South Korea Offers Marine Technology to Developing Nations - Inter Press Service

Posted - July 18, 2012 IPS (Inter Press Service)

UNITED NATIONS, Jul 18 2012 (IPS) - When South Korea inaugurated a U.N. Office for Sustainable Development last October, the new research and training facility was designed to help the world’s poorer nations “accelerate economic growth, improve quality of life and protect the environment”.
And nine months later, after showcasing the protection of marine ecosystems at its international exhibition Expo 2012 in the coastal town of Yeosu, the Korean government is in the process of transferring advanced technologies to the developing world.
The primary objective of the give-away: “The preservation and sustainable development of the marine environment.”
The countries benefiting from the ‘Yeosu Project‘ include Fiji, Tuvalu, Nauru, Vietnam, the Philippines, Indonesia, Guatemala, Sri Lanka, Tanzania and Grenada.
Ju-hoon Ahn, deputy director, Overseas Management Division of the Organising Committee for Expo 2012, told IPS the Yeosu Project is a grant aid programme to provide R&D (research and development) and training and education programmes to developing countries.
The aim is to address the urgent challenges faced by oceans and coasts – in line with the theme of Expo 2012.
For example, she said, “We helped Guimaras Province in the Philippines develop a framework for the provincial Disaster Risk Reduction and Management.
“We trained the provincial officials for the development of the plan, and built collaborative relationships between experts of Korea Maritime Institute and Guimaras Province to guide them through.”
The ongoing projects include case studies such as “The Climate and Ocean in Vietnam – Integrated Management of the Shrimp-farm and Mangrove Forestry in the Southern Mekong Delta” and strategic help such as “Marine Ranching Project” in the South Pacific Islands.
The Yeosu Project has been described as “fully embodying the concept of the Expo as an international cooperation programme aimed at supporting developing countries in their efforts to cope with marine environmental issues.”
The Korea International Cooperation Agency (KOICA), a government institution that manages the country’s international assistance programmes, has been commissioned to implement the Yeosu Project, a spillover from Expo 2012.
The Korean government has earmarked 10 billion won (about 8.7 million dollars) for investments in pilot projects through 2012.
The areas and projects of priority include:
Firstly, the preservation of the marine ecological system, reducing pollutants contaminating oceans, and realising advanced marine technology;
Secondly, advancing the developing world in environmentally respectful marine resource development, especially in the areas of commercialisation and utilisation of marine organisms, and in the exploration of ocean mineral resources;
Thirdly, cultivating the marine industry, including projects related to environmentally-friendly fishing technologies, restoration of fish species, cutting edge farming techniques, port logistics technologies and marine equipment.
In May, Korea launched Expo 2012 in a sprawling Disney-like park in Yeosu which, among other things, has highlighted the achievements of the 21st century in marine science technology.
The exhibition, which has drawn hundreds of thousands of visitors since its opening May 12, is scheduled to close Aug. 12.
With a projected budget of 1.9 billion dollars, the exhibition includes a marine forest aimed at restoring eco-friendly fish farms, a large-scale sea water desalination plant, and buildings powered by solar power and ocean thermal energy.
These advanced technologies will eventually be transferred to the world’s poorer nations battling marine pollution, climate change and rising sea levels.
A longtime developing nation, South Korea is one of the few countries to graduate to the status of a developed country (along with Mexico and Chile) switching its role from an aid recipient to a donor.
Meanwhile, the U.N. Office for Sustainable Development (UNOSD), a joint effort of the United Nations, Korea’s environment ministry, the city of Incheon and Yonsei University, is based at the university in Incheon.
Sha Zukang, the secretary-general of the recently-concluded U.N. Conference on Sustainable Development (Rio+20), said the establishment of the UNOSD 20 years after the 1992 U.N. Conference on Environment and Development (Earth Summit) in Brazil “underscores the fact that the world’s commitment for sustainable development is as strong as ever.”
The Office will be managed by the U.N.’s Department of Economic and Social Affairs (DESA) and will serve as a training and research institution, and a centre for pooling sustainable development knowledge, according to the United Nations.
Sha said that in the longer term, the new office will contribute to advancing the implementation of the outcomes of the Rio+20 Conference which took place in Brazil Jun. 20-22.
He said the centre will also organise training programmes for national representatives and major groups from developing countries to advance the sustainable development agenda.
In addition, “it will undertake policy research and seek synergies through mobilising sustainable development research institutions and universities.”

