Maersk Kampala Containership on Fire Near the Suez - gCaptain

Posted - August 29, 2013 -  By Rob Almeida - gCaptain

Update: 30 August
Maersk Lines’s container ship, Maersk Kampala is still on fire this morning according to a statement on Maersk Line’s website. The vessel is located south of the Suez Canal and the fire is limited to two containers in the foremost bays on deck.
Maersk notes the fire started at approximately 2100 local time on 28 August.
Tugs remain on scene providing fire-fighting support and an additional fire-fighting team is to arrive this afternoon.
Earlier report: 29 August
Maersk Line has confirmed their 6,802 TEU container ship Maersk Kampala has caught fire in the vicinity of the Suez Canal today.
According to a Maersk Line statement on twitter, two containers are burning, however “the vessel is fully maneuverable, no injuries are reported.”
In an emailed statement, Maersk press officer Mikkel Linnet notes the two burning containers are in “within the foremost bays on deck. The vessel is fully maneuverable, but drifting south of the Suez Canal. “
Over the past 14 months, five fires have broken out on board container ships around the world, nearly all of which have resulted in significant, or total loss of the vessel.
In July 2012, containers on board the MSC Flaminia caught fire and exploded in the mid-North Atlantic, killing 3.
In June 2013, a single container on board the Eugen Maersk caught fire near the entrance to the Suez, however the crew was able to extinguish the fire quickly.
In July 2013, the bow section of the MOL Comfort caught fire and ultimately sank with a total loss of all cargo.  That same month, the mixed cargo vessel Hansa Brandenburg caught fire off Mauritius resulting in significant damage to the cargo and the ship’s superstructure.

Post to be found at:
http://gcaptain.com/maersk-kampala-containership-fire-suez/

Designing green ships, from sails to micro-bubbles - Join the Conversation

Posted - 29 August 2013, 12.27am AEST - Yonghwan Kim - Join the Conversation

Maritime engineering is no exception in worldwide effort to save energy and protect the environment. In 2008 the International Maritime Organization, a UN agency, set up its Marine Environmental Protection Committee (MEPC) to draw up and implement regulations to reduce greenhouse gases from shipping.
Generally, the energy efficiency of ships is very high compared to other forms of transport. The energy required to carry one tonne of cargo one kilometre is less than 1.5% of that required for an aeroplane, and 15% that of road haulage. But while shipping is the most effective transportation in terms of CO₂ emissions, without regulations to limit them these are projected to triple in the next three decades.
The reduction of greenhouse gases and other air pollutants from shipping has been approached in three ways: designing ships to be energy efficient, optimising ships' capacity and shipping routes, and regulating the shipping business. The IMO will require ships to reduce their energy use, based on an efficiency index known as EEDI, by at least 30% by 2025, for example.
Several methods to reduce air pollutants are under consideration. First of all most of the harmful gases, such as 95% of sulfur oxides (SOx) and nitrogen oxides (NOx), can be collected by equipping proper filters devices in exhaust gas system. Reducing CO₂ emissions is more difficult, the most promising method is to adopt a liquid natural gas-fueled engine. LNG is more environmentally friendly than oil-powered ships, and entirely electric engines are not mature enough to be used for very large commercial ships.

Don’t be a drag

The development of energy-saving devices is also underway in order to increase the ship’s propulsion efficiency. For example, specially designed fins on ship’s hull or propeller blades, waste-heat recovery systems, or creating micro bubbles around the ship’s hull to reduce drag in the water.
Recently container ships fitted with kites large enough to pull the ship have been tested. With the cost of fuel oil being a major expense, this has led to a surge of interest in fitting the square-rigged sails of clipper ships that plied the Atlantic trade winds only a century ago. More energy saving can be achieved from designing hulls with lower resistance, which would also use less fuel. While some techniques have already been trialed, others are still at the testing stage, but it’s a quickly developing area.

Higher wind speeds at kite-flying heights are capable of pulling

 great loads. NJKite.com

A ship’s speed makes a very large impact on fuel consumption. In general, speeding up a ship requires a dramatic use of fuel. In the case of large container ships, oil consumption increases to the power of three (3ⁿ⁾ with ship speed. Increasing speed by 10% increases oil consumption by more than 33% for example, while if speed decreases by 10%, fuel use is reduced by 27%. These days slow steaming is a general trend in the shipping business, which shipping firms make up for by building and operating larger and larger ships to carry more cargo.

Bigger is better

On June 14, 2013, the world’s largest container ship was launched, built by the Korean company Daewoo Shipbuilding and Marine Engineering for Maersk, the world’s largest shipping firm. The only ship in the 18,000 TEU class (Twenty-foot Equivalent Unit, the size of the universal shipping container), the Danish firm has ordered 20 of these giant ships, which when fully loaded are larger than aircraft carriers or ocean liners like the Queen Mary 2. At 399m long and 59m wide it is significantly larger than any other and can carry 18,270 TEU containers, which if lined up would stretch more than 111Km. Ship size has been determined mostly by the need to fit the width of the Panama or Suez Canals, or to fit particular container ports. However these huge vessels signify the start of a new generation, and it will have a major impact on port management.

Big. Very big indeed. Maersk

Click to enlarge

More importantly than their huge size, Maersk’s newest container ships are the most environmentally friendly vessel in the business. Known as the Triple-E series, this stands for Economy of scale, Energy efficient, and Environmentally improved. Compared with smaller, conventional 8,000 TEU container ships, the Triple-E series requires 50% less fuel to move the same amount of cargo, produces 20% less CO₂ emissions than 15,500 TEU container ships, and will cut 100,000 tonnes of CO₂ every year. A waste-heat-recovery system is also installed, with an expected 10% increase of engine efficiency. The shape of the ship’s hull has been designed based on systematic hydrodynamic research to minimise resistance, and the build includes other environmentally friendly machinery and materials. Taken together, all these design improvements mean these huge ships use 80,700 horsepower – using only 10% more power than 10,000 TEU container ships but carrying 80% more cargo.
Today the demand for more environmentally friendly ships is growing. The construction of the Triple-E will be the trigger to build that demand and kick-start further “greenship” technologies that will deliver even bigger, more efficient means to trade across the world, without costing the earth.

