

Learn more at www.GREEN4SEA.com

in brief

IBIA calls for greatest use of ISO specsDuring annual IBIA Asia dinner, Jens Maul Jor-

gensen IBIA Chairman called for greater use of ISO specifications. “The latest specs are not

too expensive for owners. It’s a problem we don’t have any more because oil prices have dropped by almost 50% and with prices around $340 per mt. There are no excuses, refiners don’t benefit when they blend the prod-uct down in quality because of a huge reduction and P&I clubs can now press their clients to get the latest ISO specs inserted in their vessel description.”

How shipping companies may decide on marine fuelsaccording to boston con-sulting group analysis, a company may decide which marine fuel option will pro-vide the highest return in the coming years by answering to the following strategic ques-tions:

• do you know the busi-ness case for invest-ments in each fuel option for your fleet,

as segmented by vessel type, vessel size, and route?

• What percentage of your fleet operates exclu-sively in ecas or in locations where lng infrastructure exists or is being developed? When might lng infrastruc-ture be in place in other loca-tions served?

• Will your fleet be ready to comply with new rules and regulations imposed by the iMo and other regulatory bodies?

• how will the evolution of prices for distillates affect the right time to invest in lng-fueled engines or scrub-bers for hfo?

• Will investing in scrub-bers for hfo yield returns quickly enough to justify the expenditure, or should you focus exclusively on lng to comply with emissions regu-lations?

• have you measured the operational and economic risks that could occur if you do not pursue the bunker option that offers the highest return in the coming years?

learn more http://goo.gl/qdhrkq

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emissions

24 | GREEN4SEAlog | issue 04 | summer 2015

Maersk aims to reduce CO2 emissions by 60% by 2020Maersk has announced its commitment to reduce co2 emissions by 60% by 2020 compared to levels from 2007. to achieve the target, average fleet co2

performance will have to be below current e-class

(15,500 teu capacity) per-formance today. over the past decade, Maersk line has pushed the envelope for energy efficiency and co2 reductions. today, they have reduced relative emissions by 40% and are on average more than 10% ahead of the rest of the industry accord-ing to global benchmarks. also, Maersk line expects to grow with the market, that is approximately 80% growth in volume by 2020 compared to 2007 while reducing total co2 emissions by 40%. aggregating avoided emis-sions, Maersk line will have saved the climate approxi-mately 200 million tonnes co2 from 2007 to 2020. this is the same as annual green-house gas emissions from over 35 million passenger vehicles which is approxi-mately the same as all pas-senger cars in france. learn more http://goo.gl/6tccaZ

emissions

summer 2015 | issue 04 | GREEN4SEAlog | 25

in brief

I MO has issued the Third IMO GHG Study estimating that international shipping emit-

ted 796 million tonnes of CO2

in 2012, which accounts for no more than about 2.2% of the total emission volume for that year. By contrast, in 2007, before the global economic down-turn, international shipping is estimated to have emitted 885 million tonnes of CO

2, which

represented 2.8% of the global emissions of CO

2 for that year.

The mid-range forecasted sce-narios presented in this study show that, by 2050, CO

2 emis-

sions from international shipping could grow by between 50% and 250%, depending on future eco-nomic growth and energy devel-opments. IMO Secretary- General states that this year will be crucial for progress on climate change

Third IMO GHG Study 2014 published GsF welcomes imo data

collection changeGlobal Shippers’ Forum has welcomed progress made by the IMO MEPC 68 on the devel-opment of a data collection system for ships to help reduce carbon emissions. An inter-sessional group will now be formed to conduct an analysis of the different types of activity data that could be calculated and to evaluate the options for whether energy efficiency met-rics can be applied.

hK vessels to comply with 0,5% sulphur limitFrom July 1st 2015, Hong Kong requires ocean-going vessels to use fuel oil with 0.50% sulphur or less while at berth. Ocean-going vessels will be prohibited from using any other fuel, except during the first hour after arrival and the last hour before departure. The switchover to low-sulphur fuel shall be recorded in the record book accordingly.

cooperation on low-emission designsBellona Foundation has launched a three year partner-ship with Damen Shipyards Group to explore and develop concept vessels for the future.

crowley complies with sulphur regulationsCrowley Maritime Corp. announced its membership in the Trident Alliance. The com-pany has signed a statement of commitment, certifying compli-ance comply with sulfur regu-lations.

Stay updated at www.GREEN4SEA.com

The West of England P&I Club issued guidance on EU Regulation on the Monitoring, Reporting and Verifica-tion of CO

2 Emissions to remind operators about the implementation timetable.

01 July 2015 New regulations enter into force

31 August 2017 ISM DOC holder’s proposed monitoring plan to be prepared and submitted for verification

01 January 2018 Commence per- voyage monitoring of CO2 emissions

31 April 2019 A verified emissions report for each vessel to be submitted to the EU and the flag state and by 31 April each year thereafter

30 June 2019 Vessels will need to carry a valid Document of Compliance issued by an indepen-dent verifier confirming compliance with the regulations for the relevant report-ing period. The DOC is to be made available for inspection in EU ports

Learn more http://goo.gl/bNh115

EU MRV implementation deadlines

Emission reduction target difficult to meetAccording 2013 HK emission

inventory, emission reduc-tion target for 2015 is dif-

ficult to meet. Clean Air Network (CAN) is particularly concerned by the 4% increase in emission of NOx between 2010 and 2013. Queries have been raised on whether significant progress in reduction of emission could be made in the following two years, so that the target of reducing NOx reduction by 10% in 2015 could be met. CAN urges the govern-ment to employ onshore power

supply to different cruise and container terminal to effectively reduce NOx. Marine emission still accounted for 31% of NOx emis-sion. Marine transport continues to be the number one source of SO

2 emission. The reduction in

SO2 emissions between 2010 and

2013 is 12%, with the target of reduction in 2015 as 25%. As the sulphur content of fuels for local vessels is tighten and mandatory fuel switch by ocean going ves-sels at berth will take place soon, the reduction of SO2 in the com-ing two years should be more significant. However, in order to reach 25% reduction target, CAN suggests more bold measures are needed such as switching to 0.5 sulphur fuel inside Hong Kong waters.

D rewry Supply Chain Advisors reported that lower fuel consumption and tighter rules have reduced box ship-

ping’s CO2 level. As average ship size on the

Asia-North Europe route increased by 40% over the five-year period to 2013, CO

2 emissions per

round-voyage slot dropped by 35%. Further-more, as average containership sizes increased by a further 23% between 2013 and 2015, it fol-lows that emissions per unit of capacity must have continued to fall. You may read the analy-sis at http://goo.gl/q9tshw.