 Post to be found at:
http://www.ipsnews.net/2012/07/south-korea-offers-marine-technology-to-developing-nations/

Sustainable Shipping Part 1 – Something in the Air - Seaspout

Posted - July 18, 2012 - Seaspout

Something in the Air

Green shoppers may try to limit the air-miles of supermarket vegetables, but few of us are likely to check things like origin of garden furniture to reduce our sea-miles. The container ship is by far the most efficient cog in our global, vertically-integrated freight network and, whether we are aware of it or not, both prices and our consumer attitudes reflect this.

Globalisation has been vastly accelerated by the ability to shift bulk cheaply around the world; it has changed the way the world lives, shops and the kind of jobs we do. With almost 90% of goods traded across borders being transported by ship, the industry currently only produces around only 15% of global freight CO2 emissions – which would appear to be a pretty decent trade-off.

Plain Sailing?

The idea that ships represent a clean and efficient method of shifting bulk freight apparently extends from the consumer up to the legislature. Whilst international climate change agreements have seen nations scramble to reduce land-based emissions from cars, road-haulage and industry; ship emissions have remained largely unregulated. Shipping was not included in the original Kyoto Protocol; it does not figure in current EU greenhouse gas emission figures; it is not included in the European Emissions Trading Scheme (at the time of writing), nor in national EU carbon emission calculations. For decades the industry has been treated as if we were still in the age of sail.

Global shipping lanes graphed by the National Center for Ecological Analysis and Synthesis.

The International Association of Independent Tanker Owners (Intertanko) produced a 2007 confidential report for the United Nations International Maritime Organisation (IMO). Using 2001 figures, Intertanko estimated current global shipping emissions at over one billion tonnes per year. By comparison, the heavily-regulated and taxed global aviation industry currently produces an estimated 650 million tonnes per year.
Despite the downturn in world trade since 2008, a 2012 report by Global Industry Analysts, Inc. predicts the global merchant shipping tonnage will reach 12.4 million metric tons by 2015. Elsewhere, maritime emissions are widely predicted to rise by 40 – 50% overall by 2020; thus whatever happens within the industry now has the potential for much wider impacts in the future. So why does shipping appear to remain immune from global efforts to reduce carbon emissions?

Burn Baby Burn

Economies of scale have a great deal to do with the low costs of shipping, but the another reason is the cheap, low-quality fuel used in the engine room. Since the 1970s nearly all commercial and naval shipping has run on one type of oil, Heavy Fuel Oil (HFO) generically known as bunker fuel, coined after the containers on ships and in ports that it is stored in. It is a viscous by-product of the oil refining process. In 2007, an ‘industry insider’ described this Heavy Fuel Oil (HFO) to the UK’s Independent newspaper as:

“The crap that comes out the other end that’s half-way to being asphalt.”

Diesel Fuel & Bunker Fuel comparison

In December 2011, Allan Graveson, Senior National Secretary of the UK Climate Change Committee (CCC) told the British shipping industry journal Telegraphthat:

“Shipping is unique in that it burns the waste product of the oil refining process – heavy fuel oil. It would be better for the planet if this form of asphalt was put into roads.”

HFO is a thick, black and tarry substance which is banned for combustion on land within the EU and is now almost completely phased-out as a fuel in US power stations (even with emission scrubbers). Combusting HFO in an engine is the norm for shipping however, where it must be pre-heated to 104 – 127 °C in order to get it to flow into the engine and burn.

Bunker fuel contains approximately 4,500 times the sulphur content of road fuel. Sulphur dioxide is released in the exhaust fumes of ships, it is an acidic gas formed by the oxidation of sulphur impurities in HFO during the combustion process. It lingers in the atmosphere and generates sulphuric acid, which in turn promotes ocean acidification as well as deforestation, soil and water damage and biodiversity loss through acid rain. Nitrogen oxides and carbon dioxide are also produced in huge amounts, both powerful greenhouse gasses (GHGs).