Post to be found at:
http://theconversation.com/designing-green-ships-from-sails-to-micro-bubbles-17508

Officials already preparing for higher number of tankers - Vancouver Sun

Posted - August 27, 2013 - By Barbara Yaffe, Vancouver Sun

Yet, our oil spill readiness less than in U.S

As opponents rage against new pipelines, planning has already begun in preparation for the hundreds of oil tankers the pipelines would supply off B.C.'s coast.
Port Metro Vancouver is creating a Canadian "Center of Excellence" for oil and liquefied gas shipments, in anticipation of the port becoming a major exporter of energy products.
In a recent submission to a federal panel on tanker safety, the port revealed the centre will be a "leading source of information on best practices for shipping Canada's energy and oil and LNG commodities on Canada's Pacific Coast."
And, in northern B.C., Ottawa is sponsoring an ocean-monitoring study to probe surface wind effects on bitumen from Kitimat to the Hecate Strait, to prepare for oil spill response measures.
If the Northern Gateway pipeline gets the nod from Ottawa early next year, some 250 tankers could one day operate out of Kitimat.
Another 350 mid-sized tankers would operate annually out of Vancouver's port should Kinder Morgan's expansion of the Trans Mountain pipeline be approved.
This would mark a huge change. Currently, no oil tankers visit Kitimat, and just 50 or 60 a year leave Trans Mountain's Westridge Terminal in Burnaby.
A paper by Calgary economist Jennifer Winter forecasts that Trans Mountain's expansion "would result in (Port Metro Vancouver) becoming a major exporter of crude oil," with such exports accounting for 30 per cent of total port tonnage.
That is roughly the same as coal, one of the port's biggest exports along with forestry products.
In advance of this controversial transformation, the Harper government is working to build public confidence in regulatory systems that police tanker movements and govern responses for spills.
Last March , Natural Resources Minister Joe Oliver was in Vancouver to announce the three-member tanker safety panel, due to issue a report this fall.
Oliver also reported Ottawa would review its $1.3-billion oil pollution liability limit. The potential cost of a Pacific Coast tanker spill involving the gooey Alberta bitumen has been pegged at anywhere from $9 billion to $40 billion.
Port Metro Vancouver last June told the tanker safety panel it "has served as Canada's Pacific Gateway for bulk oil for more than 50 years, and we have never had a navigational issue with an oil tanker."
While that may be true, oil shipments traditionally have accounted for just 3.1 per cent of total tonnage - involving a limited number of tankers a year at the Westridge Terminal.
There is, of course, a basis for concern about any increase in tanker operations at Canada's largest port.
The port has 600 kilometres of shoreline, bordering 16 municipalities and several aboriginal communities. Mayors in Vancouver and Burnaby oppose increased tanker operations.
Kinder Morgan, which will file an application later this year to the National Energy Board for its pipeline expansion plans, told the tanker safety panel it has found that "the tanker safety regime in Canada is not well understood or appreciated" by the public.
It acknowledged its plans would pose "an incremental change in risk (arising) from a higher probability of an incident due to increased residence time and transit frequency."
The company also acknowledged: "Our strict obligation for tanker safety ends once the tankers leave the Westridge Marine Terminal."
Por t Met ro Vancouver , meanwhile, is recommending standards be boosted for spill cleanup capability.
Transport Canada requires responders to be able to address oil spills up to 10,000 tonnes, compared to 30,000 tonnes in the U.S. If a green light is given to significantly more tanker traffic off B.C.'s coastline, it certainly would be hard to justify a lower level of cleanup capability than in the U.S.
© Copyright (c) The Vancouver Sun

Post to  be found at:
http://www.vancouversun.com/business/Officials+already+preparing+higher+number+tankers/8837382/story.html

Korean Register Leads Project to Build World’s First Green-Ship Equipment Certification Centre - Maritime Executive

Posted - August 28. 2013 - Maritime Executive -

The Korean Register – an IACS member classification society – is leading a project to build and operate the world’s first green-ship equipment certification centre in Gunsan, Jeonbuk, Korea which is due to open in February 2014.

Work is already underway and the new 300 billion won (US$269 million) facility is being constructed with the full support of the Korean Ministry of Maritime Affairs and Fisheries, the local government and various research institutes.

This ambitious project has been created in response to IMO’s greenhouse gas emissions reduction and maritime pollution regulations and will enable KR to lead the way in certifying essential green-ship components, including engines.

The new centre will be equipped with an 8MW-class engine test-bed, hybrid power systems, a fuel Q/P and emission bench, Organic Ranking Cycle (ORC) systems and other facilities.

The 8MW-class engine test-bed is the first to be available anywhere in the world and is attracting significant interest from major shipyards.

The certification centre will become a global focus for green-ship equipment and machinery resulting in KR and its industry and academic partners establishing themselves as a leading authority on maritime technology that is designed to lessen environmental impact.

The centre will conduct inspections, certification, R&D and act as a test hub for new technologies. 

KR Chairman and CEO, Dr Chon Young-kee said: “We take our environmental obligations extremely seriously and we want to do all we can to encourage the maritime industry to be as green and clean as it can be. This dedicated new facility will allow us to take the leading role in green-ship technology and become the global benchmark for testing and certifying vessel machinery. “

Post to be found at:
http://www.maritime-executive.com/article/Korean-Register-Leads-Project-to-Build-Worlds-First-GreenShip-Equipment-Certification-Centre-2013-08-28/

Environmental Compliance: at what cost? - Maritime Professional

Posted - Aug 28, 2013, 1:57PM EST - by Joseph Keefe -  Maritime Professional


Emission Control Areas (ECA) will no doubt clean up the air we breathe. Hopefully, it won’t also be the primary cause of dirtier water.

The latest statistics from the great state of California chronicling Loss of Propulsion (LOP) incidents for deep draft vessels entering those waters show a recent (and marked) increase in this type of casualty. Indeed, and if the current trend continues, California could see its highest LOP totals since data on this type of thing began to be compiled in 2004. The numbers are important because California, unlike many places right now, requires ships to switch from fuel oil to cleaner burning distillates when they come within 24 miles of the California coast. Beneath the raw data lurks troubling root causes and, perhaps, a glimmer of hope, as well.

The local California fuel switching rules have been in effect since 2009. And, although the requirement did not come into effect until July of that year, the number of LOP’s almost immediately tripled, as compared to the previous year. Today’s LOP numbers remain consistently high, as compared to pre-2009 rates, with the highest number seen in 2011, when it spiked all the way to 93 incidents. That metric was likely due to increased reporting requirements, closer scrutiny from California state regulatory personnel and better recordkeeping by the vessels themselves. Alarmingly, and although the numbers dipped precipitously last year (63), this year’s rate of incident reports could eclipse that seen in 2011. So, what’s a Mother to do?

There are many reasons for loss of propulsion in deep draft vessels. These span the gamut from poor fuel quality all the way to the supposition of incompetent engineroom staff, and/or poor engine maintenance. It’s a fact of life that the loss of sulphur in the distillates also equates to loss of lubricity in the fuel itself. Just as the automobile industry had to deal with the loss of lubricity when the elimination of lead occurred decades ago, today's vessels are dealing with similar issues. Some attack the problem with additives and a few years ago, a NASCAR-based service company even proposed micro-thin ceramic coatings for the internal parts of big seagoing vessels as a way to combat the problem. The latter solution, although today a common practice for NASCAR teams, hasn’t yet caught on offshore.

Needless to add, the differences in viscosity of the two fuels adds another variable to the issue, as well. The HFO is very forgiving of worn parts due the high viscosity of the fuel while the distillate isn’t forgiving at all. If crews are really keeping up their machinery as their paperwork attests, then why are we still experiencing this higher level of LOPs?

