Part of my job is performing pilot installations of our systems onboard many types of ships, which is both invigorating and challenging. With any new ship design, the first step is to get as much knowledge as possible about onboard operations. A couple of months ago, I headed out to sail on a modern LNG tanker. As it turns out I was in for a little more than I expected due to some typhoons we got to meet.
Defects related to propulsion and auxiliary machinery installations have traditionally been one of the top six categories of deficiencies recorded during port State control (PSC) inspections in previous years. An average of 7% of the total number of the deficiencies identified within the Tokyo MOU region are related to machinery installations. For the purpose of verifying compliance with the requirements of SOLAS Convention Chapter II-1, member Authorities of the Tokyo MOU undertook a Concentrated Inspection Campaign (CIC) on Propulsion and Auxiliary Machinery from 1 September to 30 November 2013.
DNV GL has recenlty issued a new report to evaluate the possibility of retrofitting existing cruise ships to run on LNG as fuel. Considering the cost of investments and fuel prices, LNG may be a cost- beneficial solution that meets the challenge for reducing air emissions.
As we look at, and try to understand, all the future fuel options, there is one particular fuel that has caught my attention. It is sulphur free, has low emissions, perhaps three to four times cheaper than marine distillate fuel, probably lower in price than LNG, a more beneficial fuel factor for the EEDI than LNG or diesel, it is non cryogenic and is already in widespread production (~50 million tonnes per annum) for a multitude of uses, including combustion. It has great potential for a much higher production and a distribution infrastructure more easily established than LNG.
Last week Eniram announced at Gastech 2014, the world’s largest LPG, LNG and natural gas event, another advanced fuel-saving product based on the established Eniram vessel platform.
A new ICCT study confirms feasibility of implementing new IMO standards for NOx emissions from ships on schedule in 2016. The study is a survey of technical literature and industry reports to assess equipment costs, environmental side effects, urea and catalyst availability and disposal, and overall system costs of SCR in the marine sector.
Fednav recently became the first shipping company to employ drones, or Unmanned Air Vehicles (UAV), for ice reconnaissance on a commercial voyage. The Umiak I, one of Fednav’s most powerful icebreakers, used a variety of video-equipped drones to scout ahead of the vessel in the ice-covered waters of the Labrador Coast. The goal was to provide the captain and officers with detailed real-time visual information on the local ice conditions.
My sea career lasted for an exciting decade which saw huge growth in ship size. I went through the evolution of shipping from sailing on a 3,500 TEU jumbo container vessel that was built in the year when I was born to an 8,000 TEU container vessel. In 2003, that 8,000 TEU vessel owned by my former employer was entered into the World Guinness Book of Records as the largest container vessel ever built. But although I stopped sailing on the largest ship at the time, the size of ships did not stop growing.
EEDI has (officially) entered our shipping lives: major ship types (tankers, bulk carriers, containerships etc) contracted after 1 January 2013 will need to comply with the new requirement.
The effect of increasingly stricter air emissions legislation implemented through International Maritime Organization (IMO) Annex VI and other local air quality controls, together with favorable financial conditions for the use of natural gas instead of liquid fuel oil as a bunker fuel is increasing the number of marine vessel owners that are considering the use of liquefied natural gas (LNG) as a fuel.
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Officer of the Watch 