The B9 Concept (Image Credit: Lloyd's Register)

The quest for alternative, low-emission fuels continues unabated with Lloyd's Register at the helm of the research and development. In the past few months, LR has been involved with three major schemes into using windpower as a viable source of energy for ships.

LR has linked up with such key players as Zodiac, Totempower, Greenwave, Magnuss and B9 Shipping, to find commercially viable ways to repeat history and use sail as an economical and emission-free method of powering modern vessels.

Trials and tests have been carried out at university and research laboratories using simulated models and CFD data. One of these techniques known as the Magnuss VOSSTM consists of a rotating cylindrical metal column installed on a ship's deck which converts wind into the forward thrust needed to propel  a vessel.

Lofty energy prices, rising charter costs and new emissions regulations are forcing shipowners to consider a range of alternatives and many technologists believe sailpower could save up to 50% of fuel costs on particularly windy trade routes. "Sailing hybrids offer significant operational advantages over conventional ships," says Diane Gilpin, Director of B9 Shipping.

You can read the full story in the May 2013 issue of Horizons.

Source: Lloyd's Register

Formal approval was confirmed late on Friday (May 17) for an Interferry-backed modification that will take effect from 2016 as an alternative to the 'one-size-fits-all' standard EEDI formula in force since January this year for tankers, bulk carriers and container ships.

The standard formula was agreed at MEPC 62 in 2011 but short sea operators objected that it did not address the sector's specialised power requirements and widely varying ship types. They were granted a two-year extension to develop fairer solutions after arguing that the standard version focused on reducing design speed rather than optimising vessel design - an approach that Interferry says would have strangled the ability to replace ships in the host of markets that compete with road transport.

The design-based modified formula adopted last week follows intensive cooperation between Sweden, Germany, the European shipbuilders association CESA and Interferry on ro-ro and ro-pax measures, while work on other short sea segments was led by flag states including The Netherlands.

Johan Roos, Interferry's executive director of EU and IMO affairs, says of the achievement: "It is highly positive that a relatively small sector of the global shipping industry has been able to come together and provide the detailed technical expertise needed to demonstrate a feasible way forward. We would like to acknowledge that several flag states, which also include Belgium and Finland, have gone out of their way to develop a sustainable solution.

"Interferry never challenged the objective of the proposed regulation - not least because greater fuel efficiency is at the top of every ferry company's agenda - but it was vital to recognise that deep sea and short sea shipping are very different industries."

Mr Roos stressed that the new EEDI would add a layer of complexity in the ship design process - fuel efficiency will be required to improve by 5% over existing designs from 2016, by at least 20% from 2020 and by a minimum of 30% from 2030. "Future ro-ro and ro-pax designs will have to be extremely innovative and advanced to meet these strict reduction requirements," he concluded, "but the MEPC 65 outcome is the best way to further improve the design and energy efficiency of new ferries while allowing them to remain competitive."

Source: Interferry

The IMO MEPC 65, from 13 to 17 May 2013, considered and agreed to proposed draft amendments to MARPOL Annex VI regulation 13 on Nitrogen Oxides (NOx), to amend the date for the implementation of "Tier III" standards within emission control areas (ECAs) to 1 January 2021, from the current effective date of 1 January 2016.

The draft amendments will be circulated for consideration at MEPC 66 in 2014, with a view to adoption.

NOx control requirements apply to installed marine diesel engines of over 130 kW output power, and different levels (Tiers) of control apply based on the ship construction date.

Tier III controls apply only to specified ships while operating in ECAs designated to limit NOx emissions (currently the North American Emission Control Area and the United States Caribbean Sea Area).

Outside such areas, "Tier II" controls apply.

For more information on MEPC 65 Outcome, please click here.

Source: IMO

The IMO MEPC 65, from 13 to 17 May 2013, approved a draft IMO Assembly resolution on the application of regulation B-3 of the BWM Convention to ease and facilitate the smooth implementation of the Convention, for submission to the 28th session of the IMO Assembly (25 November to 4 December 2013)

The draft resolution recommends that ships constructed before the entry into force of the Convention will not be required to comply with regulation D-2 until their first renewal survey following the date of entry into force of the Convention.