California records show more than 300 LOP incidents in CA waters since 2009, with fully one-third of those confirmed as being related to fuel switching procedures. The real danger, however, is where these incidents are taking place – close in and often in pilot waters in proximity to shallow drafts and navigation hazards. More telling, perhaps, is that fully 79 vessels have failed to comply with local fuel switching regulations, citing “safety exemptions,” something that should give regulators everywhere pause when they contemplate future and stricter ECA zone(s). In the case of a safety exemption, the vessel remains burning HFO going into the berth and sometimes, going out, too. The practice of switching fuel sources on the fly involves risk and it requires skill. That as many as 100 ships in California waters in the past 4 years alone haven’t gotten it right is ample testimony to that.

Finally, a more obscure statistic – obtained from reliable sources who did not want to be identified for the purposes of this article – involves the fact that first time visitors to California waters experienced LOP failures when switching over to distillates as much as 30 percent of the time. Hence, like anything else, ship’s engineers get better at the procedure with practice. As ECA’s come into effect all over the globe, these numbers loom all the more important. Also according to our source(s), the LOP numbers probably have as much to do with maintenance which, although immaculate paperwork often indicates is being done properly, is anything but.

In January of 2015, and when the NAECA comes into play, ships will be switching 200 miles offshore California. So, in many respects, and no matter what you think of the California environmental lobby, the state is the perhaps the leading indicator of what could come next. On one hand, future LOP problems will likely occur some 200 miles offshore in deep water and with time to rectify problems before the vessel begins the all important inbound pilotage leg. That’s a good thing. On the other, the records being kept in the “Left Coast” today could well be a harbinger for what is to come on a global basis.

California’s recordkeeping is exemplary and gives real insight into quantifying the issues which arise when one regulation, intended to obviate one problem, inadvertently causes another. Worldwide, however, who else is keeping score in the rapidly expanding ECA theatre? Global classification society DNV said recently that as much as 50 percent of the world’s maritime fleet could be dual fuel-powered, as early as 2020. That’s an optimistic look at the future of LNG as a fuel, but at the same time concedes that fully half of the global fleet at that point will still be running on other fuels. In the meantime, and as operators wean themselves from heavy fuel oil, fuel switching within so-called ECA’s will remain fraught with danger.

Until we clean up the way we power the vessels that crisscross the seven seas, ECA’s and fuel switching will remain as part of the environmental solution. In the meantime, let’s just hope that cleaner air doesn’t eventually translate into a preventable casualty that means dirtier water.

Post to be  found at:
http://www.maritimeprofessional.com/Blogs/The-Final-Word-with-Joseph-Keefe/August-2013/Environmental-Compliance--at-what-cost-.aspx

Salvors Make Progress Pumping Heavy Fuel Oil from MV Smart - gCaptain

Posted - August 27, 2013 - By Rob Almeida - Partner and Chief Marketing Officer at gCaptain

eNCA News posted an update today on the ongoing salvage of the MV Smart and the potential environmental impact of the cargo of coal that is open to the sea.
“The salvage has so far been very successful,” notes Captain Saroor Ali from the SA Maritime Safety Authority (SAMSA).
In a statement obtained by East Coast Radio, Captain Nigel Campbell from SAMSA notes that the pumping operation to remove the fuel oil is about one-third of the way complete.
The following images are courtesy of Jenny Fresse from Yacht Sweet Waters in Richards Bay, republished with permission





Post to be  found at:
http://gcaptain.com/salvors-progress-pumping-heavy/?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+Gcaptain+%28gCaptain.com%29

Northern Sea Route: Humming with Activity - Institute for Defence Studies and Analyses

Posted - August 27, 2013 - Arvind Gupta -  Institute for Defence Studies and Analyses

China and Japan are positioning themselves to take advantage of the opening of the Northern Sea Route (NSR). Presently, the Chinese shipping company COSCO’s container ship is transiting through the NSR carrying exports from a Chinese port to Europe. Earlier this year, a 66,000 tonne vessel carried iron ore to China. Given this trend, in the coming years China may emerge as a major user of Northern sea route.

Japan is also alive to the benefits from the NSR. Last year the Russian gas company GAZPROM delivered a consignment of liquefied natural gas to Japan using the NSR during November 9-18. The LNG ship Ob River travelled from Hammerfest in Norway to Tobata port in Japan safely in a matter of ten days. The ship was escorted by Russian nuclear-powered ice breakers. The tanker made two voyages through the NSR in a single navigation period, having travelled empty from Japan to Europe in October. These voyages have demonstrated the technical and commercial feasibility of the NSR.
The rapid melting of the Arctic Sea ice due to global warming has led to the opening of the NSR. The passage is open for ships during the summer season up to four months. This year transit may be possible even for up to six months. Some ships may be able to sail without the escorting icebreakers. From Rotterdam in Netherlands to Dalian in China, the time of passage will be about 35 days through the NSR as compared to 48 days through the Suez Canal. This will result in considerable saving of time and fuel costs.
The Arctic holds about 20 percent of global hydrocarbon resources. Several companies have plans to invest in the oil resources. Norway is increasingly shifting its oil production activity northwards as oil output from the fields in the North Sea declines. Russia is prospecting for oil in the Yamal peninsula. The NSR and its connectivity with the Russian hinterland will provide many new economic and business opportunities.
The Northern Sea Route runs along the northern coast of Russia from Bering Strait in the west to Novaya Zemlaya in the East for about five thousand kilometres and is described as follows:

“The aquatic space adjacent to the northern coast of the Russian Federation, covering internal waters, territorial sea, the contiguous zone and the exclusive economic zone of the Russian Federation and bounded by division lines across maritime areas with the United States and the parallel Cape Dezhnev in the Bering Strait, west meridian of the Cape of Desire to the Novaya Zemlya archipelago, eastern coastline of the Novaya Zemlya archipelago, and the western boundaries of the Matochkin, Kara, and Yugorsky Straits.”