Bunker fuel also generates disproportionate amounts of Particulate Matter (PM) in the form of various sulphur oxides and black carbon which is carcinogenic to the mammalian cardiovascular system.
The very long-chain hydrocarbons in bunker fuel do not burn as easily as the short ones found in domestic fuel, resulting in incomplete combustion. These tiny particles of soot and sulphuric acid are 500 times as fine as a human hair and so can be windborne many miles inland from the smokestack, where they can lodge in the lung and are near impossible for the human body to remove.
Modern container ships have 100,000+ horsepower engines weighing over 2,500 tons that operate 24hrs a day for an average of 280 days a year. An average 13,000-container vessel will combust about 250 tons of fuel a day. HFO has around 4,500 times the sulphur content of domestic diesel, so that one container ship typically generates about 5,000 tonnes of sulphur per year. This is particularly important for those living around coastal areas and ports as around 70% of ship emissions occur within 400km of land, arguably rendering the Heavy Fuel Oil (HFO) land-ban redundant.

In 2005 Defra estimated the health impact of PM costs the UK between £8.5 billion and £20.2 billion per year. In late 2010 the Government advisory body Committee on the Medical Effects of Air Pollutants, published a report on the mortality effects of long-term exposure to PMs in the UK. It concluded that PMs contributed to the early deaths of up to 200,000 people in 2008 alone.
In 2008 a study by the US Scripps Institution of Oceanography revealed that black smoke from ships contributed as much as 44% of the sulphate found in fine particulate matter in the atmosphere of coastal California. An earlier study had found shipping emissions amounted to half of the smog-related sulphur dioxide in Los Angeles.
In 2010 the US Environmental Protection Agency (EPA) acted decisively upon research like this by designating a 230-mile wide shipping emission buffer zone of 0.1% sulphur off the entire North American coastline, declaring it an ‘Emission Control Area’ (ECA).

US ECA zone

This unilateral ship-emission buffer zone is predicted to save $330bn per year in US health costs from treating lung and heart diseases alone, Canada has since followed suit.
However in Europe we presently have a scenario where international environmental targets mean land-based emissions from relatively clean-burning fuels are falling just as highly-polluting ship-based emissions are rising. The net result of this apparent lack of understanding is that, despite all the legislation for air quality and carbon-footprint reduction on land, coastal air quality within the EU has been dropping.

Land-based and shipping-based sulphur emissions

By 2020, emissions from international shipping within EU waters are widely expected to equal or surpass the total from all land-based sources in all 27 EU member states combined- including power generation, industry and transport.
In 2011 the UK’s Transport Select Committee concurred with this European Commission (EC) viewpoint, stating:

“Emissions from shipping have been rising in absolute terms and as a percentage of all sulphur emissions. The Commission’s 2005 thematic strategy on air pollution calculated that sulphur emissions from shipping would rise by 45% between 2000 and 2020, by which time they would exceed emissions from all land-based sources combined.”

The fallout of these emissions already affects many millions of people living around densely populated coastal regions. It was the uncontrolled emission of secondary Particulate Matter (PM) and sulphur that lead to the London smogs of the 1950s; they caused 4,075 deaths and resulted in the introduction of the Clean Air Act. Since then, the combustion of various types of diesel fuel within the transport sector has replaced the combustion of coal as the main source of particulates on both land and sea.

The view from Gyllyngvase Beach, Falmouth

We no longer have ‘pea-soupers’ but these have been displaced by a less visible problem. In 2000, 250,000 tonnes of PM known as ‘black carbon’ or ‘soot’ was produced by internal shipping along the coastlines of the EU alone. It is estimated that 70% of all sulphur emissions from ships impact on land.
On 28^th March 2012, Lloyd’s List reported that organised crime has found HFO a convenient place to dump chemical waste. Tests on bunker fuel in the ports of Rotterdam and Antwerp found that nearly a third contained industrial waste products not naturally present in bunker fuel, including chlorine and zinc.
Just like fly-tipping on waste land, it would appear that like-attracts-like. Criminals have decided that an extremely dirty and toxic fuel burned out of sight is the perfect place to dump black market toxic waste.
In the next article I will examine the EU’s response, or lack of, to this issue.

