Tag: GREEN4SEA

  Juha Kiukas, Sales Director, Trojan Marinex presentation during 2015 GREEN4SEA Forum USCG Ballast water treatment rules are effective since 2012 and ships visiting US ports need to install a Ballast water treatment system latest by first dry-docking after January 2016. USCG AMS approval is only an interim solution and paths to type approval vary. Many ship owners question UV based solutions due to so called “live versus dead” issue”. USCG has however the ability to accept alternative test methods like the MPN, widely used for UV based systems.   Alternate Management System (AMS) is only an interim solution. It is not a USCG type approval.  Trojan Marinex was  the first company to apply in the world for USCG type approval. We know quite well the USCG type approval process.  With AMS, there are a lot of pitfalls. First of all, it is valid only for 5 years and there is the obsolescence risk. If you install an AMS system at the moment and  the supplier don’t get the USCG type approval for that system as a consequence, you may have to take it off. It is also written in the US law that after the existence of type approved system, you are not ...

  Stelios Kyriacou, Technical Director – Wärtsilä Ballast Water Management Systems presenation during the 2015 GREEN4SEA Forum The presentation introduces the ballast water issues in order to act as a reminder of the reasons for the ballast water convention.  The international and local regulations are examined from the standpoint of performance and equipment type approval processes. Finally the Wärtsilä BWMS equipment is briefly presented with focus on the USCG approval testing of the AQUARIUS EC BWMS electro-chlorination system.   First of all I would like to introduce Wartsila, the engine manufacturer as known by most that has an extensive environmental product portfolio. Wartsila recognises that no one ballast water treatment solution will be suitable across a fleet that is traversing the oceans of the world, in very different climatic conditions and very big differences in terms of flow requirements etc. Therefore, Wartsila decided that the only way to move forward is by means of developing two technical solutions under the name Wartsila Aquarius.  The first is based on filter and UV, and the other, is filtration with side stream Electro-Chlorination. Both systems have been successfully IMO tested and type approved.  Both systems have also a USCG AMS acceptance and accreditation and both are ...

  Gary Croot, President IMESA & Ret. USCG Chief, Environmental Standards Division presentation during the 2015 GREEN4SEA Forum   It is absolutely imperative that you understand that the IMO resolution, that delayed the implementation of the Convention, doesn’t apply at all to the Coast Guard regulations or to the EPA VGP implementation schedule. These two are completely independent of one another.  One of the most important differences, that it will become clearer later, is that the Coast Guard adopted a living vs dead numeric standard for biological efficacy. The convention chose to use viable vs non-viable. Now, as a ship-owner you are probably thinking, I don’t care about that, and you probably don’t except when it comes time to actually purchase a system and determine if it will meet Coast Guard requirements for Type Approval. Additionally, we know that Coast Guard uses Dry Dock Dates vs Survey Dates (those dates aren’t always the same). Below it follows Coast Guard implementation schedule. It’s the same as the VGP implementation schedule and as you can see vessels that have 1500-5000 m3 ballast water capacity, are already required to be in compliance with the discharge standard. BWM Implementation Schedule   How can they do that? ...

  William H.Moore, Senior Vice President of Loss Prevention, The American P&I Club presenation during the 2015 GREEN4SEA Forum   United States has very strict guidelines requirements and also enforcement capabilities and they do so with vigour as we all know.  80% of marine environmental pollution comes from land based sources. The most significant part comes from what we call as ‘non-point’ source pollution such as: fertilizers, herbicides & pesticides from storm run off and soils from erosion prone areas septic tank systems airborne contaminants collected by precipitation motor vehicles & mechanical equipment heavy metal and tar residues from roads, etc.  It is true that ships are considered as easy point source pollution targets for authorities. In the US, criminal prosecutions and civil fines are severe. It is a constant threat to our industry. It is important to consider how this expanded into our industry. We can always argue where it actually started; with Exxon Valdez and with the Oil Pollution Act of 1990. At that point of time, there was a lot of focus on oil pollution from ships. Since that time, we have seen that expansion in all types of areas: oil pollution from bunkers & bilges garbage, sewage, noxious substances ...

  The 5 basic components of a Scrubber (Click here for larger view) Marco Dierico, Marine Business Development Manager, Europe, DuPont/BELCO presentation during the 2015 GREEN4SEA Forum The presentation aims to make ship operators more comfortable with scrubbing technology, that is mature, reliable and effective since it is recognized from IMO, EU, EPA. Scrubbers are not black boxes, but based on robust components used in the marine industry like pumps, heat exchangers, valves, tanks. Benefits relate to the long term savings on fuel costs and the undoubted availability of HFO over the next decades. Trends are showing a substantial price reduction for scrubbers and that passenger ships and Ro-RO ferries are driving the market with open and hybrid loop systems.    Scrubbers are robust and effective Sox abetment devices to be used for the main engines, but also for the auxiliary engines and the boilers, using water as a medium for sulphur absorption. In the end of the day, we wash the exhaust gases. Also, as a side effect, scrubbers provide the particulate removal mainly in mass and not in number.  There are five basic components for the scrubber systems. For sure, a source of water, sea water or fresh water, plus a ...