The NSR is humming with activity this year. According to the information on the website of NSRA (www.NSRA.ru 25 August 2013), 454 vessels have been given permission by the Russian authorities to transit through the route. Of the permissions given an overwhelming are ships with Russian flags (83 percent) and the rest (17 percent ) belonging to various countries including France, UK, China, Poland, Germany, Liberia, Marshall Islands, Liberia, etc. In all 71 applications have been refused on technical grounds.
Russia has major plans to rejuvenate its north through the development of NSR. Arkhangelsk, a major Russian port on the White Sea adjacent to the NSR, will be connected to Perm in the mineral rich Urals through Belkomur railway line. Many cities of the north will be connected through the NSR.
Russia has now complete control over the NSR. A new agency called the Northern Sea Route Administration (NSRA) has been set up in Moscow. It will have an office in Arkhangelsk. This new state agency will decide tariffs and regulations for passage of ships, consider applications from ship owners and give or refuse permissions. Its remit includes providing ice-breakers and pilotage, information regarding weather and ice conditions. The organisation will also do hydrographical surveys, arrange for search and rescue operations, and prevent pollution along the sea route including oil spills, etc.
The refusal of three applications from the international human rights NGO Greenpeace which wanted to send an icebreaker to monitor the offshore exploration of the Russian oil company Rosneft has attracted media headlines. Greenpeace has accused the Russians of trying to stifle legitimate protests over the exploitation of the Arctic Sea for commercial reasons.
Whether the potential of NSR is over-hyped is a matter of debate. This year about 1.5 million tonnes of cargo will be transported through the NSR as compared to nothing five years ago. This is still insignificant as compared to 17,225 ships that carried 928 million tonnes of cargo through the Suez Canal in 2012. Thus NSR is still in infancy. But the technical and commercial feasibility of the NSR has been demonstrated.
What is even more important is that the geopolitical importance of the NSR will be immense. As early trends show, minerals can now be transported from Europe to Asia Pacific and goods from China are now being exported to Europe. Super tankers have already made successful passage through the route. Russia is already using the route to bring development and prosperity to the North by linking the NSR with the rest of Russia through railway lines. The Russian rail and road network will link the northern sea route to Central Asia. Russia will emerge as a major beneficiary of the opening of the NSR.
But there are several challenges too. The route is still hazardous and expensive. There are uncertainties regarding ice formation and weather trends. What if the ice melt trend reverses itself? This happened in 2011 when there was more ice than expected although the melting trend resumed in 2012. The investment in the mineral exploration and shipping is fraught with high risk. Russia will have to invest a lot in infrastructure to provide connectivity with the hinterland.
Shortening of the distance and time from Europe to Asia through the Northern Sea Route will lead to the saving of fuel and on the emissions of carbon dioxide. But, there is a significant downside too. The partially burnt fuel leaves black carbon soot deposits on the ice which is a climate change enforcer. Recent studies have shown that black carbon is second only to carbon dioxide in its heat trapping potential. Arctic Council is concerned about black carbon deposits and wants these to be monitored.
Despite these uncertainties, the emerging trends indicate that the route has become technically viable. If the melting of the ice continues, NSR will become even a busier place.
Views expressed are of the author and do not necessarily reflect the views of the IDSA or of the Government of India.


Post to be found at:
http://www.idsa.in/idsacomments/NorthernSeaRoute_agupta_270513

Japan Fukushima toxic water leak a Level 3 'serious incident' - einnews.com

Posted -  August 28, 2013, - By Jethro Mullen and Junko Ogura, CNN - einnews.com

Tokyo (CNN) -- Japan's nuclear watchdog on Wednesday said a toxic water leak at the tsunami-damaged Fukushima Daiichi power plant has been classified as a level 3 "serious incident" on an international scale.

The Nuclear Regulation Authority (NRA) said it had made the decision after consulting with the Vienna-based International Atomic Energy Agency, said Juntaro Yamada, a spokesman for the regulator.

As news emerged last week of the leak of hundreds of tons of radioactive water from a storage tank, the NRA said it was planning to issue the alert, its gravest warning since the massive 2011 earthquake and tsunami that sent three reactors at the plant into meltdown.

The leak had previously been assigned a level 1 "anomaly rating" on the International Nuclear and Radiological Event Scale, which ranges from zero, for no safety threat, to seven, for a major accident like the meltdowns.

The decision to issue the level 3 alert came two days after a Japanese government minister had

Toshimitsu Motegi, the industry minister, said Monday after visiting the plant that "from now on, the government is going to step forward." His ministry has been tasked by Prime Minister Shinzo Abe to come up with measures to tackle the mounting problems at Fukushima Daiichi.

Huge volumes of toxic water

The plant operator, Tokyo Electric Power Company (Tepco), has been struggling to deal with the high volume of contaminated water at the plant.

Last month, Tepco admitted that radioactive groundwater was leaking into the Pacific Ocean from the site, bypassing an underground barrier built to seal in the water.

About 400 tons of groundwater flow into the site each day, and Tepco also pumps large amounts water through the buildings to keep the crippled reactors cool.

The operator has stored hundreds of thousands of tons of the contaminated water in huge tanks at the site. There are now about 1,000 of the containers, 93% of which are already full of radioactive water.

Around 350 of the tanks were built as temporary storage units in the aftermath of the meltdowns. But more than two years later, they are still being used.

It was one of those makeshift tanks where the leak was detected, setting off the latest crisis.

Tepco says it has transferred the remaining tainted water from the faulty tank to another container. But it hasn't said what caused the leak in the first place.

Post to be found at:
http://world.einnews.com/article/165128568/zEzhDXFlPH5KIOVA?afid=777&utm_source=MailingList&utm_medium=email&utm_campaign=Breaking+News%3A+world456-Wednesday

Auramarine's New, Cost-Efficient Solution Meets Lower Sulphur Emission Levels - Maritime Executive

Posted - August 27, 2013 - Maritime Executive

The new tightened sulphur emission rules will become effective in the Baltic Sea, the North Sea, the English Channel and North America in 2015. The time for making the alterations required by the new regulations is running short. The easiest, fastest and the most cost-effective solution to meet the challenges of reducing sulphur emissions is to switch to MGO, which only contains 0.1% sulphur. The emission limits can be met easily by using fuel that contains less sulphur.

Challenges posed by low-sulphur fuel

A switch to low-sulphur fuel requires special equipment and expertise. The availability of total solutions in which all the challenges posed by a switch from HFO to MGO have been taken into account is limited. In an optimal solution, a switch from HFO to MGO or vice versa takes place automatically and in such a manner that the lubrication of the ship’s engines is ensured in every phase.

Auramarine´s solution fits both newbuilds and retrofits

Thanks to its superior experience in ship fuel systems, Auramarine is able to offer a fast, reliable and affordable service when a switch to low-sulphur fuel is needed. Auramarine’s equipment consists of three units: FO Supply unit, MGO Cooling System, and Auramarine Fuel Selector - an automatic system that controls the HFO/MGO change-over procedure.

Auramarine’s solution can easily be integrated with any heavy fuel oil feeding system, whether newbuild or retrofit. In the case of newbuild, it is worthwhile to utilize Auramarine’s AMB FO Supply units, which have been designed to function seamlessly with the MGO solution.

Ensuring engine lubrication is the number one priority

The cooling system reduces MGO’s temperature and increases viscosity to a level that meets the requirements set by the engine manufacturer. The ability of ship engines to utilize MGO varies considerably and the MGO Cooling System enables practically all ships to switch to low-sulphur fuel.

In a switch to low-sulphur fuel, it is of utmost importance that the process is both easy and safe. The switch must not jeopardize the lubrication of the engine and thereby the engine’s service life. Auramarine’s fuel switch system secures this important phase completely.

Auramarine’s solution helps achieve lower sulphur emissions

Auramarine Fuel Selector makes it possible to program the change-over procedure from one fuel to another to take place fully automatically. The system also ensures that the temperature change process is slow enough. The temperature of the fuel entering the engine must not change by more than about 2°C per minute.

Auramarine Fuel Selector also allows data reporting. The system saves the data on the PLC Unit and converts it into a clear report for the use of the shipping company and relevant authorities. The Auramarine Fuel Selector allows the ship’s crew to monitor the process data in real time. Apart from the automatic change-over process, the system can be controlled manually. The Auramarine Fuel Selector also includes the possibility to monitor the overall functioning of the system.