Drop in CO2 emissions reported

Hapag-Lloyd joins Shenzhen port green conventionHapag-Lloyd and the Chinese Port of Shenzhen entered into an agreement to cut sulphur oxide emissions. Under the agreement, Hapag-Lloyd has voluntarily undertaken only to use fuel with a

sulphur content of less than 0.5% while its ships are docked at the terminal. Outside of ports, Hapag-Lloyd’s vessels operate using fuel with an average sulphur content of only 2.1% when they are outside sea areas designated as Emission Control Areas (ECAs). This is significantly below the current limit of 3.5% specified by the IMO. When they are inside ECAs, Hapag-Lloyd’s ships only use fuel with a maximum sulphur content of 0.1%, as required.

negotiations ‘’If we are to succeed in

further enhancing the sector’s energy efficiency, the interna-tional community must deliver realistic and pragmatic solutions, both from a technical stand-point and a political perspec-tive. IMO will bring the findings of the Study to the attention of Parties to the UNFCCC and I am

confident that, in the light of the progress made by the Organiza-tion, both in gathering relevant information and in supporting implementation of the pack-age of mandatory technical and operational measures, we have a positive message to convey to the global community.” Mr Koji Sekimizu states. You may read the study at http://goo.gl/Neiyee

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26 | GREEN4SEAlog | issue 04 | summer 2015

emissions

summer 2015 | issue 04 | GREEN4SEAlog | 27

Hong Kong regulations can reduce emissions by 60%Wong kam-sing, Secre-tary for the environment in hong kong commented on the imminent hong kong low sulphur regulation ‘’to reduce the emissions from ocean going vessels, the

government will implement a new regulation with effect from July 1 this year, under which ocean going vessels are required to switch to low sulphur marine fuel (with sulphur content not exceed-ing 0.5 per cent) while at berth in hong kong waters. this initiative can reduce the levels of sulphur dioxide and respirable suspended par-ticulates emitted by ocean going vessels more than 60 per cent while they are at berth. therefore, this will help to reduce the air pol-lution caused by container vessels to the surrounding areas, especially in the vicin-ity of the kwai chung con-tainer terminals.’’

During MEPC 68, the Republic of the Marshall Islands presented at the

IMO a proposal calling for a global reduction target on shipping car-bon emissions. However, IMO will not proceed with an emissions reduction target and delegates agreed only to address at an appropriate future date a proposal from the Marshall Islands to curb greenhouse gases in the industry. MEPC decided that the ‘’priority at this stage should be to continue its current work, in particular, to focus on further reduction of emissions from ships through the finalization of a data collec-

T&E accused the IMO of ”falling to procedural excuses” and ”ignoring obligations” for fair contribution to combating climate change.

Marshall Islands call for new target to cut shipping emissions

The port of Ant-werp will grant a discount to sea-

going ships that use alternative technology to reduce emissions of particulates starting from June 1st, 2015. The new discount comes on top of the existing ESI discount, which means that in some cases ships can benefit from a 30% reduction in the port dues that have to be paid whenever they call at Antwerp. With this additional environmental discount Antwerp Port Authority seeks to encour-age investments in green technologies for more sustainable shipping, by supporting and reward-ing these technology pioneers. The discount is

being introduced for a period of three years and will be gradually reduced. Ships can claim the discount if they can demonstrate that they either make effective use of scrub-bers (in closed mode) or are powered by LNG

for a period of at least 24 hours before they call at the port of Antwerp. Ships powered by LNG can receive a discount of 20%, while those that make use of closed scrubbers can get a discount of 15%. The introduction of the new discount forms part of the Port Authority’s sustainability policy, one of the main aims of which is to achieve a sustainable shipping industry.

Port of Antwerp grants discount

Explore more at www.GREEN4SEA.com

in brief

CE Delft study on the assess-ment of scrubbers prepared for NABU concludes that

scrubbers may have an impact on acidification and accumula-tion of hazardous substances like heavy metals and PAHs, especially in vulnerable coastal areas where dilution is limited and the water quality is reported to be moderate. Increased use of scrubbers may lead to a deterioration of the water quality. The long term impacts of the use of open loop scrubbers should be further investigated systematically by measuring and

Scrubbers: An economic and ecological assessment

tion system. The Marshall Islands proposal could then be further addressed at an appropriate future session of the Committee’’.

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modelling in order to prevent neg-ative cumulative environmental impacts of scrubber waste water discharge. It should be evaluated if scrubbers can be used in accor-dance with the European Water Framework Directive that sets max-imum concentrations for certain hazardous pollutants, especially in the near of dense shipping routes and vulnerable estuaries. The installation of scrubbers requires significant investment costs. Typical installation costs range between 200 and 400 EUR/kW, which imply an investment of sev-

eral millions, depending on a ship’s engine power. Also, according to the study, it is hard to draw firm conclusions on the profitability of using scrubbers, as this depends on the vessel’s operational profile, the differential between HFO and MGO prices, and the time sailed in SECAs. Between January 2014 and February 2015 the HFO/MGO fuel price differential ranged from 240 to 300 $/ton. Scrubbers are more often profitable when this differ-ence in high than when it is low. You may read the study at http://goo.gl/K0TpXA

clia urged australia to wait on sulphur limitsCLIA has urged Australia to wait the results of a “science- based study” and act with caution before implementing stricter environmental rules.

australia works towards a clean air agreementAustralia will work towards establishing a National Clean Air Agreement by 1 July 2016 proposing stronger air quality standards for sulphur dioxide, nitrogen dioxide and ozone, tackling the release of mercury into the environment and curb-ing shipping emissions

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28 | GREEN4SEAlog | issue 04 | summer 2015

During the MEPC 68, a “Roadmap for the imple-mentation of the BWM

Convention” was agreed, which emphasizes that early movers, i.e. ships which install ballast water management systems approved in accordance with the current Guidelines (G8), should not be penalized. The Roadmap invites the Committee to develop guid-ance on contingency measures and to expand the trial period

associated with the Guidance on ballast water sampling and analy-sis (BWM.2/Circ.42) into an experi-ence-building phase. ICS Secretary

General, Peter Hinchliffe com-mented: “The roadmap agreed by IMO Member States shows that at last there is widespread recog-nition that it is unreasonable to expect shipowners to invest mil-lions of dollars per ship without any certainty that the treatment equipment will not have to be completely replaced in a matter of years, and that ships will not face sanctions due to circumstances beyond their control.”

Leif Eric Caspersen, Interna-tional Sales Director, ERMA First during his presenta-

tion at the 2015 GREEN4SEA Forum presented the ten myths about the Ballast Water Treat-ment as follows:

1 Ratification of the BW Conven-tion is not going to happen. Owners organisations will force IMO to postpone this.

2 It is too late to do anything about the environment any-way with all the ballast water being carried around the world

3 If most of the ship-owners miss the deadlines, port state authorities will not fine every single one of them

4 There will not be enough sup-pliers of BWTS

5 The BWTS makers will not

have capacity to supply to all vessels.

6 Prices of BWTS will soon go down as more makers enter the market and the demand increase

7 Environmental factors don’t affect performance

The 10 Myths about Ballast Water Treatment

IMO Sec-Gen to express concern on BWM slow ratificationduring the opening speech in Mepc 68, Mr. koji Sekim-izu, iMo Secretary general, expressed his concerns over the disappointingly slow pace of bWM convention ratifica-tion: ‘’the disappointingly slow pace of ratifications of the bal-last Water Management con-

vention continues to concern me deeply. Since Mepc 67 the convention only gained two additional ratifications. to date, 44 States with an aggre-gate of 32.86% of the world’s merchant fleet tonnage have embraced the convention. once this convention is acti-vated, we can handle all issues related to its implementation under the iMo System – that is the ballast Water Manage-ment convention. 44 Mem-ber governments are waiting for the entry into force of the bWM convention to protect their waters.’’