The aim of the draft resolution is to clarify uncertainty in relation to the application of regulation B-3, through the application of a realistic timeline for enforcement of regulation D-1 (ballast water exchange standard) and regulation D-2 (ballast water performance standard), upon entry into force of the Convention.

The MEPC considered the reports of the twenty-fourth and twenty-fifth meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group (held during 2012-2013), and granted granting Basic Approval to three, and Final Approval to three, ballast water management systems that make use of Active Substances.

The MEPC also approved BWM-related guidance, including Guidance concerning ballast water sampling and analysis for trial use and a BWM Circular on clarification of "major conversion" as defined in regulation A-1.5 of the BWM Convention.

The MEPC also adopted a revised MEPC resolution regarding information reporting on type-approved ballast water management systems.

For more information on MEPC 65 Outcome, please click here.

Source: IMO

A new AMSA Marine Notice will recommend ships keep at least two nautical miles from the edge of Ningaloo Reef at its narrowest part, and between eight and 12 nautical miles from the reef along the remainder of the Ningaloo Coast section to reduce the risk of shipping accidents and help protect the World Heritage listed region from ship-sourced pollution.

The Royal Australian Navy's Australian Hydrographic Service - a Commonwealth Government agency responsible for the publication and distribution of nautical charts and other information required for the safe navigation of ships in Australian waters - will depict the new area on navigational charts of the region.

This new ship routing measure follows a review of maritime safety and environment protection measures in the region by AMSA and Western Australia's Department of Transport. This review was undertaken between 2010 and 2011 and involved consultation with relevant government and non-government organisations, industry and serving mariners.One of the review's recommendations was to establish an International Maritime Organization (IMO) adopted area to be avoided for the Ningaloo Coast.

The IMO is the United Nations specialised agency,with responsibility for the safety and security of shipping, and the prevention of marine pollution by ships.AMSA Chief Executive Officer Graham Peachey said the new area to be avoided was approved by the IMO late last year. "The Ningaloo Coast lies along a major coastal shipping route and it is frequented by ships servicing Australia's North West Shelf oil and gas industry", Mr Peachey said."The Ningaloo Coast is designated as an Environmentally Sensitive Sea Area (ESSA) under the Convention on Biological Diversity.

"This identifies the area for protection and maintenance of its biological diversity."The coastline's length and remoteness pose challenges to any incident response, so it is important we do what we can to protect the reef," he said.Mr Peachey said the ship routing measure would have minimal impact on shipping when it comes into effect on 1 June this year.

Source: AMSA

Monica Verbeek, Executive Director of Seas At Risk, said: "In times of economic crisis, Blue Growth is of course a popular message for policy makers to bring. They should realise, however, that without healthy marine ecosystems there can be no healthy maritime economy. We hope that the Directive will help to ensure more science-based and sustainable decision making and a more cautious use of the seas' finite resources."

The EU's Blue Growth agenda for economic growth and employment is the focus of today's discussions at European Maritime Day. The European Commission regards its proposal for MSP-ICM Directive as the key to unlocking this growth. The proposal puts environmental objectives on par with transport, fisheries and energy objectives.

The NGOs stress that the main purpose of MSP-ICM should be achieving Good Environmental Status, as required by the Marine Strategy Framework Directive, and that environment should thus be the Directive's prime legal basis.

Johanna Karhu of BirdLife Europe said: "MSP-ICM could be an improvement on the traditional ad-hoc and unsustainable sectoral approach to marine management, which has led to over-exploitation of resources and significant environmental decline. Achieving the objectives of EU's environmental legislation must however be at the heart of the new Directive."

Rita Santos of WWF's European Policy Office said "We hope that the Directive will underpin the environmental protection of Europe's busy seas and enable the efficient planning of infrastructure in an integrated manner between member states. Properly planned developments in Europe's seas will ensure that the collective pressure of all activities is kept within environmental limits whilst allowing the sustainable use of marine goods and services by present and future generations."

Source: Seas At Risk

Katharina Stanzel , INTERTANKO Managing Director, said: "INTERTANKO applauds the progress made last week by the IMO's MEPC on the challenges of implementing the Ballast Water Management Convention, specifically related to the implementation schedule, port state control and improved transparency of ballast water equipment capabilities."