All in all, the Auramarine Fuel Selector offers shipping companies an easy, fast and cost-efficient solution for entering the new era of lower sulphur emissions required by the new regulations.

Post to be found at:
http://www.maritime-executive.com/article/Auramarines-New-CostEfficient-Solution-Meets-Lower-Sulphur-Emission-Levels-2013-08-27/

Two nuclear generators missing in Arctic - BarentsObserver

Posted - August 26, 2013 - By Thomas Nilsen -  BarentsObserver

Lethal radioactive Strontium-90 source used to power lighthouse likely washed out in the sea north of the Taimyr Peninsula. 

Generators using a strong radioactive emitting source were installed in remote located lighthouses all along the Soviet Union’s Arctic coastline in the 70ies. Over the last 10 years, a massive program for collecting and securing the potential lethal radioactive sources has been going on. Norway, for instance, financed removal of 180 so-called radioactive thermal generators (RTGs) along the coast of the Barents-, White- and Pechora Seas during the period from 2001 to 2009.
Those lighthouses are now powered by solar-panels with battery capacity to last year-around.
Funding is already allocated by USA for continuing wast of where Norway's program stopped. Canada is also discussing a similar removal support program for RTGs in lighthouses further east on Russia’s Arctic coast north of Siberia.

Radioactive Thermal Generators.

But, for some of the RTGs, the removal program comes too late.
Russia’s hydrographical agency and the Federal agency for sea and river transport have searched for old RTGs in lighthouses and now announce that two of them are missing. The information is made available in a report to the International Atomic Energy Agency (IAEA) by Russia’s Kurchatov Institute.
A 700 IBS (318 kg) nuclear generator is missing from its location on the Lishniy island in the eastern Kara Sea. The island belongs to Severnaya Zemlya archipelago north of the Taimyr Peninsula.
Aleksandr Grigoriev with the Kurchatov Institute in Moscow says to Izvestia that the RTG most likely is washed out to the sea. The coastline where the lighthouse once stood was partly washed away. The amount of radioactivity in that particular RTG is believed to be between 46,000 to 50,000 Curie.
The other missing RTG was located in a lighthouse on the Kamchatka Peninsula in the Far East.
There are currently 56 lighthouses with nuclear generators still operating in western and central part of the Northern Sea Route, from the Yamal Peninsula in the west to the New Siberia Islands in the east.

Post to be found at:
http://barentsobserver.com/en/arctic/2013/08/two-nuclear-generators-missing-arctic-26-08

Russian Authorities Board Greenpeace Protest Ship in Arctic - gCaptain

Posted - August 26, 2013 -  gCaptain - Reuters

MOSCOW, Aug 26 (Reuters) – Greenpeace accused Russia on Monday of trying to block its protest against offshore drilling in the mineral-rich but ecologically fragile Arctic after Russian coastguards boarded its vessel.
The environmental lobby group said Russian officials boarded its icebreaker Arctic Sunrise after activists with banners reading “Save the Arctic” piloted motor boats toward an oil exploration vessel working for Russia’s top oil producer, the state-controlled Rosneft, and global major ExxonMobil.
Greenpeace steered its vessel into the Northern Sea Route in defiance of Russia’s refusal to grant it the necessary permits, accusing the authorities of trying “to block us at every turn”.
Russia has made tapping the Arctic’s oil and gas a priority to develop a $2.1 trillion economy that is reliant on exports of energy resources. Ecologists fear drilling in the virgin region risks destroying the Arctic’s unique wildlife and causing damaging changes to the global climate.
The Northern Sea Route mostly hugs Russia’s northern coastline and is a primary Arctic shipping route, with experts expecting traffic to increase significantly in the coming years as warmer temperatures melt the ice and make it more accessible.
Thawing sea ice has also attracted energy companies to drill in the Arctic Ocean, which is estimated to hold about 20 percent of the world’s as-yet undiscovered oil and gas.
“Offshore drilling should be banned in the Arctic, and especially in a remote sanctuary for threatened species like polar bears and narwhals where an oil spill would be impossible to clean up,” Greenpeace said in a statement.
Russia’s coastguard service declined to comment. Its supervisory body, the Federal Security Service, could not immediately be reached on Monday.
Rosneft, while it declined to comment on the Greenpeace protest, said it was following the highest environmental standards on the Arctic shelf.

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Chinese cargo vessel takes to the Arctic's burgeoning Northern Sea Route - Alaska Dispatch

Posted - August 24, 2013 - Mia BennettEye on the Arctic -Alaska Dispatch
 
On August 8, the Chinese cargo ship Yong Sheng set sail from Dalian, a port city in northeastern China. The Hong Kong-flagged vessel, owned by Chinese state-owned company Cosco Group, is bound for Rotterdam, in the Netherlands, with its cargo of steel and heavy equipment. But unlike most ships from Asia headed for Europe, Yong Sheng is tacking north, through the Northern Sea Route (NSR).

The Financial Times reports that Yong Sheng is scheduled to reach its destination in only 35 days, on September 11. This would cut off 13 days from the traditional maritime voyage through the Straits of Malacca and the Suez Canal. The NSR promises reductions in journey time of up to 40 percent for vessels leaving from north of Hong Kong compared to the so-called Royal Route. Yong Sheng is currently in the Sea of Japan and most recently docked in Busan, South Korea, showing how other ports in northeast Asia also stand to benefit from increased shipping along the NSR.
Only a few weeks ago, the FT reported that Russia’s Northern Sea Route Administration had authorized 204 ships to make the crossing this year. But now, the British newspaper notes that 372 ships have received authorization – a near doubling. A check of the NSR Administration’s website today reveals that 421 ships have now received permits, meaning the folks at the Moscow headquarters have been working overtime in the past month to issue 217 new permits.
It’s clear that a great many more ships will be sailing through the NSR this year than the year before. So with a possible 421 ships slated to make the journey, many of them with the mandated assistance of Russian icebreakers, why is the media jumping on the story of Yong Sheng?
For starters, it’s China’s first commercial ship to sail the NSR. The Guardian proclaims that the ship is undertaking one of the
“most audacious voyages of modern seafaring.” But although the route is still dangerous, this is no longer the eighteenth century filled with foolhardy, underprepared explorers. The Yong Sheng isn’t even the first cargo ship to tackle the NSR: other countries, including Asian ones such as Japan and Korea, have previously sent them along the route. Many have been liquefied natural gas (LNG) tankers (an arguably more precarious cargo), while some have carried goods like heavy machinery. One possible issue with the commercial viability of the NSR is that the main westbound exports would require cargo ships, while the primary eastbound exports from places like Norway and Russia would require different types of vessels, namely LNG tankers. This means that ships might have to travel empty in one direction, which is not a terribly exciting prospect for shipping companies.