Roadmap for the implementation of the BWM Convention

8 The ship always needs to be in dry dock for a BWTS retrofit

9 Installing a BWTS is easy10 It only takes a couple of

months to get a BWTSLearn how above myths

were debunked at http://goo.gl/HZpc7D

KR gains USCG authorization to perform BWM testskr has been accepted by the uScg, as an independent laboratory to undertake tests, inspections, and evalu-ations bWMS in accordance with the uS code of federal regulation.

WÄRTSILÄ AQUARIUS® BALLAST WATER MANAGEMENT SYSTEMS Unique offering of different technologies for all ship types, sizes and conditions

Type approved system complies with IMO Convention

Partnership program covering all stages from fleet evaluation to lifecycle support

Turnkey solutions

THE SMART WAY TO ENSURE ENVIRONMENTAL COMPLIANCEAND STOP MARINE INVASIONS

For environmental peace of mind Wärtsilä supply the widest range of marine technologies on earth, this includes a range of ballast water management solutions to help meet specific requirements of individual owners and their vessels. Our technologies use a simple two stage process involving filtration and a choice of either electro-chlorination (EC) or UV treatment. With our partnership program, we work in close co-operation with you on all stages of the project, and our turnkey solutions provide everything you need from the same place – from selection and configuration to engineering and supervision. Read more at www.wartsila.com

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30 | GREEN4SEAlog | issue 04 | summer 2015 summer 2015 | issue 04 | GREEN4SEAlog | 31

in brief

T he Round Table (RT) of BIMCO, ICS, Intercargo and INTERTANKO expressed

concerns whether BW Conven-tion will come into force in the near future without a realistic implementation schedule that recognizes the timetable for US type-approved BWMS to be available in sufficient quantities. The RT believes that the result-ing dilemma would force the international shipping industry to spend millions of dollars on BWMS that may not achieve US type-approval and therefore will need to be replaced in a short period of time. The RT emphasizes that it supports the need for inter-national requirements to protect local ecosystems from the impact of invasive species carried in ships’ ballast water. The RT also firmly believes that shipping is a global industry requiring global regula-

L loyd’s Register has been approved as an indepen-dent laboratory (IL) and will

begin testing of BWTS to meet the USCG requirements. The USCG regulations for the approval of BWTS came into effect in 2012. The regulations began to require the installation of improved BWTS onboard seagoing vessels from 2014. All vessels that trade in US waters will be required to have an approved BWTS from the first dry-docking after 2016. LR has signed a MoU with the Ballast Water test facility at DHI Denmark

Shipping industry faces major dilemma on BWM

LR approved as independent laboratory by USCG for BWTS approvals

Deballasting problems in Ukraine

tion. The Ballast Water Manage-ment Convention is developed by the International Maritime Organi-zation (IMO) and is therefore the best instrument to achieve this objective. The RT expects the Con-vention will be ratified very shortly and enter into force as early as 2016. Shipowners that have not

already done so, will be required to spend between US$1M and US$5M to install a BWMS on each of their ships in accordance with the schedule established in Assembly Resolution A.1088(28). It is estimated that there are 50,000 ships that require to be fitted with BWMS over a 5 year period.

D alian Shipbuilding Indus-try China, Dalian Ocean Shipping Co. and Lloyd’s

Register, having completed a joint industry project to develop a minimum ballast ship VLCC, have continued to develop fur-ther detailed designs to provide a series of reduced ballast Suezmax and Aframax tanker designs. The

VLCC tanker designs with less ballast offer more savings

‘Clear Advantage’ reduced bal-last designs provide substantial performance improvements over

conventional tanker designs. The benefits are:

• reductions in energy con-sumption during ballast passages

• a reduction in BWT capacity and the associated time, energy and cost penalties incurred in treating ballast water; and

• a reduction in the harmful effects of mud or silt.

Ship ballast dumps around Australia increase risk of invasive speciesa small team of math and biological researchers with the university of adelaide, has found that the amount of ballast water being dumped into the waters around aus-tralia more than doubled over a thirteen year study period increasing the possibility of invasive species introduction. they also found that a large percentage of ballast water was coming from the waters around Southeast asia and china, which they suggest offers an opportunity for more research regarding which species from those areas might be in the ballast water being dumped in australian ports and other places around the world. learn more http://goo.gl/JMM3Ss

Damen Shiprepair installs BWTS to Cable Innovatorvessel cable innovator left damen Shiprepair after exten-sive work including the installa-tion of a ballast water treat-ment system and a 5-year sur-vey. to ensure this part of the work was completed on sched-ule, damen cut a strategic entrance into the vessel’s hull to speed up the installation pro-cess. amongst the other work damen carried out on the cable innovator were items required for the vessel’s 5-year survey. amongst these was the blasting and repainting of the ballast water tanks, fresh water tanks and vessel undersides.

ballast Learn more at www.GREEN4SEA.com

and the electro/technical testing company DELTA. These leading test facilities, supported by LR’s

surveyors and statutory experts will conduct testing as part of the collectively recognised IL.

T he Swedish P&I Club informs that the situation concerning the segre-

gated ballast control existing in the Ukrainian ports is still rather dubious. Despite the new law of Ukraine which cancels segre-gated ballast quality control on board the ships, local (regional) ecological inspections are trying to go on with their “ecological racketeering”. Ecological inspec-tion officials, using lies and various insinuations, continue their suc-cessful attempts to exact bribes from the ships’ masters. Special instructions were given to the Immigrations Service of Ukraine not to include the representatives

of the ecological inspections into the list of those official bodies who are to carry out inward clearance of the ship. Thus, they are a kind of moved away from control func-tions. Nevertheless, the ecological inspectors may appear on board on their own during discharging operations and take samples of the ballast taking advantage of the

Master’s lack of knowledge of the Ukrainian laws. In such cases, the Club strongly recommends the masters not to follow the inspec-tors’ instructions and not to allow them to take any ballast samples. A master can offer the inspectors to visit the ship next day to speak to them in the presence of a P&I Correspondent or a lawyer.

trojan marinex BWt system obtains imo type approvalTrojan Technologies announ-ced that the Trojan Marinex BWT product suite has obtained IMO Type Approval from DNV on behalf of the Nor-wegian Maritime Directorate. The system is differentiated in custom-designed filtration and UV is integrated into in a single, compact unit.

california issues marine invasive species reportCalifornia issued report refer-ring to California’s BWM pro-gram and hull husbandry pro-gram. The report notes that no currently available BWMS meets California performance standards. Learn more http://goo.gl/8LTTnO

First company in canada to install BWtsFednav Limited announced an order for 12 BWTS to equip its ships. Developed by JFE Engineering Corporation, the BallastAce system will be effective in both fresh and salt water. BallastAce operates through a sophisticated filter and sodium hypochlorite injec-tion mechanism in the ship’s ballast

new online BWm tools launchedIMO has launched a new online learning portal to give access to online e-learning tools for anyone involved with the operational aspects of ballast water management. The Glo-Ballast learning portal can be accessed via http://globallast.imo.org/

