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WÄRTSILÄ WELCOMES GLOBAL SHIPPING’S AGREEMENT TO CUT GHGS Wärtsilä has announced its strong support for the agreement reached last week at the International Maritime Organization (IMO) in London. The agreed plan is for shipping to reduce its greenhouse gas (GHG) emissions by 50 percent from 2008 levels by 2050. “This long-awaited agreement represents an important milestone for global shipping. It is critical that we have an industry-wide framework for reducing emissions, and this sends a clear signal that we should all join forces in promoting carbon-free shipping,” says Jaakko Eskola, Wärtsilä’s CEO, pictured. Maritime transport has always played a major role in making it possible for a truly global economy to function. Shipping connects countries and markets, thus forming the backbone of international trade. The sector has, therefore, a responsibility to strive for sustainable performance in its operations so that emissions and pollutants are minimised. Wärtsilä has long focused its development work on introducing technologies that enable shipping to significantly lower its environmental load. “It is vital to note that there is no single solution for decarbonising the shipping sector while also controlling the other pollutants,” Eskola points out. “A clean-shipping future must be based on the combining of different technologies and various solutions. These will include cleaner fuels, efficient vessel designs, hybrid propulsion technologies, and intelligent vessels.” Increased adoption of liquefied natural gas (LNG) as a marine fuel will be needed to accelerate the reduction in GHG. The progress already made in LNG-related innovations can lower emissions of GHG from vessels by as much as 30 percent. The potential for even further reductions is being created by the constant development of new technologies. LNG as a marine fuel has a crucial role in GHG reduction roadmap, and provides the basis for other actions to even further reduce the emissions of shipping. Wärtsilä puts a great effort to create offering enabling effective utilisation of LNG. Digitalisation is benefitting society at large and will have a positive impact on shipping. Wärtsilä’s Smart Marine vision, which utilises high levels of digitalisation and connectivity, aims at increasing overall resource efficiency, minimising the environmental burden, and increasing the safety and reliability of maritime transport. “We should look beyond just vessel-level emissions. To be truly effective, we need to target everything involved in moving goods and passengers. At Wärtsilä, we envision a Smart Marine Ecosystem wherein smart vessels sail between smart ports in an environment of optimal efficiency and minimised emissions,” comments Jaakko Eskola. UK SHIPPING INDUSTRY NEEDS TO THINK SMART ON POLLUTION Providing renewable electricity to ships whilst in port in the UK could reduce the equivalent of 1.2 million diesel cars worth of nitrogen oxides pollution and bring £402 million per year of health and environmental benefits, according to Schneider Electric. The company says that “pressure is mounting” for the UK to align with EU air pollution emission targets, and ships at berth need to cut their fuel consumption and port authorities and terminal operators need to integrate shore power capabilities in a simpler and more efficient way. “The UK is one of the last global regions to introduce shore connections at its ports and it will take industry collaboration and innovation to bring forward the introduction of portside electricity in a quick and sustainable manner. There is now a global standard for shore connections and it is up to our ports now to catch up with the global norm and demonstrate that we truly 6
elieve in a cleaner, healthier future,” said Peter Selway, Marine Segment Marketing Manager at Schneider Electric. While road transport pollution garners public prominence because it is so visible in our everyday lives, the company says the impact of portside emissions on the environment should not be under estimated. Emissions from all vessels’ auxiliary engines at berth in UK ports in 2016 was estimated to be equivalent to 2.6% of the total transport sector emissions of nitrogen oxides in the UK. Selway said that the shipping industry generally has been receptive to turning of its marine engines in port and plug into shore power (Schneider Elctric’ produces such systems) which can achieve 95% reduction in a vessel’s alongside emissions and cut fuel costs substantially. Danish ferry group Scandlines, for example has seen an overall energy saving of between 10-14 per cent in its equipped vessels. “It is time now to adopt a new way of thinking and embrace, as an industry, the benefits that shore connections and portside electricity can bring quickly and costeffectively. We are fortunate enough to have the technology at hand and we must put it to good use,” Selway said. FUELS & LUBES HIGH-SULPHUR FUEL BAN TO HAVE A MATERIAL AND TECHNICAL IMPACT ON SHIPOWNERS Finland-based exhaust gas cleaning pioneer Langh Tech has explained how last week’s decision to prohibit the carriage of non-compliant fuel oil will have a material and technical impact on commercial ship operations. In a special panel session during the Sulphur Cap 2020 conference in Amsterdam today, Langh Tech Managing Director Laura Langh-Lagerlof (pictured) told delegates: “If such measures are adopted, any shipowner, operator, master mariner or chief engineer found guilty of transporting non-compliant fuels intended for burning in marine engines could face stringent financial penalties and possible imprisonment.” Amongst the measures to reduce shipping’s carbon footprint adopted at the 72nd session of the IMO’s Marine Environment Protection Committee, which met last week in London, the MEPC approved proposals to ban the carriage of high sulphur fuels, submitting draft amendments to MARPOL Annex VI for approval and adoption at MEPC 73. Should the amendment be adopted, any a ship without an approved scrubber or equivalent arrangement would be banned from carrying and using bunker with a sulphur content exceeding 0.50%. “While we completely support initiatives to reduce Greenhouse Gas Emissions and shipping’s impact on the marine environment, the MEPC 72 decision makes clear that technical solutions are now required if shipowners are to comply with the sulphur limit requirements,” she said. Langh-Lagerlof went on to emphasise that of all the possible fuelling options, the use of Heavy Fuel Oil with a scrubber remains the “sensible option”. “Given the continued concern surrounding methane slip, LNG fuel could potentially be more environmentally hazardous than the current arrangement, while the direct and indirect costs associated with burning low sulphur fuels would have a considerable impact on the shipowners P+L. “The low viscosity, low lubricity, acidity, flashpoint and cylinder oil compatibility of these expensive fuels could also result in corrosion issues and other engine problems. With a scrubber, at least there’s a return on the investment,” she said. Referring to the practical, operational experience of the Langh Tech scrubber installations aboard Langh Ship’s fleet of five containerships, Langh-Lagerlof explained why the technology is the only viable option in meeting the regulatory requirement. One of the key take-aways from the conference was how Langh Tech’s closed loop scrubber removes oxides of sulphur from the HFO exhaust emissions without resulting in a corrosive wash water typical of other exhaust gas cleaning systems. “With increasing concern about the corrosive properties of wash water corroding pipework, our lightweight, compact scrubber technology manages to extract almost all the water from the scrubber sludge, with the end result being simply a dry black waste that can be effortlessly and cost-effectively disposed off,” she said 7
Page 1: MEM MEM MARINE ENGINEERS MESSENGER
Page 4 and 5: EMISSIONS ABATEMENT ICS SAYS GOVERN
Page 8 and 9: ABS-LED RESEARCH IDENTIFIES KEY EAL
Page 10 and 11: MARINE ENGINES MAN SCOOPS MAJOR NEW
Page 12 and 13: BALLAST WATER BEMA FORMS TO INFLUEN
Page 14 and 15: Type Approved to IMO MEPC 227 (64)
Page 16 and 17: MAERSK TO TRIAL SEA MACHINES' IA SY
Page 18 and 19: FINCANTIERI DELIVERS SEABOURN OVATI
Page 20 and 21: ROLLS-ROYCE AND HURTIGRUTEN TEAM UP
Page 22 and 23: FEATURE ARTICLE CUTTING IT IN THE D
Page 24: HARLAND AND WOLFF APPOINTS JONATHAN

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