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36 Maritime Professional 1Q 2011 auxiliaries, improved aero- dynamics and other areas that are ripe for investi- gation. ABS believes that much can be done that will return immediate benefits from improved opera- tional efficiencies that have the bonus of reducing the environmental impact of ship operations.
SADLER (LR) Shipowners have to make some big decisions with respect to ECA compliance. The days of a ‘one-solution-fits- all-needs’ approach to fuel and propulsion technologies may be gone forever. Owners will need to evaluate their needs and adopt strategies to try and best position themselves to meet regulatory requirements and meet their clients’ needs, choos- ing options that will remain viable over the course of a ship’s life. Shipbuilders will need to provide cleaner designs.
Regulators have to ensure that net environmental benefits are encouraged. LR supports all these stakeholders.
Involved across a full spectrum of technological and opera- tional research and development areas, Lloyd’s Register efforts include emissions verification for Maersk Line, Ship
Energy Efficiency Services and groundbreaking work in lead- ing the understanding of nuclear power’s potential for ship- ping. This latter is an example of an outpacing strategy that would address all emissions issues and still provide more than adequate, affordable, power.
Class is needed more than ever to knit together the overlap- ping needs and requirements of shipowners, builders and reg- ulators to achieve positive outcomes and net environmental benefits for all stakeholders. LR is well placed to help all these players adapt to a more complex world.
COYNE (GL) Reducing the environmental impact of shipping in order to upgrade its image as an environmentally friendly mode of transportation is one of the most important topics for the maritime industry. GL’s experience goes back to the 1980’s when GL started its own emission lab to analyze all ingredients of air emissions. Looking at the comprehensive picture, our emission laboratory has provided our clients revealing knowledge about the interdependence of fuel ingre- dients such as nitrous oxides, particulate matter and volatile organic compounds.
Today, we are discussing the option of gas as an alternative fuel. There does appear to be general consensus developing that gas engines can be used on vessels operating regular or shorter routes. Gas as fuel is a viable alternative to heavy fuel oil. The environmental benefits of LNG as a fuel are well doc- umented, with negligible sulphur emissions and much lower
CO2 and NOx emissions than standard marine fuels. The technology exists and the regulatory regime is considering new rules – an international code - to allow gas as fuel. Gas- powered engines are superior, offering substantial cost sav- ings.
GL continues to monitor national and international legislation to inform its clients about new limits and thresholds. GL has established itself as the classification society that has propa- gated ‘energy efficiency and competitiveness of ships’ for many years. We are now providing consulting services with our own company called FutureShip, showing shipping lines and shipyard clients how to improve efficiency and cost- effectiveness.
Ensuring that a ship is safe to go to sea via documentation, inspec- tion and audit is a heavy responsibility. Describe the most far reaching change(s) in the role(s) of classification societies that you have seen. How did your organization react to these changes?
TØRSTAD (DNV) We have certainly seen an increased demand for classification services, due to new requirements such as enhanced hull inspections, new safety regulations such as the
ISM and ISPS Codes, anti-fouling hull coatings, ballast water management plans, and the implementation of the USCG
Alternate Compliance Program.
We also expect that the Deepwater Horizon disaster will lead to changes in both the maritime and offshore safety regimes.
In fact, DNV has developed a position paper on key elements for an effective offshore safety regime in the US based upon a combination of prescriptive and goal based standards cou- pled with comprehensive risk assessments including real time decision making with quantitative risk tools.
Of course, there have been a lot of other broader changes, such as formation of the European Marine Safety Agency, the
US Oil Pollution Act of 1990, and IMO adopting a goal based approach for setting standards. In every case, we have worked within the IMO and other authorities to develop the right frameworks, to understand the new requirements, help our customers understand the new demands, and in training our people to understand the business perspective and challenges so that we can deliver these new services.
Sadler (LR) China will play a key role in shaping the future of shipping as it becomes the world’s primary maritime market ... China will be at the heart of LR’s future.