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summer 2015 | issue 04 | GREEN4SEAlog | 33

in briefNairobi Wreck Removal Convention enters into forceThe Nairobi International

Convention on the Removal of Wrecks entered into force

on 14 April 2015. Provisions in the Convention include:

• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty result-ing in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken to locate the wreck;

• criteria for determining the hazard posed by wrecks, includ-ing depth of water above the wreck, proximity of shipping routes, traffic density and fre-quency, type of traffic and vulner-ability of port facilities. Environ-

Initiative promotes a greener Liberian fleet the liberian registry entered into a partnership with uS based consultancy efficient-Ship finance (eSf) to reduce global carbon emissions, enhance fleet efficiency and competitiveness, and pro-mote a greener liberian fleet. in addition, each ship in the

programme will be entitled to a 50% annual tonnage tax discount in the first year, and up to a 25% discount in both the second and third years. the eSf global programme includes an optimal mix of fuel efficiency retrofit solu-tions for each target vessel, based on its trading pattern, age, size, speed, and consump-tion. for ships trading within eca zones, the programme may include the installation of exhaust scrubber systems or the conversion of engines to lng dual-fuel. the initia-tive should help owners and operators reduce fuel costs while creating the potential to increase hire or charter rates or achieve better pool points, and increase asset values in the second hand market. it should also produce improved utilisation rates and market-ability, and reduce port costs, freeing up funds for core busi-ness investments, including new ship acquisitions, or just facilitating the preservation of cash reserves to make it through a tough market.

Shipping banks assess vessel efficiency

Carbon War Room announced that several leading banks in the ship-

ping industry, including HSH Nordbank and KfW IPEX-Bank, use energy-efficiency data in making investment and financ-ing decisions. Energy efficiency data is also being used in credit-approval processes for vessel purchases, loan assessments for retrofit projects, and re-sell or scrapping decisions, with banks citing efficiency as a key indica-tor for a vessel’s profitability. The recent incorporation of efficiency data into financing decisions indicates that a dramatic mar-ket shift has occurred in recent years. Banks state they have seen the formation of a two-tier mar-ket comprising high- and low-efficiency vessels. Eco-efficient

vessels demand a premium price at new build stage, are more likely to be chartered, maintain asset value over time, and have a longer lifespan. KfW IPEX-Bank revealed that efficient container vessels of comparable capacity consume 30% less bunker fuel than inefficient vessels at the same operating profile. This represents a significant cost advantage, particu-larly if competing vessels are switching to more-expensive distillate fuels in Emission Control Areas.The existence of a two-tier market is becoming increasingly evident: 25% of the non-c o n t a i n e r

charter market vet potential ves-sels for efficiency before charter and recent RightShip data analy-sis shows that the average lifes-pan of an “A” rated vessel is likely to be up to eight years longer than that of a “G” rated vessel. In addition, in 2014, three ports—

Port Metro Vancou-ver, Port of Prince Rupert, and Port of Barbados—began to use the A to G GHG Emissions Rating to offer

financial incentives to the owners of more - eff ic ient

vessels entering their ports.

The benefits of retrofitting green technologiesA wide-scale industry project ‘RETROFIT’, which

aimed to determine efficient methods and tools for retrofitting existing ships with green

technologies, completed after three years. The research group examined the application of green technologies such as using LNG fuel and scrubbers in an existing vessel and through simulation models review and benchmark them against existing appli-cations. A RoRo ferry built was chosen as a test case vessel. Built in 2010, the 31,000gt ferry has a diesel mechanical twin-screw controllable pitch propel-ler and is designed for 26 knots, though its actual operational speed is 19.6 knots. Imtech Marine and Wärtsilä worked closely together during the project. Several different configurations for the ferry were considered which included using LNG as a fuel for

the two main engines and the two generators, elec-tric cold ironing using an LNG generator, maximising Power Take Off on the main engines, using scrub-bers to reduce SOx emissions, using solar panels, batteries when in the harbour, trim adjustment and speed optimisation. The overall results show that fuel savings up to 5% can realistically be achieved.

First vessel with DnV Gl’s new notationBarzan, the first in a series of six 18,800 TEU container ves-sels ordered by UASC, is the first to receive DNV GL’s new GAS READY notation. This eco-friendly vessels has been regis-tered on the Malta flag.

nasa satellite protects whales from shipsThe WhaleWatch tool funded by NASA will help decrease whale mortality due to collisions with shipping and fishing gear. Using monthly environmental data, it calculates the likelihood of where whales will be present in the California, and then plots that data on a map.

soybean lecithin considered as a dispersant for crude oil spillsResearchers separated crude soy lecithin into its lipid com-ponents. Then, they tested how well these lipids could break down oil in water in the lab. They found the compounds worked as well as or slightly better than two commercial dispersants.

noaa launches oil spill database toolA new online tool developed by NOAA to manage the data collected by different sources following the Deepwater Hori-zon oil spill is now available at https://dwhdiver.orr.noaa.gov

ships sold for dismantlingNGO Shipbreaking Platform has published a list of ship owners and ships sold for dismantling in 2014. Clean Shipping Network urges these companies to adopt sus-tainable ship recycling policies. Learn more http://goo.gl/Qsg11T

Stay updated at www.GREEN4SEA.com

ICS warns of chaos caused by Regional Shipping RegulationICS Chairman of the International Chamber of Shipping, Masamichi Morooka, warned about the dangers of regional maritime regulation being adopted by governments at variance to the global maritime Conventions adopted by IMO. Mr Morooka highlighted the big problem caused by the different ballast water treatment regime that applies in the US to that adopted by the IMO through the BWM Convention. Under the current U.S. regulations, as applied by the U.S Coast Guard, shipowners that have installed IMO type-approved systems, at a cost of between US $1-5 million per ship, might have to replace the system completely after only five years. This is a par-ticular concern for operators that have installed ultra-violet systems. Mr Morooka also referred to the EU’s decision to pre-empt the current IMO negotiations on a global data collection on shipping’s CO2 emissions by adopting a unilateral, regional Regulation on the CO2 MRV – which will also apply to non-EU flag ships trading to Europe – in advance of IMO completing its work. “As the IMO negotiations on additional measures to help reduce CO2 continue, it will be vital for EU Member States to explain how the new EU Regulation can be implemented in a way which is fully compatible with whatever might be agreed by IMO for global application, in the interests of avoiding the unhelpful complication of a separate regional regime.”, he commented

mental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;

• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is respon-sible for removing the wreck and

when the Affected State may intervene;

• liability of the owner for the costs of locating, marking and removing wrecks – the registered shipowner is required to main-tain compulsory insurance or other financial security to cover liability under the convention;

• settlement of disputes.