Post to  be found at:
http://seaspout.wordpress.com/2012/07/18/sustainable-shipping/

New Cruise Ships Decide on Wärtsilä Hamworthy Scrubbers - MarineLink.com

Posted - July 18, 2012 - MarineLink.com

Wärtsilä Hamworthy signs scrubber deal with Meyer Werft to install hybrid scrubbers on two Royal Caribbean newbuildings
Wärtsilä Hamworthy will provide a total of four hybrid scrubber systems for two vessels under construction at Meyer Werft’s shipyard in Germany for Royal Caribbean International.
The choice of scrubbers for Royal Caribbean’s new ‘Sunshine’ class vessels enables these ships to travel anywhere in the world, as the scrubbers will ensure compliance for the 2015 Emission Control Area (ECA) 0.1% sulphur limit, as well as the worldwide 0.5% limit from 2020 and the impending North American ECA, by removing sulphur emissions and harmful particulates from the vessel's exhaust.
The solution chosen by Meyer Werft and Royal Caribbean not only ensures universal compliance with sulphur limits, allowing maximum choice over voyage routes and destinations; it also allows significant flexibility in the operation of the scrubber itself.
The hybrid approach allows switching between open-loop and closed-loop scrubbing. This means that at sea, scrubbing using only sea water can be enabled but while manoeuvring or in port the system can be closed, re-circulating the water already within the scrubber.
Royal Caribbean’s two ‘Sunshine’ class vessels are currently under construction, the first vessel is due for delivery in autumn 2014 with the second expected in spring 2015. Each will be able to accommodate 4,100 passengers.
Post to be found at:
http://www.marinelink.com/news/hamworthy-scrubbers346335.aspx

Measures to Reduce Greenhouse Gas Emissions from International Shipping AMSA Marine Notice 13/2012 - Safety4Sea

Posted - July 12, 2012 - Safety4Sea

AMSA issues Marine Notice 13/2012 reminding all measures that can be taken to reduce Greenhouse Gas Emissions from International Shipping
The purpose of this Marine Notice is to provide information to ship owners and operators about the introduction of technical and operational measures to reduce greenhouse gas (GHG) emissions from ships.
Amendments to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) introducing the mandatory global greenhouse gas reduction regime for the international industry sector were adopted at the 62nd session of the International Maritime Organization (IMO) Marine Environment Protection Committee (MEPC) in July 2011. The new regulations will apply to ships of 400 gross tonnage and above and will enter into force on 1 January 2013.
A new Chapter 4 entitled Regulations on Energy Efficiency for Ships is being added to MARPOL Annex VI which mandates:

• an Energy Efficiency Design Index for new ships;
• a Ship Energy Efficiency Management Plan for all ships; and
• a requirement for all ships to carry an International Energy Efficiency (IEE) Certificate.

Energy Efficiency Design Index (EEDI) for new ships
The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders will be free to use the most cost-effective solutions for the ship to comply with the regulations. The EEDI standards will be phased in from 2013 to 2025.
In general form, the EEDI formula may be expressed as:
EEDI = CO₂ emission/transport work where:

• the CO₂ emission represents total CO₂ emission from combustion of fuel, including propulsion and auxiliary engines, taking into account the carbon content of the fuels in question; and
• the transport work is calculated by multiplying the ship's capacity (dwt), as designed, with the ship's design speed measured at the EEDI draft condition (summer load condition) and at 75 per cent of the rated installed shaft power.

The EEDI regulations will apply to "new" ships, defined as a ship:

• for which the building contract is placed on or after 1 January 2013; or
• in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2013; or
• the delivery of which is on or after 1 July 2015.

All ships will be required to have an attained EEDI. In addition, the EEDI regulations requiring an improvement in energy efficiency up to 2025 will initially apply to container ships, general cargo ships, refrigerated cargo carriers, gas tankers, oil and chemical tankers, dry bulk carriers, and combination dry/liquid bulk carriers. According to IMO studies, these types of ships overall represent more than 70 per cent of ship emissions.
IMO is continuing work to develop an appropriate means of improving the energy efficiency of passenger ships and roll-on roll-off cargo ships.
According to IMO, the introduction of the EEDI for new ships will reduce CO₂ emissions by between 45 to 50 million tonnes annually by 2020, compared with 'business as usual' and depending on the growth in world seaborne trade. For 2030, the reduction will be between 180 to 240 million tonnes annually.
Ship Energy Efficiency Management Plan (SEEMP) for all ships
The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Potential operational efficiency measures include:

• improved hull and propulsion system maintenance;
• voyage planning;
• weather routeing;
• speed optimization; and
• use of automated engine management systems.