The second reason that newspapers are providing ample coverage of Yong Sheng’s journey is because it’s a Chinese vessel. Last summer, the same papers were reporting excitedly (and perhaps somewhat unnervedly) on the Arctic voyage of the Xiao Long, or Snow Dragon -- China’s sole icebreaker. Less fuss is made about Korean or Japanese voyages to the Arctic, whether by their icebreakers or commercial ships. The FT article on the Yong Sheng concludes:

China, which claims to be a “near-Arctic state”, has become more aggressive in asserting its interests in the northern Pacific and Arctic oceans. In May, Beijing secured “permanent observer” status at the Arctic Council, a group uniting the eight countries with territory in the polar region.

The second sentence seems to be a non-sequitur, as China, along with Japan, Korea, India, Singapore, and the European Union, applied for Arctic Council (AC) observer status in a legitimate manner, and it was the AC permanent member states that decided, by consensus, to grant all of them* the status – China included. Thus, it’s not clear how observer status is connected to assertive behavior in the Arctic.
Moreover, let’s not forget that the UK calls itself a “sub-Arctic state” and British adventurers and scientists alike regularly make journeys to the Antarctic and Arctic without arousing comments that the country is acting “aggressively” or “assertively.”
So while Yong Sheng’s voyage is notable in that it’s China’s first commercial transit of the NSR, at the end of the day, it’s only one voyage out of hundreds. A more important voyage to happen this month might be the one currently underway by the International Maritime Organization’s (IMO) Secretary-General, Koji Sekimizu, who hails from Japan. Sekimizu is sailing on the Russian icebreaker, 50 Let Pobedy, for five days on a fact-finding mission that will take him from Dikson, in the Kara Sea, east to the East Siberian Sea. The specialist publication Maritime Executive has an excellent article on the details of Sekimizu’s trip. Representatives from the Russian government will be on onboard, and Sekimizu will discuss everything from climate change to NSR infrastructure to UNCLOS with them.
The IMO voyage is perhaps more important than that of the Yong Sheng because the outcome could affect the organization’s work on creating the Polar Code, which has now been in the works for years. Furthermore, years ago, Japan expressed interest in working with the United States to help develop the rules for northern shipping. Now, with Sekimizu at the helm of the IMO, Japan will surely have a hand in shaping the much-needed Polar Code. In a way, Japan could then assert its interests in Arctic shipping, albeit in a wholly diplomatic manner. Yet little is made of the fact that a Japanese man heads up the IMO, the most important multilateral body related to shipping. No newspapers worry that Japan is acting “aggressively” in the Arctic. One can only imagine the attention Sekimizu’s voyage might have garnered had the Secretary-General hailed from China instead.
*The EU has technically been admitted, but full observer status hinges on it ironing out a dispute with Canada over the union’s ban on seal fur imports.


Post to be found at:
http://www.alaskadispatch.com/article/20130824/chinese-cargo-vessel-takes-arctics-burgeoning-northern-sea-route

‘India's Long Shoreline is at Risk of Serious Ecological Disaster’ - The Times of India - The Economic Times

Posted - By ET Bureau | 26 Aug, 2013, 10.47AM IST 

With increase in number of maritime calamities, wreck and salvage operations have become a regular activity in India. In an interview with V Ayyappanof ETSL, Capt Sandeep Kalia, executive director of GOL Salvage Services, the Great Offshore arm that has been engaged in many such operations, sheds light on the issue of safety and security which is no more limited to the country's maritime space.

Indian waters is witnessing large number of marine calamities, especially on the western front. What is your take on the reasons?

The sea is perhaps the most difficult and vital environment in which man works. The natural perils of ocean transportation , the inherent potential for human element and other factors mean that the total eradication of shipping accidents is an impossibility. While serious accidents are now far fewer in number, shipping casualties continue to occur.

Lack of coordination between various agencies / authorities , compliance with national & international rules, improper communication and signals, complacency, attitudinal & behavioral changes have all contributed to increase in the causalities and the severance .

This does not mean that Maritime causalities do not occur on the East coast or elsewhere. The problem is that incidents occurring in the East coast are not effectively highlighted or communicated or projected by the media.
While the maritime technology has changed beyond recognition between 1912 and 2012, the human factors and the executive factors have not. This is a reflection of the largely physical nature of seafaring, as it existed before the dawn of industrialization . As human innovativeness has steadily found its way into shipping, skills required has evolved from being purely physical to being increasingly intellectual in nature.

Accidents do occur and will continue to occur. They happen for the same underlying human reasons, despite the technological advancement in the last century and despite all safety regulations and precautions.

It is even more remarkable to note that the accident investigations and the reactions to accidents more or less are the same now as they were 100 years ago. Another reason for underestimating risks may be over reliance on new technology . The industry only reacts to regulations when incidents and accidents occur, with minimum compliance attitude. There is next to none pro-activeness witnessed .

P & I Clubs have been found shirking from responsibility in cases associated with many ship wrecks and mishaps in the country. How could they manage to escape so easily?

One of the key challenges is the way in which the various national and international regulatory frameworks and environmental considerations come to bear on salvage and wreck removal.

As per relevant portions of Merchant Shipping Act, 1958 and in the Indian Ports Act, 1908, ship owners are legally liable to remove the wreck only within the territorial waters, if the wreck is a hazard in a shipping lane or close to a navigation channel. Though Sections 10, 11, 12 and 14 of the Indian Ports Act, 1908 would be relevant while discussing maritime wrecks, the area of applicability of relevant sections is limited to the 'Port' or 'Limits of the Port' , hence, the said Act cannot be effectively used to deal with wrecks beyond the port limits.

Recent events have however shown that the most of the wrecks actually exist or shipping casualties occur, within the maritime zones of India outside the limits of the ports, an area wherein the provisions of the Indian Merchant Shipping or Ports Act, are not applicable.

Due to absence of binding legislation, owners and their clubs are not obliged to remove these wrecks.

With over 450 abandoned ship wrecks lying across Indian ocean /coastal bed, can we ever have a safer ocean and safer shipping, as mandated by IMO? Do you have any practical and cost effective way to suggest to manage such a gigantic problem?

There are more than 450* abandoned wrecks along the coast. A high proportion of the wrecks are in poor condition and pose an immediate threat to our ecological systems.

India has acceded The Wreck Removal Convention, which was adopted in May 2007, extends the powers of coastal states to take action to remove wrecks posing hazards in the Exclusive Economic Zone, it will come into force only one year after 10 IMO member states have ratified it. Till then we have no control over the wreck which are abandoned in our waters. So far a total of 6 member states have ratified it.

The delay in decision making / finalization of a salvage contract and finally responding to an emergency situation by the Ship owners, authorities, administration individually or collectively, turns the salvageable scenario into a wreck. Time is of essence & every second counts.

Concern is also expressed on adequate funding methods that are not in place to cover an effective salvage response. The response to any maritime causality would involve many government agencies and organizations at the central, state and local levels. The oil or the wrecks, if it is to be removed, needs to be funded by local governments. A number of funding options could be explored, including expansion of existing systems or development of new ones patterned after successful funding mechanisms that needs to be in place.

Does Indian government encourage the Indian players?

It saddens me to submit that so far there has not been enough efforts, encouragement or reforms by the GoI to promote or support Indian players. Lack of recognition of national competence is purely driven by ignorance . This has to change.