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34 | GREEN4SEAlog | issue 04 | summer 2015

GMS has called upon the European Commission to think carefully before

banning beaching as an option for recycling European ships fol-lowing the very positive study visits by a Japanese delegation and representatives from the Danish Shipping Association to shipyards in Alang stating: “We saw, among other things, work-ers wearing safety equipment and undergoing six-monthly routine medical check-ups. We also noted that the shipyards were engaged in operations such as asbestos handling, and regularly compiled reports from water and soil pollution tests etc. Finally, we were able to person-ally observe that three of the

EU beaching ban needs updated information

shipyards had laid a concrete base beneath the beach to stop seepage of harmful substances.” GMS believes that a beaching ban by the EC will be counter-productive as it would discour-

age improvements in the ship recycling industries of South Asia. Also, the European Com-mission should base its decision on beaching on data received following thorough analysis.

The melting of the Arctic ice cap means that the Northern Sea Route between Northeast Asia and Northwest

Europe is commercially viable. It reduces the shipping route by a third, compared to the southern sea route currently used. For the Netherlands, the opening of the Northern Sea Route is of particular impor-tance, considering the strategic location occupied by the port of Rotterdam. Its trade volumes with countries in Northeast Asia are expected to increase significantly and it could possibly serve as a hub for new, global value chains.

Pole route offers advantages for port of Rotterdam

in brief

Gac joins Green award FoundationGAC Netherlands and GAC Belgium have signed up to the Green Award Foundation’s incentive scheme. Ships that are GA certified and who utilize GAC’s ship agency services at ports in either country can claim a 5% discount on GAC’s agency fees.

cosco orders triple-e megashipsChina Cosco Holdings Co. has ordered at least 10 container megaships. Triple-E vessels, which can move 19,000 con-tainers each, will cost around US$1.4 billion in total. The ships are intended to be deployed in the Asia-to-Europe trade loop. MOL has already ordered six 20,000 TEU containerships while CMA CGM three 20,600 TEU boxships at HHI.

Design standards for us lnG barges USCG has issued a policy letter regarding the design standards for U.S. Barges carrying LNG in bulk. The policy recommends design details for barges carry-ing LNG in bulk within the exist-ing regulatory framework. Learn more http://goo.gl/F1YNJH

singapore, rotterdam cooperate on r&DThe MPA Singapore and the Port of Rotterdam Authority signed a MOU to exchange information on marine services and to jointly collaborate on R&D in the areas of service efficiency and optimi-sation in the maritime and port sectors.

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technology

summer 2015 | issue 04 | GREEN4SEAlog | 37

in brief

technology

36 | GREEN4SEAlog | issue 04 | summer 2015

Stena Line has launched the world’s first methanol ferry, the Stena Germanica,

which operates on the route Kiel–Gothenburg. Stena Line is thus the first shipping company to operate with environmentally friendly methanol as the main fuel. Methanol is a biodegradable, environmentally friendly and cost efficient fuel that reduces the emissions of sulphur and particles by 99%. The ferry’s fuel system and engines have been adapted in the shipyard in collaboration between Stena Line and Wärtsilä. The tech-nology is called dual fuel – meth-

World’s first methanol ferry NYK orders next generation LNG carriers to transport shale gas

ClassNK released PrimeShip-GREEN/ProSTA, a software which analyzes and calculates a ship’s

speed trial results for EEDI calcula-tion in compliance with the latest IMO Guidelines on 1 May 2015. The software enables ship designers to calculate the ship’s speed in compliance with ISO15016:2015 and reduces the work-load required for EEDI calculation.

anol is the main fuel, but there is the option to use MGO, Marine Gas Oil, as backup. The project has

received support from the EU’s Motorways of the Seas and has had a total cost 22 million euros.

Energy-saving Propeller system reaches milestoneThe energy-saving Propeller Boss Cap Fins (PBCF) developed by MOL, West Japan Fluid Engineer-

ing Laboratory and Nakashima-Mitsuwa Propeller have reach milestone with 3,000 orders worldwide. The PBCF is an energy-saving device attached to the propeller of a vessel. It breaks up the hub vortex generated behind the rotating propeller, result-ing in a decrease of more than 9,000 tons of CO2 emissions per year because of a 3-5% reduction in fuel consumption, when installed on a large-scale containership.

Thordon Bearings secures new Alaska ferry contract

Thordon Bearings has received an order to supply its COMPAC system to two Alaska Ferry newbuilds under construction at the Vigor Industrial shipyard in Ketchikan, Alaska. The Canada-based company will deliver the EAL- compliant COMPAC propeller shaft bearing system for shaft diameters of 267mm. The twin-screw, 280ft long Alaska-class ferries will

each have capacity to carry 300 passengers and 53 standard vehicles and feature fully enclosed vehicle decks with bow and stern doors for quicker loading/unloading.

ClassNK releases PrimeShip-GREEN/ProSTA

mpa singapore designates “Green ship of the year”Hyundai Samho Heavy Indus-tries announced that UASC Umm Qasr, 9,000 TEU has recently been designated “Green Ship of the Year” by the MPA Singapore featuring electronically-controlled main engine, a BWTS and AMP sys-tem.

Deme to order two new ‘green’ dredging vesselsBuilt according to a ‘green’ design the two vessels will have a ‘Green Passport‘ and a ‘Clean Design‘ notation. The ships will be equipped with ‘dual fuel’ engines and LNG tanks.

sewage system gains BV approvalACO Marine has received Bureau Veritas type approval for its new ACO Maripur NF sewage treatment system.

hhi puts fuel saving propeller into serviceHHI, announced its fuel saving propeller attachment, Hi-FIN, proves beneficial to shipown-ers and operators. The device attached at the hub of the pro-peller generates countering swirls that offset the swirls gen-erated by the propeller, and thus improves propulsion efficiency.

Biofouling risk assessment tool launchedAustralia launched a new online tool which enables operators to easily assess risk and better manage their vessels by reduc-ing biofouling and the risk of aquatic pests.

Explore more at www.GREEN4SEA.com

MHI has received an order for two “Sayaringo STaGE,”

a next-generation LNG car-rier, for delivery to NYK Line. The vessels are scheduled for completion and delivery in 2018. They will be put into service for transport-ing shale gas produced in North America, carrying the gas from Cameron LNG Project, an initiative in which Mitsubishi Corporation is participating. The LNG carriers on order feature a

hybrid propulsion system dubbed “STaGE” (Steam Turbine and Gas Engines), which as its name implies combines a steam turbine and engines that can be fired by gas. STaGE’s com-ponents consist of the “Ultra Steam Turbine” (UST) plant, a highly efficient reheating

steam type marine turbine developed independently by MHI, a dual-fuel diesel engine capable of operating on both gas and oil, and an electric propulsion motor.

The new ‘RV Kronprins Haakon’, the first Norwegian Icebreaker built for Polar research, and the first purpose built polar research vessel since Roald Amundsen’s ‘Maud’ launched in 1917, will start regular

science cruises in 2017 with a complete hydroacoustic systems package from Kongsberg Maritime. It is designed and equipped with acoustics that combined can measure and quantify biology in all components of the marine ecosystem. Quantitative multibeam and omnidirectional sonars target areas close to surface and near bottom where traditional echo sounders cannot be used.