Each ship will be required to keep a ship specific SEEMP on board which may form part of the ship's Safety Management System. The SEEMP for each ship will need to be developed taking into account guidelines adopted by the IMO (see below).
A critical element to consider in developing a SEEMP will be the need to set a goal for the ship to serve as a signal, which those involved should be conscious of, to create an incentive for proper implementation, and then to increase commitment to the improvement of energy efficiency. The goal can take any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI).
The EEOI developed by IMO (see below) is one of the internationally established tools to obtain a quantitative indicator of energy efficiency of a ship and/or fleet in operation, and can be used for this purpose. It is important to recognise that the setting of a goal is voluntary.
International Energy Efficiency Certificate
All ships of 400 gross tons and above engaged in international voyages will need to be issued with an International Energy Efficiency (IEE) Certificate. Owners and operators of Australian ships engaged in international trade should ensure the IEE Certificate is issued and available after the first intermediate or renewal survey, whichever is the first, on or after 1 January 2013. Classification Societies will be authorized to issue the certificates for Australian vessels.
Additional information
Ship owners and operators should note that this Marine Notice provides only a summary of the new regulations. For further details on determining the requirements for each specific ship, please refer to MARPOL Annex VI and the IMO Circulars and MEPC Resolutions that have been developed to support these new regulations:

• Resolution MEPC.212(63) - 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships;
• Resolution MEPC.213(63) - 2012 Guidelines for the development of a Ship energy Efficiency Management Plan (SEEMP)
• Resolution MEPC.214(63) - 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)
• Resolution MEPC.215(63) - Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI)

Copies of these Resolutions can be obtained by contacting eps@amsa.gov.au
The IMO has also issued a number of circulars providing additional information on these new regulations. These can be located at www.imo.org, and then navigating to "Circulars" and "MEPC". The relevant circulars are:

• MEPC.1/Circ.682 - Interim Guidelines for Voluntary Verification of EEDI
• MEPC.1/Circ.684 - Guidelines for Voluntary use of EEOI.

Amendments to the Protection of the Sea (Prevention of Pollution from Ships) Act 1983, Navigation Act 1912 and Marine Orders Part 97 are being developed to give effect to the new regulations.
Source: AMSA
Post to be found at:
http://www.safety4sea.com/page/12416/3/measures-to-reduce-greenhouse-gas-emissions-from-international-shipping

Shipowners Urge Caution on Emissions Fees - The Journal of Commerce Online

Posted - Jul 17, 2012 3:47PM GMT-- Joseph Bonney, Senior Editor - The Journal of Commerce Online

International Chamber of Shipping says maritime industry shouldn't be singled out

The International Chamber of Shipping said the maritime industry shouldn’t have to pay more than its share of the cost of reducing carbon dioxide emissions blamed for global warming.
ICS Chairman Masamichi Morooka responded to Christine Lagarde, managing director of the International Monetary Fund, who said last month that “charges on international aviation and maritime emissions would raise about a quarter of the $100 billion needed for climate adaptation and mitigation in developing countries.”
“Most shipowners believe, given the severely depressed state of global shipping markets, that now is certainly not the time to impose an additional major cost on international shipping,” Morooka said in a letter to Lagarde.
He said shipowners are willing to pay their share of costs, “provided that such money is indeed used for climate change adaptation or mitigation,” and that the same charges apply to all ships internationally regardless of flag.
Morooka added that any contribution by shipping should be proportionate to its 3 percent share of global emissions, and that the International Maritime Organization should be the proper forum for discussion of any fees.
He noted that two-thirds of the world’s merchant fleet is registered in nations not covered by Annex 1 of the Kyoto climate-change protocol.
“If any carbon charges were only to apply to ships registered in Kyoto Protocol ‘Annex 1’ nations, these ships would be at a major competitive disadvantage to the ships registered in ‘non-Annex 1’ nations,” Morooka said. “Because of the serious market distortion that would be created, many of these ships would simply change their flag to a jurisdiction where the carbon charge did not apply.”