  Edwin Schuirink, Technical Product Manager, VAF instruments presentation during the 2015 GREEN4SEA Forum Efficiency of ships is becoming more important, as fuel costs are relative high and the care for the environment is more and more on the agenda of IMO, EU and ship owners.  A successful and effective efficiency improvement project requires that vessel efficiency is being monitored after implementation of new technologies and measures. Application of Torque sensors and Thrust & Torque sensors in combination with an efficiency monitoring system and flow meters on board of your vessels will help to make your project a success.    Hull and propeller efficiency monitoring is quite a serious issue, since hull and propeller condition do have a major influence on your fuel consumption. The main subject of this presentation is the flow meters, the torque sensors and our state of the art thrust and torque sensor, which allow you to monitor hull and propeller fouling. First of all I would like to present you the torque sensor, T-Sense which is on the market now for almost 5 years. It contains an optical sensor that can be installed by the shipyard or by the owner. One of the big advantages of the ...

  Klaus Grensemann, Chairman, QACE presentation during the the 2015 GREEN4SEA Forum QACE is the entity for the Quality and Certification of Organizations recognized by the European Union and was founded in November 2010 by 12 Recognized Organisations (ROs) at London. QACE is a relatively new entry in the market. Through performing an oversight over the ROs, it has some impact on general ship safety, the protection of the marine environment and on sustainable shipping. In his presentation the chairman of the board of directors illustrated the legal background, the partners, the way the entity performs its job and the means to achieve improvements   QACE consists a relatively new entry in the market. Clearly, it has some impact on general ship safety and on the protection of the marine environment and on sustainable shipping. In my presentation, I am following the outline scheme to illustrate the legal background, the partners, the way we are performing our job and on means to tell you about achievements and areas, where improvement is necessary or at least advisable. QACE is not for sure a European entity and is by far not a subsidiary of IACS. It is the entity for the Quality and Certification of ...

  Benoit Loicq, Maritime Safety and Environment Director, ECSA presentation during the 2015 GREEN4SEA Forum  ECSA firmly believes that the International 2009 Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) sets up the necessary and ambitious framework to deliver the required sustainable level playing field in ship recycling activities worldwide. The shipping industry is committed to the global efforts to improve the conditions applicable to recycling operations and has welcomed the fact that the HKC requirements are reflected in the European Union’s Regulation on ship recycling. European Member States must as a matter of priority ratify the HKC and, in conjunction with the EU, strive to ensure that key Recycling States and Flag States follow suit. With this purpose, the European Commission must ensure that the implementation of the EU Regulation provides any recycling yards with an incentive to increase their economic and environmental sustainability, representing a real opportunity of being included on the EU list of approved recycling facilities. A swift ratification of the Hong Kong Convention is crucial   The International 2009 Hong Kong Convention (HKC) specifically addresses the intricacies of international shipping and ship recycling. HKC is the only instrument that can provide a meaningful ...

  Yoshihisa Okada, Deputy General Manager, Propeller Design Dept., Nakashima Propeller Co Ltd presentation during the 2015 GREEN4SEA Forum NAKASHIMA PROPELLER developed ECO-Cap as a new ESD with FRP. The strength of FRP is higher than that of Nickel Aluminium Bronze, therefore ECO-Cap was able to adopt thin fins on propeller caps for low resistance. As the results, the improvement of F.O.C. by ECO-Cap was confirmed abt. 2.8% in operating condition. On the other hand, NAKASHIMA PROPELLER developed “Ultimate Rudder” of new design concept by FRP. And we optimized the profile of “Ultimate Rudder” by CFD and confirmed the efficiency increase from 4.9 to 5.4% in self-propulsion test.   My presentation refers to our new product, GPX Propeller. This is the design concept of GPX propeller: Non Hub Vortex Small Blade Area Tip Rake I am going to explain Non Hub Vortex and Small Blade Area.   Hub vortex technology Conventional Propeller GPX Propeller The conventional propeller has a strong hub vortex causing energy loss. On the contrary, the GPX propeller can absorb hub vortex cavitation saving energy. Small blade area technology Conventional Propeller GPX Propeller GPX propeller adapts narrow legs, so expanded area decrease max. 20%. In that way it is reduced the ...