At its 65th session, the Marine Environment Protection Committee (MEPC 65) of IMO approved a draft Assembly resolution which recommends that ships not be required to install a BWMS until its first renewal survey after entry into force of the BWM Convention.

"This revised schedule is more logically pinned to the entry into force date of the Ballast Water Convention and allows for the installation of the ballast water treatment system to be undertaken at the first renewal survey after entry into force", explained INTERTANKO's Senior Manager - Environment, Tim Wilkins.

While the actual IMO Resolution in which the revised schedule is detailed still has to be formally adopted by the IMO's Assembly when it meets in November this year, it is largely understood that this final draft is likely to be unchanged.MEPC 65 also adopted a circular to initiate a trial period for the sampling and testing of ballast water by port state control, during which port state control will refrain from detaining a ship or taking criminal sanctions in the event that a BWMS does not meet the discharge.

"This will allow time for PSC to determine which sampling and testing techniques work in practice and importantly will also allow the industry to identify any compliance problems associated with the operation of type approved BWMS," said Mr Wilkins.

The third development relates to increasing the transparency of the Type Approval process and the adoption of amendments to both the Type Approval certification documents as well as the guidance to Administrations on the Type Approval process. Wilkins commented that, "with these amendments accepted the revised documents will mean more information is provided to the industry and the owners on the capabilities of the BWMS as well as the ranges and limiting conditions in which the BWMS can operate".

The BWM Convention will enter into force 12 months after 30 countries representing 35% of the world's tonnage have ratified it. At present, 36 countries representing 29.07% of the world's tonnage have ratified the BWM Convention.

Source: INTERTANKO

The MEPC adopted guidelines, as required by regulation 13.2.2 of MARPOL Annex VI, in respect of non-identical replacement engines not required to meet the Tier III limit; and a unified interpretation on the "time of the replacement or addition" of an engine for the applicable NOx Tier standard for the supplement to the IAPP Certificate.

The MEPC approved draft amendments to the form of Garbage Record Book under MARPOL Annex V, to update the Record of Garbage Discharges, for circulation, with a view to adoption at MEPC 66.

The MEPC also approved an MEPC circular on adequate port reception facilities for cargoes declared as harmful to the marine environment (HME) under MARPOL Annex V, which agrees that, until 31 December 2015, cargo hold washwater from holds previously containing solid bulk cargoes classified as HME, may be discharged outside special areas under specific conditions. The circular also urges Parties to MARPOL Annex V to ensure the provision of adequate facilities at ports and terminals for the reception of solid bulk cargo residues, including those contained in wash water.

For more information on MEPC 65 Outcome, please click here.

Source: IMO

The Coast Guard's current suite of cutters, boats, aircraft, and shore infrastructure must meet a number of near-term mission demands. The Coast Guard employs mobile command and control platforms such as large cutters and ocean-going ice-strengthened buoy tenders, as well as seasonal air and communications capabilities through leased or deployable assets and facilities. These mobile and seasonal assets and facilities have proven to be important enablers for front-line priorities in the region, including search and rescue operations, securing the maritime border, collecting critical intelligence, responding to potential disasters, and protecting the marine environment.

The arctic environment is changing dramatically. Satellite observations over time show decreasing multi-year ice and increasing open water during the arctic summer.

The lowest sea ice extent on record occurred in September 2012. Consequently, coastal villagers have been experiencing environmental changes that have made their communities more prone to storm surges, diminishing permafrost, and coastal erosion.

Although winter sea travel is still severely limited due to extensive ice coverage across the region, recent summer and early autumn sea ice extent record lows have made seasonal maritime navigation more feasible.

Economic development, in the forms of resource extraction, adventure tourism, and trans-arctic shipping drives much of the current maritime activity in the region.

The Arctic Strategy report outlines three strategic objectives in the arctic for the U.S. Coast Guard over the next 10 years as follows:

• Improving awareness

• Modernizing Governance

• Broadening Partnership

Find more information, by clicking at the report here

Source: USCG

The Committee:

The MEPC also endorsed a work plan to continue the work on development of the EEDI framework for ship types and sizes, and propulsion systems not covered by the current EEDI requirements and to consider guidelines on propulsion power needed to maintain the manoeuvrability of the ship under adverse conditions.

For more information on MEPC 65 Outcome, please click here.

Source: IMO