Kongsberg equips new polar research icebreaker

Ships are getting new bulbous bow to save fuelsthe bulbous bow (bulb) is a very important part of the hull as it can potentially reduce the hull resistance consider-ably, or affect the resistance in a negative way. the properly designed bulbous bow reduces wave-making resistance by

producing its own wave sys-tem that is out of phase with the bow wave from the hull, creating a canceling effect and overall reduction in wave-making resistance. the flow is more horizontal, reducing eddy effects at the forward bilge. the characteristics of the bul-bous bow must be carefully balanced with the shape of the entrance and the transition towards the forward shoulder and bilge. Maersk lines has reported fuel savings of over 5 percent by modifying the bul-bous bow of a shipyard design which was optimized to the design draft, so that it provided more favorable performance over the anticipated operat-ing profile of drafts and ship speeds. nyk group has made energy-saving adjustments to a containership’s bulbous bow resulting in a verified 23 per-cent reduction in co2 emissions over half a year, greater than the amount estimated prior to the tests. currently, Wilh. Wil-helmsen group announced that Mv tamesis is ‘getting a nose job’. their study shows they can save bunker consumption by changing the vessels bulb with a more efficient design.

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technology

38 | GREEN4SEAlog | issue 04 | summer 2015

technology

summer 2015 | issue 04 | GREEN4SEAlog | 39

in brief

A new ship for Norwegian shipping firm Nor Lines has set the milestone in ship-

ping history as the world’s first vessel to sail from Asia and Europe solely on LNG. Kvitbjørn is a 5,000 DWT short sea cargo vessel built to Rolls-Royce’s award-winning Envi-ronship concept. The ship sailed to Norway from Tsuji Heavy Indus-tries shipyard in Jiangsu, China, via Singapore, and subsequently LNG bunkerings in Cochin, India and Cartagena, Spain. This was the lon-gest voyage ever undertaken by a vessel running solely on LNG and

World’s Longest Ever LNG-powered journey

DNV GL develops unmanned FLNG Concept

was completed in Bergen on 29 March. The Environship, which can be adapted for different ship types, incorporates a range of Rolls-Royce technologies to deliver efficiency savings for ship owners. These include a Bergen engine powered by LNG, the Promas combined rudder and propeller, a hybrid

shaft generator to optimise use of electrical power and an innova-tive wave-piercing hull design. The combined technologies that make the Environship concept reduces CO

2 emissions by up to 40 per cent

compared to similar diesel pow-ered vessels, dependent on opera-tional profile. Kvitbjørn is about to enter operation delivering cargo in ports between Hamburg, the Netherlands and the Norwegian mainland’s most Northern city, Hammerfest. Nor Lines expects to take delivery of sister ship Kvitnos in June.

evergreen line installs green softwareEvergreen Line has commenced installation of ClassNK-NAPA GREEN software on chartered container vessels. Using the system, shore-based manage-ment teams are able to monitor, record and analyse data from chartered vessels in real time.

Ge marine engines receives lr approvalGE Marine announced that its LM6000 aeroderivative marine gas turbine PC and PG models have received Lloyd’s Register’s Design Appraisal Document to the Marine Naval Vessel Rules.

Learn more at www.GREEN4SEA.com

DNV GL has developed a new unmanned FLNG concept called Solitude.

The concept demonstrates how technological advances can be combined into a solution that offers some 20 percent reduc-tion in annual OPEX, only adding a few percent increase in CAPEX and at the same time increase the overall safety. Solitude makes

an example is generated by fuel cells. This improves power gen-eration reliability and reduces the unit’s environmental foot-print. Equipment throughout the FLNG is modularized and moni-tored from shore with much of the routine maintenance and fault correction carried out by self-programming autonomous inspection and maintenance

sor networks act as eyes, ears and noses, feeding information to a condition monitoring sys-tem that overseas fault detec-tion, proactive maintenance and repair planning. As there will be no one living on board or working on the topside dur-

• 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• 800 + delegates / 300

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use of advanced but mainly available technology to provide its power. Power that would oth-erwise be generated by high-maintenance gas turbines can as

units (robots). The topside has a system of rails that run along each process train, providing these robots with access to all the equipment. Wireless sen-

ing normal operation, the asso-ciated personal safety risks are eliminated. Learn more about the new concept at http://goo.gl/chfQOh

New series of LNG Carrier ship designsWärtsilä launched a new series of LNG Carrier ship designs. The series comprises four ves-sel designs, the WSD59 3K, WSD59 6.5K, WSD55 12K, and WSD50 20K, all of which have been

developed in close cooperation with custom-ers to produce vessels that are appropriate for the global LNG infrastructure and applicable for both ocean going and inland water opera-tions. In each case, fuel economy, performance guarantees, optional versions to meet specific needs, and the flexibility to choose particular features and solutions have been emphasized.

Wartsila offers packages compatible with eals in usWartsila’s propulsion systems are now capable of operating with EALs and comply with the US VGP 2013, after product modifications to various ele-ments have been made, includ-ing the seals, hydraulics and oil monitoring systems.

DnV Gl’s synergi project softwareSiem Offshore has acquired DNV GL’s Synergi Project software, a tailor-made solution which allows all involved parties to share com-pletely up-to-date information for collaboration in ship design, ship building and aftermarket.

First electrical car ferry in operationThe ferry only uses 150 kWh per route, which corresponds to three days use of electricity in a standard Norwegian household, Siemens installed the complete electric propulsion system and put up charging stations with lithium-ion batteries which are charged from hydro power.

carisbrook shipping chooses ip anti-fouling coatingCarisbrooke Shipping Ltd chose Intersleek 1100SR from Inter-national Paint as their coating of choice for the Jasmine C. which offers a reduction in hull rough-ness and in vessel fuel consump-tion, improving hull efficiency.

sewage system gains BV approvalACO Marine has received Bureau Veritas type approval for its new ACO Maripur NF sewage treat-ment system.

in brief

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sustainability sustainability

40 | GREEN4SEAlog | issue 04 | summer 2015 summer 2015 | issue 04 | GREEN4SEAlog | 41

in briefK Line: Navigating for sustainability

K Line unveiled its vision for environmental perfor-mance up to 2050. The

company identifies four prior-ity issues to achieve its goals for 2050 and addresses risk & oppor-tunities: prevent marine pollution and protect the ecosystem, diver-sify energy resources, suppress greenhouse gas emissions and reduce air pollution to as close to zero as possible.

K Line sets its major four goals for 2050:

• Continue avoiding serious marine accidents and be the industry’s leader in protection of the ecosystem

• Replacing majority of

energy currently consumed with new energy sources

• Reducing CO2 emissions by

half• Zero emissionsK Line has already taken initial

T he Sustainable Shipping Initiative has identified the following changes since

2012 in the shipping industry:

1 The global economy: Eco-nomic influence continues

to “shift east”, with ‘South-South’ trade surpassing ‘North-South’ trade. There is a growing global rhetoric of a “slow growth era” as developed economies struggle to recover and the blistering growth rates in emerging economies start to drop.

2 Ocean governance: Despite efforts to share best prac-

tices at the local and regional level, global ocean governance struggles to keep up with new areas of concern such as territorial disputes and new uses of marine resources such as deep sea min-ing.