There is an imperative need to reform our cabotage law and promote capacity building. The maritime administration needs to set out exemplary standards to promote Indian Salvors, by safeguarding their interests. There is enough talent & capacity in the country to be self sufficient!!

The age old mantra to fall back on already tried out & tested companies of international repute, even at exorbitant cost & time delays is still being practiced , thereby depriving the aspiring companies of equivalent potential from within the country . There is no dearth of talent, skills and professionalism in Indian Nationals.

Having said that, the current team headed by the shipping minister, shipping secretary & the director general of shipping looks promising.

Reportedly, India witnessed over 81 oil spills in the last 30 years. What are the impediments you find that make the country not yet ready for oil spills? Based on your experience , what India requires now to maintain adequate readiness?

India's long shoreline is at risk of a serious ecological disaster from such accidents & resulting oil spills. The structural changes in the Indian oil sector and the advent of NELP has led to large increase in oil exploration and exploitation of Indian seas.

There is a persistent threat to Indian waters particularly on the west coast which may create manmade oil spills. Any such activity may create a catastrophic situation.

With the increase in shipping causalities, the Indian law regarding salvage & wreck requires a through revamp. The need for a comprehensive response system has been flashed in various forums by agencies, authorities and the government.

There is an imperative need for an "association or body" in India which deals with all relevant aspects of oil spills, including , need for review of different existing legislation and the need for training and re-training. How well we resolve these issues in coming years could, very well, determine just how productive the maritime industry is for the generations of tomorrow.

How much is your company different from other international players and what is the edge that keeps it ahead?

GOL Salvage has access to a gamut of offshore assets. "GOSalvage" is fortunate to have inherited a very experienced team from the GOL Offshore group. Where we have reached today is due to excellent and endless efforts of the team ashore and offshore .

We are also benefited from our team's understanding of local topographical conditions vide our extensive operations. It is an edge which no other national or international agency can claim. 

Post can be found at:
http://economictimes.indiatimes.com/opinion/interviews/indias-long-shoreline-is-at-risk-of-serious-ecological-disaster/articleshow/22062216.cms

Poly Shield Technologies Inc. Enters Into Agreement with Prestige Cruise Holdings, Inc., for multiple installations of the DSOX-15 Fuel Purification System - NASDAQ

Posted - By GlobeNewswire,  August 26, 2013, 08:00:00 AM EDT - NASDAQ

Boca Raton, Florida, Aug. 26, 2013 (GLOBE NEWSWIRE) -- Poly Shield Technologies Inc., (OTCBB:SHPR) announces the signing of an Installation Agreement with Prestige Cruise Holdings, Inc., with headquarters in Miami, Florida.  The Agreement will focus, initially, on a two vessel installation and certification of Poly Shield Technologies Inc.'s newly developed DSOX-15 Fuel Purification System.  The Agreement will also allow for DSOX-15 Fuel Purification System installations on up to seven additional vessels.  The DSOX-15 system, with its revolutionary approach to sulfur removal, is expected to comply with the new emission regulations set to take effect in January 2015.  
CEO, Rasmus Norling, commented: "This second Installation Agreement is further evidence of the market demand for the DSOX-15 Fuel Purification System."  CEO, Norling, continued: "This Agreement represents a second segment of the maritime industry, the cruise line industry, where Poly Shield Technologies Inc. intends to demonstrate the DSOX-15 Fuel Purification System's economical emissions compliance capabilities in a real time operational maritime environment." 
The Company intends to update the public on all the installations and certification milestones of the DSOX-15 Fuel Purification System as we progress through the development process to compliance certification. 
About Poly Shield Technologies Inc.: 
Poly Shield markets environmental, pollution emissions, energy saving, corrosion and durability solutions to a worldwide market. 

Poly Shield's proprietary DSOX-15 Fuel Purification System is a cost-effective technology designed to remove sulfur from fuel in an effort to meet the upcoming sulfur emissions regulations due to take effect in 2015. The technology is directly aimed at the maritime industry which includes vessels for criuse-line, freight shipping and tanker companies and can be installed during normal vessel operation without the need to use expensive dry dock time. The technology has a worldwide application that is not limited to the maritime industry.  
The Poly Shield's Fluoropolymer coatings are formulated specifically for extreme durability reduced maintenance and enhanced aesthetics. They were tested and are in use in a number of different industries including marine, aerospace, oil field, industrial, commercial, and residential applications.  
For further information about Poly Shield Technologies Inc. please visit the company's website at http://www.Polyshieldtechnologies.com. 
On behalf of the Board of Directors
Rasmus Norling, Director and CEO
Forward Looking Statements
This press release contains forward-looking statements. Forward-looking statements are subject to risks, uncertainties and assumptions and are identified by words such as "expects", "intends", "estimates", "projects", "anticipates", "believes", "could", and other similar words. All statements addressing product performance, events, or developments that Poly Shield Technologies Inc. expects or anticipates will occur in the future are forward-looking statements. Because the statements are forward-looking, they should be evaluated in light of important risk factors and uncertainties, some of which are described in Poly Shield Technologies Inc.'s Quarterly and Annual Reports filed with the United States Securities and Exchange Commission (the "SEC"). Should one or more of these risks or uncertainties materialize, or should any of Poly Shield Technologies Inc.'s underlying assumptions prove incorrect, actual results may vary materially from those currently anticipated. In addition, undue reliance should not be placed on Poly Shield Technologies Inc.'s forward-looking statements. Except as required by law, Poly Shield Technologies Inc. disclaims any obligation to update or publicly announce any revisions to any of the forward-looking statements contained in this press release. There can be no assurance that such statements will prove to be accurate and actual results and future events could differ materially from those anticipated in such statements. No stock exchange, securities commission or other regulatory body has reviewed nor accepts responsibility for the adequacy or accuracy of this release. Investors are advised to carefully review the reports and documents that Poly Shield Technologies Inc. files from time to time with the SEC, including its Annual, Quarterly and Current Reports.
SOURCE Poly Shield Technologies Inc.

Post to be found at:
http://www.nasdaq.com/press-release/poly-shield-technologies-inc-enters-into-agreement-with-prestige-cruise-holdings-inc-for-multiple-installations-of-the-dsox-15-fuel-purification-system-20130826-00222

IMO Official Underlines Iran's High Position in Caspian Sea Region - FARS News Agency

Posted  - Sun Aug 25, 2013 12:45 - FARS News Agency

TEHRAN (FNA)- Iran's Permanent Representative to the International Maritime Organization (IMO) Ali Akbar Marzban Sunday underscored Iran's high position in the Caspian Sea, and said that the country is resolved to enhance its key role in the region.

While visiting Amir Abad Special Zone in the Northern Province of Mazandaran, Marzban said that Iran enjoys a prominent situation in comparison to the other regional states in terms of ship ownership, observing the international standards, playing active role in international organizations and marine presence. 

Marzban underlined that Iran enjoys a proper status at international and regional bodies, particularly in the field of protecting environment.