Post to be found at:
http://www.joc.com/container-shipping/shipowners-urge-caution-emissions-fees

Alaska Files Suit to Block Low-Sulfur Fuel Rules for Ships - Environmental Leader

Posted - July 17, 2012 - Environmental Leader

The state of Alaska has filed a lawsuit in US District Court in Anchorage to block federal environmental regulations that require ships to use low-sulfur fuel.
The regulation, established by the EPA and the US Coast Guard, will require ships operating within 200 miles of the shores of southeasterm and south-central Alaska to use low-sulfur fuel beginning August 1, Reuters reported. The Alaska Department of Law said the requirement would be costly, harm the state’s cruise line industry and push up prices of products shipped by marine vessels in that region.
The cost of goods shipped into Alaska will rise eight percent under the regulations, the state’s lawsuit says. Alaska estimates 90 percent of all goods enter the state through the Port of Anchorage, the Anchorage Daily News reported.
The lawsuit, which was filed against secretary of state Hillary Clinton as well as several federal agencies including the EPA, Department of Homeland Security and the Coast Guard, alleges the decision to include Alaska in the low-sulfur enforcement zone was based on a marine treaty amendment that has yet to be ratified by the US Senate.
In 2010, the International Maritime Organization amended the International Convention for the Prevention of Pollution from Ships, designating specific portions of US, Canadian and French waters as an Emission Control Area. By 2020, emissions from ships operating in the ECA are expected to be reduced annually by 320,000 tons for nitrogen oxide, 90,000 tons for fine particulate matter and 920,000 for sulfur dioxide, the EPA said.
Other organizations have introduced efforts in recent years to reduce SOx emissions at ports, prior to the creation of the ECA.
The Port of Seattle created the voluntary At-Berth Clean Fuels program, which was credited for reducing emissions of sulfur dioxide by at least 80 percent and particulate matter by 60 percent. Ship operators participating in the ABC Fuels Program agreed to switch to a low-sulfur fuel in their auxiliary engines while docked. As of last year, the program has removed nearly 500 metric tons of sulfur dioxide since 2009.

Post to be found at:
http://www.environmentalleader.com/2012/07/17/alaska-files-suit-to-block-low-sulfur-fuel-rules-for-ships/

New Port to Port - Online Distance Tables Map Emission Control Areas - Maritime executive

Posted - Tuesday, July 17, 2012 - Maritime Executive

The imminent tightening of fuel control areas around the US is providing ship operators with a new set of challenges to face in the drive for cost effective operation. AtoBviaC has provided the answer to cost control during affected voyages with its new Port to Port - Online version of the BP Shipping Marine Distance Tables which offer the user the ability to calculate both SECA (Sulphur Emission Control Area) distances and distances in the North America ECA (Emission Control Area).
From 1st August 2012, for vessels operating within the North American ECA, the sulphur content of fuel oil used on board must not exceed 1.00%. This is, however, only a stage in the ongoing legislative maritime timetable designed to gradually reduce harmful emissions across the globe in the course of the next decade.
“Our research has shown that it is rarely cost effective or practical to avoid these routes entirely,” says Captain Trevor Hall, Director of AtoBviaC. “It is, however, essential to accurately calculate in advance the impact on vessel operating costs and to identify where a slight adjustment of route will avoid unnecessary incursion into an ECA.
“We have implemented SECA distance calculations into our distance table matrix from the time the various control areas came into effect, but with only a few weeks to go until implementation of the North American ECA, ship operators need to be aware they are on a countdown to unexpected costs if they do not make the correct provision for the additional fuel costs they will incur.”
AtoBviaC route tables provide high quality routeing and distance information for the maritime industry, delivering high quality, realistic calculations of journey options. This new product also sees the launch of a brand new user friendly interface which uses Microsoft's Silverlight ® technology to provide exceptional functionality that is familiar and easy to use. Working on a Windows PC or an Apple Mac, it now incorporates a new, easy to use purchasing structure which enables the user to purchase a block of distances. Ship operators also benefit from route scanning, which provides the user with distances within the various SECAs and ECAs and distances within Load Line Zones via marine information map overlays. All voyage reports and maps can be saved and exported in pdf and spreadsheet formats.

Post found at:
http://www.maritime-executive.com/pressrelease/new-port-to-port-online-distance-tables-map-emission-control-areas