3 Demand for transparency: Shipping companies are

grappling with growing demands for transparency from charterers,

SSI highlights developments across sustainability challenges

ports and the world of social media at large.

4 The future of energy: A com-bination of regulations on

polluting emissions, the main-streaming of renewable energy on land and looming emission reduction targets has seen a fur-ther push to invest in alternatives

to bunker fuel, with LNG gaining the most traction as a near-term solution.

5 Sustainability regulation: Most regulations affirmed,

amended or further developed since 2012 come as no surprise, but growing public awareness and demands have seen regula-tions and commitments enforced more strictly.

6 Advancing technology: With a growing number of incen-

tives for early adopters, there is more certainty around the uptake of viable technologies with the potential to improve sustainabil-ity

7 Adapting to a changing cli-mate: Current knowledge

about the impact of climate change specific to the maritime sector remains insufficient for identifying specific needs for change.

Learn more http://goo.gl/qQ89xF

statoil issues sustainability report for 2014During last year, Statoil identi-fied measures that cut 339,000 tonnes of CO2 emissions from production. Also, steady prog-ress was made towards meet-ing the 2020 carbon efficiency targets. Read the report http://goo.gl/oA1dSj

hapag- lloyd, DB schenker jointly to protect the climateHapag-Lloyd and DB Schen-ker signed a six-year strategic partnership agreement that aims to reduce CO2 emissions. The agreement sees Hapag-Lloyd commit to reducing the CO2 emissions for each and every DB Schenker shipping container it transports by 6% on the 2014 figure by 2020.

Damen joins WocDamen is the first European shipbuilder to join the World Ocean Council. By focusing on optimizing ship design and working on product innova-tions, Damen works to reduce environmental impacts of ship-ping.

BG Group issues sustainability report for 2014During 2014, BG Group further improved its safety record, considered a number of new country entries and monitored work on licence to operate. It also discussed climate change, while continuing to monitor social performance and ethical conduct. Read the report http://goo.gl/DAnmGo

U N Secretary-General Ban Ki-moon has appointed Dr Henrik O. Madsen,

Group President & Chief Execu-tive Officer, DNV GL, as a new board member to the UN Global

DNV GL CEO joins UN Global Compact Board

ICS highlights ocean governance issuesat an un meeting on ocean governance, icS explained how shipping is the only industrial sector already to have a mandatory global regime in place, adopted by iMo, to regulate and reduce its co2 emissions. With respect to social sustain-ability, icS explained that shipping is also unique in having the comprehensive framework of global regula-tions governing seafarers’ employment and working conditions provided by the ilo Mlc. however, icS noted that the collective cost to the shipping industry of imple-menting new environmental regulations was estimated to be in excess of uS$ 500 bil-lion over the next 10 years, something which had not been fully taken into account when the rules were adopted. icS suggested the conduct by iMo of full and proper cost benefit analysis of all new future regulatory proposals.

Stay updated at www.GREEN4SEA.com

Port of New Orleans Leads Clean Water EffortThe Port of News Orleans has been recently awarded with the Environmental Leadership Award for its voluntary pol-lution prevention efforts, community environmental out-reach initiatives and environmental management systems that are above and beyond regulatory compliance. As part of efforts to improve water quality, the Port recently part-nered with the U.S. EPA, DEQ, and multiple local organiza-tions to address trash and litter in waterways.

Cargill promotes sustainability on the high seasCargill is a member of several groups that promote sustainability on the high seas. Recently, Car-gill became the first company in the industry to publicly commit to staying away from the crafts that cause the most pollution. Cargill started chartering cleaner ships preferentially in 2012. As a

benchmark, it used the EVDI Index developed by RightShip and Carbon War Room. “We’ve been able to use specific examples and data to show our customers, employees, suppliers and partners in general that the topic of sustainability is important to our business. We’ve heard from our customers that our focus on environment and community is something they really appreciate, and we’ll work together to address some of their sustainability concerns,” said John McCluckie, head of sales and market-

ing for Cargill OT. Moreover, Cargill has co-funded experiments with SkySails, a German-designed giant kite that acts like a flying sail and is projected to save modern cargo ships a lot of fuel.

Compact board, the world’s larg-est voluntary corporate sustain-ability initiative. As a Board mem-ber, Dr Madsen will join other leaders from business, labour and civil society, and serve as

a champion of the UN Global Compact and its mission. He will act in a personal and honorary capacity for a period of three years, starting from 1 June 2015.

steps navigating for sustainability by introducing many projects such as the Wind Challenger Proj-ect, the use of renewable energy, the study of Arctic Sea routes , the study of LNG-fueled carriers.

Port of Gothenburg invests in solar power panelsthe port of gothenburg is currently investing in solar power panels. Α 250 square metre solar panel array will be installed on the roof of the head office. once completed, it will be the most efficient solar panel facility in western Swe-den. the port of gothenburg expects to save Sek 60,000 in energy costs each year.

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sustainability

42 | GREEN4SEAlog | issue 04 | summer 2015

WW Group issues sustainability report for 2014WW Group has issued its sus-tainability report for 2014 illustrating improvements on environmental footprint, further increased employee safety, fur-ther intensified work on compli-ance and positively influenced community. Read the report http://goo.gl/dtjHLV

cruise industry renews commitment to environmentCLIA has renewed its commit-ment to protect the environ-ment by employing policies and practices to further reduce their impact on the environment, often exceeding international regulatory requirements.

port metro Vancouver focus on green practicesPort Metro Vancouver issued Sustainability Report 2014 explaining how the Port Author-ity will promote long-term sustainable development up to 2050 http://goo.gl/iiZFy7

ssi wins Guardian sustainable Business awardSustainable Shipping Initiative has been recognized at the Guardian Sustainable Busi-ness Awards for delivering new innovation and insight to help the shipping industry acceler-ate progress for the future

mpa singapore issues annual report for 2014The report includes actions taken by the MPA Singapore for Environmental Sustainabil-ity http://goo.gl/LaqbfM

EPA funds clean diesel projects at US ports

U.S. EPA awarded $5 mil-lion in grant funding for clean diesel projects at

U.S. ports. The selected projects in California, Oregon, New Jer-sey and Texas will improve the air quality for people who live and work near the ports, and sig-nificantly reduce emissions of the greenhouse gasses that lead to climate change.

in brief

Maersk Line’s Global Voy-age Centre

monitors Maersk Line’s fleet 24 hours a day, seven days a week. The team is using complex, real- time data to plan and execute the most efficient voyages for the ves-sels. The result is an optimized network, less fuel consumed and less CO

2 emis-

sions. In fact, 2 GB of data is stored every day from the main control system of each and every Triple-E vessel. 2800 sensors are hardwired into the Triple-Es main control system. The engine room alone has 200 sensors measuring temperature, pressure and operation. These

Information era moves into the engine room

huge amounts of data can be used to make critical business decisions on how to optimize fuel consumption. The Global

Voyage Centre contributed to a reduction of 125,000 tonnes of CO

2 emissions in 2014.