The Caspian Sea is the largest enclosed body of water on earth by area, variously classed as the world's largest lake or a full-fledged sea.

The Caspian Sea littoral states consist of Iran, Russia, Kazakhstan, Turkmenistan and Azerbaijan.

Post to be found at:
http://english.farsnews.com/newstext.aspx?nn=13920603000668

DFDS Installs More Emissions Scrubbers To Comply With New 2015 Regs - gCaptain

Posted - August 22, 2013 - By FathomShipping On August 22, 2013 - gCaptain 

Danish Ferry operator DFDS, have announced they have invested a total of DKK 400 million (≈$71 million) in new scrubber technology.
The company reported reaching this figure by recently investing DKK 300 million (≈$53 million). This investment will allow them to install eight more ships with scrubbers during 2014 in preparation for the introduction of new environmental regulations on 1 January 2015.
Under these new environmental regulations, ships will only be able to use oil with a maximum of 0.1% sulphur. This oil is significantly more expensive than oil with 1% sulphur, as a result fuel prices will become more expensive pushing sea travel costs up.

Image by Per Kåre Kjønsvik, published under Creative Commons License
 
CEO Niels Smedegaard of DFDS commented on the company website “Society and shipping companies like DFDS have a common interest in improving the environment, while simultaneously ensuring that sea transport does not become unnecessarily expensive which could lead to shipments being transported on already congested roads. Our common aim is to maintain routes and jobs in the transport network, which help connect the business community. However, sulphur regulations will make sea transport more expensive from 2015 onwards, and this will affect both the shipping companies and their customers.
Not all shipping companies have the opportunity to make the major investment that a scrubber installation requires. In addition, only about half of all ships are suitable for having scrubbers fitted. In reality the much-discussed LNG (liquid natural gas) is only a solution for new ships.”
He added: “Therefore we must quickly find solutions and preferably transition rules for the many ships that are not suitable for scrubber installation, possibly through temporary exemptions, if shipping companies contribute to investments in solutions where possible. Secondly, we have to work together in order to ensure the development of long-term solutions, including clear and appropriate rules for the use of scrubbers and rules that provide companies with a secure basis for deciding on investments. Otherwise, it would be irresponsible for ship-ping companies to make such large investments for the benefit of the environment and infrastructure in Europe,”
In 2008, the company initiated collaboration with Alfa Laval and Man Diesel to test new scrubber technology on the freight vesselFicaria Seaways. Consequently DFDS have been using Alfa Laval’s PureSOX scrubber, a hybrid scrubber combining both seawater and freshwater in the system on a number of vessels.
This year DFDS will complete the installation of new scrubber systems on three other ships, bringing the total number of compliant ships up to twelve. A further ten vessels are also being considered for scrubber technology.


Post to be found at:
http://gcaptain.com/dfds-installs-emissions-scrubbers/?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+Gcaptain+%28gCaptain.com%29

The Trend In Cleaner Air Continues At The Port Of Los Angeles - Maritime Executive

Posted - August 2, 2013 - Maritime Executive

New Data Shows the Port's Ongoing Air Pollution Reduction Programs Yield Record Results

Programs Yield Record Results

New data shows air pollution associated with operations at the Port of Los Angeles is at its lowest level since the Port adopted a formal plan to reduce harmful emissions nearly seven years ago.

The Port’s 2012 Inventory of Air Emissions shows aggressive clean air strategies – launched in 2006 and expanded over time – have set new records. The results include an unprecedented 79 percent drop in diesel particulate matter (DPM) over a seven-year period that began in 2005.

Removing cargo volume fluctuations from the equation, the 2012 Inventory shows that the amount of DPM emissions related to moving 10,000 20-foot containers through the Port in 2012 was 81 percent lower than the emissions output related to moving the same number of containers through the Port in 2005.

“Every year really does count and our systematic approach has accelerated our progress,” said Los Angeles Harbor Commission President Cindy Miscikowski. “Much of the credit is shared by our industry partners who have invested in technology that in some cases surpass government regulations.”

The Port’s overall success continues to be reflected in the dwindling share of emissions its activity contributes to the South Coast Air Basin. The region is home to 14.6 million people and takes in portions of Los Angeles, San Bernardino and Riverside counties and all of Orange County.

For 2012, 6 percent of all SOx emissions throughout the basin was attributable to operations at the Port -- down sharply from 25 percent in 2005. Likewise, DPM emissions from the Port are now at 4 percent, compared with 10 percent in 2005, and NOx emissions have fallen to 3 percent from 5 percent in 2005.

The Port’s Inventory of Air Emissions tracks the progress of a comprehensive suite of clean air measures, requirements and incentives to reduce harmful emissions from all sources associated with port operations: ships, trucks, trains, cargo-handling equipment and smaller harbor craft. The latest findings are based on data from the 2012 calendar year and compared with data collected annually since the baseline year of 2005.

In addition to exceeding the Port’s 2014 goal for DPM, a toxic contaminant and known carcinogen, the latest data shows a record plunge in emissions of nitrogen oxides (NOx) and sulfur oxides (SOx), which have fallen 56 percent and 88 percent respectively since 2005. The results exceed the Port’s 2014 goal for NOx and put the Port within striking distance of its goal to cut SOx emissions 93 percent by 2014. Both NOx and SOx are key components of smog.

For SOx alone, 2012 marked the greatest reduction in a single year since 2005, said Port Executive Director Geraldine Knatz, Ph.D. “This past year, SOx emissions were cut in half,” said Knatz. “That doesn’t happen without teamwork, which shows how far we’ve come and what ports, ocean carriers, regulatory agencies and others can do together.”

The SOx findings are especially significant because they reflect major progress in tackling vessel emissions. Ships remain the biggest generators of port-related air pollution and they pose the greatest challenge because they are a mobile source regulated by international convention.

To verify its progress, the Port does a separate calculation that accounts for fluctuations in cargo activity. Container volumes have increased 8 percent since 2005, even with the recent global recession.

Based on that calculation, the clean air gains the Port achieved in 2012 are even greater. On a ton per 10,000 TEU (20-foot equivalent unit) basis, the Port slashed DPM emissions 81 percent, NOx emissions 59 percent, and SOx emissions 89 percent.

The 2012 results are based on a combination of new and ongoing clean air initiatives. Last year marks both the first full year of California’s expanded low sulfur fuel boundaries and first full year of the Port’s Clean Truck Program, which bans pre-2007 engines from service to the Port and was phased in over more than three years.

Last August, low sulfur fuel requirements extended to waters within 200 miles of North America, under environmental rules adopted by the International Maritime Organization.

Also, new state rules and incentives for cleaner cargo handling equipment and commercial harbor craft took effect in 2012. Programs pioneered by the San Pedro Bay ports led to the statewide regulations.

New air quality monitoring data validates the Inventory’s results. Released in March, the data shows monitoring stations in and around the Port also registered the lowest levels of DPM since 2005.

Post to be found at:
http://www.maritime-executive.com/article/The-Trend-In-Cleaner-Air-Continues-At-The-Port-Of-Los-Angeles-2013-08-22/