ECO-EGC™ is a proprietary Exhaust Gas Cleaning system which allows ship-owners to fully comply with IMO regulations in ECA’s. While SOx are removed with an Open Loop Scrubber, soot and unburned hydrocarbons are reduced virtually to zero by installing either an ECO Jet-CDF™ (Catalytic Dry Filter) or an ECO-DOC™ (Diesel Oxidation Catalyst) up-stream of the DeSOx tower.This unique solution ensures no polluting discharges into the sea as well as no particulate and PAH in the combustion fumes that differently will fall back down from the air into the sea. This multi-pollution cleaning system is what makes the difference between ECO-EGC™ OPEN LOOP and all the others.

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green reports green reports

44 | GREEN4SEAlog | issue 04 | summer 2015 summer 2015 | issue 04 | GREEN4SEAlog | 45

MicroplaSticS in the Marine environMent: a global aSSeSSMentPublisher GESAMPThe report identifies the main sources, fate and effects of microplastics in the ocean and recommends better con-trol of the sources of plastic waste

the econoMic iMpact of opening the northern Sea routePublisher CPB NetherlandsA consequence of melting Arctic ice caps is the commercial viability of the NSR, connecting North-East Asia with North-Western Europe. This will represent a size-able reduction in shipping distances and a decrease in the average transportation days by around one-third.

ScrubberS – an econoMic and ecological aSSeSSMentPublisher CE DelftIf there is insufficient dilution, scrubbers may have a negative impact on the marine environment in the form of acidification, eutrophication and accumulation of hazardous hydrocarbons and heavy metals in ports and coastal areas.

GREEN4SEA Reports Library at www.GREEN4SEA.com/Reports

analySiS of eivS of ShipS that have entered the fleet Since 2009Publisher CE DelftThe report analyses the EIV of over 9,000 new ships that have entered the fleet 2009-2014. Their design efficiency has improved considerably between. In 2013 and 2014, approximately 90% of new container ships had EIVs below the reference line.

california’S Marine invaSive SpecieS prograMPublisher California SLCThe report notes that no currently available ballast water man-agement system meets California per-formance standards.

third iMo greenhouSe gaS Study 2014Publisher IMOScenarios show that by 2050, CO

2 from

shipping could grow by 50% - 250% depending on future economic growth and energy developments

arctic ShippingPublisher ICSICS stresses the critical importance of a mandatory and uniform regulatory framework to ensure maritime safety and environmental protection, as the volume of Arctic shipping gradually increases

SignalS of changePublisher SSIThis report looks at the potential impact of emerging signals of change on the future of sustainable shipping

going reMote: rethinking offShore operationSPublisher DNV GLDNV GL has developed a new unmanned FLNG concept that overcomes many of the challenges currently faced by those looking to unlock the potential of remote off-shore gas fields.

your optionS for eMiSSionS coMpliancePublisher Lloyd’s Register MarineWith key dates looming – 2016 NOx compliance and a 2018 review of fuel availability ahead of a global cap for SOx emissions, LR’s new guidelines supports operators’ invest-ment decisions.

lng bunkering in the MediterraneanPublisher FC Gas Intel-ligenceA report on the status and the prospects of LNG Bunkering in the Mediter-ranean area.

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video review video review

46 | GREEN4SEAlog | issue 04 | summer 2015 summer 2015 | issue 04 | GREEN4SEAlog | 47

World’s first ferry to convert to methanolVideo series about the conversion of Stena Germanica to run on methanol describing the process and the advantages.

green port practices in port of gothenburgThe Port of Gothenburg is pioneering a number of methods to mitigate pollution from ships. From plugging ships into onshore green energy to a new ‘sniffer’ technique which monitors sulphur emissions

efficiency in freight transportation with shipping containersSustainable practices in Atlanta: How trains reduce emissions when transporting goods in shipping containers.

energy management in port of lb“Energy Island” new concept of the Port of Long Beach will generate clean power

chevron undertakes fleet modernization programChevron is currently undertaking a large shipbuilding and fleet modernization program in which the company will take delivery of six new LNG tankers.

GREEN4SEA Video Library at www.GREEN4SEA.com/Videos

2015 green4Sea forum highlightsView highlights of the annual GREEN4SEA Forum and learn how to join largest shipping industry’s green conference globally

largest offshore platform installation completedThe Wheatstone Project successfully completed one of the largest offshore platform installations in Chevron’s history. The Wheatstone Platform is the largest offshore gas processing platform in Australia

the environship conceptEidsvaag AS took delivery of the first vessel of the Rolls-Royce prize winning Environship range, featuring technologies which reduce CO

2

emissions by up to 40 %

invaders from the SeaHow the transfer of harmful organisms in ships’ ballast water is affecting marine environment

World’s greenest ultra large container vesselWith a loading capacity of 18,800 TEU, M.V. ‘Barzan’ is the first in a new class of leading ultra-large container vessels of UASC’s fleet setting new standards for fuel and energy efficiency

rightShip’s ocean innovation challengeRightShip’s Greenhouse Gas (GHG) Emissions Rating measures the relative efficiency of vessels, enabling environmentally sustainable decision making.

Why we need radar satellitesRadar satellites are used to monitor oil spills and for maritime surveillance.

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events calendar

48 | GREEN4SEAlog | issue 04 | summer 2015

NORGES VAREMESSE Nor- Shipping http://www.messe.no/nor-shipping

2-5 June 2015Norway, Olso

INFORMA MARITIME EVENTS 10th Annual Ship Recycling Conferencehttp://www.informamaritimeevents.com/

16 -17 June 2015Kensington , London

CWC Small-Mid Scale LNG Summithttp://www.small-mid-lng.com/

23 -25 June 2015Amsterdam, Neherlands

ΙΑΜΕ ECONSHIP 2015http://www.econship2015.gr/

24-27 June 2015Chios, Greece

ACI EVENTS LPG Europehttp://www.wplgroup.com/aci

24- 25 June 2015Amsterdam, Netherlands

CDMC EVENTS 12th Asia Gas Congresshttp://www.cdmc.org.cn/2015/agc/indexen.html

25- 26 June 2015Beijing, China

OPUS KINETIC FPSO Design and Construction 2015http://opuskinetic.com/details-training-73

29 June – 1 July 2015Singapore

POSEIDONMED LNG Bunkering project: Bunkering our Futurehttp://poseidonmed.eu/

30 June 2015Athens, Greece

IBC Scrubber Summit Conference http://www.scrubber-summit.com/

29 July 2015Suntec, Singapore

IBC 3rd Annual LNG Bunkering http://www.lngbunkeringsg.com/

29- 31 July 2015Suntec, Singapore

IBC 9th Annual FLNG Conferencehttp://www.flngkoreasummit.com/

25- 26 August 2015Seoul, South Korea

SHIPPING INNOVATION London International Shipping Weekhttps://www.londoninternationalshippingweek.com

7- 11 September 2015London, UK

FATHOM Ship Efficiency Awards 2015http://www.fathomshippingevents.com/

9 September 2015London, UK

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

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

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

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

3-6 November 2015Rotterdam, Netherlands

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

11- 12 November 2015London, UK

FIGS EVENTS IMarEST’s Marine Electrical and Control Systems Safety Conferencehttp://www.mecss.org.uk

24-25 November 2015Bristol, UK

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